BE410631A - - Google Patents

Description

       

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 EMI1.1
 



  Road vehicle with more than four wheels with 4-point distribution bait point stabilization on a curve serve as automatic steering braking braking forces as a function of the chi flwppvrùàe by each wheel.



  The * cU ... ..1 -; 1-. vt: .. 'tll6 us..s la: P. & "8ih'u 114i aemando de bZ are based on the main order on the use of the principlei my Jlydre pneumatiua suspension making the subject of my patents
 EMI1.2
 laughing .
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  However, certain provisions can be aiaéwen%, quéeo to Vehicles comprising another type of suspension. vehicles described are carried on each of the wheels by the in% ormk d tua pnewnatiq \ 8 hydra suspension device based on the pz y $ g pes of my previous patents. the pneumatic system is simple
 EMI1.4
 used here to indicate that the operation is based on the laws porpres to liquids and gases the nature of these
 EMI1.5
 denying that it may! be that the liquid cYp1y must have iubrâriantQa qualities.

   All the suspension devices can be identical ect preferable from the point of view of cost price and ease of monitoring not to mimir each device that devices with
 EMI1.6
 '.ment necessary for the special function it fulfills.
 EMI1.7
 The description will firstly include a pneumatic hydra aps equipped with all the devices by% i'uliorb the position allowing to simplify certain devices by dJLstr ut judiciously among them the different functions they
 EMI1.8
 called upon to fill in will then be described at the same time as
 EMI1.9
 describes the vehicle.

   

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 EMI2.1
 Suspense apparatus1-
 EMI2.2
 The suspension devices apply the principles described in my various * patents. During the tests carried out these devices
 EMI2.3
 rails have been built under different trusses and several have given convincing results, ma. s 1 development tests have enabled det-yminey co ::

  r1iaJ.us a. aL1 "1iages qumt à L'empiei cas dispoi .1t1! a d'itanchi3ti have led to a1! 1er certain Gr.ana. in their form and to 1..reduce certain per! actiQnnemant8, these different pelatu are treated here-apiboo . ttightness .- its devices ttil11t designed in such a way that all the etanoheitô devices are teujeuyx bleed by the liquid
 EMI2.4
 tests carried out under actual service conditions. have dice
 EMI2.5
 put that the pressed cooking user.

   or similar devices
 EMI2.6
 were to be recommended-This device present on others before
 EMI2.7
 Following stages less precise execution of the surfaces on which slide the staneh.lté.ltancnélt8 devices practically perfect when parking. This seal decau le from the fact that at rest the leather under the influence of the Pressure s' applies perfectly to the wall of the driven cylinders if it presents certain defect% ueai% eb, the leather then has an effect analogous to that of a single skin.
 EMI2.8
 the suspension device crimped leather causing friction
 EMI2.9
 proportional to the pressure .uppert.i8,

  ! rattamE! t1t which generates a
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 braking of oscillations caused by minimal force.
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 .a% 1 * n partial of the device when parking.
 EMI2.12
 employee being oil, this causes when parked in $
 EMI2.13
 bonding of the sealing device, this bonding opposes the collapse of the suspension device under small variations in pressure.
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 strong applied without shocks such as for example ascent or descent
 EMI2.15
 The gluing effect disappears when the device is turned on to the oscillations due to the movement of the vehicle.

   
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 The tests also proved that on a vehicle whose load varies little the devices could be kept in working order.

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 EMI3.1
 monk tubing the riw1issan1J to a source of compressed gas cp that. Practically the 1 supplyatian! in air were,

  on anp developed less frequently than those required by the replenishment% a # ion4 p these taking place by the same means as for these niera and using the same power values * Improvements and special provisions which
 EMI3.2
 and of the present application are intended to maintain these and any other qus even on a shifting vehicle fitted with curve stabilization devices. They are intended to be equal based on the results of the improvement tests.
 EMI3.3
 operation to make it safer, to simplify the construction or to improve the braking of the vehicle,

  to allow the rational construction of vehicles with more than four wheels. The apparatus will be here in one of the forms which allows these various loans to be solved. The suspension apparatus consists of several parts represented by the drawings in figures I to 10 according to the nomenclature making the present description. The form in which it is
 EMI3.4
 is by no means essential to ensure a ben tirnctiom and can be modified according to the type of vehicle, the mode of cation or the materials used. This construction was chosen to allow in particular the execution of the apparatus by a @
 EMI3.5
 preferably by s.1'ar. electric, possibly by re simple elements previously machined. The mon'ure (.t'1gure:

   of the apparatus is constituted by a vertical tube Dt; .l7eux tul 2 and 3 feel fixed there by welding by vertical gussets and zemtauc.I, the welds likely to cause deforti these tubes being carried out before machining. keeping the tubes 2 nd in place and in perfect alignment by means of an assembly mandrel fixed to tube I. All the others
 EMI3.6
 The frame is forced upwards and downwards by means 5 / each of an opening that can be closed by a cover 7. The vertical 8 and horizontal 9 gussets delimit between
 EMI3.7
 I on the one hand and the tube 2 and S on the other hand of the terraced spaces.

  

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 formed at the bottom and open at the top.This cylinder can be put
 EMI4.1
 * IT places from above by removing the cover 7.One piece lOt a1. ' sée to the outside diameter of cylinder 10 transmits either directly or via a bridge the vertical reactions *,% of the
 EMI4.2
 wheel to the cylinder 10. The apparatus is completed by the addition of an assembly consisting of cylinder II open at both ends and double-walled and cylinder 18 closed at its ends and shared ex -eux cempe * r% imea% s Is and 14 (fig I and 5) These two cylinders are revaus by the small parallelepipedic beam 16,16 comprising two sealed conduits 15 and 16 (end 5)

  3rd cylinder II is fitted with a sealing device 17. In cylinder II is introduced a cy
 EMI4.3
 liner 18 formed upwards provided with a sealing device II and movable in cylinder II.6 and the assembly is placed 4n removing cover 7 so that cylinder II slides in cylinder 10 and cylinder 12 is placed in tube I. The particular devices contained in each of these sets will be
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 described in the device operation paragraph.



  Device fanctioimement.



  The fenctiermettient ae the suspensian apparatus will be defined here only as regards the particular dispositions which feel revealed. during tests of an efficiency greater than at very fulfilling the same functions as well as the provisions by
 EMI4.5
 These peculiarities constitute ar per! eC'i18nnemsnt n devices or allow their use both for the improvement of provisions other than the suspension. These features will be described separately.



    Guidance .-- Tees trials have led to preference being given to devices in which the vertical and horizontal reactions of the wheel were transmitted to the frame by different organs.
 EMI4.6
 the guiding of the cylinder 10 parallel to its vertical axis is obtained by sliding it in the cylinder 8 and machined internally and mounted in the same alignment? to avoid any jamming it is provided at each end of the cylinder I0 a scope that small

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 between them a certain play without harming in any way the good fc
 EMI5.1
 The vertical reactions are transmitted through the cylinder 18 thundering the air bell completely free of the apparatus.

   
 EMI5.2
 pchappaNt.ent in two stages.-The device provided for adjusting the height of travel and the internal pressure of the appearance presented in its primitive form certain lnconveniences.LOVBq e same reached the position discovering the lights the exhaust producing too quickly made the pressure inside the device which was alaffaitant. To obviate this drawback, this adjustment channel was made as follows: cylinder 0 2 is
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 at its lower part. Lights 52 are located at a distance above the bottom (fig 1) the cylinder 10 is provided at its:

   bottom of an SI sealing device sliding in 2.L
 EMI5.4
 The exhaust pipe is made up of a tube 41 (ìG 1,3,9j deb (inant into the closed cylinder 2.Qe tube is closed by a valve fitted with a long tail 42. When the cylinder 10 exceeds its normal level towards the bottom SI crimped leather first closes the
 EMI5.5
 broa 39.] 6a tail 4a then coming to weigh on the bottom 4 of the cylinder pim valve 41 is sulevâe.tJr ac1:

  lçpemen1i .. produced from the inside of cylinder 10 to cylinder 8. The pressure under the bottom of dre 10 mounts and returns the apparatus to its normal position until
 EMI5.6
 inon% where the valve 41 is r.temlge.e.a lights! f8 are then covered causing the pressure drop in the SI cylinder.]
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 positive thus limited the exhaust to the amount snictemen1 .air. to the proper functioning. The substitution in the cylinder: ne has up a e exhaust has lights also has r8su: to limit the area had this exhaust occur.



  Complete closure of the apparatus. This is achieved by flexible cylindrical voloppies connecting the cylinder 10 respeeti to the cylinder: and 5.0es envelopes are not represented at the Permanence of elasticity and of unbalancing-Stabilization without coupling or air supply.

   

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 EMI6.1
 device based on the use of circulating oil in wax
 EMI6.2
 Ottit closed use which suppressed any air escape.
 EMI6.3
 that the oil recovery device consisting of a pump has been mania particular device.The device described in the present patent application is the one to be adopted for vehicles
 EMI6.4
 to numerous changes of loads or called to circulate on repu ton to Nembreux Tirages In this case the dimensions to be given to the recovery pump to allow it to fill its new fenc
 EMI6.5
 wish in all cases even the most unfavorable would have been pro
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 To avoid this drawback, it was added an auxiliary pump with temporary action.
 EMI6.7
 is following me:

  a first constant action pump is produced by a
 EMI6.8
 cylinder 10 integral with cylinder 10. In cylinder 20 smooth neck a stamped leather 24 attached to the tube to 'T integral with the cylinder iI.00% together constitutes with the valves 21 and 22 the recovery pump% 1 acting as it is said in my previous patents.
 EMI6.9
 However, this pump has certain peculiarities: it sucks oil into cylinder 2 through valve 21 and delivers it through
 EMI6.10
 the SR valve in the bottom of the cylinder 10.

   (Direction of the current line with single arrow in the drawings) From this double bottom the oil can go through the double wall to a 64 tooth auxiliary pump only the location is shown in Figure 1 and which will be. described more 3ein.ï'huila can also be discharged by lifting the valve in the tube 96 integral with the cylinder 10 and closed at its
 EMI6.11
 upper part by a sealing device also carried
 EMI6.12
 through the tube fl7 .'e tube 27 is provided with lights which put it in cUlm1micati81 with the tube 26. The oil thus follows the path indicated qwé as previously passes from the tube 26 into the tube 27 of the tube Q7 in the tubes 28 which open at the lower part of the double wall of cylinder II.1 through this double wall the oil returns to the horizontal duct 16 and axioccbx? 3i via this duct and the tube 29 is discharged

  in compartment I3.f3 this oil delivers upwards and compresses the air contained in this compartment 15 which

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 stabilization in curves or maintenance in normal operating condition when loading the vehicle.
 EMI7.1
 1iienhemSM. this accumulator 13 must be kept at a pressure:

   always higher than the air pressure required in the bell when the vehicle is carrying the maximum load To be able to maintain this pressure or restore it quickly in the most unfavorable conditions or even if the vehicle is moving on a road
 EMI7.2
 min of bearing showing no unevenness 11 was added the device an auxiliary pump driven by the wheel (fig 6,7,8) This pe sucks the oil by releasing the valves 81 and 22 (fig I) and the crowd lifting soup 25,

  the oil following from this right the path already described to get to the accumulator 13.L double bottom and the double jacket of cylinder 10 act as a pump.The auxiliary pump is essentially composed of a cylinder
 EMI7.3
 66.ge cylinder 66 is fixed horizontally in such a way as to allow easy disassembly on the double-walled shelf carried by the cylinder
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 IO.QE cylinder 66 is in constant communication with the interior of this double wall. In cylinder 66 slides a piston 67 quj
 EMI7.5
 returns to the bottom by a spring 68.The pist0 to 67 is fixed in part 69 carrying a roller 7.rr successively exerting a pr <on the gall% 70 and by releasing it we give the piston a movement
 EMI7.6
 back and forth which activates the suction of oil in the cylinder;

   and its discharge into the accumulator 15.As gm the pressure tatailna1tati # in this accumulator the spring relaxes less and less reducing the stroke of the piston. Fate 68 is chosen so that as soon as the The pressure accumulator 13 has reached the necessary height the roller 70 is sufficiently erased so that the organ which causes the discharge no longer acts on it. This pump is driven by a device consisting of a
 EMI7.7
 disc 71 fixed to the wheel by a 7tt articulation allowing the disc a rocking movement while remaining centered by the port to the wheel. This disc is brought into a parallel position
 EMI7.8
 plane of the wheel by one or more springs Z.BOtX Yg 1 1. ûç.

   where these ree

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 EMI8.1
 represents the gall * 70 pressing on the disc 72 at the height of the ar% iculation 7 * '. If the wheel turns the pressure exerted on the say that Y2 race zut the ten.s1811 of the spring pushes back this disc in compri ment springs 7S'tBersque le galle * 'it will have exceeded the res or% b 7 <"these wind act with an increasingly large lever arm and wind progressively push back the roller v until the moment when it will reoccupy the position of the figure. the device performs the function of the pump without causing chee bayant despite the slight decrease in the stroke of the latter. when the normal pressure is reached in the accumulator the auxiliary pump these On the contrary, it continues to act to ensure its function of recovering leaks.



  It is to obtain this result that the two pumps described were fitted with such cenuune valves, as we have seen the pump recovered simultaneously in the hemulatour la and in
 EMI8.2
 the auxiliary pump 64. After stopping it as a result of this
 EMI8.3
 positive the piston 67 continues to be ..1'oul 'Until beyond a reading 71 of the cylinder 66.debte 3urnüre ii C8I1mtmlq \ 8 by means of the tube 60 with the lower part of the cylinder II.The valve .I5 'pe, .- and c1r.J, a1, *, - towards cylinder 10 and empi # 8 clams the opposite direction.



  The pump will deliver don * <0.or directly into the cylinder * 2- displacement and elasticity when empty and under load '"The cylinder 18 forms an air bell. Its volume is that of an air bell ensuring a normal eleotieito and deflection 1 when the vehicle is not loaded. This bell determines it between its outer wall and the inner wall of the eloache II a vespa ce a = ulairee? by this annular space the duct 15 and the tube 47 the air bell 18 aenmunique by its lower part with the chamber 14. will be from its setting to the cylinder 10 is filled with oil of
 EMI8.4
 such that its level reaches the valve 40.It is then charged with compressed air so as to raise the vehicle to its normal position;

   this height being adjusted by the valve 40.
 EMI8.5
 setting up the bell there and compartment 14 and

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 corresponding to idling (for accumulator 13 this reset is done by valve 59 whose function will be defined
 EMI9.1
 1im.

   ) The vehicle will move to% 1% o. It will be pumped into 1 mulatour 15 a quantity of oil bearing the pressure inside this accumulator at a pressure UPériOUrO to that existing in the other part of the device. If we then load the v the assembly formed by cylinders II and 18 will be back
 EMI9.2
 the bottom of the cylinder 10 this movement (stopping when the pre of the air balances at the new load. A part of 1 located in the cylinder 10 will be pushed back into the compass 14 until the pressure] d air will balance.

   return the device to its position, we will use oil c @
 EMI9.3
 naked in the accumulator 13..a air bell 18 is a lever 60. The levers 60 of the different devices are connected) a command within reach of the driver * @ * he can print on 18 a rotational movement * This rotational movement!
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 brings the bossatte 61 ruz lift the valve 59.8elle-cl .o tr on the oil path from the pump to the accumulator 15 * A
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 if the oil is in the latter, it will be pumped back in the same way and will cause it to rise again. In general, the accumulator 14 is not sufficiently large for the device to be in its normal position during large change load but

  simply dimensions sicacept1bl.s to maintain the devices in a 8'1ia'li; p8rD11it1ittl'1û the displacement of the vemi As soon as the vehicle is started, the bell 18 is not driven to its normal position the auxiliary pump will push back
 EMI9.6
 link in the ra; ppare11..As soon as it has resumed its normal position the driver returns the bell 18 to its nors position The loading of the vehicle therefore has the effect of reducing the amount of air that is contained in the apparatus, the mass of this air being so constant or a good operation requires on the contrary c
 EMI9.7
 volume remains constant which leads to ttar the massed the present device this result is achieved without loss or

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 EMI10.1
 lights can be completely or partially blocked. have a drawer 49.

   The closing of the lights corresponds to the empty wall, the complete opening to the load operation The drawer 49 is relatively tight so as not to oppose the equalization
 EMI10.2
 hold pressures but to be delayed audd ± 4 ament cehs-ci.bo tri roir 49 is integral with a piston one pushes upwards by a spring ô5 * the piston supports on the one hand the pressure of the chamber it on the other part the i11moapherical pressure. The tension of the spring 53 is adjusted so that the pressure corresponding to the
 EMI10.3
 vehicle unloaded the lights 46 are closed and that they maieia fully open at the presBia2 corresponding to the vehicle Chargera pressure is transmitted to the piston 52 through the opening.
 EMI10.4
 rs bl so that rapid pressure changes

  are without influence on the position of the piston.In the first case only the elasticity of the mass of air contained in the bell 18 inter-
 EMI10.5
 In the second case the elasticity of the two air masses of the bell 18 and of the compartment 4 -.! turn the intermediate cases the slack
 EMI10.6
 oil transmission transmitting the pressure from 18 to 14 is braked through the headings 480ellea-ei are profiled so that this braking corresponds to the disconnection of a part of the air mass contained in 14.
 EMI10.7
 



  Stabilization in a curve.-6a stabilization in a curve is obtained according to the principles of my previous patents by increasing the lifting force of devices located outside the curve and not by more or less slowing down the dumping movement of the vehicle * ± $ * The first method completely suppresses the discharge while the other only delays it. The increase of its near to stabilization is obtained by causing in good time the opening of the sub-stage 59 of one or more devices located at the outside of the curve.The valve 40 acting after the turn
 EMI10.8
 to let the exhausted oil escape for stabilization (see r travel adjustment)

  * The opening control of the valve 59 is obtained by controlling it by a lateral displacement of the eye

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 that the chassis itself is used as a distributor.In the case shown in figures 1 and following, the plane of the wheel will be the allele to the plane passing through the axes of the tubes 1 and of the tubes
 EMI11.1
 belào cylinder 10 can take a slight rotational movement of its guides 2 and $ * However, for the two symmetrical devices killed on either side of the vehicle this rotational movement is made integral by a link .:

  For example, if it is a vehicle with a motor bridge, the stabilizing devices should preferably be bridged on this bridge. Referring to figure 1
 EMI11.2
 we see that if the vehicle takes a turn, the central force by rejecting the drive towards the outside of the curve will turn in the same direction the two cylinders 10 of the corresponding devices.
 EMI11.3
 In a groove 57 of the cylinder 10 slides a part 5 '"l' which, thus, independent of the rotational movement of a cap 58 'is between the cover 7 and the bottom of the air bell 18.
 EMI11.4
 68 'has circular notches 58 connected to the face, top of the cap by volume ramp helio.1al..J)

  es bess.tt8a b8 "cover 7 penetrate into these eneoches. & o assembly is carried out such that only for the rotation of cylinder 10 cor1'l before moving the frame outward from the curve l @ fools 58 '' come mentor on the helical ramp in delivery air bell 18 down ... bottom of the air bell comes to;

   
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 on valve 6 determining the opening. the ordain is chosen so as to constitute a braking and a positive return of the lateral movement while making possible movement as soon as a significant spill of the vehicle could
 EMI11.6
 duire.Tl is thus termt counted to establish this slope of the coef. slip and the height of the center of gravity of the vehicle lmertiassge of the return stroke of the suspension apparatus, tests have shown that the braking of the return stroke throttles the sections of passage of the oil in the apparatus. :
 EMI11.7
 the suspension itself was a shock absorber, the efficiency of which was felt under any load. fa 1:

   stols the plici of this process alone does not remove the following defect c @

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 EMI12.1
 8emmun to all the damping processes by simple braking ae the return stroke. IF the véiximlelers of its displacement encounter a
 EMI12.2
 important obstacle his suspension apparatus is put under a teni
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 its notably exceeding its normal tension. The shock-absorbing apparatus has the mission of reducing the speed of return to the normal position
 EMI12.4
 The effect of braking is to keep the suspension apparatus under such tension for an appreciable time that it cannot
 EMI12.5
 during this period absorb small shocks 1mportanC8 ... to overcome this drawback the damping in the present device is
 EMI12.6
 obtained by simultaneously using the

  laws of liquid flow and gas compression Damping is obtained by using
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 reactions var ": i.cual8s erbéas under the bottom of cylinder 10 in the frozen cylinder arrangements dàst3néts to obtain this result are the following:! the space formed by the bottom of tube 1 and the vtrtisasx gussets form a reservoir in communication with the atmesphert = It collects the oil that can flow out of the device.It also constitutes a reservoir in which is stored the oil necessary to ensure a good: touctionneraent * The horizontal gusset inferiorlyseparates this tank of 101 lower compartment in which
 EMI12.8
 open the lights 52. When cylinder 10 rises in the cy
 EMI12.9
 ladre 9 the oil suction is done in the large valve 51J \ tra jard represented by a srai% 3 i.c:

  cer) .f The stroke has rutuur i'a regulating the passage section of the liquid admitted into the cylinder
 EMI12.10
 dre 2 is obtained by closing this valve 69.
 EMI12.11
 is forced to flow through the opening 57 of the other portion of the disc 36 * Through this opening If the oil flows through uuute 34 terminating at the top of the device. 11600U lely euverturo 3i forces the oil to go up in the tubes 66 iron put at their ends by compressing air there. It xtMtifnnc thus created an electrical force which will remain until the moment of return of the cylinder 10 has its normal position. The position of the disc 3 is
 EMI12.12
 maintained by a re leaves b6 so that the two staves, including
 EMI12.13
 it is .11111. 'appJ.l1quen'i d'Orne sealed manner on the one hand on the t -

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 has its support rod.

     iman tubes 33 have the first effect of gradually increasing the resistance to the flow of liquid ,. The increase is maximum when the speed reached by 1 linder 10 in its return stroke has reached the limit above which racquet strikes could occur.
 EMI13.1
 the ilestaqie force generated intervenes to improve the suspension effect.



  In any suspension after a violent shock, the damping during the return stroke to the normal position has the effect of maintaining for a very appreciable time the suspension apparatus in a state of tension such that it is no longer even able to. absorb to a sufficient degree the effect of the reactions due to encountering a tackle of normal height.Then during this period the shock due to such an obstacle is transmitted almost entirely to the chase
 EMI13.2
 The presence of the elastic force stored in the tubes 33 makes it possible to obviate this drawback. This force transmits a pressure from the bottom to the top through the oil.
 EMI13.3
 10.Jll1tt cylinder top has the effect of maintaining poactant wo j .j. ita .... 1. of the ulew1 race. due to a shock a force dec:

   antagonistic aunt has the recall force of the suspense apparatus
 EMI13.4
 thus retaining to it an elasticity capable of absorbing low and medium ounces. This. # x. property does not exist i the methods ordinarily employed for the damping. elui-c3, being obtained by a passive force instantly disappearing the resultant of the vertical forces * acting on the apparatus of
 EMI13.5
 pension change of soundseòegfet of this process is also different from that which would be obtained by the pure and simple application of an aztagonists.lour spring to allow the amurtiaeago to be always correct when empty or in load the adjustment of it. here pou
 EMI13.6
 load changes are controlled by the e tacity regulator @ vacuum and

    load. 60 adjustment is obtained by varying the oil flow rates according to the vehicle load.
 EMI13.7
 expelled from cylinder 2,, for this the vertical movements of the pie ôl, a8taTSmel'lts previously described is a campaign of a movement

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 EMI14.1
 O- msitirement-;

  a1i10 caused by the helical groove 54. Thanks to the = 11ais8DJdon1i an of the possible devices is shown in the drawings the rotational movement is communicated to the portion of said a
 EMI14.2
 that 86 * In this way a state of charge corresponds to a position of this portion of the disc. The successive positions are chosen so that the opening 37 is empty so as to offer
 EMI14.3
 its section designed for the flow of oil.5a load increasing the opening is gradually missed until no longer offering no minimum passage section corresponding to the load step.



  LGéia ..- I'Mt8 lower surfaces of the guides feel bathed by the Iluiie.> The surfaces of the upper part of the apparatus are lubricated by the \ 1i.s.ll.-aen ". The pumped oil has through the tube: J4 raised the valve 38 and is projected in part on the cover. alla then returns to the lower reservoir on the one hand through the tube giving passage to the tube 34 on the other hand by streaming along said cylinder 10,, Sa oil circulation obtained relates to quanti
 EMI14.4
 tis relatively large and therefore allows a perfect 1 & bréllkation by this simple precedent.

   
 EMI14.5
 S.ul8Yeme .U'chanietA8tlt of] wildebeest had any other .peration.-The present suspension device allows without the help of shouting to lift the wheel to a certain height above the salt. For this the en uses some kind of support, but preferably a folding crutch fixed to the frame near the wheel.
 EMI14.6
 stand seen 1 are placed the fagen support that the frame can immediately carry on the ground through them if in it sup pri88 the support of the wheel. cylinder 2 under the bottom of cylinder 10 at the same rate as the pressure existing in the apparatus
 EMI14.7
 ax above the same split.The difference of6 on! ace6 upper and lower

  on which the pros acts; its is chosen so that the resultant of the corresponding forces is directed from the bottom up and greater than the weight to be lifted.
 EMI14.8
 pressure it is necessary simultaneously to cnpach8r the oil slipping by the

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   inside the device. This result can be obtained from man: different. A first usable especially when the appar @. are not coupled to a four-wheeled vehicle e.g.
In the first preceding one ampprime at the bell 18 by means of the arm 60 a rotational movement similar to that imparted to the vehicle load and of greater amplitude.

   When the range of rotation chosen for the load change is exceeded, this 6S of the lever 60 acts on the device closed by the valve Oette souspapa 38 is double-throw and normally rests if the seat formed by the end of the tube 34. It operates for m re return of air through the tube 34 in order to replace this return of an oil suction by lowering the valve 69.The part t mant stop limits the lifting of this valve 38 preventing it from coming into contact with a upper seat 73. On the other hand the valve stem 30 passes through a washer 74 supported on a spring 75 part 62 in its normal position presses on this washer.

   Q @ movement imparted to the arm 60 at the fixed amplitude, the part 62 c presses on the washer 73, which then acts on the valve stem 38 to apply it to the upper seat 73. @ valve therefore prevents any oil escaping from the space communicating with cylinder 2.The rotation printed on the clo @ first acts as described previously, This rotation in cont: .... will cause the opening of the valve 40. 41 '' tube with 44 flange whose upper edge closes a helical ramp (.



     *, 4) ,, On this rim supports a helical ramp of the same i @ naison a sleeve 45 provided with a sector wich. The teeth of the toothed mesh mesh in vertical grooves 45 of the bell 18 pope 40 has a diameter slightly greater than the external diameter of the tube 41.The rotation of the bell 18 therefore centers the rotat sleeve 45 around the tube 41, this sleeve lies on the ramp hey the 44 and when the upward movement is sufficient it soul valve 40 allowing the passage of oil in the cylinder ration described can also be caused by, the operation of a

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 . the devices.

   being mated are joined by tubing.
 EMI16.1
 dull will be described at the same time considering the system <i 'accQuvJ.e! .J.el'lii.Á, 1I1 "eS having lifted the wheel it suffices to bring 1a cioc.uw 18 to"' <: 1. Vu1 tion msrmale.Da valve 8 will be deco lie of the drunk seat and the oil will escape through the tube 44 making the pressure drop us the bottom of the cylinder i02D'auôre pari- # .The valve 40 will be z-emeiuoae on its monkey and the cylinder will be rerouted downwards until 9 atÀ ... o..eL! 1i had the wheel coming into contact with the salt the Vehicle will come to no calf to bear on it. the oil passed during the lifting of the received under the bottom of cylinder 10 will be replaced in the device by the warning oil from the accumulator I8 * the operation was carried out without loss or supply of air.

  of a tire it is preferable to give the device sufficient travel to lift the wheel to a height equal to the difference in radius of the wheel with or without a tire. However, in the event of insufficient running, it suffices to repeat the pain several times.
 EMI16.2
 ble operation described above by pressing .8ceeJl84, ". msn 'the
 EMI16.3
 the wheel and the chassis on intermediate supports thus maintaining the liautatr reached in the previous operation. Remind that after lifting the wheel the device is in conditions similar to those in which it is after loading the vehicle and that the accumulator 13 must therefore simply meet the conditions set out in the paragraph dealing with this point.



  Repair of the devices * - One point either of the air bell Io or of the reservoir 14 or of the conduits making their connection the device is provided with a valve similar to those with which the represented ones are provided
 EMI16.4
 1 air chambers. In figure I this valve 9'6 is placed on pipe 16. The apparatus being mounted before making it support the weight of the vehicle the oil reservoir formed by the lower part of the tube I is filled with oil. The interior of the same is not subjected to any pressure and the cylinder 10 is moved back and forth.

   Movement will result in amme
 EMI16.5
 racer the recovery pump first by expelling 3. ' air.aemar

 <Desc / Clms Page number 17>

 completely sealed only in one direction of movement. The function of the recovery pump will deliver oil inside the device and in the pipes leading to the pump 64. The pump is then put in place; the piston being in pressure limit switch. A certain quantity of oil will be forced into 1 eye, compressed air will then be forced into it by the valve
When the pressure is sufficient the cylinder 10 will be ref down the wheel will come to rest on the ground with the vehicle raised. The air supply will be continued until the suspension apparatus exceeds its normal position.

   If the h exceeds the level of valve 40, the feed will be in. Until air escapes through this valve. A: this operation the air bell la, compartment 14 and 1 'm' spinner 13 will be filled with compressed air. When the appliance is switched on, the oil pumps will operate. After a relatively short t @ the oil will replace in the limited parts by seals the air which has escaped between last and the tarai, while the air trapped in the p @ forming bell will not be able to escape. From this moment the air pressure will remain constant and the apparatus will operate as described.



   DESCRIPTION OF THE VEHICLE.



     By applying the principles described herein, vehicles can be produced with any number of king
The present description will relate firstly to a 6-wheeled vehicle chosen as the typical vehicle from which the realization of a vehicle has a greater number of wheels derives. This vehicle is shown schematically comprises three sets of two wheels A, Figures 11,12,13. The load of the chassis is transmitted to each of the wheels by means of a hydraulic suspension device.



     Distribution of the load on the wheels - The location of the tr wheels A, B, C is chosen so as to obtain the r partition

 <Desc / Clms Page number 18>

 rar example if the margin that must support this one is uniformly distributed the staves A, B and B C will be equal.

   The extreme cantilevered parts being equal to a quarter of these spans. If the nature of the transport does not allow a wniferous load to be evenly distributed, the lengths AB and B 1 will on the contrary be chosen to be unequal, taking into account the best distribution of the painted support.However, other suggestions may lead to the air distribution of different wheelsets.The wheelset A and the devices Ad and A g of each of these wheels coupled folded in such a way that the thrusts transmitted from the chassis to the wheels and vice versa are always proportional to the sections of the devices.The steering of these wheels is controlled by the turn drive but as a result of the steering the wheels can take a movement

  lateral with respect to the movement chassis which causes the steering of the wheels of the train 6. The treatment B in a motor vehicle is preferably the motor train. It carries the curve stabilization device, the wheels do not turn. The device Bd is coupled to the device Qd, the device Bg to the device Cg in such a way that the thrusts in each of this pair of devices are always proportional to the sections of these devices. the steering is controlled by the lateral displacement of train A.



  Train A; -The devices of train A have the following peculiarities: they do not include pcmpe 64. Cylinder 10 is single-sided. The recovery pump has the valve 21 and the valve 23 as a discharge valve. The valve 23 delivers directly into the cylinder 10. of the cylinder 10 therefore simply has a double bottom in direct communication with the tube 20 The tube 26 and the device 25 do not exist. Its peculiarities arise from the fact that the braking system comprises an oil pipe connecting the devices and serving as a brake control as will be described later.

   As the Ad and Ag devices are attached, they are mounted to form a single distributed device

 <Desc / Clms Page number 19>

 part of the organs ensuring the functioning of the assembly
 EMI19.1
 Tube I33 contains in each of the halves * Ad and Ag .u ', utility compartment d & :. 1. s one Ad for example as an additional ruz bell and in Ag as an accumulator 13.

   Ag and Ad sounded by a pipe 80 putting the pipes in communication. The apparatus Ad will therefore include the adjustment device for:
 EMI19.2
 che empty or under load, i.e. drawer 4 and its eommi by piston 6S. The Ag apparatus also comprises the corresponding ace res if the presence of accumulator 18 is the valve 59 and if controlled by the rotational movement of the bell 18 * Fear of obtaining all the advantages of Jb coupling two devices the damping devices must be ac moreover the normal position must be fixed at the midpoint
 EMI19.3
 the total stroke of each apparatus this normal position p be exceeded upwards and towards the bu However the device adjusting the normal position must act as soon as the devices both lie down their position

    Normal fear fulfilled the conditions the lights 32 are brought to the midpoint of the AP (schematic figure 14) Cylinder 2 of the Ag and A devices
 EMI19.4
 in communication by a duct 81 1. they are re1ment. The internal pressures of the cylinders 2 are therefore kept equal. The steps 40 are mounted so that the tail 42 (figure 16 is in a tube 77 fixed to the bottom 4 of the cylinder 2, , The laughing diameter of the tube 77 is slightly smaller than the bore of the tube to allow the circulation of oil between their walls.

   tubes 77 of the two devices are joined together.
 EMI19.5
 pierced with a hole 78.When the cylinder 10 is its male position above it, i.e. when the ports are uncovered, the stem 42 of the valve 40 does not block the check. ! '8.Pipe 77 does not withstand a pressure greater than that existing in cylinder 2 ,,

  If cylinder 10 of the Ag and Ad devices at the same time exceed their position downwards, the openings 78 will be blocked by the valve stems.

 <Desc / Clms Page number 20>

 
 EMI20.1
 will act on the tails 42 of the valves 40 and will raise thosebela A return spring 79 opposes a lifting of the valve by the simple force due to friction. If a cylinder 10 ul ae oc cope pa position said above the tail of the valve will simply discharge the oil from line 77 into the other device but will not be subjected to sufficient effect to detect the valve. There may be only one valve 40 for both devices. In this case the device does not include under pope 40 will simply be
 EMI20.2
 provided with

  rod closing the tube 77 in the same condition as the stem 42 of the valve 40. The exhaust section of the tube 34 for the Ag device will be equal to the minimum section required.



  The supplement, section is reported on the device Ad which only includes the adjustment device as has been said above.
 EMI20.3
 two devices with a suction valve 59 dan6 di l tupi ration in the cylinder The oil level in the external tanks will tend to equalize thanks to the connection of the cylinders 2.



  Guidance of cylinder 10 .'- In train A, cylinder 10 must not take any rotational movement in its guides 2 and 5,, The rotation of cap 48-is not controlled by cylinder 10. It therefore does not include not part 57 '. Inside cylinder 5 of the
 EMI20.4
 Rulers 8Ir are killed according to generators (fig 14. The cylinder 10 being with ajiapie wall to keep the outside diameter at the locations of the bearings this cylinder 10 is provided with widths 82 (fig 14 etlb) ela upper ring has grooves in which slide the strips 84. 8 the strips 84 prevent the rotation of the cylinder 10.



  Lifting from the wheel.-In general it will only be necessary to lift one wheel at a time; moreover, ease requires that the control members. are easily accessible and close
 EMI20.5
 of the wheel to be lifted. Near each wheel, the chassis carries a folding crutch that can come to bear on the ground. In each device, the pipe 8I (tig 14) has a fork.

 <Desc / Clms Page number 21>

 



  Silly bifurcation represented schematically in figures 17 and I.
 EMI21.1
 consists of a 0-bushel 18-way valve. CI binet is also crossed by conduit 77. A section of b
 EMI21.2
 bucket is shown in figure I8.e valve is mounted so that in the position of the figure the eyiànaroez 2 US a devices are in communication as well as the conduits 77 of the parrelle Ag and .Ad.1a Printing in quarter turn at bushel to me the eo = unication with Ad and one puts the cylinder 2 in con cation with the pipe 15 of the corresponding apparatus. At the same time the communication between the pipes 77 is closed. Without if your control lever is normal of the bushel press 1
 EMI21.3
 fate

  '? 5 (fig 1) .001u1-c4. is released to bring the valve Se its upper seat in the position corresponding to the lifting of the wheel.
 EMI21.4
 steering control. <The steering of each of the sorting wheels is obtained by a control acting parallel to the dinal axis of the chassis so that lateral displacement of the wheels by port to the chassis has practically no influence on le br This result can be obtained by several methods. schematic 19 / by controlling via the steering wheel a transverse u bearing two arms OE and 0F wedged at its ends These arms control each of the wheels of train A.

   The wheel control is placed triqually above and below the spindle and the C OF arms are wedged at an angle such that given the dis
 EMI21.5
 AB (figure II) the steering angle of each wheel is such that for any steering, the normals for each wheel are behind
 EMI21.6
 t ent on the alignment of the fixed gear B. On vehicles where following the existing provisions this control would not be sible the steering transmission can be achieved by a
 EMI21.7
 plement fixed to the frame.

   (fig 20) RH and R'P are on 6 levers on the axes of rotation of the wheels.IKb and MN0 are levi on the wheels rotating around a vertical axis fixed to the frame.ltb es

 <Desc / Clms Page number 22>

 
 EMI22.1
 bent to the RE and DR levers. The steering of one wheel causes the steering of the other via this connection. The angles ONM and IKL are chosen so that they meet the steering conditions as in the previous system Any other steering control mode may be applied if the con
 EMI22.2
 This means that the lateral displacement of the wheels in relation to the chassis has practically no influence on the steering; the wheels do not directly transmit any lateral reaction and their spacing can be modified without influencing the steering.



    Control of the steering of the train Cet-The two devices Ag and Ad are united so as to form a front end having a lateral movement
 EMI22.3
 ral in relation to the c3iassis.tirc assembly fulfilling these conditions is shown in figures SI and 22.Ires two devices are fixed on <es uuuee 86 ai 87.ges tubes poverty / 6 slide uu & 4.5 ass ua6 "tea 9 r IîGtidS uu w , aRxrstt3. i.Yl GL tYs.is seen uwu J.tjd two 8ervatci.

   of support to the pipes joining the devices After dementing these pipes and installing the devices these tubes
 EMI22.4
 6 and 07 feel rigidly assembled * As a result of this assembly, the devices only tr <.ù'l8zuttent directly to the chassis vertical forces due to the reactions of the wheel on the ground or to the torque pre vaquered by the trellis. steering pivot is
 EMI22.5
 fixed on the one hand saying to the foot 10 'of the device Ad (event'. 118¯nt .A & J'ia) as soon as for the device Ars it takes a different shape allowing it to take a small lateral movement of on either side of its normal position relative to the device
 EMI22.6
 lg lui.-m'è. (figures m, 6,)

  The part 10 'presents the profile of figure 23. The edges 92 feel directed towards the bottom and are provided with a horizontal return * The surfaces 91, 92 and 93 are drawn up so as to perfectly guide the part 90 which slides into it. 90 which carries the steering pivot * The train is returned to its symmetrical position with respect to the chassis position corresponding to the translation in a straight line by the return device
 EMI22.7
 previously written including a b8t hat and bell 18 (fig

 <Desc / Clms Page number 23>

 
 EMI23.1
 present two symmetrical helacoldal ramps of pontas OP] bearing on the bosses â8 "in such a way that any slack to the right or to the left of the normal position pushes back the bell and causes reactions

  tending to bring the hat 58 '' to
 EMI23.2
 if% median ion The cap 58t is provided with a horizontal arm 9 <SSJ passing through a groove in the cylinder 3 * 0 * arm 94 is driven by a rod 95,, Subsequently the train A will exert the lateral movement with respect to the chassis an effort on this of;
 EMI23.3
 tending to involve it in ae same! UG) uVel118nt. The inclinations ramps the length of the lever 94 will be chosen while keeping the friction coefficients camp so that this effort fulfills yours which will be described more 101 .. On the other hand the mount 9
 EMI23.4
 may. of an oras 96 (figures 21 and 25) passan% in a part groove 10 '.

   On this arm is articulated a connecting rod 97.This connecting rod relief part 10 'of the device Ag has a device attached to its device to which the transverse movement of the wheel by port to the frame imparts a rotational movement around a
 EMI23.5
 fixed to the chussio * This device (figures S4,25,26Jétant a simpl pos4.tèt of transmission of Movement can be achieved by the conaus processes.

   It is described here in one of its forms have its. Two arms assembled perpendicular to each other 98.99 1 turn on a pivir 100 fixed to the chass.s. In a groove 10] arm 98 (section of this groove in figure 26) slides a piece 11piplÎcUque carrying a pivot 102 which 'articulates the connecting rod A connecting rod 103 also articulated to the pivot 102 maintains ee.

   
 EMI23.6
 in the rare position in the figure which corresponds here to the front sheet of the vehicle.fre commanded within the reach of the driver r vier 104 for example allows to bring and maintain the 97 in its symmetrical position with respect to the pivot 100 In figure this second position corresponds to the reverse gear 105 vehicle. At the arm 99 are articulated two parallel tie rods, the axis of the vehicle which transmit the rotational movement
 EMI23.7
 positive 98.99 a wn other device (flg 9? J attached to the chassie

 <Desc / Clms Page number 24>

 horizontal 106,

  107 rotating around a pivot fixed to the chassie The arm 107 carries a connecting rod 108 which is therefore animated by a
 EMI24.1
 transverse and which articulated to the left moult of train 0 in provo that the steering * The wheels of the t.'uin Gk are oe'aaore part rouxii-de, J, I .... I "1.me coupling bar .Arm 107 can also be .c-3¯-vlaCiiJ .to'1IL1 'two oy <4S iiriillSmEtlHiW1li l. And mOUYewEH1ii to each of the wheels of the trait C.

   These two arms must then make between at an angle allowing to obtain the correct deflection of each wheel. All the articulations will be provided with the necessary devices to allow the games resulting from the relative movements of the wheels and the chassis.
 EMI24.2
 the deformation of the latter 8tc. (double t1culation, ball joint or any other enforced mode, j0e device allows the steering of the train C uia. q lssi9r * dm couatuawur alaib que4 V8r8 The rsaa: ues:

  .lt.ârsc 'L8 <t% rx J..S.PP.SGl1S in effect the vehicle moving in a straight line (schematic fig 28) the driver wanting to take a road
 EMI24.3
 rage steers the front axle. The wheels of the trains B and 0 continuing to move in their original alignment. The wheels Ad and Ag bridge are worth taking-the lateral movement with respect to the frame moved
 EMI24.4
 one hundred in the oblique directions shown in the figure;

  By the device described this displacomajat oblique of the wheel Ag causes the progressive deflection of the wheels of train 0 until the moment when. the toues in% taken the position shown in dotted lines that is to say when the normals to the six wheels will pass through the same point
 EMI24.5
 e.From this moment, the three-wheel sets will move on circles of the same center and train 1 will keep during the whole turn the position it had reached by rarport in the drive * Fear of straightening the direction of the vehicle the driver will return the wheels of train A to a position parallel to the chassis. Under the influence of trains B and C the vehicle will continue to move in a
 EMI24.6
 curve of center O. L8 point A then moving here the new 4l rection determined

  by the axis of the chassis will take a relative movement with respect to this one in the opposite direction to that taken previously * @ * movement acting on the deflection of the train C will bring back the key

 <Desc / Clms Page number 25>

 the study of the steering below we have assumed for the sake of the explanations of the rectilinear movements and the passage b that at the steering positions of the wheels in reality these various movements will be progressive and the chamins followed by the t A will be curvilinear.

   The various connections are calculated taking into account the flight of the relative values of the lengths AB BC so that the maximum lateral displacement of the sludge Ag meets the maximum grinding of the train 6, although the train moves laterally with respect to the chassis thanks to at the booster available with one of the Ad or Ag devices or with 1 both fitted, the A train tends by its lateral reaction to drive the vehicle in its direction.

   So that the wheel Ag b that has an independent lateral displacement has a careful action ble, the pivots of the train 0 are constituted by the device of its own and the two devices are provided with a reminder device similar to that of the figure 22 where the two devices are equipped with this device acting in the dull direction. This device for recalling train 0 will also have the mission of stabilizing the position of this train in straight line movements to prevent it from acting constantly on the steering control device.

   Referring to figure 28 it is easy to see that if the vehicle goes in reverse, the lat displacement of the train for the same steering is done in the opposite direction to that corresponding to the front sleeve * To obtain a steep steering of the train C it will therefore be necessary to reverse the control of this reversal is obtained by operating the device described. this reversing control can in general even in heavy vehicles be controlled directly by the driver, which can be significant reduction this maneuver is never killed when stationary. The control of the reversing device preferably of an irreversible type for example a nut and screw control acting on lever 104.



  Trains B and 0; - The devices Bd and Cd, Bg and Cg are coupled

 <Desc / Clms Page number 26>

 include provisions similar to those described for the
 EMI26.1
 train A * U train B behavior curve stabilizer device tube 12 of devices B will be used as accumulator 13.



  This tube 12 of the apparatuses C constituting the air bell .. The apparatuses, such as C will therefore include the device for regulating the lawful geese when empty and / or loaded. One of them had all of them will be or will be provided with a recall device as stated in the description
 EMI26.2
 of the pivot marking will be formed by cylinder 10 rotating in guides S and 5.R8i:

  1rri- (figure ljretaticu driving the cap se '. His apparatus B on the other hand will be fitted with all the curvature stabilization provisions described including peape 64 and its command. If the vehicle is powered, train B will preferably be the drive train, the wheels being able to be independent by fixed to a drive axle. If the wheels are independent, the rotation of the devices Bd and Bg will be made integral by a link.



  Braking.- Each wheel is provided with hydraulic braking. This braking includes the following peculiarities: the tightening of the maahoi res is controlled by a hydraulic piston cylinder device, permanently connected by a pipe with the inside of the cylinder
 EMI26.3
 oere I0.9 this piping released in the cylinder IE x a level lower than that of the valve 40 so as to supply the positive brake aisp with oil maintained at the internal pressure of
 EMI26.4
 the auspension apparatus. An identical device of slightly larger cross-section acts in the opposite direction to cause the jaws to loosen. All the loosening devices are joined together by a single pipe which constitutes the control pipe of the

  braked
 EMI26.5
 geezî this pipe is maintained at a pressure at least equal to 4 that existing in the suspension apparatus the brakes are @
 EMI26.6
 releasedSttn reducing this pressure to a greater or lesser extent results in more or less forceful braking. Maximum braking is equivalent to zero pressure in the control pipe.

   This maximum braking will be proportional for each wheel at the pres
 EMI26.7
 -4 ^ %% in each suspension device.

 <Desc / Clms Page number 27>

 that is to say proportional to the weight supported by the wheel. The tribution of the braking forces on each wheel will therefore be matically the maximum tightening being independent of the force ex this by the driver. The braking device can therefore be horn killed in such a way that the clamping of the jaws cannot be of an intensity exceeding that which would cause the wheel to slip under normal conditions of grip.

   In particular, due to poor load distribution, some r @ accidentally supporting very different weights, the lightly loaded deckhouse will not intervene in light braking e = less the maximum braking for each wheel can be a, dyed without skating Despite the poor distribution of the charma The braking control to obtain these results * can before sowing be carried out as shown in figures 29 to 34.

   The IIO pick combines the braking line with the accumulates This line 110, necessary for the braking mode, brings together the various devices at the same time. Line III supplies all the release devices. A ball valve normally @ allows communication of the two conduits 110 and III. The closing of this valve is controlled by the brake pedal 115 by means of the rod 114. Line III is closed by a s <115.

   This is kept closed by the springs 116 and II 'spring II? through the intermediary of the rod 113 comes out at the same return t to the brake pedal. The valve 112 is represented matiquemant in figure 30 to 34. (30 vertical section 31 to 34 horizontal in the valve by the axis of the ducts. boiss 119 is housed in a bushing with the same conicity as it. It is rotated in this bushing.

   This rotational movement is stopped by two stops limiting its movement to the two positions re @ ves of figures 31,32 and 33.-In the position of the figure: responding to the loosening the openings of the rebinat of the bush <of the nozzle are in agreement .To obtain the tightening, using the pedal, the spring 117 (fig 29) is compressed decl

 <Desc / Clms Page number 28>

 on the valve control, which is driven to the position shown in figure 32.

   Indeed the friction of the wood 119 in the nozzle
 EMI28.1
 lare J20 is caused by the tension of the spring lai while the friction of the nozzle in the plug is caused by the
 EMI28.2
 tension of the two springs 121 and 122. In this position ie ropx U8ü is COtut3 r8 -.âuo ïax '... rr.îrr8cue cecce 1'01: 5 J. ü: LOU e8 L cF rsastr3 lit eAl: 5; &. "of the spring 115 being d1w;

  , .. ue ..a US valve can get drunk worm and drop the pressure in the cond, uite III has a rate which causes the debate da t Mmagenlu continuing to press the pedal the pressure decrease on the valve 115, braking increase
 EMI28.3
 you. at the same time grahe has the stops -the tap passing through p8 & i'ii08 1.'s1mKaira4 ..

   will find at the end of the run of the predale in the position of figure 3S. '&' this moment the spring II6 is in% iérewenù relaxed, the braking is max1mup.Daas the different braking positions if we want to reduce the intensity of this, the pedal is brought back to its released position.
 EMI28.4
 increases the tension of the spring 116 and brings the valve II9 to the position of figure 54 * pemebta-at a rbalimeniatin of the conà.1 i te III * Allefèis during the whole braking period the passage section will be minimal the ISO nozzle retaining the positions of the stations 32,

  33 or 6 + .If the pedal is released completely, the wood will lead the nozzle 120 to the position of the fi
 EMI28.5
 Figure 3thitile which escapes from the piping III is collected in an ims tank and returned to the suspension devices via the pipe 19i.1 The purpose of braking by the method described is also to avoid any danger of non-functioning by rupture of the the driving. Indeed, the braking being obtained by pressure drop in the control pipe the rupture thereof will automatically cause
 EMI28.6
 surround the frenage without totafilis prev.CJ.1st the skidding of the wheels.

   The braking of each wheel being independent of the damage to the device of a train set will have no influence on the braking of the other wheels. On a motor vehicle, the pump 64 (figure I @ can be replaced by an oil pump driven by the motor and eliminates

 <Desc / Clms Page number 29>

 
 EMI29.1
 all suspansioa.D8l1s devices this last case is reserved:

   collecting the oil which s t (Joule from the suspension apparatuses to be collected by the suction line of this pump.
 EMI29.2
 Vehicles with more than six wheels and vehicles with trarfien and over-rectiono-To constitute a vehicle with more than six wheels it is necessary to add to the front axle by coupling it 1xigitulnalsrant res] vement with each of the Ag and Ad devices one or more tra @ toue..Likewise the BO group Can be made up of three trains! wheels or more Steer wheel set A may not be:

     before ... particular to constitute a traction vehicle ai the steering train may be placed at the rear of the train mot @ This steering train will cause the driving train to turn. In a vehicle with more than four wheels, all the trains can be steered
 EMI29.3
 except one. The steering will be controlled by the steering gear with its own movement being done by the tie rods 105. But to obtain correct steering for each train, di @ tives similar to those existing must be provided to ensure the diff @ steering and correct of each wheel of a dreary train * In particular case:

   @
 EMI29.4
 eight wheels is shown in figure S8.A is the dîreel train (he the fixed train BD the steering gears c8mmand..BC == OD, 1 .. 1 qaages of B and I9 are symmetrical and controlled by similar devices and s; ymé1Jr1ques. Each train can also consist of two wheels distributed in the transverse direction so as to have half trains each made up of the same number of wheels. The rails of the same half train will be coupled transversely ,, (sold allows the constitution of tractors costs but low) its unit on the ground that is to say fulfilling the requirements of road and all terrain tractors.

   These vehicles may, <ter a transverse drive shaft comprising one or more di.
 EMI29.5
 tials * Shaft side transmitting by an ad wquat (ch) cardan transmission) the movement to each of the wheels of the word train or back

 <Desc / Clms Page number 30>

 the vehicle in the direction of travel.
 EMI30.1
 are sent 8cllStitw.és by ues aompor1ian'ti le4a.isposi tii ae displa 8emen1i lateral to the seated -h The wheels R and R '(figure 56 feels forward and backward maneuvers of the steering arm at the glela avartiexlenb of the transverse rods las and l8S. The rods 122 and I23 are articulated to the extr1k11iws of a slide I24 in the position of the figure this slide pivots around a pivot 125 integral with the chassie,

     and which is at the height of the articula
 EMI30.2
 * ion of the connecting rods 1a2.L '% ioulaùion of these connecting rods 122 is therefore made integral with the chassis while the articulation of the connecting rods, I25 is free. The connecting rods 122 control the deflection of the wheels when the chassis moves sideways with respect to the wheels. If the direction of travel changes by a similar command & tiller described in the steering system controls the pivot 125 is moved in such a way that it comes to fix the articulation of the connecting rods 123.
 EMI30.3
 M3SVYfl AND RSVBNDICATIOÎS.



    The object of the present invention is to achieve by using a pneumatic hydra suspension of motor vehicles or not this
 EMI30.4
 any number of wheels. The purpose of the application of the methods described to which I claim priority is: to allow the repair of the support points without the use of a pendulum; to allow the crossing of obstacles by one of them 'other wheel without
 EMI30.5
 Tra a put abnormal on the chassis and without modifying the load supported by each wheel.

   To allow the same
 EMI30.6
 advantages that * they realized by a stSp8nsiQn in three points whatever the number of wheels.> superimpose in a bend all 1 "4.) 1 page of the wheel sets for a vehicle with more than four wheels.

** ATTENTION ** end of DESC field can contain start of CLMS **.


    

Claims (1)

To obtain this result without increasing the effort of the driver on the steering device * On the contrary, by using a steering gear whose load can be reduced by di EMI30.7 Minimize the driver's effort on the steering device1eu.D% Ensure the arttqtmg G & r ± du7z at all lÍ.t.'adùa by cetcfuande a train with aubu.L U1.eXl in imaruau uvautà ,, ! uitt.tl naraaw.> :: wie <Desc / Clms Page number 31> Obtain these results by constituting a wheel set that is lateral to the chassis. Obtain this movement while maintaining correct steering of the wheels. Allow the steering gear to be folded in both directions of travel. The aim of the improvements made to pneumatic hydra suspension devices is to: put them to use on all motor vehicles or towed vehicles; To primer in service any air supply. Obtain this result by constituting the devices so that the air mass remains constant, this air mass acting as the case may be partially or totally as an elastic agent Obtain all the adjustment, stabilization in curves and lifting the wheel by means of the suspension device acting only on the mass of oil. To use it for stabilization in curved mass itself of the vehicle for the control of the distributor ensures this stabilization. To improve the adjustment of the device's travel height by using a two-phase exhaust in a closed housing. To use this casing for the damping) of the expansions by a reversible force avoiding the loosening of the suspension To make a coupling of the bollards while fixing them an average normal position which can be passed in both directions. However, ensure an exhaust: all the devices of the same group exceed at the same time ve the bottom this average position To ensure for each wheel support on the ground whatever the differences in level encountered To therefore allow the constitution of vehicles has low pressure wheels on the ground. Also use the hanging device as a reminder device for lateral eye movement. with respect to the wheels, the force of which is always proportional to the weight supported * This property. being used to obtain a correct functioning of the stabilization in curves, of the steering and possibly for the damping of lateral shocks. The provisions chosen also aim to use the p <Desc / Clms Page number 32> hydraulic braking system having the following main characteristics: braking of all the wheels depending on a single command. Automatic distribution of the braking on each wheel according to the load Automatic adjustment of the maximum braking on each wheel allowing the maximum braking force to be used without causing slipping of lightly loaded wheels Increased safety due to independence of the braking system of each wheel and of the automatic braking operation in the event of a brilliant c control line. DRAWINGS. Figures I a 10-suspension device: 1-Vertical section-2 and 3 detail-4,5,9,10 Horizontal section-6,7,8-Auxiliary pump and its control-Figures 11,12,13-diagram d '' a six-wheeled vehicle-Figures 14 to 18-diagrams of the coupling devices of the devices and the lifting of the wheel-Figures 19 to 28-diagram of the steering device-Figure 29 to 34-braking device-Figure 56 - eight-wheeled vehicle-Figure 56-free steering device