ES2632182B1 - Gravity-driven structural chassis system that prevents vehicle tilt - Google Patents

Abstract

Gravity-driven structural chassis system prevents the inclination of the vehicle characterized by having a modular dual chassis comprising an external primary chassis with variable geometry exoskeletal hanger resting on the rolling elements of the vehicle and another rigid internal endoskeletal hanging secondary chassis. Both chassis are joined in self-regulated articulation from the center of their respective upper part and embrace on their respective sides without being fixed through a guide, which makes it impossible to move the center of gravity of the vehicle body out of the center of the base of the internal chassis where the load is deposited and on which the cabin sits, even when the terrain exceeds 45º of inclination, and involves a total mechanical restructuring of the construction architecture of the vehicles with lateral rolling elements parallel to the chassis that has multiple applications

Description

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DESCRIPTION

STRUCTURAL CHASSIS SYSTEM OPERATED BY GRAVITY THAT PREVENTS THE INCLINATION OF THE VEHICLE

SECTOR OF THE TECHNIQUE

It is an exclusively mechanical structural system oriented to all types of vehicles that contain parallel lateral rolling elements on each side of the chassis, which circulate on the ground, and that therefore serves both animal or mechanical traction trailers, as well as traction vehicles. mechanics, serving for both wheel vehicles and track vehicles.

Due to its virtues, this general-purpose structural system is especially aimed at vehicles for unconditioned terrain, where the norm will be circulating at low speeds. Therefore, it is especially suitable for all types of animal trailers. But in turn, made all the adaptations that have to be made in the transmissions, or without them by means of the implementation of systems that integrate the concept Drive By Wire, or cable conduction, can be of great utility for the sector of special mechanical traction vehicles, both for agricultural and forestry use, such as the machine for clearing works, and may also be of interest for the extreme 4x4 sector that leaves the scope of conventional 4x4, all of them where The danger of overturning as a result of the lateral inclination biases many lives annually, and prevents access to vehicles to many sloping terrain that could be the object of enjoyment and exploitation (the Drive By Wire concept, affects among other elements, and propulsion electric and distributed by each driving wheel through power electronics controls that today incorporate the largest special vehicles size, which no longer carry mechanical or mechanical deferential transmissions and whose diesel engines only provide electricity),

Due to the characteristics of this type of structural chassis system, when it is used to mechanically isolate the vehicle interior from the lateral inclination by means of the corresponding structural arrangement, it will be impossible to drive on rails, since in the vehicles object of this invention , the distances in linear width between the points of contact with the terrain of the parallel rolling elements varies and increases as the lateral inclination of the terrain through which the vehicle travels increases.

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BACKGROUND OF THE INVENTION

The need to present the present application for addition to the patent arises as a result of the deficiencies observed in the main patent both prior to the development of the prototype and those demonstrated during the development of the same.

In the first patent application a drawing was improperly incorporated, which did not conform to the regulatory requirements, with which it was intended to express in a figurative way the means of transport that served as inspiration to this structural chassis system. This means of transport paradoxically was the first means of transport of cargo that human beings had used in the most distant prehistory. This medium was none other than the hanging bar on which the prey already hunted was placed. Hanging from this bar, the dam was carried by 2 men carrying this bar on their respective shoulders, for which each these men were located at each end of it.

Problems in the development of the mechanical prototype have arisen as a result of not having developed in the original patent the mechanical biomimicry necessary to transfer to this mechanical structural system of chassis the biological mechanisms involved in this means of transporting cargo, which was the hanging bar ported by two men.

The reason for this, can not be simpler: two men are not from a biomechanical point of view two simple pillars that support a hanging bar, since they are equipped with ears that are crucial to maintain balance thanks to their vestibulocochlear nerve. This nerve sends signals to the brain that control hearing (audit function) and help with balance (vestibular function).

Specifically, in the front of the inner ear, or labyrinth, is the cochlea, which is involved in hearing; at the rear are the semicircular canals, which affect the balance. Connected to them is the vestibule (with sensory organs known as the utricle and saccule), which affect balance and stability. When we turn our heads quickly, the fluid in the semicircular canals moves the small hairs that line the cochlea and send a message (through the vestibulocochlear nerve) to the brain about movement. In less than a second, the brain sends messages to the muscles needed to

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maintain balance and help the eyes stay focused.

The need to incorporate a mechanism that performs this biomimicry has been crucial, since from the first moment it was demonstrated that by doing a biomimicry applied to provide the chassis with a control system of the rotation movement of the hanging bar, the reaction of the chassis was In general, nothing less than the inclination occurred was the opposite of the proposal, since it was the rigid internal secondary chassis that deposited the load that reproduced the inclination of! terrain when crossing a terrain with some inclination while the extendable hanging bar of the external primary chassis of variable geometry rotated in the opposite direction to the intended one. The thing got worse when it was shown that the internal rigid chassis secondary chassis was not conducive to anything, this also tended to lean and this case, likewise, the extendable hanging bar of the variable geometry primary chassis hanger it tended to extend, also remaining horizontal until gravity ended up beating the entire chassis and it fell to the ground.

The solution was simple, since there were different mechanisms belonging to the state of the art that could be integrated into the mechanism required for such control of the rotation of the extendable hanging bar of the primary hanging chassis of variable geometry. It was the classic ratchet mechanism. Many of these ratchet-type mechanisms were integrated in reversible ratchet wrenches, which could also be used for the first tests, as was done. By means of these keys, it was found that when one side of the turn was locked, for example the turn from left to right as clockwise, when the internal chassis was pushed to the left, it remained still horizontally if swaying, and instead When we lifted or lifted the right wheel, the hanging bar of the primary chassis of variable geometry rotated from right to left to extend, so that the supposed inclination of the ground was moved to said hanging bar, which was what was desired.

It had come up with the solution, and this solution was in addition to a cheap solution a fucking mechanical solution, and even more importantly a solution entirely driven by gravity, since a double ratchet wheel system of the opposite direction between the two, which was to be blocked by sliding sliding fingernails guided on horizontal rails or rails that allowed their gravity movement equipped with a spring or similar system that would allow their return when recovering horizontality, it would intermittently be blocked alternately, depending on where it went

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the inclination, sometimes blocking the left ratchet wheel on the left when the inclination was downward to the right, and other times blocking the right ratchet wheel on the right when the inclination downward was to the left.

In addition, this solution eventually allowed, in cases where when riding with a small vehicle such as a quad equipped with this dual chassis equipped with this dual chassis that was sensitive to the driver's internal movement at high speeds and in curves, and the result was that the centrifugal force was greater than the gravitational one, it remained unblocked to allow the inclination in the opposite direction the centrifugal force as it happens with the bicycles either be motorcycles or bicycles. No doubt this solution could be improved and implemented with electronic and electromechanical means.

This locking mechanism was undoubtedly a structural mechanism, which must be integrated between the minimum necessary components of each dual chassis modular unit in this gravity-driven structural chassis system that had been the subject of the patent grant, since in view of the experience, it can be affirmed without any doubt that this chassis system is practically unfeasible given its instability.

For this reason, what was appropriate was the presentation of an addition to the patent to incorporate said mechanism as a structural mechanism, so an addition that affected the core of the same chassis module should be presented, so this addition forced the whole to be improved. of the previous patent, since many of the claims of the original patent were nothing more than combinatorial developments of this same module, whose structure was affected and improved by this new addition to the patent, so when the module was revised it was necessary to review and improve the rest of the claims.

Therefore, we are facing an addition that is far from those additions that aims to incorporate a simple auxiliary mechanism to it, since it is not only a simple improvement device for specific assumptions, such as other mechanisms that are they will also incorporate this addition to the patent and that it has its raison d'etre also in the necessary biomimicry not initially incorporated, since unlike these that will be mentioned below the previous one affects the structural core of the patent and extends to the set of claims.

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On the contrary, as mechanisms and auxiliary devices that have their reason for being also in the necessary biomimicry not initially incorporated, the following elements are incorporated:

• It will be incorporated in the case where vehicles equipped with caterpillars of the equivalent of ankles are used, that is to say mechanism inserted at the level of these caterpillars that allows the vertical rotation of both lateral from right to left and the front from top to bottom, ie balancing and nod.

• The possibility of using floating elements parallel to these wheels or tracks that allow these vehicles to behave like amphibious vehicles will be incorporated together with these wheels or tracks that are rolling elements. This possible incorporation of floating elements, for the assumptions of the double articulation chassis developments that allows both lateral and frontal neutralization, will allow these vehicles to be able to serve as modular vehicles that can eventually act as pontoon modular units, which may be mobile pontoons, or fixed pontoons when these units join others creating floating bridges, which will allow the transit of vehicles and people over river or maritime spaces, which can be a very useful alternative for military or civil uses.

The state of the art prior to the priority date, at least the state of the art known to this applicant, is a slave to the same structural system derived from the animal-drawn carriage that has been repeated since the fourth millennium BC and which conditions the most elementary architecture of this type of vehicles that sit on axles where the wheels are located parallel to each side.

This structural system of animal-powered cars, which is also repeated in vehicles with mechanical traction, such as trucks or tractors, does not present problems when crossing flat terrain or terrain conditioned as roads, whose existence is precisely due to to the need, among other reasons, to overcome this lateral inclination presented by many terrains.

However, this structural system of animal-drawn carriages that is repeated

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Likewise, in vehicles with mechanical traction, such as trucks and tractors, it has a serious safety deficit when it is necessary to travel on land that has a considerable lateral inclination from left to right or vice versa, as is the case with when it is necessary to cross unconditioned land located on a steep slope. This is due to the fact that in these cases this lateral inclination produces a displacement of the center of gravity of the vehicle which causes that, on the occasion of said displacement, the vertical of said center of gravity ends up being located outside the base of said vehicle, which It causes the vehicle to tip over, the loss of the load, and the possible loss of life in the vehicle, which is even more important.

In a two-wheeled car for a single animal, as the most elementary expression of it, the following elements are necessarily given:

A) .- Two wheels, one on each side of the car.

B) .- A transverse axis that, in addition to serving as an axle to the wheels, supports the board in

where in turn the load is deposited.

C), - Two rods that extend longitudinally towards the load animal and that serve

To tie the animal car.

With the development of the technique, cars eventually became more complex. They were joined through a joint and four-wheel and two-axle cars were built. Subsequently, different suspension systems such as crossbows were incorporated into the horse carriages, with which they were able to mitigate the effects on the load that the impact of the wheels had with the irregularities of the terrain. Later, a steam engine and then an internal combustion engine that made mechanical traction possible would be applied to the animal-powered carriage. In turn, by allowing him to dispense with the external animal tractor element that served as a lever to determine the direction, he was in turn forced to apply an internal steering mechanism that has also evolved a lot over time, until he reached the vehicles of internal combustion we know today. Then finally the crossbows were replaced by shock absorbers, the direction became

assisted, the front wheel drive was introduced etc ..... However, if we stick to the system

The most elementary structural element of the car, from the truck to the car, the only thing that has been suppressed is element C), that is, the rods to hold the animal that performs the traction, while elements A) and B have remained since their original configuration. ), that is, the wheels and the transverse axle that is located at the bottom of the vehicle structure that,

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In addition to serving as an axle to the wheels, it supports the base where the load is deposited.

That is to say, in a tractor and in a truck the same constructive system of the car is reproduced that has two wheels for each axle, and that has two axles with a total of four wheels, which is the same as saying two wheels on each side of the chassis. In both cases, this transverse axis, in addition to serving as an axle to the wheels, also serves as a support for the chassis which in turn supports the board where the load is deposited. Therefore, the tractor and truck with wheels, but even a bulldozer with crawler tracks, are all heirs of the same structural system of the car. In its virtue, the safety deficits presented by tractors and trucks and other special vehicles in the face of latent inclination! they are a hereditary consequence of the constructive deficits of the car scheme that is articulated on a mechanical element that serves as the basis of the whole architecture: The axle or the crossbar of fixed and non-variable width that is located in the lower part of the vehicle chassis .

In the current state of the art of this type of vehicles with parallel rolling elements, the crossbar of fixed and non-variable width that is located under the vehicle and which constitutes the fundamental element of the chassis has the following characteristics:

-Disposition: The crossbar is located at the bottom of the vehicle.

-Geometry: The crossbar is fixed. In other words, the bar is not variable geometry,

since it is not an extendable bar.

-Function: The crossbar also fulfills a fourfold function:

1) .- Function of serving as axle to the wheels.

2) .- Function of keeping the wheels of the same axle, at the same distance the one

with respect to the other at the point of contact of the ground

3) .- Function of acting as a base support for the rest of the chassis and the load

which is always on top of the aforementioned transverse bar! The bar is always necessarily at the bottom of the chassis and the chassis under the load.

4) .- Function of transmitting the same inclination of the terrain to the chassis.

-Disfunction: The crossbar of fixed and non-variable width that is located below the

The vehicle's chassis also generates a series of dysfunctions that limit

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the versatility of this type of parallel rolling element vehicles which are the following:

1) .- With the lateral inclination of the terrain the crossbar of

fixed and non-variable width located at the bottom of the vehicle chassis. With this, the dashboard where the load of the vehicle sits is displaced by displacing the center of mass gravity from the center of the base where the vehicle sits. Thus, when the lateral inclination of the terrain displaces the center of gravity of the load out of the vehicle's base of loading, then the load is overturned and with it the vehicle.

2) .- With the lateral inclination of the ground, when the crossbar of the

fixed and non-variable width located at the bottom of the vehicle chassis, the parallel distance between the lines parallel to the gravity line at the height of the point of contact with the ground between the left side rolling element and the rolling element Right side is reduced, although the linear distance from the point of contact between the left and right rolling element remains constant when it would be desirable to gain width.

That after several thousand years of the appearance of the car, the current vehicles are heirs of the same constructive structure of the car that generates the aforementioned dysfunctions, is nothing more than proof that the most potent reactionary force against disruptive innovation is our own mental inertia and our inability to demarcate an invention as fundamental as the wheel, from the context in which initially this wheel was applied to an activity such as transport. Without this capacity for abstraction from these contexts, we are condemned to make innovations that are merely additive to what already exists and we will hardly make disruptive innovations that substitute what exists for questioning it.

Therefore, it will be only if we propose a total restructuring of the construction system of the animal traction car, that we can then propose a restructuring of the construction scheme of the trucks that overcome in a simple and spontaneous way, due to the simple effect of the gravity itself, the safety deficits presented by tractors and trucks and other special vehicles due to the lateral inclination thus making it impossible to

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displacement of the center of gravity of the vehicle outside its base.

In this search for solutions to these dysfunctions, if one is not limited to carrying out a historical retrospective investigation of the state of the art, and goes further and enters prehistory, one will find that there was a time in which the being human knew at the beginning to provide a means of transport that did not suffer from any of the above-mentioned dysfunctions, although it had many others. This transport system was nothing more than that of the hanging branch that had to be carried between the shoulders of two men, and in whose center the dejected animal was placed hanging it from the loop with which its four legs had been knotted. This bar was nothing more than a bar with a two-axis articulation that allowed the dam to tilt or head to keep constantly aligned with the direction of the gravity line. The branch was nothing more than a primitive and prehistoric two-axis hanging joint.

If said hanging wooden bar was and continues to be a means of transport that allows the alignment of the food load in the sense of gravity, leading to vertical stabilization, once the human being entered the era of civilization, another structure of Wood allowed him from thousands of years ago the horizontal stabilization of the food from which one is going to be used to eat: it is the wooden table with four legs at each end of the board.

The principle of the four-legged wooden table, if it can be called that, is the other inspiring principle of this mechanical structural system, and it determines that whatever food load we establish at any point on the board of this four-legged table, this one will never be able to tip over. The table can be broken if we serve on it, for example, a whole bison open in the canal, but the table is not going to tip over.

By the same principle, if we cut those 4 legs in half and if each of these 4 legs reduced by half we join a vertical guide through two points located at the top and bottom of each leg which in turn are aligned vertically, and if we subsequently join each of these 4 vertical guides to 4 pillars that support a domed upper structure, and if the union with these vertical guides is also joined by two points located at the top and bottom of each pillar which in turn are aligned vertically, then it will be enough to hang a rope of that domed structure held by those 4 pillars and hook it in turn to the center of this table so that the table is

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suspended without any possibility of balancing or nodding, whatever the unequal distribution of the food load placed on it.

So things, and by the same principle, if for any reason, the rope from which the table hangs is broken, or part of the vault collapsed, however uneven the load placed on one side of that table, this table would fall to the ground joined by these guides in a completely horizontal position, without the load placed exclusively on one side could cause the table to lean laterally or frontally to the place where the heaviest load was deposited.

The present invention is only intended to combine the advantages of the prehistoric double articulated hanging bar as a means of transport that allows the vertical stabilization of the load and the advantages of the horizontal stabilization offered by a four-legged table, with the carrying advantages of means of transport provided with rolling elements such as wheels or tracks, which all allow the transport of the load by rolling with the consequent elimination of the disadvantages caused by friction when transporting the load by drag, through an exclusively mechanical and static system, which worked the same while standing still while on the move and does not require the generation of any type of compensatory energy by the vehicle as with hydrodynamic systems.

To this end, the vehicles object of this invention will be provided with a dual structure that uses a dual-axis primary hanging rolling structure that will be functionally gyroscopic and of variable geometry. This external structure will involve the internal one and from it the other rigid secondary structure that will be the depositary of the load will be suspended, which will not suffer from lateral inclination or frontal or head inclination and that will be the structure that laterally guides the another primary without impeding its vertical movements so that it remains vertically on the same line as the line of gravity.

If a simile had to be made, both with respect to the mechanical structural change that is proposed, and with respect to the change that this generates in the dynamics of interaction between the vehicle and the load that it moves, and if this simile had to be related to the changes Structural produced in biomechanics in evolutionary zoology, it could be said that the vehicles known to date are simple vertebrates, while the proposed mechanical structure is equivalent to the appearance of creatures that juxtapose the structure of the vertebrates with the structure of

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arthropods, combining the advantages of both evolutionary structures that are still very present in the animal kingdom today.

This is due to the fact that if we take into account that the internal mechanical skeleton of any vehicle that has rolling elements parallel to the chassis, is mostly wrapped by the body, through this invention what we add is a true exoskeleton that acts as a chassis external enclosure that surrounds the internal chassis and from which the internal chassis is going to hang from above keeping its center of mass alignment fully aligned with the line of gravity, and from which the internal chassis is to be joined laterally through guides, which will allow its horizontal alignment of the entire base of the vehicle on which the load sits on the line perpendicular to the gravity line.

Following this last simile, it should be said that parallel rolling element vehicles that exist in the current state of the art are equivalent to people with reduced mobility who, although they do have the capacity to move through flat terrain, however, they become completely unbalanced when they have to cross very steep terrain with great lateral slope. However, these same people could cross this terrain with a steep inclination if they could use an exoskeleton that would supply, with their resistance and additional strength, the lack of resistance and strength of their bodies, in order to guarantee the balance that prevents them from falling to the ground.

EXPLANATION OF THE INVENTION

The invention involves a whole rethinking of the structural system of vehicles that have parallel rolling elements, and involves a total restructuring of the architecture of these vehicles and constitutes a general mechanical structural system of multiple applications.

The invention consists of a modular mechanical structural system with a dual-hanging vertical chassis-hanger chassis, which by making certain combinations in the basic structure object of this invention, allows the development of a composition that makes it possible to configure an authentic functionally gyroscopic hanger exoskeletal vehicle with cargo cabin mechanically suspended that is mechanically insulated for the purposes of lateral and frontal inclination of the vehicle.

The invention is based on a basic modular dual structure subjected to a single axis of

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inclination. In virtue of this, this basic dual structure may be used to neutralize a sense of inclination, such as lateral inclination, or frontal or head inclination. In turn, this basic dual structural mechanical system with a single inclination axis is capable of being replicated modularly, generating parallel composite structures that will allow the neutralization of a single type of inclination along a vehicle composed of several pairs of parallel rolling elements.

But it is also that, given the modular nature of this dual structural system with a single tilt axis, the basic module of the same will be capable of replicating modularly, not only in parallel as indicated in the previous paragraph, but that it will be possible to also replicate in perpendicular generating a vehicle composed of dual simple structures that combines the ability to neutralize both the lateral inclination and the frontal inclination at the same time.

The arrangement of the basic module of the modular mechanical structural system of the dual hanging chassis-vertical articulation hanger that will initially be explained for the better understanding of the whole of the invention, which, insists on the idea, is a general mechanical structural system of multiple applications, is the basic dual chassis structure that allows neutralization of the lateral inclination in relation to the load deposited on the vehicle.

The reason for this is based on the finding that in the current vehicles, it is the lateral inclination and not the frontal or head inclination that generates some authentic in insurmountable safety problems.

The reason why lateral inclination constitutes a greater danger is due to the following reasons:

1 .- In the first place many times the height of these vehicles exceeds their width, making it easy for a steep center of mass center to be out of its base, due to the fact that the vehicles roll in the direction perpendicular to the lateral inclination they suffer. That is to say, that in the face of instability problems generated by the lateral inclination of the ground when it is pronounced, nothing can be done by the wheels of the vehicles, or other rolling elements such as tracks, and neither can engines do they drive them, nor the brakes that limit their gear. Simply when the tilt

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lateral exceeds certain degrees, vehicles with load overturn with all that this implies.

2 .- Secondly, vehicles being much longer than wide, hardly, however pronounced the frontal or head inclination, this frontal inclination will place the center of mass gravity outside the base of the vehicle .

3 .- Third, the frontal inclination when they are uphill can be compensated with the appropriate traction to said slope, while the frontal inclination when it is downhill can be compensated by proper braking. That is why the development of a system such as the one proposed is vital for the safety of vehicles that circulate through unconditioned land.

For this reason, the first place of a structural system arrangement for vehicles that have parallel rolling elements that only prevents lateral tilting of the vehicle is split for the development of this modular mechanical structural system with dual hanging chassis-vertical articulation hanger. load deposited on the vehicle even when said lateral inclination can more than exceed 45 ° of inclination.

However, this implies a total restructuring of the architecture of these vehicles. This mechanical structural system generates a mechanical interaction through a gravity-actuated spontaneous mechanism that is characterized by a dual vertical articulation chassis composed of a hanging primary chassis and another hanging secondary chassis and joint and articulation mechanisms and control of the interaction between both that have the following characteristics and that fulfill the following functions:

A- An external hanging primary chassis that can be considered an exoskeletal chassis and that is a mobile chassis of variable geometry and whose structure will never be able to be floated being always in sight, and that fulfills the following quadruple function:

1 .- Serve as a hanger support for the internal chassis or intraskeletal chassis.

2o- To serve as a receiver of all lateral inclination of the terrain that will be received by the entire external structure, and especially by the extendable telescopic hanging crossbar, whose lateral inclination will coincide exactly with the

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lateral inclination of the ground under the rolling elements 3 ° .- Prevent that the inclination of the terrain can be transmitted to the rigid rigid secondary chassis on which the load is deposited, since when hanging from a single point of the external primary chassis and when hanging with a single point of the secondary chassis that is located in the center of the upper part, and since the entire load is consequently below said point, said secondary chassis and its load is invariably aligned with the gravity line.

4 .- Serve as a stop that prevents the left right pendulum or vice versa of the internal suspension secondary chassis that is the rigid chassis.

B- An internal suspension secondary chassis that can be considered an endoskeletal chassis, which is characterized as a suspension chassis and whose structure is rigid, and that unlike the external primary chassis would be capable of being floated and which is the chassis on which vehicle load is deposited. This modular internal chassis consists of 1 main structural element, which is a vertical rectangle that is characterized:

a) By having 1 fixed bar in the upper part that has 1 hole in the center of it the upper part of which it will hang.

b) By having 1 fixed bar at the bottom that serves as a base and where to support the longitudinal bars where the board will be deposited on which the load is deposited

c) By having 1 fixed bar on the left side that will serve to hold the guide that will guide the pillar of the vertical column that rests on the rolling element on the left side and that joins in articulation with the left telescopic side arm of the Upper extendable hanger bar of the primary external hanger chassis.

d) By having 1 fixed bar on the right side that will serve to hold the guide that will guide the pillar of the vertical column that rest on the rolling element on the right side and that joins in articulation with the right telescopic side arm of the bar Extensible top hanger of the primary chassis external hanger.

C- Some guides that wrap the sides of both hanging and hanger chassis, but that do not fixedly hold both chassis in a single point but allow the up and down movement of one in relation to the other, so that this wrap through of these guide-clamps that does not impede their movement are

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characterized in that said clamps have at least two bearings on each side of contact with the vertical columns, that is to say a total of 8.

D- A bolt that joins in vertical articulation both chassis that integrate the dual chassis (1), the primary hanger chassis (2) and the secondary secondary chassis (3), from the center of their respective upper parts. This bolt when the dual chassis is provided with a specific arrangement to prevent the lateral inclination of the vehicle can act from right to left axle (12) perpendicular to the axis of rotation of the rolling elements. This bolt, when the dual chassis is provided with another specific arrangement to prevent the frontal inclination of the vehicle, can act as a front-to-back axle (12L) in the same direction to the axis of rotation of the rolling elements, resulting in the generation of complex arrangements that allow both bolts to be combined and articulated on both axes of vertical rotation to prevent both the lateral inclination and the frontal inclination of the vehicle.

E- An alternate unidirectional locking system for the rotation of the extendable hanging bar of the external primary primary chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, which will be traversed by the bolt that joins both chassis that integrate the dual chassis .

This alternate unidirectional locking system for the rotation of the extendable hanger bar, can be a purely mechanical system, operated through the bolt that crosses the center of both bars and that is fixed on the extendable hanger bar and that moves a system of 2 sprockets like those of a two-way ratchet, so that the teeth of each wheel have a direction opposite to that of the other, and that they are blocked alternately by a sliding sliding finger which will make contact on the right or on the left of the respective wheel according to the side and the degree of inclination. The contact of the nail with its respective sprocket can be generated by a rolling or pitching movement driven due to the inclination of the ground, or by simple sliding of a rolling mobile nail which in conditions of absence of inclination will be distanced from the cogwheel.

In turn, this alternate unidirectional locking system for the rotation of the extendable hanger bar, when it is a purely mechanical system, can be constituted by

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a single wheel with alternative lockable intersections on one side or the other depending on the direction of the inclination, so that the element that blocks it on the corresponding side will prevent movement up, but not down, or vice versa.

But, this locking system can also be a system that uses electromechanical actuators and uses electronic sensors and controllers to detect a specific slope.

In turn, this alternate unidirectional locking system for the rotation of the extendable hanger bar, can be located between the extendable hanger bar and the upper bar of the rigid rigid secondary chassis, in which case the sprockets or the wheel with intersections to block could go directly attached to the extendable hanger bar, or it can be located on the rear side of the upper bar of the rigid suspended secondary chassis, in which last case, necessarily, the central bolt must move the sprockets or the wheel with intersections to be blocked, by what will exist some type of subjection or crimp of these wheels to block unldirectionally with the central bolt.

Thus, each part of this rigid internal chassis, that is, the upper part, the lower part, and the left and right side parts fulfill a different function each, so that the set fulfills a fourfold function:

1 .- The upper part of the vertical rectangle of the rigid internal chassis and fixed geometry fulfills the following function: Function to prevent any lateral inclination of the load. This is possible, since when hanging from a single, the hole located just in the center of the upper part of said internal rigid chassis and be suspended in turn from the center of the extendable crossbar of the external chassis, then, the action itself Spontaneous gravity is the only one that will affect the internal chassis and the load deposited therein, in such a way that by this action of gravity when hanging from a single point, it will not be able to lean with the ground as they do vehicles whose weight rests on the lower crossbar of the chassis that acts as an axle between two parallel wheels. Far from this, what you are going to do is keep the mass center of gravity of the internal chassis and the load supported by it constantly aligned with the geometric center of the upper part of the chassis and with the geometric center of the lower part of the chassis which is the base where

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settle and load is deposited.

2 .- The lower part of the internal chassis rigid and fixed geometry constituted by the lower part of the arc of the chassis and the longitudinal crossbars that rest on it fulfills the following function: Function of supporting the load through the board of load that rests on the longitudinal crossbars that rest on the lower part of the chassis arch. It is in the internal rigid suspension chassis where the load to be transported by the vehicle is deposited.

3o- The left lateral part of the rigid internal chassis fulfills the following function: Function to serve as a guide by means of a guide-clamp that is attached to the left side of the vertical rectangle of the rigid internal chassis and that it hugs allowing its vertical sliding to the pillar or left column of the exoskeletal outer chassis of variable geometry, so that it rises parallel to the left side of the vertical rectangle of the rigid internal chassis, lowering or rising in proportion to the variation of the lateral inclination of the terrain. This left pillar is one of the lateral pillars that constitute vertical rectangular parallelepipeds with equal sides that move vertically. The bottom of this pillar rests on the left rolling element. Meanwhile, (at the top of said pillar there is a hole that joins in articulation by means of a bolt to the hole of the left telescopic side arm of the extensible crossbar, which is an element of variable geometry determining the variable geometry of the external or exoskeletal chassis.

4o- The right side part of the rigid internal chassis with fixed geometry fulfills the same function: Function to serve as a guide by means of a guide-clamp that is attached to the right side of the arc of! rigid and hugging internal chassis allowing its vertical sliding to the column or right pillar of the exoskeletal outer chassis of variable geometry, so that it rises parallel to the side! right of the vertical rectangle of the rigid internal chassis, lowering or rising in proportion to the variation of the lateral inclination of the terrain. This column or right pillar is another of the lateral columns that constitute vertical rectangular parallelepipeds of equal sides that move vertically. The bottom of this pillar rests on the right rolling element. While the top of said pillar there is a hole that

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it is joined in a joint by means of a pin to the hole at the right end of the extensible crossbar, which is an element of variable geometry that determines the variable geometry of the external or exoskeletal chassis,

Therefore, the mechanical structural system of these vehicles depends on the mechanical interaction between the inclination of the terrain and the arrangement of a dual chassis that is the result of the vertical union of two chassis that interact with each other as a result of the action it exerts. about it this lateral inclination. This dual chassis is integrated by an external or exoskeletal chassis that is the primary chassis that directly receives the effect of the inclination of the ground and that acts as a hanger support for an internal or endoskeletal secondary chassis that is a rigid chassis that acts as a hanging chassis and as a guide to the upward or downward movement of the vertical elements of the exoskeletal external primary chassis, In turn, all this is articulated by means of an extendable hanging bar that constitutes the upper structure in height of the entire vehicle and which is the fundamental part of this external or exoskeletal chassis in whose center there is a hole from which the internal chassis of this type of vehicles will hang.

The external or primary modular chassis of these vehicles, which is an exoskeletal chassis of variable geometry, therefore incorporates the following 3 elements into its structure:

1 ° .- 1 extendable hanger bar that constitutes the upper structure in height of the entire vehicle whose sides, one on the left and one on the right, in turn are constituted by an extension or telescopic arms, said extendable hanging crossbar It has 3 holes. A hole in each end of the telescopic arms, and a hole in the center of the central body of said extendable hanger bar which is the hole from which it will hang suspended in a secondary internal suspension chassis. Each 1 of these holes will have 1 bearing inside it, unless the unidirectional bar rotation system of the bar uses the central bolt to drive the wheel or toothed wheels, in which case the bolt will be a splined bolt and said central hole it will be a central hole with a fluted lining, or it will be a non-circular bolt, either square or hexagonal and the same will be the central hole.

2 .- .- 2 pillars or vertical columns that support the extendable hanging crossbar. That is, 1 vertical column on the left and 1 on the right that rest on each 1 of the rolling side elements forming an articulation with the arms

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telescopic sides of said extensible hanging crossbar, 1 on the left and 1 on the right, which are attached and supported on said vertical pillars and connected through 1 bolt that joins the existing hole at each end of the telescopic side arm of the bar transverse with the hole of the upper part of each vertical lateral column whose lower part rests on the rolling elements.

3 .- .- 2 rolling elements, which can be wheels or also caterpillars.

The internal or secondary modular chassis of these vehicles, which is a rigid chassis, therefore incorporates the following elements into its structure:

1 ° .- 1 vertical rectangle that is an integral part of the chassis and whose lower part will be attached longitudinal sleepers, which in turn will be placed above the load board. On the other hand, in the center of the upper part of said vertical rectangle there is 1 hole which is going to be crossed by 1 bolt, which, in turn, is going to join the central hole of the extendable crossbar by means of The same bolt. In this way the chassis is hanging from said bar coinciding with the same center of gravity line.

2 .- In turn, each column or vertical pillar that rests on each of the rolling side elements is guided by guide-clamps that allow it to slide parallel to each side of the vertical rectangle of the rigid internal secondary chassis. Thanks to these guides, these vertical columns or pillars move vertically in parallel in front of the same line that each side of the vertical rectangle of the chassis is located, thus preventing the displacement of said pillars with respect to the chassis and they guarantee that the transmission of the weight that supports in its center the hanging bar is distributed vertically parallel to the direction of gravity the vertical pillars that rest on the wheels.

The combination of the elements means that any vehicle equipped with an external or exoskeletal chassis, such as the one that is the object of this invention, that transits before a pronounced lateral inclination of a terrain does not suffer any lateral inclination of the internal chassis by the simple spontaneous action of the gravity on the mechanism on which this exoskeletal mechanism is articulated so that the displacement of the center of gravity of the vehicle outside the base of the vehicle is impossible.

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This sealing or mechanical insulation the lateral inclination of the internal secondary suspension chassis, which makes the base where it is deposited always remains horizontal with respect to the vertical line of gravity, is produced thanks to the interactions that occur between the opposing forces that coincide in the vehicle subject to the inclination and whose contact, in points of articulation or sliding between both hanging primary chassis of variable geometry and rigid hanging secondary, generates the following points of interactive movement between the conjunction of the following 5 factors that characterize This mechanical structural system and that determine its operation:

1 ° .- As the first factor and point of interactive movement: In this dual chassis mechanical system that prevents the inclination of the load, there is the fact that the hanging secondary chassis hangs from the primary hanging chassis by a single point, and this point it is located in the center of the extensible horizontal upper bar, {which may be transverse for the lateral or longitudinal inclination for the frontal inclination), and which characterizes the primary hanging chassis which is located in the highest part of this primary chassis and which It constitutes an essential element of the system. The reason why it hangs in the middle is because, on the one hand, being in the middle the vertical travel of the secondary chassis is minimized and on the other, the load of the secondary chassis is equally distributed on the rolling elements of the primary chassis.

In turn, this dangling of the secondary chassis is produced from the same center of the upper part of the secondary chassis, all of which allows to always keep the center of gravity of the load aligned with the center of the base of the vehicle by means of a spontaneously driven mechanism due to the gravity that prevents the lateral inclination of the cargo deposited in the vehicle.

In other words: the first factor that characterizes this mechanical structural system consists of the union in vertical hanging joint by the top of both primary and secondary chassis, that is, hanging chassis and hanger chassis, at a point that in turn is aligned with the central vertical line of the vehicle assembly and where an axis of the right-hand joint is generated and vice versa, that is, it is a lateral axis, whereby the internal secondary chassis hangs from the center of the bar of the external primary chassis .

2 .- As a second factor and second point of interactive movement: In this type of

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Dual chassis vehicles, the second key element is the vertical articulation joint of the lateral vertical elements of the external hanging primary chassis with the extensible transverse upper bar whose central hole hangs the rigid internal suspension secondary chassis. It is thanks to the vertical movement or action of these lateral elements that are the vertical pillars on whose lower part the rolling elements rest, and which are characterized by a vertical orthopedic geometry, which with their different vertical movement will transmit to the extensible crossbar it hangs the lateral inclination of the land, without the extendable crossbar hanging from the external primary chassis can transmit it to the internal secondary chassis.

This joint in articulation with the aforementioned crossbar is characterized by necessarily having to be aligned the point or axis of articulation of the upper part of said vertical pillars that rest on the rolling elements with the same vertical that affects the same longitudinal line that crosses by half of the tread of the rolling elements in order to optimize the mechanical isolation of the internal secondary chassis to the lateral inclination. That is to say, it does not matter if said articulation is vertically on the same rolling element, since although it will always be above, this joint point in articulation will nevertheless be able to be either ahead or behind, since the decisive thing is that it is vertical on the same longitudinal line that crosses its tread.

In other words: The second factor that characterizes this mechanical structural system consists in the vertical articulation of the sides of the bar with the lateral vertical orthopedic pillars or lateral columns of the primary chassis that rest on the wheels and that reproduce in the crossbar the same lateral inclination that the terrain has without transmitting it to the rigid internal suspension secondary chassis that is where the load is deposited.

3rd .- As a third factor and third point of interactive movement: In this mechanical system of dual chassis that prevents the inclination of the vehicle is characterized in that in it the guides or guide clamps that wrap the lateral vertical pillars of the chassis are essential part primary external hanger that in its lower part rest on the wheels with the sides of the vertical rectangle of the internal hanging secondary chassis that in its upper part join in articulation with the sides of the transverse upper bar.

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But these guide-clamps are characterized by the fact that, while wrapping the sides of both hanging and hanging chassis, they do not fixedly hold both chassis at a single point but allow the upward and downward movement of one in relation to the another, so that this wrapping through these guide-clamps that does not impede their movement are characterized by having inside said clamps at least two bearings on each side of contact with the vertical columns, that is to say a total of 8 The reason that the vertical contact points are two is so that there can be no slack. All of this makes it possible for the secondary chassis to act as a guide for the vertical columns of the primary external hanger chassis, and at the same time makes it possible for the vertical columns to act as a brake for possible pendular stresses that the secondary internal hanger chassis could cause.

These guides, when only one type of inclination is to be neutralized, either lateral or frontal and complex arrangements are not required to neutralize both types of inclinations at the same time, they can be integrated into the sides of both chassis, such as linear guides, or as the drawer guides as an exterior guide and interior guide and will allow to reduce even more the possible clearances that can be generated. In this case, they will go on the inner part of each pillar of the primary external hanging chassis of variable geometry and on the outside of the lateral part of the rigid internal secondary chassis. When complex arrangements are required to neutralize both types of inclinations at the same time, it will be necessary for these guides to be coupled to some arms, and it will not be possible to integrate these guides into the pillars of the primary hanging chassis of variable geometry and on the sides of the rigid rigid secondary chassis.

In other words that characterizes the 3rd factor element of this mechanical structural system consists of guides or guide clamps that join the sides of both external and internal chassis but that allow the upward and downward movement of the external primary chassis against the internal secondary and vice versa , these guide braces can be attached to the rigid internal chassis by means of rigid extensions or arms that allow the pillars to be moved away but always kept in parallel.

These guides or hugging guides can also be mobile, that is, they will not only allow the upward movement of the pillars of the external primary chassis

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hanger that rests on the wheels, but that they themselves will move on the sides of the vertical rectangle of the rigid secondary secondary chassis, which will allow to minimize the size of this in relation to the maximum inclination that you want to reach, or maintaining the size of the aforementioned rectangle, it will be possible to maximize the inclination that the extensible crossbar can reach.

Finally, these guide braces can be embedded in bearings arranged horizontally and attached to said protruding arms on the sides of the internal hanging secondary chassis, whereby they can act as rotating vertical guides and used to, for example, add steering mechanism to the wheels.

It is also possible to add another type of clamp-swivel guides. It is a complementary rotary rotating guides, which are not integrated between the mechanisms that provide mechanical tilt to the lateral inclination, and that would use other vertical axes and that would only reach the wheels, but that would not join any bar superior, and whose sole function would be to be able to provide traction to said wheels, acting as a converter-transmitter on a vertical axis the driving force coming from the horizontal axis of the differential to which the transmission of the engine arrives. To do this, this type of complementary rotary guide-clamp would use serrated cones that would affect the toothed surface that would have the inner part of the bearing in which the rest of the cross-shaped guide clamp is embedded. The additional vertical axis would always go apart and would not connect with any horizontal bar.

4th.- Fourth factor and fourth interactive movement point: The mechanical tightness at the inclination of the rigid internal secondary chassis where the load is deposited, inevitably requires the existence in the exoskeletal external primary chassis of an extendable upper horizontal hanging bar, since it is the one that will allow to reproduce, when it is transversal for example, the lateral inclination of the terrain increased its transverse extension by lengthening its telescopic sides. It is therefore the existence of this fourth Interactive movement point that in the present case it is a sliding movement between the body of the extensible horizontal upper bar and its telescopic arms that makes possible among the other factors the functionality of this modular dual chassis . This will allow to maintain such lateral ends aligned with the vertical lines of gravity that affects the contact points of the rolling elements, maintaining between them the

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same parallel distance equivalent to the one it has when the lateral inclination is zero. This, in turn, will allow the vertical columns to transmit to the upper transverse bar of variable geometry the same inclination that the terrain has, without this transmitting it to the primary chassis.

That is, as the 4th factor is the variable geometry of the upper bar of the external primary chassis that extends in the same direction of the axis. That is, if the lateral inclination is from right to left or vice versa, that is, if it is lateral, the mechanical insulation against this lateral inclination requires that the upper bar that exists in the primary chassis has to be extensible both left to right as from right to left.

5th.- As the fifth factor and fifth point of interactive movement: In this dual chassis mechanical system that prevents the vehicle from tilting the fifth key element is the alternate unidirectional locking system for rotating the hanging hanger bar of the primary hanging chassis. external with respect to the upper bar of the internal rigid secondary chassis driven by gravity and acting on the bolt that crosses the center of both bars.

This alternate unidirectional locking system for the rotation of the extendable hanger bar of the primary external hanger chassis will prevent the vertical elevation of the lateral pillar from tilting the rigid internal secondary chassis to the side of the tilt, by locking towards the opposite side of the inclination of the terrain the rotation of the extensible telescopic crossbar that is located in the upper part of the external chassis of variable geometry in the horizontal upper part of the rigid secondary chassis that is articulated to it by the center.

That is to say, if the ground has an inclination towards the left for those who had the front of the vehicle in front, through this mechanism, due to gravity, the left side will be blocked, which will prevent the extensible telescopic crossbar from turning. from left to right clockwise, and it will only allow you to turn from right to left.

Without this unidirectional rotation locking mechanism, the intended relationship would be reversed, since the inclination of the terrain would be transferred to the horizontal top of the rigid suspended secondary chassis, while the telescopic crossbar

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extensible that is in the upper part of external chassis of variable geometry would remain paradoxically without tilting, and the consequence of all this would be the production of a pendular effect that would end up causing the vehicle to fall to the ground.

However, thanks to this unidirectional rotation lock, the weight of the rigid suspended secondary chassis, on the other hand, will force the extendable hanger bar of the primary hanger chassis to rotate in the only direction that will allow it to reproduce the same inclination side that has the ground.

That is to say, this sealing or mechanical insulation to the lateral inclination of the internal secondary suspension chassis is possible, precisely, because the secondary chassis hangs from said extendable upper crossbar of the primary chassis. Just the opposite is what happens in all other vehicles, where all the rest of the chassis structure rests at least on a rigid crossbar located under the bottom of the chassis, since when there are several axes in the same vehicle, there are as many rigid crossbars located under the bottom of the chassis as the vehicle has axles.

In the present case, this special sealing of the hanging chassis, which is a rigid chassis of fixed geometry, is only possible thanks to the fact that the primary external hanging chassis, to which it is also joined laterally with clamps, is a chassis of variable geometry characterized Due to the fact that the upper hanging crossbar of the external hanging primary chassis is an extensible crossbar.

This happens in this mechanical action-reaction sequence:

1o.- The lateral inclination of the terrain raises one of the lateral vertical pillars or columns that rest on one of the lateral rolling elements and that are on the highest part of the terrain.

2 .- The vertical elevation of the side pillar prints an ascending force to the side of the telescopic transverse bar that is located in the upper part of the external chassis of variable geometry and that is joined in articulation by means of a bolt to this vertical pillar.

3 .- The mechanism of unidirectional alternating locking of rotation of the hanging bar

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Telescopic transverse will be driven by gravity at the slightest inclination that occurs in the horizontal upper part of the rigid suspended secondary chassis, and will prevent the vertical elevation of the lateral pillar from tilting the rigid internal secondary secondary chassis to the side of the inclination, by blocking the rotation of the extensible telescopic crossbar that is located in the upper part of the external chassis of variable geometry with respect to the horizontal upper part of the rigid suspended secondary chassis that is articulated to it by the center by the part where it is produced the inclination Thus, the weight of the rigid rigid secondary chassis will force the hanging hanger bar of the primary hanger chassis to rotate in the only direction that will allow it to reproduce the same lateral inclination that the terrain has.

4 ° - The extensible telescopic crossbar that is located in the upper part of the external chassis of variable geometry, and whose center hangs the hanging chassis, in turn prints a force downwards due to the gravity derived from the conjunction the weight of the hanging chassis itself and the load it supports.

5 .- The fact that the hanging chassis hangs from the center of said bar by a single point, makes the internal chassis, by gravity action, keep its own center of gravity of the gravity line constantly aligned with the gravity line. masses and the load supported by it with the geometric center of the upper part of the chassis and with the geometric center of the lower part of the chassis, which is the base where the load sits and deposits, so that it It makes it impossible to move the center of gravity of the vehicle outside the base of the vehicle.

6o.- The fact that the internal suspension chassis, which is not susceptible to be tilted laterally, has two guides or clamps-guides, a hugger-guide on each side of the arc of the internal suspension chassis of rigid structure, makes the pillars The sides of the external hanging primary chassis that rest on the wheels stay parallel to the gravity line and in turn maintain the same parallel distance between both vertical columns resting on the wheels. That is, thanks to the action of the guide-clamps that join and guide the vertical columns or pillars of the external primary chassis with the sides of the internal secondary chassis, it turns out that the parallel distance between both pillars is the same as the one that exists when the vehicle is on a flat surface.

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7 ° .- Since the aforementioned wheels are at a different height, and have the same height side columns, the difference between the upper end of these columns reproduces the same height difference between the wheels. As these vertical columns are in union forming a joint with each end of each telescopic side arm of the extensible crossbar integrating the external or exoskeletal primary chassis whose center hangs the rigid internal chassis that supports the load, this forces the telescopic extension of each end of this crossbar, that is to say the telescopic lateral arms thereof, because only in this way is it possible to reproduce the same lateral inclination that the terrain has.

Thus, the crossbar of the upper part of the external chassis from which the internal chassis hangs, for reasons of gravitational weight and for reasons of geometric necessity, extends and increases its width in proportion to the increase in inclination.

8 ° .- At the same time as you want the inclination of the outer crossbar of the upper part of the external chassis from which the internal chassis hangs is parallel to the inclination of the ground, and however the parallel distance between the lateral vertical columns of the external or exoskeletal chassis that joins in the upper part of said bar always keep the same parallel distance between the two, consequently, another of the effects produced by the inclination, which results in the stability of the vehicle, consists in increasing the distance between the wheels measured linearly, that is, from the point of contact with the ground of each lateral rolling element relative to the other element.

The advantages of the invention consist in the elimination of the 2 described dysfunctions that, in the current state of the art, parallel rolling element vehicles with a fixed and non-variable crossbar that is located under the chassis. Thus, the advantages of this system would mainly be 2;

1) .- The secondary suspension chassis or internal chassis with a rigid structure on which the load is deposited will not suffer any lateral inclination, however pronounced such lateral inclination is even if it exceeds 45 ° of inclination, since due to its configuration said chassis is a chassis independent of the lateral inclination. Therefore, the center of mass of the vehicle will not be able to move

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loaded out of the center of the base of the vehicle where the load sits.

2) .- The lateral rolling elements that are attached to the primary hanging chassis or exoskeletal external chassis of variable geometry will be aligned with the vertical parallel to the gravity line and the parallel distance between both verticals will be the same either that is the inclination of the terrain, while the linear distance between the contact points of each lateral rolling element with the ground will increase as the lateral inclination becomes greater!

It has already been said that this mechanical structural system is characterized by the fact that it makes possible the longitudinal medularity of the minimum unit of the external primary hanging chassis of variable geometry. That is, that this structural system is characterized by the fact that the whole of the The minimum unit of the external primary chassis with a variable geometry hanger is capable of being replicated longitudinally in parallel, replacing the wheel axles of conventional vehicles. Thus, and in relation to the external primary chassis exoskeletal hanger of variable geometry, with this system it is possible to provide a vehicle with wheels parallel to the chassis of as many extendable crossbars hanging as wheel axles have the conventional vehicle to which it was to apply this system, and in turn of as many columns or vertical pillars as wheels. Meanwhile, with respect to the internal secondary endoskeleton chassis, it is necessary to provide the vehicle with as many rigid vertical rectangles as with axles, and with as many guides or guide-clamps as wheels.

Thus, when the minimum unit of the external primary hanging chassis of variable geometry is capable of being replicated longitudinally in parallel in two or more units, the different bolts that exist for each union of the central holes corresponding to each minimum unit of the primary hanging chassis With each minimum unit of secondary suspension chassis, it can be replaced by means of a single longitudinal bolt that crosses the whole of the central holes, thus giving even more rigidity to the internal secondary chassis of the vehicle.

But it is also that, as indicated at the beginning of this description, this modular mechanical structural system is also characterized by the fact that said modularity is capable of being applied laterally in parallel. In this case, and only in the case that said modularity is carried out without the combination with the arrangement that allows to neutralize the lateral inclination, this system would be compatible with

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the possibility of traveling on rails, being able to be useful for the transportation of ore in wagons inside the mining, but it would be totally incompatible with a simple track vehicle, that is, a track on each side, because with this arrangement the linear distance over the ground between the points of contact of the wheels with the ground increases longitudinally as the frontal inclination increases although the parallel distance between the pillars resting on the wheels is always the same.

The principles that interact are identical to the lateral inclination and therefore everything stated above must be considered. Only the following circumstance changes: the point or axis of the articulation of the telescopic lateral arms of this extensible longitudinal bar with the central holes of the extensible transverse bars must necessarily be aligned with the same vertical that affects the transverse line that crosses the axis of articulation of the rolling elements in order to optimize the mechanical isolation of the internal secondary chassis to the frontal inclination. That is to say, that the joint does not have to be on the same rolling elements, since it can be on the left or it can be on the right, since the determining result is that it is aligned vertically on the transverse line! which crosses the axis of articulation of the rolling elements.

By virtue of the above, this modular mechanical structural system when applied laterally is characterized by mechanically guaranteeing that both the vertical lines of gravity that affect the contact point of each rolling element parallel to the chassis and of each wheel with respect to the rear or front always maintain the same parallel distance invariably whatever the lateral and frontal inclination of the terrain and for the same reason also mechanically guarantees that the linear distance on the profile of the terrain between the contact points between the terrain and the parallel rolling elements and frontal to the chassis are increasing as the degree of lateral or frontal inclination of the terrain through which the vehicle transits increases.

But in addition, this mechanical structural system is characterized by allowing a combined longitudinal and lateral parallel modularity, in which different compositions are possible that are not depleted in the examples set forth in the figures included in this application, and that They make up a double axle hanger exoskeletal vehicle that converts it functionally into a vehicle with a functionally gyroscopic hanger exoskeleton with a hanging endoskeletal passenger compartment than the internal rigid rigid secondary chassis, which is the

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chassis that supports the load of the vehicle, and that will be mechanically insulated from the lateral inclination and the frontal inclination provided that it is characterized by these minimum structural requirements.

Thus, a complete double-axis combined system that allows mechanical isolation in front of the lateral inclination and the frontal inclination, whose plan view of this complete double axis structure does have the virtuality of giving the sensation of being able to observe through it a two-axis hanging gyroscope, it will have 4 extendable hanging bars and 4 modular units of rigid hanging secondary chassis, it will necessarily have 2 units of vertical rectangles of the hanging chassis that will be next to the inner hanging bars will be the chassis that hang directly on the mentioned bars by means of bolts that will act on an axis from front to back and vice versa (See Fig. 29 which reflects the structure in plan of this modality that combines the insulation to the lateral and frontal inclination).

By virtue of this, the compositional structure of such a combined system of these dual chassis structural modules is characterized by the following:

- It requires 2 minimum units of complete primary chassis, that is 4 rolling elements: 4 vertical columns. 2 extendable bars.

- 4 guides or guide clamps are required for each of the four vertical columns that must be joined by means of fixed arms to the sides of the 2 vertical rectangular units that must be positioned at the ends of the vehicle.

- It requires 4 units of internal secondary chassis, 2 of which will be 1 in front and 1 back, while the other 2 on the sides, 1 on the right and 1 on the left outside and 1 inside or center vehicle.

- It requires 4 mechanisms of alternating unidirectional rotation lock for each of 4 telescopic hangers that will be placed in the central joint that joins the upper part of the rigid rigid secondary chassis with this extensible bar.

- 2 additional extendable hanger bars are required that will act as interior hanger bars. That is, the 2 extendable bars

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corresponding of which the 2 minimum units of rigid secondary hanger chassis that will be placed on the sides will be hung.

- 2 rigid crossbars are required so that these in turn are articulated in a shaft joint from left to right and vice versa with the outer hanging bars through bolts.

In turn, the necessary arrangement that the elements that make up this combined system structure of these dual chassis structural modules must have among themselves is characterized by the following:

- It is required that the point or axis of the articulation of the telescopic lateral arms of these extendable crossbars with the upper part of said vertical pillars resting on the rolling elements must necessarily be aligned with the same vertical that affects the same line longitudinal that crosses the tread of half of the rolling elements in order to optimize the mechanical isolation of the internal secondary chassis to the lateral inclination. That is to say, it does not matter if said articulation is vertical over the same rolling element, since it will be above but will be able to be in front or behind, since the determining factor is that it is vertical on the same longitudinal line that crosses Your tread.

- It is required that the point or axis of the articulation of the telescopic side arms of this extensible longitudinal bar with the upper holes of the vertical pillars resting on the rolling elements must necessarily be aligned with the same vertical that affects the transverse lines that cross the axis of articulation of the rolling elements in order to optimize the mechanical isolation of the internal secondary chassis to the frontal inclination. That is to say, that the joint does not have to be on the same rolling elements, since it can be on the left or it can be on the right, since the determining result is that it is aligned vertically on the transverse line that crosses the axis of articulation of the rolling elements.

- It is required that the internal hanging secondary chassis can only hang from

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a single point located in the central hole of the extensible longitudinal bar inside which also houses a bearing and which will join in articulation to the central hole the upper part of the rectangular unit of the secondary suspended chassis that is in the center by means of a mechanism with double articulation pin that can also be a double articulated hook eye bolt.

That is, if in this mechanical structural system the lateral mechanical insulation is characterized by requiring a minimum of 2 rolling elements, 2 vertical columns, 2 guides or guide clamps for the columns, 1 extendable hanging bar and 1 single point of hanging of the Rigid internal secondary chassis, the transit to a vehicle that combines mechanical insulation to latent tilt! With the mechanical isolation to the frontal inclination it has to be characterized by requiring a minimum of 4 rolling elements, 4 vertical columns, 4 guides or guide clamps equipped with fixed arms to guide the pillars, 4 extendable hanging bars, 4 central hanging articulation points , 4 alternate unidirectional locking systems of these 4 extendable hanging bars. However, this combined structure can be greatly simplified with the same functionality.

Additional required devices required when the structural chassis system is applied to tracked vehicles

For cases in which the structural chassis system is applied to a tracked vehicle, a necessary biomimicry requires the incorporation of elements that act as ankles so there must be a joint whose axis must necessarily coincide with the transmission joints , when this is done by mechanical transmissions from the central engine. This joint will have the following characteristics depending on the type of tracks that the vehicle has:

a) When the structural chassis system is applied to a single track vehicle (that is, to a vehicle that has only 1 track per side), the pillars of this mechanical structural system will be at the top of the track (so that when turning the caterpillar laterally it does not drive with the pillar) of a joint that allows the left-hand side turn and vice versa. This type of simple track vehicles will not have

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of any other articulation in another sense, unless it is to be used on a combined structural system that allows neutralization of the lateral and frontal inclination, and necessarily has two pillars on each side that are inserted on a mechanical system of zippers opposite on the same cogwheel (such as those in the mechanisms inserted in the document processors that are on top of the photocopiers, or in the hands-free holders for mobile phones used in cars), which allow the distance between both pillars to increase and decrease at the same time.

b) When the vehicle has multiple tracks, that is, more than one track on each side, in this case, the equivalent of some ankles, they will be joints inserted at the level of these tracks that allow vertical rotation both lateral from right to left as the front from top to bottom, that is to say rocking and pitching.

Complementary devices that apply to the chassis structural system v

which allow other functionalities and other uses.

There is the possibility in this structural chassis system to incorporate, together with these wheels or tracks, which are rolling elements, floating elements parallel to these wheels or tracks that allow these vehicles to behave like amphibious vehicles. This possible incorporation of floating elements, for the assumptions of the double articulation chassis developments that allows both lateral and frontal neutralization, will allow these vehicles to be able to serve as modular vehicles that can eventually act as pontoon modular units, which may be mobile pontoons, or fixed pontoons when these units join others creating floating bridges, which will allow the transit of vehicles and people over river or maritime spaces, which can be a very useful alternative for military or civil uses.

In the case of the use of these vehicles as mobile pontoons for the transit of vehicles or people through maritime spaces subject to intense waves, the possibility of incorporating the following 2 elements is of special interest:

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a) Long-distance gas shock absorbers: taking advantage of some long-distance gas shock absorbers that taking advantage of the great height of the vertical pillars that rest on the floating elements can dampen the unevenness caused by the wave.

b) Submersible plates that prevent the lifting of the vehicle: These plates will allow the lifting of the floating elements to be fully absorbed by the shock absorbers and therefore the platform is always maintained at the same level of height, which will to allow the installation of a railway on these floating platforms. The clamping of this plate with the platform will be rigid by means of rigid columns in suspension attached to the hanging platform that hangs in turn by means of cables from the top of the hanging chassis which, in turn, hangs by means of an appendix of the longitudinal hanging bar extensible.

Finally, we do not want to finish the explanation of this invention without pointing out that the structural chassis system object of this invention, which is a modular vertical articulation hanging-hanger chassis that generates a mechanical interaction by means of a spontaneous mechanism driven by gravity that prevents the lateral inclination and the frontal inclination of the load deposited in the vehicle even exceeding 45 ° of inclination, it is not only capable of being used from the beginning in an accommodated vehicle and built to the measure of this structure by implementing all the systems that integrate the concept of Drive by Wire or cable conduction that dispenses with classical mechanical transmissions, although this is ideal. This structural chassis system that is the object of this invention, which is a dual suspension-hanger modular modular articulation chassis, is also possible to apply this system as a complementary system to existing vehicles, and which allows to solve the dysfunctionalities that they face to the pronounced lateral inclinations of the lands where they could be useful if they could access them.

In the case of an agricultural tractor, adaptation does not result excessively

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problematic for the following reasons:

1 .- In the first place, tractors have mostly released the space that is on top of their wheels, so the need for a greater path of them that requires adaptation to this new structural system does not generate any problem. It would be necessary, only, to modify the fin or the fender of the rear wheels so that these, instead of being attached to the body of the tractor, are attached to the wheels and move with them.

2 .- Secondly, the inner part of the chassis of these vehicles is a long way from the ground, so it is possible to guarantee a considerable vertical upward travel of the wheel without the inner part of the chassis making contact with soil.

The same applies to other construction machinery, such as

motor graders, mototraillas etc ...... whose upper part of the wheels is

totally released, and whose inner part of the chassis is a long way off the ground.

More problematic can result in a dump truck, since in this type of truck the bathtub is placed on the wheels preventing the wide upward path that said wheels that rest on the vertical pillars will need in order to neutralize the lateral inclination in connection by means of articulation with the extendable crossbar of the primary external and exoskeletal hanging chassis.

For this reason, the adaptation in these cases will require the distance of the wheels from the lower part of the secondary internal suspension chassis to be distanced on which the rest of the structure of the chassis of these vehicles will rest. This will undoubtedly add great functionality to this type of dump trucks, but it is no less true that it also provides them with a visual apparatus greater than that generated by the adaptation of this system to other types of vehicles that do have e! existing upper space on the wheels, which may lead to the need to consider the introduction of some other mechanical mechanism that allows varying and regulating the height of these wheels with respect to the internal suspension chassis and for which technical solutions already exist.

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BRIEF DESCRIPTION OF THE DRAWINGS

To complement the description that is being made and in order to help a better understanding of the characteristics of the invention, a set of drawings is attached as an integral part of said description, where illustrative and non-limiting nature has been represented. next:

Fig. 1.- This is the front view of a conventional single track vehicle which has been added as a complement to it the modular structural structural system of dual hanging-hanger chassis with vertical articulation, which is traveling through a terrain with a pronounced lateral inclination without said lateral inclination affecting the secondary secondary chassis, that is to the body of the conventional vehicle to which this structural chassis system has been added.

It has already been pointed out that the ideal is to build special vehicles adapted in origin to this system by means of the implementation of all the systems that integrate the concept of Drive by Wire or cable conduction that dispenses with the mechanical mechanical transmissions and that also allows the elevation to demand of the height between the wheels and the body of the vehicle, but it has been previously indicated the possibility of this system to use as an existing vehicle as complete to allow its operation in areas with great lateral inclination, for which without this complete chassis additional could not circulate

Stresses in this image the incorporation of specific additional elements for vehicles equipped with caterpillars that act as ankles (55 ZY), these are joints that allow the settlement of these caterpillars on the ground, since otherwise these are they would harm.

Fig. 2- This is the side view of a conventional single track that has been

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It has been added as a complement to it the modular mechanical structural system of dual hanging chassis - vertical articulation hanger on flat ground. The distance in height of the tracks with respect to the lower part of the hanging chassis is due to the fact that in these vehicles the height of the lower part of the chassis is not very large with respect to the ground, with which the difference in height of the caterpillar of a side with respect to the other could cause the collision of the bass of this vehicle with the ground, which would constitute a dysfunctional effect.

In this image it is possible to verify the incorporation of a common structural element to the chassis structure, which all vehicles will necessarily have to carry, which is the alternate unidirectional locking system for the rotation of the extendable hanger bar of the external hanging primary chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, which is crossed by the bolt that joins both chassis that integrate the dual chassis (50).

It is worth noting the vertical element (45) that lacks structural or supporting functions whose only function is to carry out the transmission to the track through the rotary guide (11R) from which the rotary guide is used.

And you can check the alignment of the articulation of this transmitter shaft (55T) with the joints of the bottom of the vertical pillars (55 ZY).

Front view of the structure and basic components of the primary external or ex-skeletal hanger chassis that is to be applied to a two-wheeled cart, in which the two wheels are arranged in the center of the loading board as usual in these carts. This external or exoskeletal primary hanging chassis of variable geometry is characterized by having an extendable transverse bar in its upper part whose telescopic sides join in articulation from left to right with the upper parts of the vertical columns or pillars, which rest on some wheels.

From this first image one of the characteristics that governs and determines the behavior and mechanical functionality of the mechanical system of general use for vehicles object of this invention can be verified: the point of articulation of the laterals of the extensible hanging crossbar with the

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Vertical columns resting on the wheels coincide exactly with the vertical columns that affect the longitudinal line that affects the middle of the tread of said wheels.

Front view of the structure and basic components of the internal or endoskeletal secondary suspension chassis that will be applied to a cart for the off-road bicycle. As you can see, the upper half of the front profile of the chassis arch no longer extends a vertical extension that has a hole in the center, but that hole is already integrated into the upper part of the arc itself of the rigid internal secondary chassis.

This reduction in size has allowed us to provide a structure that does not exceed the height of the conventional vehicles equipped with the crossbar that is at the bottom of the chassis and that acted as the axle of the wheels.

Front view of a purely mechanical system of alternating unidirectional locking of the rotation of the extendable hanging bar of the primary external hanger chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, which is crossed by the square bolt that joins both chassis that They integrate the dual chassis.

This alternate unidirectional locking system for the rotation of the extendable hanger bar, is operated through the square pin that crosses the center of both bars and that is fixed on the extendable hanger bar and that moves a system of 2 cogwheels like those of a ratchet two-way, so that the teeth of each wheel have a direction opposite to that of the other, and that they are alternately blocked by a sliding sliding finger which will make contact on the right or on the left of the respective wheel according to the side and the degree of inclination. The contact of the nail with its respective gearwheel is generated, in this case, due to a rolling or pitching movement triggered by the inclination of the ground caused by the sliding of this nail, which in conditions of absence of inclination will be distanced from the cogwheel.

This figure shows the front view of a guide or mobile guide-clamp,

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that is to say, a guide-clamp that is not fixed to the lateral part of the arc of the internal hanging secondary chassis, but instead uses it to be able to climb through the side of the vertical rectangle of the internal hanging secondary chassis. In this mobile guide-clamp, the bearings are 14, with 2 vertical bearings for each contact intersection.

Fig. 7.- View of the rear of the structure of a trailer with a conventional chassis and loaded with the same small container before a terrain whose degree of lateral inclination is 0o and where the center of gravity of the load also coincide with the center of the base of the vehicle.

Fig. 8 - View of the front part of the structure of a trailer with a conventional chassis and loaded with the same small container before a terrain whose degree of lateral inclination is 0o and where the center of gravity of the load also coincide with the center of the base of the vehicle. In this figure it can be seen how the locking system of the alternating unidrectional rotation of the hanging bar is located in the upper central part of the rigid rigid secondary chassis.

Fig. 9 - Front view of a purely mechanical system of alternating unidirectional locking of the rotation of the extendable hanger bar of the primary external hanger chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, in a 0 ° tilt state.

Fig. 10 - Front view of a purely mechanical system of alternating unidirectional locking of the rotation of the extendable hanger bar of the primary external hanger chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, in a tilt to the left.

As can be seen, the mobile sliding sliding finger that moves on guide rails, as a consequence of the inclination, has slid over the right ratchet wheel, blocking the turn from left to right, that is, the hourly rotation, allowing only the counterclockwise rotation of the hanger bar

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Variable geometry of the primary hanger chassis. This counterclockwise rotation is the rotation that will allow the bar to reproduce the inclination of the terrain and correct the inclination to which the rigid suspended secondary chassis has suddenly been subjected.

Fig 11.- Front view of a purely mechanical system of alternating unidirectional locking of the rotation of the extendable hanger bar of the primary external hanger chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, in a tilt to the right.

As can be seen, the mobile sliding sliding finger that moves on guide rails, as a result of the inclination, has slid over the left ratchet wheel behind the right ratchet wheel, blocking the rotation from right to left , that is, the counterclockwise rotation, allowing only the hourly rotation of the variable geometry hanger bar of the primary hanger chassis. This hourly rotation is the rotation that will allow the bar to reproduce the inclination of the terrain and correct the inclination to which the rigid suspended secondary chassis has suddenly been subjected.

Fig. 12.- In this figure, the front view of an extendable catching bar with telescopic sides is shown in which the central body of said bar acts as an external guide while the telescopic sides act as an internal guide providing each of these elements of two bearings at their respective ends, in such a way that the displacement of said sides always rests on two points both at the top and bottom preventing any slack. The 3 holes of which said extendable hanger bar of the external and exoskeletal primary hanger chassis are also seen, where there is a bearing in each of the 2 holes of the telescopic side arms, while in the central hole there is a striated lining for the introduction of the bolt to be moved as this hanger bar rotates.

Fig. 13.- This figure shows the partial front view of the upper end of a pillar or vertical column of the primary exoskeletal external hanging chassis of variable geometry.

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Fig. 14.- This figure shows the partial front view of an extendable cocking bar with the telescopic right side arm extended.

Fig. 15.- View of the rear part of the structure of the vertical suspension-hanger dual chassis applicable to a bicycle trailer already mounted in its entirety and loaded with a small container, which reproduces the view of Fig. 7 only that this figure includes the letter G refers to the line of gravity. This line of gravity crosses the center of mass gravity and the points of contact with the Soil. As you can see the distance between the vertical lines of gravity that affect the points of contact with the ground, on flat terrain they are the same, while when they lean in this type of vehicles they diverge maintaining the parallel distance between the vertical lines of gravity, but increasing, however, the linear distance on the ground of the ground contact points as the inclination increases.

Otherwise, this figure shows the view of the rear part of the structure of the dual suspension-hanging vertical chassis applicable to a bicycle trailer already mounted in its entirety and loaded with a small container in front of a terrain whose degree of lateral inclination is 0o and where the center of gravity of the load coincides with the center of the base of the vehicle.

Fig. 16- View of the rear of the structure of a trailer with a conventional chassis and loaded with the same small container before a terrain whose degree of lateral inclination is 0o and where the center of gravity of the load also coincide with the center of the base of the vehicle.

Fig. 17.- View of the rear part of the structure of the dual suspension-hanging vertical chassis applicable to a bicycle trailer already mounted in its entirety and loaded with a small container transiting a terrain whose lateral inclination is 45 ° and where the center of gravity of the load coincide with the center of the base of the vehicle.

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The image in itself is sufficiently descriptive and crediting of the functionality and behavior of this modular mechanical structural system with a vertical dual-link hanging-hanger chassis that generates a mechanical interaction through a gravity-actuated spontaneous mechanism that prevents the lateral inclination of the load deposited on the vehicle still exceeding 45 °, and which is the subject of this invention. If we look at the hanging crossbar of the primary chassis, it is externally suspended from the hanging secondary chassis on which the load is housed, we clearly see how this hanging crossbar reproduces exactly the same lateral inclination that the terrain has.

But we also see how the simple action of gravity that affects the internal suspension secondary chassis that hangs from a single point located at the top of its structure, and that hangs at a single point located in the central part of the extendable hanging bar of the primary chassis, said secondary suspension chassis and its load remain aligned with the vertical of the gravity, in such a way that there has been no displacement of the center of gravity even in spite of the terrible lateral inclination that the vehicle, whereby the center of gravity of the load coincide with the center of the base of the vehicle.

We also see how the pillars or vertical columns of the external primary chassis remain aligned with the line of gravity which, thanks to the guide clamps attached to the internal suspended secondary chassis, transmit the same alignment to these vertical columns with respect to the line of gravity that influences on the rigid internal secondary chassis, and that thanks to this same rigidity and these guide-clamps makes said vertical columns maintain between them the same parallel distance they have as when they are on a ground with a zero lateral inclination.

Consequently, we also check that according to the vertical line that the wheels impinge on, the wheels keep the same parallel distance from each other, while linearly we check the distance between the contact points of the left wheel and the point of right wheel contact, we will check that the linear distance over the

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The ground between the two contact points has increased as much as the hanging crossbar has increased in length and width.

This last figure, together with the previous ones, would be more than enough to realize that by replicating this same structure for each axle of parallel wheels that any vehicle had, and making the necessary adjustments, they could be transferred to said vehicles with multiple axles. This same functionality. This is the reason why there is talk of a modular mechanical structural system of dual hanging-hanger vertical chassis, because this structure of dual hanging-hanger chassis when making it longitudinally replicable becomes a modular mechanical structural system.

It should be noted in this figure the existence of guides or guide clamps in full action, which are no longer fixed to the rigid internal secondary chassis but are also mobile guide clamps that use bearings, and not only to allow the sliding of the vertical columns, but to move vertically on the side of the rigid internal secondary chassis, which as will be seen in the following figures, facilitates the possibility of reducing the height of this rigid internal secondary chassis to a minimum expression.

Fig. 18.- View of the rear part of the structure of a trailer with a conventional chassis and loaded with the same small container before a terrain whose degree of lateral inclination is 45 ° and where the mass center of gravity of the cargo has been totally displaced and not only is outside the center of the base of the vehicle, but is outside the vehicle itself, so that the trailer with the load or the load alone will tip over and fall to the ground with the loss Of the same. Fig. 17 and Fig. 18 are a perfect example of a contrast between two mechanical systems with functionalities and behaviors that are completely opposite to a high lateral inclination. Only this example of contrast is already illustrative enough, despite which, through more figures, the possibilities of this modular mechanical structural system of a vertical hanging double-hanging chassis that generates a mechanical interaction through a spontaneously driven mechanism will be developed by the gravity that prevents the lateral inclination of the load deposited in the vehicle still exceeding 45 °.

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Fig. 19 - This is the plan view of a guide to which only one arm that protrudes from the side of the internal hanging secondary chassis has been added.

Fig. 20.- This is the plan view of a rotating guide which, as can be seen, is a guide just like the one shown in Fig. 19, but which has been embedded inside a bearing that has been arranged in the direction horizontal and which in turn has been attached to a housing, which in turn is attached to an arm that protrudes from the side of the internal hanging secondary chassis. It is this bearing that confers the possibility of moving the vertical pillar that rests on the wheel and is guided by said guide, not only vertically but through it it is possible to print a movement from left to right. In this figure, as can be seen, this possibility has been used to apply a rudimentary steering mechanism based on the two parallel cross rods. With this, through this rotary guide-hugger, for example, the vertical pillars that rest on the front wheels will not be able to limit themselves to guiding their upward or downward movement, but they will be able to print a turn, either to the right or left.

Fig. 21.- This is the plan view of the same rotary guide, which is structurally similar to the previous rotating guide, only that the inner part of the bearing in which the superimposed cross guide is embedded has been added a toothed surface to which a toothed cone has been attached that is attached to a drive shaft, to convert this rotating guide into a rotating guide. This type of glutton will be useful for the transmission of traction to the wheels, and will act as transformer shafts or vertical converters of the transmissions that leave the horizontal transmission shafts. With this, the displacement of the tractive rolling elements can occur at a great distance from the internal suspension secondary chassis, which is where the motors will be housed depending only on the height that is wanted to be given to the vertical axis that crosses these rotating converter guides. As expected, the height of these vertical transmission shafts matches the height of the vertical pillars resting on the wheels, no problem in the transmissions would have to occur.

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Fig. 22.-

Fig. 23.-

Fig. 24.-

Fig. 25-

Lateral view of the structure and basic components of the primary external or exoskeletal hanger chassis that is to be applied to this new arrangement in a longitudinal direction, from back to front and vice versa that has been mechanically made to neutralize the frontal inclination, and yet as You can visually check the external hanger chassis is the same as that of Fig. 3, except for the arrangement of the wheels that in this case are presented to us from the side, which is a proof of the aforementioned modularity which is possible in various axes.

In this case, what characterizes this vehicle is that the articulation points of the vertical pillars of the primary chassis with the extensible hanging longitudinal bar coincide vertically with the horizontal line corresponding to the axis of their respective wheels.

View of the back of the structure and basic components of the internal or endoskeletal secondary suspension chassis that matches that of Fig. 4.

Side view of a vehicle with dual suspension-hanger chassis in which the extendable hanging bars of telescopic side arms are arranged longitudinally.

Side view of a vehicle with dual hanging-hanger chassis in which the extendable hanging bars of telescopic side arms are arranged longitudinally in front of a pronounced frontal inclination. As can be seen in this Fig. 25 with respect to Fig. 26, the reaction of this mechanical system of the dual hanging-hanger chassis to the frontal inclination is the same as in front of the lateral inclination, since before a frontal inclination the pillars resting on the wheels maintain the same parallel distance between them relative to the vertical lines that affect the point of contact of the ground, while the linear distance on the ground between the points of contact with the wheels increased. Likewise, the hanging chassis maintains its center of mass gravity aligned with the vertical of gravity and with the central point of the upper part of said chassis, which is in turn the center of the hanging bar, which in this case is longitudinal , and this center is also in line with the center of the base of the secondary suspended chassis where the face is seated.

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Fig. 26.-

Fig. 27.-

Fig. 28.-

Fig. 29-

Side view of a conventional vehicle before a frontal tilt. In these vehicles, when they have a short length in front of their height, the center of mass gravity may also be outside the base of said vehicle as illustrated by this figure.

Plan view of a four-wheel towing vehicle to which this modular structural system of the dual hanging-hanger chassis has been applied in the arrangement that only allows neutralizing the lateral inclination of the vehicle so there are only transverse extendable horizontal upper bars.

In this image, it can be seen that the alternate unidirectional locking system for the rotation of the extendable hanger bar of the primary external hanger chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, which is traversed by the bolt that joins both chassis that integrate the dual chassis (50), has been placed between the extendable crossbar of the primary chassis and the upper part of the rigid secondary chassis, so that it will be directly the bar that moves the wheel with intersections to block unidirectionally.

This location of this alternate unidirectional locking system for the rotation of the extendable hanging bar of the external primary primary chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity, and the concrete system used by a single intersection wheel is repeated in Figures 28 and 29.

Plan view of a four-wheeled tow vehicle to which this modular structural system of the dual hanging-hanger chassis has been applied in the arrangement that only allows neutralizing the frontal inclination of the vehicle so there are only longitudinal upper horizontal extending bars.

Plan view of a four-wheel towing vehicle to which this modular mechanical system of the dual hanging-hanger chassis has been applied.

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prevents both the lateral inclination and the frontal inclination of the vehicle.

Two-axis hanging structure can be seen with two transverse extendable hanging bars that go on the outside and two longitudinal extendable hanging bars that go inside plus two fixed transverse bars that articulate with the longitudinal and transverse extensible bars at different points.

It can also be seen how the articulation of the external transverse extensible bar is made through a bolt that crosses each of the central holes of both bars.

You can also see how these fixed crossbars articulate at their ends with the telescopic side arms of the internal longitudinal extensible bars. You can also see how these interior longitudinal bars are articulated in the center with the upper center of the central holes of the modular and composite internal secondary chassis of this vehicle. The simple observation of this vehicle on the ground allows the observation that it actually constitutes a kind of 2-axis hanger gyroscope.

It can be seen that the alternate unidirectional locking system for the rotation of the extendable hanger bar of the primary external hanger chassis with respect to the upper bar of the internal rigid secondary chassis driven by gravity and the concrete system used by a single intersection wheel is reproduced for each existing horizontal hanger bar.

Fig. 30 - Side view of a mechanical traction vehicle, in particular it is an adapted 13-meter-high gantry truck such as those used in seaports to stack and deposit sea containers on trailer trucks, when that a two-axis hanger structure has been applied with 2 extendable transverse hanger bars that go on the outside and 2 longitudinal extendable hanger bars that go inside plus 2 fixed transverse bars that articulate with the longitudinal and transverse extensible bars by different points. This arrangement composed of a modular structural system with a dual chassis, will allow this vehicle to neutralize both the lateral inclination and the frontal inclination, being able to

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Entering rugged terrain and being very useful for forest use, either as a forest processor, and as a fire extinguishing device.

Fig. 31.- Side view of a mechanical traction vehicle, in particular it is an adapted 30-meter high gantry truck, equipped with long telescopic vertical gas dampers of various extensions, and which together with the rolling elements It incorporates some floating elements that allow them to act as a tractor unit for amphibious vehicles, which makes the function of a mobile pontoon transport through sea cargo waters. In this case the cargo is a train car loaded with a container. By means of said mobile pontoon tractor fixed to other mobile units that can be towed by this will allow to build bridges on sea straits subjected to waves, thanks to the submerged platform joined by rigid columns to the hanging platform which in turn is fixed to the part lower vertical pillars of the primary hanger chassis. These submerged plates will prevent the waves from raising the hanging platform over the water as a result of the elevation of the floating elements, and the dampers in turn will contribute to absorb the height gained by said floating elements as a result of the wave, with that the platform will always remain invariably at the same height.

PREFERRED EMBODIMENT OF THE INVENTION

In coherence with what is expressed in the section on the background of the technique, the embodiment of the invention which is first chosen goes through the realization of the most elementary structures, that is, by a simple carriage of two parallel wheels with two rods plus an adapter for use by a human-powered mechanical vehicle such as a mountain bike.

In principle, a mechanical system with dual suspension-hanger chassis is chosen, which neutralizes only the lateral inclination.

As stated,

1 .- The first thing to be mounted is the vertical rectangle of the internal secondary chassis of the vehicle, which is a rigid chassis and we will do it with metallic material.

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Said vertical rectangle has in the center of its upper part a hole to be hung through a bolt of the hole of the central part of the crossbar of the upper part of the external chassis or primary hanging chassis that is the exoskeletal chassis.

2o.- At the height of said central hole of the internal secondary chassis of the vehicle, we will place a purely mechanical system of alternate unidirectional locking of the rotation of the extendable hanging bar of the primary external hanging chassis with respect to the upper bar of the internal rigid secondary chassis driven by the gravity, which will be traversed by the striated or square bolt that joins both chassis that integrate the dual chassis, and that is like the one in figure 5.

3 .- Next, we will place said vertical rectangle of the secondary secondary chassis on a table and parallel to each side of the aforementioned vertical rectangle of the hanging chassis we will drop each of the vertical columns that will also be made of metallic material, which as stated they constitute vertical rectangular parallelepipeds with equal sides.

4 .- On each of the sides of said vertical rectangle of the internal or secondary chassis of the vehicle, finally, we will place some mobile guide-clamps that are not fixed at a point of the internal secondary chassis, since it does not only allow guided sliding of the vertical columns of the external primary chassis, but it can also slide along the sides of the internal secondary chassis, and they have 14 bearings inside, 2 vertical bearings per profile of the sides that will have contact with said clamps- guide.

These clamps, therefore, constitute 2 of the 3 articulation elements of the internal and secondary rigid chassis with the external and primary chassis which is of variable geometry. Its function as explained is essential to ensure that the downward and upward movement of these lateral columns is carried out in parallel and without any deviation from the lateral lines of the vertical rectangle of the internal and secondary chassis of the vehicle while connecting internal chassis Secondary with the columns or vertical pillars of the primary or external chassis, this mobile envelope that constitutes these clamps makes the function of lateral stop that prevents the pendulum of the internal suspended secondary chassis.

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5 .- Next, we will place one of the most fundamental elements of this vehicle and that integrates and completes the structure of the outer or primary chassis that supports the lateral inclinations of the terrain: it is the placement of the extensible crossbar of telescopic sides that has three holes for its articulation through 3 points: 1 in the center and the other 2 at the rate of 1 for each side. Said extensible crossbar constitutes the highest element of the entire vehicle. To do this, we will first introduce a spline or square bolt that will join the center of said telescopic crossbar with the upper hole that is in the center of the vertical rectangle of the internal or secondary chassis which in turn constitutes the highest element of said internal chassis that It is a rigid chassis.

6 ° .- Once this connection is made, then we will proceed to join in articulation through the introduction of bolt each of the holes on the sides that said extensible crossbar with each of the holes in the upper part of the lateral vertical columns that rest on each of the wheels of the vehicle. With this we will have completed not only the connection between the outer or primary chassis of variable geometry with the rigid internal or secondary chassis, but we will also have completed the construction of the vehicle and will be ready for the development of the functionalities for which it has been designed.

7o.- Next, on the lower part, said arc of the internal or secondary chassis we assemble longitudinal bars on which later we will place the board on which the load that will transport the cart or, if applicable, the car for the all-terrain bike will be deposited .

8 ° .- Finally, to each of the columns or vertical pillars, in its lower part, a wheel will be attached, that is, a wheel for each vertical column.

The steps described above establish the sequence of the construction of a basic trailer, which tests the most basic expression of the invention that is the subject of this patent application. It is intended as said to build two types of trailers:

A) .- A trailer with two central wheels of animal traction whose double structure

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The chassis is also located in the center to make it easier to turn it around and it can resist better with heavy loads, which will force the development of a structure of greater height.

B) .- A trailer for bicycles that will not be capable of carrying a lot of cargo and that has the peculiarity of carrying the structure on the back of the trailer with what is indifferent that due to the inclination of the ground one of the sides of the hanging crossbar can descend below the height of the top of the load, since it will not be able to make contact with it, which is why it is possible to develop a structure of low height.

The industrial application of this invention therefore does not need further justification, since the invention itself constitutes a finished product, ready to be used by any consumer who wishes to enjoy a trailer with the features and functionalities such as those described.

This same system can be used by trailers that have several pairs of wheels, and also by articulated trailers and in these cases, they will always have a structure like the one described by each pair of parallel wheels.

This system is also capable of being used by motorized agricultural machinery that requires transmission of the driving force to the wheels. Obviously, for this purpose, this system must have the coupling of transmission mechanisms that are adapted and compatible with this new vehicle construction architecture, which has nothing to do with the construction architecture of agricultural vehicles built on the base of the traditional chassis that correspond to the current state of the art.

The same construction system will also be applicable to track vehicles, such as bulldozers so that they will be equipped with the corresponding joints at the height of the tracks. In this case, also, for this purpose, this system must have the coupling of the transmission mechanisms that are adapted and compatible with this new vehicle construction architecture, which has nothing to do with the construction architecture of the vehicles Traditional caterpillars that correspond to the current state of the art.

But there is even a more elementary use to improve the safety at work of the laborers, and it is that this same system can be used in wheel loaders that carry liquid cement.

Claims (14)

5 10 fifteen twenty 25 30 35 1. Improved gravity-driven chassis structural system that prevents the vehicle from tilting, characterized by having a modular dual chassis (1) comprising: A.- An external primary chassis (2) that rests directly on the rolling elements of the vehicle (7) which is the hanging chassis on which the rigid internal secondary chassis (3) hangs, and due to the fact that this hanging is carried out by a single point (5) located in the center of the extendable horizontal hanger bar (4) and / or (4L) from the top of this external primary chassis hanger (2) through a bolt that serves as an articulation axis and that it can be a bolt that acts as an axis from right to left (12) or from front to back (12L). This external hanging primary chassis (2) completely envelops the rigid internal secondary chassis (3). This chassis, which is a kind of exoskeletal chassis, is necessarily a chassis of variable geometry, and this geometry varies depending on the inclination of the terrain through which the vehicle circulates, since the extendable upper horizontal hanging bar (4) increases its extension in proportion to the inclination of the land and also acquires in degrees the same inclination that it has. B.- An internal suspension secondary chassis (2) that can be considered an endoskeletal chassis, which is a chassis that hangs by 1 single point or 1 single axis located at the top and center of the same (6) and whose structure is rigid and articulating with the external primary chassis through a bolt (12) and / or (12L). This hanging secondary chassis is wrapped by said external hanging primary chassis, as if it were an arc from which this hanging internal secondary chassis was suspended. This secondary chassis, unlike the primary chassis, is capable of being floated, and is the chassis on which the load of the vehicle (8) is deposited and on which the cabin is structured, and whose structure has a vertical rectangle ( 9) consisting of 4 fixed and rigid bars that are solidly joined at the ends. 5 10 fifteen twenty 25 30 35 C. - A guide (11 or 11M or 11G) or guide-huggers that embrace the respective sides of both chassis that integrate this dual chassis (1), primary hanger chassis (2) and secondary chassis pendant (3), but that do not fix them, but allow the free upward-downward movement between both chassis, which necessarily by Mechanical-static motives will keep each other the same parallel distance, and that in addition to fulfilling this structural function it can fulfill other functions such as printing an address to the vehicle. D. - A bolt that joins both chassis in the vertical joint that make up the dual chassis (1), the primary suspension chassis (2) and the secondary secondary chassis (3), from the center of their respective upper parts. This bolt, when it is endowed with! Dual chassis of a specific arrangement to prevent lateral tilting of the vehicle can act from right to left axle (12) perpendicular to the axis of rotation of the rolling elements. This bolt, when the dual chassis is provided with another specific arrangement to prevent the frontal inclination of the vehicle, can act as a front-to-back axle (12L) in the same direction to the axis of rotation of the rolling elements, resulting in the generation of complex arrangements that allow both bolts to be combined and articulated on both vertical rotation axes to prevent both the lateral inclination and the frontal inclination of the vehicle. In both cases for each bolt that crosses the central part of each extendable hanger bar there will be the corresponding unidirectional anti-lock system E. - An alternate unidirectional bar rotation system (50) of the bar extendable hanger (4 and 4L) of the primary chassis external hanger (2) with respect to the upper bar (9S) of the internal rigid secondary chassis (3) driven by gravity that will be traversed by the bolt that joins both chassis that integrate the dual chassis (one). This alternate unidirectional locking system of the rotation (50) of the extendable hanger bar, can be a purely mechanical system, operated through the bolt that crosses the center of both bars (12 and 12L) and that is fixed on the extendable hanger bar and which moves a system of 2 cogwheels (51 RDD and 51 RDI) like those of a two-way ratchet, so that the teeth of each wheel have a direction opposite to the other, and 5 10 fifteen twenty 25 30 35 which are alternately blocked by a nail (52) that will make contact on the right or on the left of the respective wheel according to the side and the degree of inclination. The contact of the nail with its respective gearwheel can be generated by a pendular movement actuated due to the inclination of the ground, or by simple sliding of a mobile moving fingernail (52), which in conditions of absence of inclination will be distanced from the cogwheel But this locking system can also be a system that uses electromechanical actuators and uses electronic sensors and controllers to detect a specific slope. Improved structural system of chassis, which according to claim 1 characterized by the fact of the conjunction of said elements determines a mechanical-static functionality in which necessarily the Center of Mass Gravity of the vehicle with its corresponding load remains invariably aligned with the line of gravity that affects the same center of the base of the vehicle on which the load is based. All this makes it impossible to move the center of gravity of the vehicle out of the center of the base of the internal chassis where the load is deposited and on which the cabin sits, even when the terrain exceeds 45 ° of inclination. This structural chassis system is applicable to all types of vehicles with lateral rolling elements parallel to the chassis, and serves both for wheeled vehicles and for tracked vehicles, and is very useful for heavy cargo vehicles and especially agricultural, forestry and of works, that circulate at low speed through terrains with a very pronounced inclination, and also supposes a total restructuring of the architecture of these vehicles, Improved structural chassis system, which according to claim 1 characterized in that it is a modular system, which allows each minimum unit of dual hanging-hanger chassis can be replicated in the same vehicle. This system structure! Modular chassis, can be applied, through a specific arrangement of its elements for these purposes: 5 10 fifteen twenty 25 30 35 A. - This modularity can be applied to only aesthetically-mechanically isolate the vehicle against the lateral inclination, which is the one that generates the most instability problems. B. - This modularity can also be applied to only statically-mechanically isolate the vehicle against the front inclination by another arrangement of the same elements. C. - But, in addition, also, this modularity can be applied to combine the aesthetic-mechanical isolation of the body of the vehicle against the lateral inclination and the frontal inclination together by other combinations of the same elements. 4. Improved structural chassis system, which according to claim 1 characterized in that it is an exclusively mechanical-static operating system that makes its functionality possible and does not require the interaction of other artificial dynamic elements by the vehicle, and whose operation resides in the joint interaction, against the opposing forces that coincide in the vehicle, of the 5 elements-factors mentioned in claim 1, whose contact, at points of articulation or sliding between both primary and variable geometry hanging chassis rigid pendant, generates the following interactive movement points: a) .- The first point of interactive movement that determines the operation of this structural chassis system consists of the union in vertical hanging joint by the top of both hanging primary and secondary secondary chassis at a single point through a bolt (12 ) which in turn is aligned with the central vertical gravity line (G) that crosses the vehicle assembly and coincides with the central point (5) of the horizontal upper hanging bar of the primary hanging chassis and the upper center point of the rigid suspension secondary chassis (6) 5 10 fifteen twenty 25 30 35 b) .- The second point of interactive movement determining the The operation of this structural chassis system consists in that it corresponds to the movement that occurs at the point of articulation through a bolt (13) of the lateral arms of the extensible horizontal upper bar (14) with the upper part of each of the vertical orthopedic pillars or lateral columns (15) of the primary chassis resting on the wheels. These vertical orthopedic lateral pillars reproduce in the horizontal hanging bar (4) and / or (4L) the same inclination that the terrain has without transmitting it. c) .- The third interactive movement point determining the operation This structural chassis system consists in that it corresponds to the movement that occurs in the sliding point guides or guide clamps that can be fixed (11) or mobile (11M) that wrap the sides of both external chassis and internal but allowing the upward and downward movement of the external primary chassis in front of the internal secondary and vice versa, which allows to keep the vertical pillars (15) invariably the same parallel vertical distance that they have when the inclination of the vehicle is zero. d) .- The fourth interactive movement point determining the operation of this structural chassis system that guarantees the mechanical tightness to the inclination of the internal rigid secondary suspension chassis where the load is deposited consists of the one that corresponds to the movement that occurs at the sliding point of the telescopic side arms of the Extendable top bar of the primary chassis variable geometry hanger. It is the existence of this extendable horizontal upper bar with telescopic sides that will allow to reproduce the inclination of the terrain, increasing its extension by lengthening its telescopic sides. This extensible horizontal upper bar with telescopic sides will have a transverse arrangement (4) when applied to neutralize the lateral inclination of the rigid internal secondary chassis, while when applied to neutralize the frontal inclination, this upper horizontal horizontal bar with telescopic sides will have a longitudinal arrangement (4L). 5 10 fifteen twenty 25 30 35 e) .- The fifth interactive movement point that determines the operation of this structural chassis system is the alternate unidirectional rotation locking system (50) of the extendable hanging bar of the primary external chassis with respect to the upper bar of the secondary chassis internal rigid driven by gravity and acting on the bolt that crosses the center of both bars. This alternate unidirectional locking system for the rotation of the extendable hanger bar of the primary external hanger chassis will prevent the vertical elevation of the lateral pillar from tilting the rigid internal secondary chassis (3) to the side of the inclination, by locking to the side contrary to the inclination of the terrain, the rotation of the extensible telescopic crossbar that is located in the upper part of the external chassis of variable geometry in the horizontal upper part of the rigid rigid secondary chassis that is articulated to it by the center. By virtue of this variable geometry of the upper bar of the external primary chassis extends in the same direction of the horizontal axis on which the joint of the primary chassis with the secondary are articulated Thus things in the case that the corresponding provision is applied to Only mechanically isolate the body of the vehicle at the lateral inclination, the direction of rotation of the horizontal axis is from right to left or vice versa, that is to say lateral, and in this case the mechanical insulation against this lateral inclination requires that the upper transverse bar be existing in the primary chassis must be extendable both from left to right and from right to left On the contrary in the case where the corresponding arrangement is applied to exclusively mechanically isolate the vehicle body from the frontal inclination the direction of rotation of the axle horizontal on which the joint of the primary chassis with the secund are articulated Aryan will be from front to back and the extensible horizontal top bar that makes variable geometry possible will be a longitudinal extensible bar. 5 10 fifteen twenty 25 30 35 5. Improved structural chassis system that according to claim 1 has at least one 1 external primary chassis module hanger which is the exoskeletal variable geometry chassis on which the rigid internal secondary chassis that wraps around it hangs, which is hung characterized in turn by comprising the following elements: a) .- By having at least 2 rolling elements (7), which may Be wheels or tracks. b) .- For having at least 2 vertical pillars (15), 1 on the left and 1 on the right, which, as it passes through the guide-clamps, have an orthopedic shape, whose lower part rests on the 2 rolling elements (7) that are respectively 1 on the left and 1 on the right, and on whose top of each of these pillars there is a hole (18) that joins together by means of a bolt (13) with the respective hole (10) left and right end of the telescopic arms (14) of the extendable upper horizontal bar (4) ) resting horizontally as a lintel on said pillars. This joint joint when made with an extended horizontal transverse upper bar (4) requires that the point or axis of articulation (13) of the upper part of said vertical pillars resting on the rolling elements with the same vertical must necessarily be aligned which affects the same longitudinal line that crosses the tread half of the rolling elements (17), in order to optimize the mechanical isolation of the internal secondary chassis to the lateral inclination. That is to say, it does not matter if said articulation is vertical over the same rolling element, since although it will always be above it it will be able to be either in front or behind, since the decisive thing is that it is vertically on the same longitudinal line that crosses its tread. c) .- By having at least 1 extensible horizontal top bar hanger (4) for every 2 vertical pillars that are each left and right respectively. This horizontal top bar 5 10 fifteen twenty 25 30 35 Extensible hanger that rests on these pillars with which it joins in articulation, has 2 telescopic side arms, 1 on the right (14) and 1 on the left (14), and 3 holes: 1st.- 1 central hole (5) that serves as a single point or single axis for Hang the hanging chassis (3). 2nd .- 1 hole in the end of the right telescopic arm (10) that it serves to support and join in articulation by means of a pin with the hole (18) of the upper part of the pillar of the right side which in turn rests on the right rolling element. 3rd.- 1 hole at the end of the left telescopic arm (10) which serves to support and join in articulation by means of a bolt with the hole (18) of the upper part of the pillar on the left side which in turn rests on the left rolling element. This external primary chassis (2), which is the exoskeletal hanging chassis of variable geometry, is the chassis that receives the effect of the lateral inclination of the terrain and this determines that when it is applied to the neutralization of the lateral inclination, the lateral inclination that suffers The extensible crossbar (4) of telescopic sides as a consequence of the lateral inclination of the terrain will always be parallel to the lateral inclination of the terrain. When said extendable crossbar from above acts as a hanging element of the rigid rigid secondary chassis, unlike what happens in conventional chassis vehicles where the extendable crossbar supports from below the rest of the vehicle structure, this bar This inclination will never be transmitted to the rigid internal secondary suspension chassis, which is the one that directly supports the load, since it always remains aligned with the vertical line of gravity due to the spontaneous force exerted by it. Improved structural chassis system that according to claim 1 has at least 1 rigid internal and endoskeletal secondary suspension chassis module, which hangs by a single point or a single axis (6) located at the top and in the center of the same and that is wrapped by said external hanging primary chassis as if it were an arc from which this internal suspended secondary chassis was suspended, which is characterized by having a structure that forms a vertical rectangle (9) constituted 4 fixed and rigid bars (9S) + 2x (9L) + (9B) that are solidly joined by the ends, in turn is characterized by the following: a) .- The upper bar (9S) of the rectangle of the secondary suspended chassis Rigid internal is characterized by the fact that in the center of the upper part there is 1 hole (6), either directly in the fixed upper bar itself or in an appendix protruding from said fixed upper bar and rising above it ( 9A) to be connected by 1 bolt to the central hole of the extendable bar of the external primary exoskeletal chassis of variable geometry. b) .- 1 left sidebar (9L) of the secondary chassis rectangle Rigid internal is characterized by having 1 guide or hugger-guide that wraps the left side pillar of the primary hanger chassis allowing its vertical movement but keeping it parallel to said bar. c) .- 1 right sidebar (9L) of the secondary chassis rectangle rigid internal that has 1 guide or guide-hugger that wraps the right side pillar of the primary hanger chassis allowing its vertical movement but keeping it parallel to said bar. d) .- The bottom bar or base bar (9B) is characterized by having over the same of longitudinal bars (23) that serve as support for the placement of a board (36) on which the load (8) will settle. Improved structural chassis system that according to claim 1 has the external primary chassis hanger, which is the chassis 5 10 fifteen twenty 25 30 35 vertical articulation hanger, with 1 horizontal upper bar, extendable hanger (4) and (4L), which is characterized by the following elements: - 2 telescopic side arms (14). - 3 holes that are aligned with each other horizontally at the same height constituting these 3 holes ios vertical articulation points of the basic dual chassis module of this dual chassis modular mechanical system. Each 1 of these 3 holes will have 1 bearing inside (20), unless the unidirectional bar rotation system uses the central bolt to drive the wheel with intersections or the sprockets. In this case the bolt will be a striated bolt and said central hole will be a central hole with a striated lining (53) without bearing, or it will be a non-circular bolt, either square or hexagonal and the same will be the central hole. At the same time, in said upper horizontal hanging bar with telescopic side arms, the left and right telescopic sides act as inner guides, each having 2 bearings (21), 1 above and 1 below joined at the end of the Extensible side arm closest to the central body of the extendable upper crossbar of the external hanging primary chassis. Meanwhile, the central body (19) of said extendable horizontal upper hanging bar that acts as an outer guide that surrounds these lateral arms - guide of the extendable horizontal bar, also has 4 bearings, 2 bearings for each left and right end attached to said central body, and within each end of the central body these 2 bearings are arranged 1 above and 1 below (22). The joint in vertical articulation through the 3 holes of said extendable horizontal hanging top bar, each of which incorporates 1 bearing inside it is carried out as follows: a) The hole (10) on the left telescopic side (14) of the extendable horizontal upper hanging bar joins in a joint through 1 bolt (13) with the pillar or 5 10 fifteen twenty 25 30 35 left vertical lateral column, whose lower part rests on the left rolling element. This bolt (13) crosses, on the one hand, the existing hole (18) in the upper part of the left lateral pillar where 1 bearing (20) is integrated, and on the other hand, the hole (10) of the telescopic lateral arm left of the horizontal upper hanging bar (14) where 1 bearing (20) is also integrated. b) The hole (10) of the right telescopic side (14) of the extendable horizontal upper hanging bar joins in articulation through 1 bolt (13) with the right vertical lateral pillar or column (15), whose lower part rests on the right rolling element. This bolt crosses, on the one hand, the existing hole (18) in the upper part of the right side pillar where 1 bearing (20) is integrated, and on the other, the hole (10) of the right telescopic side arm of extendable horizontal top bar where 1 bearing (20) is also integrated. c) The hole in the center (5) of the horizontal upper hanging bar extendable from the primary external hanger chassis in which a bearing (20) is integrated is articulated by a bolt (12) with the hole in the center of the upper part of the rigid rigid secondary chassis (6) where a bearing (20) is also integrated. 8.- Improved structural chassis system that according to claim 1 has in the secondary rigid suspension chassis guides or guide clamps (11) that are characterized when they are fixed (11) by having a minimum of 8 bearings ( 25), 2 bearings arranged vertically one above the other and crossed by rollers or pins (37), forming an overlapping cross (38). These guides or guide clamps wrap and act on each of the 4 sides of the vertical pillars (15) that rest on the rolling elements, which serve to generate two vertical contact points that prevent clearance, and which can be directly attached to the side of the rectangle of the rigid internal secondary chassis, or which can be used for joining with an extension thereof through a rigid arm (39). This same chassis system is characterized by having a chassis 5 10 fifteen twenty 25 30 35 secondary rigid pendant with guides that, in turn, are characterized when they are mobile (11M) by also using a guide to the side of the internal rigid secondary chassis (9L), in which case they are characterized by having a minimum of 14 bearings , 2 bearings one on top of the other on each of the 4 sides of the vertical pillars that rest on the rolling elements, which serve to generate two vertical contact points that prevent clearance and that minimize the height of the Extendable upper bar of the primary external hanger chassis. 9.- Improved structural chassis system according to claim 1 has an alternate unidirectional rotation locking system (50) of the extendable horizontal hanger bar of the external external primary chassis with respect to the upper bar of the internal rigid secondary chassis operated by gravity, which will be crossed by the bolt that joins both chassis that integrate the dual chassis characterized by: This alternate unidirectional locking system for the rotation of the extendable hanger bar, can be a purely mechanical system, operated through the bolt that crosses the center of both bars and that is fixed on the extendable hanger bar and that moves a system of 2 sprockets (51 RDD and 51 RDI) like those of a two-way ratchet, so that the teeth of each wheel have an opposite direction to the other, and that they are locked alternately by a sliding sliding finger (52) guided on rails or horizontal rails (54) allowing its movement by gravity that will make contact on the right or on the left of the respective wheel according to the side and the degree of inclination. The contact of the nail with its respective gearwheel can be generated by a rocking or pitching movement driven by the inclination or by simple sliding of this nail which in conditions of absence of inclination will be distanced from the gearwheel. In turn, this alternate unidirectional locking system for the rotation of the extendable hanger bar, when it is a purely mechanical system, can be constituted by a single wheel with alternative interlocking intersections (51 Rl) on one side or the other depending on the direction of inclination , so that the element that blocks it on the corresponding side will prevent movement up, but not down, or vice versa. 5 10 fifteen twenty 25 30 35 But, this locking system can also be a system that uses electromechanical actuators and uses electronic sensors and controllers to detect a specific slope. In turn, this alternate unidirectional locking system for the rotation of the extendable hanger bar, can be located between the extendable hanger bar and the upper bar of the rigid suspended secondary chassis, in which case either the cogwheels or the wheel with intersections to block could go directly attached to the extendable hanger bar, or it can be located on the rear side of the upper bar of the rigid suspended secondary chassis, in which last case, necessarily, the central bolt must move the sprockets or the wheel with intersections to be blocked, by what will exist some type of subjection or crimp of these wheels to block unidirectionally with the central bolt. 10.- Improved structural system of chassis according to claim 3, which when the potential of its modularity is applied longitudinally and in the corresponding arrangement to exclusively isolate from a static mechanical point of view the vehicle body of the inclination lateral, it is characterized because the following relationship between the elements of its structure necessarily occurs: a) .- For each axis of rolling elements, that is, for each pair of wheels parallel to the chassis, there must be a module or minimum unit of dual chassis (1) that will be replicated longitudinally in parallel to replace the axles of the wheels that show conventional vehicles, and that will necessarily have its corresponding module or minimum chassis unit primary exoskeletal external hanger of variable geometry that will have in turn its respective extendable transverse bar (4) and its corresponding module or minimum unit secondary internal endoskeletal chassis, which will also have its respective rigid rectangle with its respective guides or guide clamps for each rolling element. b) .- The distance between vertical lines of gravity (G) that affect the point of contact with the ground of each rolling element parallel to the 5 10 fifteen twenty 25 30 35 chassis necessarily maintain the same parallel distance invariably whatever the lateral inclination of the terrain. For the same reason, this mechanical structural system with dual hanging-hanger chassis also mechanically guarantees that the linear distance over the profile of the terrain between the points of contact on the ground of the longitudinal line that crosses the center of the tread line of the Rolling elements parallel to the chassis (17) increase as the degree of lateral inclination increases. c) .- Necessarily the points or axes of the articulation of the telescopic lateral arms of these extendable transverse bars with the upper part of said vertical pillars resting on the rolling elements must necessarily be aligned with the same vertical one that affects (48) on the same longitudinal line that runs through half of the tread of the rolling elements, in order to optimize the mechanical isolation of the internal secondary chassis to the lateral inclination. That is to say, it does not matter if said joint is or not directly vertically on the same rolling element, since although it will be above, it will be able to be in front of or behind the rolling element, since the determining factor is that it is vertically on the same longitudinal line that crosses its tread. When the modularity of this structural chassis system is applied longitudinally and in the corresponding arrangement to exclusively isolate from a static mechanical point of view the body of the vehicle from the lateral inclination, the different bolts (12) that exist for each joint of the central holes corresponding to each minimum unit of the primary hanger chassis with each minimum unit of the secondary secondary chassis, can be replaced by means of a single longitudinal bolt that crosses the whole of the central holes, which gives even more rigidity to the internal secondary chassis of the vehicle. 11.- Improved structural chassis system according to claim 3, which when applied the potential of its modularity is applied laterally in parallel in transverse direction, without combination 5 10 fifteen twenty 25 30 35 Some with the provision that allows to neutralize the lateral inclination, and in the corresponding arrangement to exclusively isolate from a static mechanical point of view the body of the vehicle of the frontal inclination, is characterized in that necessarily the following relationship between the elements of its structure: a) .- The vertical lines of gravity that affect the point of contact of each wheel, that is to say the front wheel with respect to the rear wheel, they necessarily always keep the same parallel distance invariable whatever the frontal inclination of the terrain. For the same reason, it also mechanically guarantees that the linear distance on the profile of the terrain between the points of contact with the ground of the front wheels with respect to the rear of each side of the chassis increases as the degree of frontal inclination increases of the land through which the vehicle travels. b) .- The points or axes of the articulation by bolt (13L) of the holes (10L) of the telescopic side arms (14L) of this extensible longitudinal bar (4L) with the upper holes (18L) of the vertical pillars (15L) resting on the rolling elements (7) must necessarily be aligned with it vertical that affects the transverse lines that cross the articulation axis (49) of the rolling elements, in order to optimize the mechanical isolation of the internal secondary chassis to the frontal inclination. That is to say, that the joint does not have to be on the same rolling elements, since it can be on the left or it can be on the right, since the determining result is that it is aligned vertically with over the transverse lines that cross the axis of articulation of the rolling elements. c) .- The extendable horizontal hanging top bar is a bar Extensible longitudinal arrangement (4L) that will always maintain the same frontal inclination parallel to that of the terrain on which the vehicle is traveling This structural chassis system, only in this case, that is, in the corresponding arrangement to exclusively insulate from a mechanical point of view 5 10 fifteen twenty 25 30 35 static the body of the vehicle of the frontal inclination, yes it would be compatible with the possibility of circulating on rails, being able to be useful for the transport of ore in wagons inside the mining. 12- Improved structural system of chassis according to claim 3 in which, when a series of conditions concur for the existence of a series of elements and the concrete arrangement thereof, it is possible to provide the vehicle with a double hanging mechanism directional axis that does the same function that a two-axis gyroscope would hang from which this rigid secondary chassis hung and suspended, and that allows to combine the static-mechanical isolation of the body of the vehicle against the lateral inclination and the frontal inclination together , so that a possible arrangement that allows this combination and the functionality derived from it, is characterized in that it comprises the following and elements and the following structural arrangement: a) .- It requires 2 minimum units of complete primary chassis (2), which includes: 4 rolling elements (7); 4 four vertical columns (15); 2 extendable transverse hanging top bars (4) that are placed respectively in front and behind the vehicle. b) .- 4 units of rigid internal secondary chassis (3) are required for each vehicle side, front side, rear side, left side right side. c) .- 4 guides or fixed guide clamps (11) are required for each 1 of the 4 vertical columns that must be joined by means of fixed arms (26) to the sides of the 4 vertical rectangular units that have to be positioned on 4 sides of the vehicle. d) .- It is required of 2 upper longitudinal longitudinal hanging bars (4L) that will go inside the upper structure of the vehicle, between the space between the rolling elements and the units 2 minimum units of rigid internal secondary suspension chassis (3) that will be placed respectively on the left and right sides of the vehicle. vehicle. These 2 extendable longitudinal upper hanging bars that will go inside (4L), will be articulated through the center (5L) by means of a bolt (12L) that crosses them 5 10 fifteen twenty 25 30 35 and at the same time the center of the upper bar (6L) of the 2 minimum units of internal suspension secondary chassis, which are placed respectively on the left and right sides of the vehicle. In turn, the ends of the telescopic lateral arms of said 2 extensible longitudinal upper bars will be articulated by means of a bolt (25) with the ends of the right and left lateral sides, respectively, of each 1 of the 2 horizontal upper transverse rigid hanging bars that will be located in parallel in front of the upper bars of the 2 minimum units of internal suspension secondary chassis and behind the 2 extendable upper transverse hanging bars. e) .- 2 rigid horizontal upper crossbars hanging (26) that they will be placed in parallel in front of the upper bars of the 2 minimum units of internal suspension secondary chassis and behind the 2 extendable upper transverse hanging bars. The center of each of these rigid upper transverse bars provides! same as the extendable cross bars hanging from a central hole (27) in which a bearing is inserted. And the center of each of these 2 rigid horizontal upper hanging crossbars (27) is articulated by means of a bolt (12) with the center (5) of each of these 2 horizontal upper transversible horizontal hanging crossbars with telescopic sides. These ends of the lateral, left and right sides of the 2 horizontal rigid upper hanging bars have a cylindrical shape (29) that functions as a bolt and is inserted into the side holes of the telescopic arms (10L) of the bars longitudinal extensions that will carry inside a bearing (20) and that is closed with the outside by a cover that will be screwed (31) to the end of the side of the rigid crossbar that acts as a bolt and that necessarily has a larger diameter to the hole in the bearing that is inserted in the telescopic side arm of the longitudinal extendable upper hanging bar. f) .- It is required that the points or axes of the articulation of the lateral arms telescopic of these extendable crossbars with the upper part of said vertical pillars resting on the rolling elements must necessarily be aligned with the same vertical one that affects (48) 5 10 fifteen twenty 25 30 35 on the same longitudinal line that pass through half of the tread of the rolling elements, in order to optimize the mechanical isolation of the internal secondary chassis to the lateral inclination. g) .- It is required that the points or axes of the articulation of the lateral arms telescopic of this extensible longitudinal bar with the ends of the lateral, left and right sides of the 2 horizontal rigid upper hanging crossbars must necessarily be aligned with the same vertical that strikes (49) on the transverse lines that cross the articulation axis of the rolling elements, in order to optimize the mechanical isolation of the internal secondary chassis to the frontal inclination. h) .- It is required that the 4 horizontal hanging bars (4 and 4L) there are 4 systems or mechanisms for alternating unidirectional rotation lock (50) of these extendable hanger bars (4 and 4L) of the primary external hanger chassis (2) with respect to the upper bar (9S) of the internal rigid secondary chassis (3) driven by the gravity that will be crossed by the bolt that joins both chassis that integrate the dual chassis (1). Thus, by means of the present invention, it is claimed that this mechanical structural system is the external primary exoskeletal hanger chassis that can not only preserve the internal or endoskeletal secondary secondary chassis from suffering the lateral inclination of the terrain that the vehicle is passing through, but also is capable of guaranteeing that the vehicle does not have to lean head or head, either in descents or steep ascents. This makes it a vehicle with a functionally gyroscopic hanger exoskeleton with an endoskeletal cabin that is the chassis that supports the load of the vehicle, and which will be mechanically isolated from the lateral inclination and the frontal inclination. 5 10 fifteen twenty 25 30 35 13. - Improved structural chassis system according to claim 3 characterized by allowing a parallel modularity both longitudinal and lateral as a combined parallel modularity of both, that is both longitudinal and lateral at the same time, in which the possible different compositions are not exhausted in the examples set forth in the figures included in this application. 14. - Improved structural chassis system according to claim 1 It has 1 rigid suspended secondary chassis that can be used with guides that are characterized when they are rotatable (11G) by having a minimum of 8 bearings, 2 bearings arranged vertically one above the other on each of the 4 sides of the pillars vertical resting on the rolling elements forming an overlapping cross, all of which is embedded inside 1 bearing arranged horizontally (40), which being attached to the side of the rectangle of the rigid internal secondary chassis through an extension of a rigid arm (39), which also serve to generate two vertical contact points that prevent clearance, can be used to add a steering mechanism (41) through a parallel bar system (42) that can be operated from a external lever (48) or from an internal steering wheel. That is, with the aforementioned swivel arm guides, they not only fulfill the structural function of allowing the vertical parallel movement of the abutments resting on the rolling elements, but it is also possible to generate a horizontal rotation movement in these. 15. - Improved structural chassis system according to claim 1, which is likely to be incorporated into conventional chassis vehicles characterized by the fact that the existing rigid internal secondary chassis modules that are deemed necessary to be able to hang them from so many primary chassis units can be incorporated into said existing conventional vehicles external hangers of variable geometry, for which it will be necessary to make the necessary adaptations for the transmissions, and if necessary also for the steering, for which the rotating guides described in claim 15 and the rotating guides may be very useful which are described in claim 17 and which is the next and last claim. 5 10 fifteen twenty 25 30 35 16. - Structural chassis system according to claim 15, wherein to be able to be incorporated into conventional mechanical traction chassis vehicles, it is characterized by the fact that the horizontal bearing of the swivel guide-clamp described in claim 15, wherein these 8 bearings can be embedded in an overlapping cross (38), a toothed surface (43) can also be added which, in contact with a toothed cone (44), is used for a traction transmission to be applied and the guide-clamp or rotating guide can be converted into A rotating guide This type of tractor rotating guides are simple complementary guides (11R), it is not necessary to articulate necessarily with any extendable horizontal upper hanging bar, and its only function would be to be able to provide traction to said wheels, acting as a converter-transmitter to a vertical axis the driving force from the horizontal axis of the differential to which the transmission of the engine arrives. This type rotating tractor rotating guides would be used by other vertical axes (45) that would only reach the wheels or tracks and would be attached to fixed elements of the original chassis (46) of the vehicle next to where their original transmissions are (47). To do this, as indicated by this type of complementary rotary gula clamp, it would be used toothed cones that would affect the toothed surface that would have the inner part of the bearing in which the rest of the guide clamp that is shaped is embedded of cross. 17. - Structural chassis system according to claim 5 characterized by the fact that when the structural chassis system is applied to a tracked vehicle to the primary external hanging chassis of variable geometry that rests on the tracks (7), elements that act as ankles will necessarily be incorporated by or there must be a joint (55) whose axis must necessarily coincide with the transmission joints (55 T), when this is done by mechanical transmissions from the central engine. This joint will have the following characteristics depending on the type of tracks that the vehicle has: 5 10 fifteen twenty 25 30 35 a) When the structural chassis system is applied to a single track vehicle (that is, to a vehicle that has only 1 track per side), the pillars of this mechanical structural system will be at the top of the track (so that when turning the track sideways it does not drive with the pillar) of a joint that allows the left-hand side turn and vice versa (55 ZY). This type of simple track vehicles will not have any other articulation in another direction, unless it is to be used on a combined structural system that allows neutralization of the lateral inclination with the frontal, and necessarily has two pillars on each side that they are inserted on a mechanical system of opposite zippers on the same cogwheel (such as those in the mechanisms inserted in the document processors that are on top of the photocopiers, or in the hands-free supports for mobile phones used in cars), which allows the distance between both pillars to increase and decrease at the same time. b) When the vehicle has multiple tracks, that is, more than one track on each side, in this case, the equivalent of some ankles, they will be joints inserted at the level of these tracks that will allow the vertical rotation of both sides from right to left (55 ZY), like the front from top to bottom (55 XZ), that is, balancing and pitching. 18. Structural chassis system according to claim 1 characterized in that it is possible to incorporate together with these wheels or tracks (7) which are rolling elements, the possibility of using floating elements (56) parallel to these wheels or caterpillars that allow these vehicles to behave like amphibious vehicles. This possible incorporation of floating elements, for the assumptions of the double articulation chassis developments that allows both lateral and frontal neutralization, will allow these vehicles to be able to serve as modular vehicles that can eventually act as pontoon modular units, which may be mobile pontoons, or fixed pontoons when these units join others creating floating bridges, which will allow the transit of vehicles and people over river or maritime spaces, which can be a very useful alternative for military or civil uses. 5 10 fifteen twenty 25 19.- Structural chassis system according to claim 18 characterized in that when the structural chassis system is applied to a vehicle that will perform the function of a mobile pontoon for the transit of vehicles or people through maritime spaces subject to intense waves, will incorporate the following 2 additional elements: a) Long-distance gas dampers (57): taking advantage of long-distance gas dampers that taking advantage of the high height of the vertical pillars that rest on the floating elements can dampen the unevenness caused by the wave. b) Submersible plates (59) that prevent the vehicle from being lifted: These plates will allow the elevation of the floating elements to be absorbed in their entirety by the dampers and therefore the platform is always maintained at the same level of height, which will allow the installation of a railway on said floating platforms . The clamping of these plates with the hanging platform (58) will be rigid by means of rigid suspension columns (60) attached to the hanging platform that hangs by means of cables from the top (9S) of the hanging chassis (3) which in turn hangs by means of an appendix (9A) of the extensible longitudinal hanging bar (4L).