MXPA01001553A - An integrated semi-independent suspension and drivetrain system for vehicles - Google Patents

Abstract

An integrated semi-independent suspension and drivetrain system for a vehicle including a swing arm with a swing mount for pivotally mounting the swing arm to the vehicle, an axle carrier for mounting an axle assembly, the axle carrier being rotatably mounted to the swing arm to allow the axle assembly to roll about a suspension roll axis, a driven sprocket substantially centrally attached to the axle assembly for rotating the axle assembly, a drive sprocket for transferring rotational power to the driven sprocket, a flexible coupling mechanically linking the driven sprocket to the drive sprocket to allow transfer of rotational power from the drive sprocket to the driven sprocket, a constant velocity joint centrally disposed on the drive sprocket axle to allow alignment of the drive sprocket relative to the driven sprocket, and a CV guide for aligning the drive sprocket with the driven sprocket. The integrated semi-independent suspension and drivetrain system may also include a brake assembly where the driven sprocket includes a brake surface. In addition, the integrated semi-independent suspension and drivetrain system may also include a left axle and a right axle and the driven sprocket may include a differential gear system to allow the left axle to rotate at a different rotational speed compared to the right axle.

Description

SEMI-INDEPENDENT SUSPENSION AND TRAILER SYSTEM FOR VEHICLES BACKGROUND OF THE INVENTION FIELD OF THE INVENTION The present invention relates to the field of suspensions for vehicles and trains of • drive. More specifically, the invention is refers to semi-independent suspensions and drive trains for vehicles.

DESCRIPTION OF THE RELATED ART Numerous designs are known for suspension systems and drive train and are used in the manufacture of various types of p vehicles. It is known in vehicle engineering that particular designs provide specific stages in particular applications. The majority of the developments in the design of suspension systems and drive train have been centered around automotive applications. Recently, specialized, smaller all-terrain vehicles (also known as ATVs) have gained popularity as recreational and utility vehicles. As the popularity of ATVs has increased, there have also been demands for performance or performance imposed on them. As a result, ATV manufacturers have responded with increases in performance in certain areas such as, increases in engine power and vehicle size. Such increases in engine performance and vehicle size translate into increased inertial effects and extreme dynamic load. These more powerful massive ATVs usually require more skill and / or effort on the part of the operator to maintain control during the operation. However, ATV manufacturers have had very little success in modifying the aforementioned automobile suspension and train designs. 1 drive to adapt them optimally for use in ATV. F ATVs require the development of specialized suspension and drive train systems to improve the operator's control capability time they continue to resist the severe demands of their cross-country application. Typically, ATVs have one or two front wheels and two rear wheels axially mounted on a solid axle in a dependent manner by an oscillating arm that pivots about a transverse axis of the ATV. Such a system is illustrated in United States Patent No. 4,582,157 to Watanabe. The limitation and disadvantage of this suspension and drive train design is that the two rear wheels are mounted on a solid axle, which is axially coupled to an oscillating arm in such a way that the latter is only allowed to pivot around , and constrained to be parallel with the transverse axis of the ATV. Currently, the three and four wheel ATVs that use the design of the "157" patent, produce three undesirable characteristics that have negative effects on the stability of the vehicle. The first of these two undesirable characteristics is in effect during the operations of forward movement and / or abrupt turn of the ATV. These two characteristics are referred to in vehicle engineering as suspensions that have a balancing center at ground level and that have infinite rolling resistance. Having the balance center at ground level results in poor roll stability because the center of gravity (also known as CG) of the vehicle can only be designed above the longitudinally oriented roll axis of the vehicle, resulting in potentially the moment of increased dynamic balance (also known as torsion movement). Balance resistance implies that the suspension does not incorporate any balance movements to absorb the balance energies. This means that all the energy that is transferred via the non-suspended mass (also known as the non-suspended weight) of the dynamic balance load is transferred directly in balance or bearing to the suspended mass (also known as suspended weights) of the vehicle. . In this way, infinite resistance to balance results in a severe ATV dynamic balance response that is often difficult to predict and control by the operator. Even during the simple forward movement, operating such an ATV can be like a bronco horse whinnying or twisting, when traveling on uneven cross country terrain. 15 The third undesirable characteristic comes into play when the drive train of the solid shaft F of the patent? 157 is used and the operator is trying to negotiate for the ATV to turn or return untimely. For the operator to try to the ATV of a turn, must be generated a moment of sufficient rotation by the operator to overcome all the moments of resistive rotation. Usually, it is: resistive rotation moments are mainly caused by the effects of inertia, 2 which are surpassed by the operator simply by turning the front steering mechanism of the ATV. This steering action imparts the necessary centripetal reaction from the front tires to overcome the inertial rotation moments that work to maintain the forward movement of the ATV. This third undesirable characteristic, which is imparted due to the solid axis that constricts the rear wheels to turn at the same speed, is a moment of rotation of mechanical cancellation causes the ATV to experience a condition called corro subaddress. For the operator to negotiate this ATV better so that in return, this effect of sub-direction must be overcome. This is typically achieved by the operator leaning backwards to move the center of gravity of the suspected mass such that a sufficient moment of balance is imparted to cause the internal rear tire to lose traction with the ground, thereby uncoupling it. the moment of rotation of mechanical cancellation caused by the solid axis. In this way, the operator must dangerously put the ATV in a balance condition induced by inertia, unsafe and unstable, in order to eliminate or reduce the effect of mechanically induced sub-direction. The sudden removal of this moment of rotation from override results in an almost instantaneous transition from a condition of static subadirection to an acute overdraft condition. This overdraft work worsens the condition of rotation induced by inertia, unstable, pre-existing. Depending on the skill and strength of the operator, this situation can result in a rapid loss of operator balance control and vehicle lockout. In light of the inherent disadvantages in the aforementioned drive train and suspension system, it has been recognized that significantly improved vehicle balance dynamics could be obtained if the rear suspension were designed such that the rear axle could also move in pivot around the longitudinally oriented balance axis of the vehicle. These semi-independent suspension types offer variable, finite balance resistance characteristics, which are desirable for increased stability and balance traction. The most important function of any suspension is to keep tires in contact with the ground, while maximizing stability. The semi-independent rear suspension movement is all that is necessary for cross-country ATV applications because the tires used are low pressure, and these have rounded shoulders with radical tread patterns that extend well into the region. of the side wall. These tire characteristics nullify the need to have completely independent suspensions because the tires provide good grip and traction with the ground, even if the movement of one side of the suspension moderately affects the other. In this regard, U.S. Patent No. 5,845,918 to Grinde et al., Discloses an ATV with a semi-independent rear suspension that allows the rear axle to pivot about the longitudinal centerline of the vehicle as follows: around a transverse axis. It has been found that this suspension design substantially improves ATV driving performance by providing improved traction over non-uniform terrain and increased vehicle balance stability. In particular, during the abrupt turns, these semi-independent suspensions help balance stability because they postpone the beginning of the transition from the sub-direction to the over-direction, For the operator, a quasi-static subdirection condition is easier to control than the condition of rapid transmission to an acute overdraft. The suspension system of the? 918 patent, however, does not fully solve the third undesirable characteristic explained above, since it also uses a solid rear axle. In addition, the suspension design of the? 918 patent severely limits the travel of the rear axle, since F the trip is limited by the trip of the winding collisions, which are displaced in an almost one-to-one ratio with the displacement of the rear axis. Thus, the suspension described in the '918 patent is undesirable for ATV applications, especially for high performance applications, where the amount of travel in a suspension is considered critical for traction Optimal, energy absorption and operator control. In addition, the drive train of the 918 patent is similar to the other suspension and drive train systems of the prior art which typically use a drive shaft with a final drive bevel gear, which are housed in a F shaft housing and a final drive housing. As can be easily appreciated, these components are all made of metal and possess mass, with which they are added to the non-suspended mass of the ATV. The increased mass results in losses of the train of inertial drive that steal energy, poor response of suspension, and proportion of 2 energy to total mass, decreased (also known as energy to weight), which is very critical in applications of; high performance races where it is imperative ... to maximum acceleration. More specifically, it is important to minimize the non-suspended mass f, so that the jumping frequencies of the wheel are much higher than the natural frequencies of the suspended mass. This helps ensure that the suspended mass remains relatively stable during the jump of the wheel. In this way, a smaller non-suspended mass provides superior suspension response and better vehicle handling characteristics. In the end, due to the bulk of the suspension components and the presence of the drive shaft housing and the final drive housing in the prior art designs, there is no effective way to provide 1 a precision braking system at low cost for the rear wheels. In particular, it's fine F recognized that disc brake systems are especially desirable in high performance applications. In general, the brake systems of discs provide more precise brake control than drum brake systems and have less mass, and thus again minimize the inertial effects of unsprung mass and drive train. However, because the drive shaft housing and the final drive housing are generally placed substantially in the center of the rear axle in a conventional ATV, they impose severe packing constraints for a disc brake system. In this way, many ATVs incorporate drum brakes that are easier to pack, are less accurate and have more mass, at the outer ends of the axle housing, and only the possible site for sturdy braking. Because these braking masses are aggregated, with outward direction from the central region f of the axis, the dynamic balance response of the non-suspended mass by increasing the non-suspended mass radius of the turn (also known as polar moment of inertia). A method to reduce unsprung mass 1 and reduce the bulkiness of the drive train is to use a chain drive coupling and F cogwheels such as those used in motorcycles, where these have proven to be superior to all other train coupling methods drive for field-sleeper applications. Chains and sprockets have less mass compared to the drive axles and the final drive bevel gears, and these provide a coupling that responds very well to the wheels of drive to the transmission. They also occupy only a minimal amount of space and impose only minimal packaging constraints for a disc brake system. In addition, flexible couplings, including chains, absorb f the drive train shock, in the form of tension energy, providing a smoother coupling than that provided by shaft and gear drive train systems that often induce themselves collisions due to mesh play problems. However, the use of a conventional chain and sprocket drive system does not allows the rear axle to pivot about the longitudinally oriented balance axle of the vehicle, since these chain couplings require its elements to remain flat. These conventional drive systems per chain typically incorporate a drive sprocket that is coupled to the transmission and ^? is in a fixed orientation, and a drive gear that rotates around the drive shaft and is constrained to pivot around, and remain parallel to the posterior transversal axis. In other applications, special sprockets have been designed to allow the use of a drive train by chain and sprocket while providing a certain amount of movement and of balance. Such drive sprockets are illustrated in U.S. Patent No. 4,469,188 to Mita, which is directed to an articulated tricycle that includes a drive train with a drive sprocket located around a F axis with a universal joint of constant speed used to allow some flexibility between the gear wheel and the shaft. The driven gear of the patent * 188 is coupled to the solid rear axle by a chain for driving the rear wheel, such that the front body of the tricycle can be slightly balanced relative to a rear body of the tricycle. However, the Application of the chain drive train and cogwheel of the patent? 188 has been found to be very difficult and inadequate in applications where large suspension travel and low unsprung mass are desired, such as in an application of 1 ATV. The rear wheels of the? 188 patent are supported mainly through the housing of F constant speed universal joint, and it is improperly! supported for cross-country use. In addition, in relation to the modality that discusses, the patent 188, again, does not fully resolve the third undesirable characteristic explained above, since it also uses a solid rear axle, although because the two supporting wheels are also so close together yes and they are so small, the resistance will be less than the other previous technique mentioned above. In addition, there are no easy ways to provide the superior features of a disc brake system. U.S. Patent No. 4,877,102 to Stewart discloses a suspension and drive mechanism for multi-wheeled vehicles for ATVs that include a rear axle assembly that allows the rear axle to s. The '102 patent also discloses a chain drive and chain drive system that includes a driven sprocket, with a universal joint that is mounted to the shaft and aligned with the drive sprocket by a pivot arm that is mounted to the s arm . While the suspension and drive mechanism of the? 102 patent allowed for larger suspension travel and larger balance than the design of the patent? 188, the design described in the patent? 102 is complicated, requiring many numerous components. In particular, because the design described in the '102 patent includes a shaft housing and its associated components, which have a lot of mass, and these cancel out some of the benefits of using a chain drive in the first place, since all of these Additional components act to increase the unsuspended mass. In addition, due to the complexity the design described in the patent 102 is prohibitively expensive for the manufacturer. In addition, due to the relative complexity of the system, it has been found to be unreliable, especially since F dust and debris tend to accumulate in the various components of the universal joint, as well as in the other exposed components. In the end, it still fails to solve the third undesirable characteristic explained above, since it also uses a solid rear axle. Consequently, this mechanism of suspension and impulsion has not been easily accepted and is not commonly used. Thus, despite the many disadvantages and limitations of commonly used ATV drives and suspensions, they remain in use because they still remain 1 because there are any known practical alternatives that will practically avoid F undesirable characteristics mentioned above. In addition, these suspension systems and rear drive train, commonly used, are accepted because some offer the required large range of suspension travel necessary for free space to the added floor, and energy absorption. These are simple sturdy and packaged to minimize the effects of colliding with floor debris. There are many other suspension and drive designs that could offer improved balance stability features but at the expense of decreased suspension travel, available ground clearance, reduced space, and lower F ability to absorb energy. These automobile suspension systems, for motorways or normal trucks, are optimally suited for street applications where flat profile interior tires are used. In addition, these designs are more complex, more massive and require F packaging that is more vulnerable to collision with debris or debris from the floor. For the above reasons, there is an unfulfilled need for a suspension system and semi-independent drive train, improved for vehicles that will make possible the operation of improved traction and balance, by allowing the axle to pivot around a balance axis F longitudinally oriented, of the vehicle, as well as a transverse axis. In addition, there is an unfulfilled need for such a suspension and train system drive that allows for extensive suspension travel interval. In addition, there is an unfulfilled need for such a suspension system and drive train that will minimize the moments of resistive rotation associated with the use of a rear axle 2 solid. Furthermore, there is an unfulfilled need for a suspension system and drive train of this type which will make it possible to use a flexible coupling drive train, which may be superior, such as a drive train of F coupling by flexible chain, which includes a drive sprocket and a driven sprocket. Acemas, there is an unfulfilled need for a suspension system and drive train that will achieve the above objectives and will include provisions for a disc brake system. In the end, there is an unfulfilled need for such F suspension system and drive train that is simple, compact, robust and low cost.

BRIEF DESCRIPTION OF THE INVENTION In view of the foregoing, an objective of the present invention is to provide a system 1 improved suspension and semi-independent drive train, for vehicles that will make possible the F Improved balance and traction performance by allowing the axle to pivot around a shaft of ba Lance longitudinally oriented, vehicle, as well as the transverse axis. A second objective of the present invention is to provide such improved suspension, which will allow for the extensive range of suspension travel. A third objective of the present invention is to provide an improved drive train and suspension system that will minimize the moments of resistive rotation associated with the use of a solid rear axle. A fourth objective of the present invention is to provide an improved drive train and suspension system, which will minimize the unsprung mass of the vehicle. A fifth objective of the present invention is to provide an improved drive train and suspension system, which makes possible the use of a flexible coupling drive train, such as a flexible chain coupling drive train, which includes a Drive gear and a driven gear. An objective sequence of the present invention is to provide an improved drive train and suspension system that will achieve the objectives (J) above and will include the optimum provisions for a disc brake system. A seventh objective of the present invention 20 is to provide an improved drive train and suspension system of this type that is simple, compact, robust and inexpensive. According to the preferred embodiments of the present invention, these objectives are achieved by a semi-independent drive train and suspension system, integrated for a vehicle that includes an oscillating arm with an oscillation assembly for pivoting the arm oscillating to the vehicle, a shaft carrier for mounting F the axle assembly, the axle carrier being rotatably mounted to the swingarm to allow the axle assembly to pivot about a suspension axle = axle, thus allowing the axle carrier to swing around of the longitudinally oriented balance shaft of the vehicle, a driven gear wheel, F substantially centrally coupled to the assembly of axis for the rotation of the shaft assembly, a drive wheel to transfer the rotational power to the driven sprocket, a flexible coupling that mechanically connects the driven wheel driven to the drive sprocket, to allow the 1 transfer of rotational power from the drive gear wheel to the gear wheel F driven, and t.n means of balance movement to allow the flexible coupling to maintain the mechanical connection between the mechanical driven wheel and the drive sprocket as the driven sprocket is swung around the suspension balance axis, together with the axle carrier. In one embodiment of the present invention, the balance movement means includes a constant velocity joint (CV) centrally positioned on the drive wheel to allow flat alignment of the drive sprocket relative to the sprocket driven, and a CV guide to align the drive sprocket with the F driven toothed wheel, the CV guide being mounted to a CV guide assembly extending from the axle carrier to the drive sprocket. In one embodiment of the integrated semi-independent suspension and gear train system, the swing arm includes at least two oscillating assemblies which are coupled to the swing arm by F lateral reinforcement ribs. These side reinforcement ribs may include vertical reinforcement ribs. The oscillating arm and / or the shaft carrier may include a peripheral opening on a peripheral surface, to allow some segment of the coupling flexible, between; the driven sprocket and the drive sprocket, is off the swingarm F and / or of the axis carrier. In this embodiment, the peripheral opening is of suitable dimensions in a way that there is a free space between the flexible coupling and the peripheral opening, along a range or range of movement of the flexible coupling, the range of motion being defined by the rotation of the shaft carrier and the alignment of the gear wheel of the shaft. drive with cog driven. The integrated semi-independent drive train and suspension system can also include a shock mount for mounting at least one of a shock absorber and a spring or spring. To this F respect, the shock mount can be placed next to the drive sprocket. In addition, the integrated semi-independent drive train and suspension system may include a stabilizer bar to establish a mechanical connection between the axle carrier and at least one of the swing arm and the vehicle, in a manner to resist rotation of the axle carrier in relation to the arm 1 oscillating. The stabilizer bar may be coupled to the axle carrier through peripheral grooves provided on a peripheral surface of the swing arm. In another modality of the system of suspension and drive train semi-independent, integrated, swing arm and shaft carrier F may be substantially tubular in shape, with the shaft carrier being of suitable dimensions to be rotatably mounted within the swing arm.

In this regard, the integrated semi-independent drive train and suspension system can also include two bearings mounted between the axle carrier; and the oscillating arm, to reduce the friction between; the axle carrier and the swing arm. In addition, the axle carrier can include in the two axle mounting brackets, to assemble the axle assembly, the driven sprocket that is placed between them.

In yet another embodiment of the present invention, the CV guide for the alignment of the F drive gear wheel with the driven gear, includes at least one thrust bearing or a roller mounted on the CV guide assembly. In this regard, the CV guide may include a CV guide which may include a first roller that is mounted on the CV guide assembly in a manner to make contact with a first surface of the drive wheel or toothing and a second roller that is mounted on the CV guide assembly in a manner to make contact with a second surface of the drive sprocket. The semi-independent, integrated drive train and suspension system can also include a tensioner to reduce the clearance in the flexible coupling, the tensioner being positioned within the axle carrier substantially midway between the driven wheel and wheel toothed drive. According to another embodiment, an integrated semi-independent drive train and suspension system according to the present invention can also include a brake assembly for exerting a braking force on the driven gear wheel 5, to resist the rotation of the driven gear. In this embodiment, the driven sprocket may include a ventilated brake surface and the brake assembly may include a brake caliper for coupling by F friction of the brake surface of the driven gear wheel, the brake caliper being mounted on the axle carrier. In this respect the driven gear may include a flange extending axially around a periphery of the driven gear. In addition, the brake assembly may include a left brake disc F placed on the left side of the sprocket driven, and a right brake disc placed on the right side of the driven sprocket. In this mode, the brake discs can be rotationally fixed relative to the axle assembly. In addition, the left brake disc and / or the Right brake and / or brake caliper can be fixed in a standard floating manner. To this In respect, the driven gear may include a friction material that frictionally engages the left brake disk and the right brake disk.

In addition, the integrated, semi-independent drive train and suspension system can also include a left axle and a right axle that can be mutually supported in an inter-supported cantilever fashion, the left brake disc being rotationally fixed in relation to the left axis, and the right brake disc is rotationally fixed relative to the right axis. A s: suspension and drive train system sem. [- independent, integrated according to yet another embodiment of the present invention, F may include a left axle and a right axle, and the driven gear may include a differential gear system to allow the left axle to rotate at a different rotational speed compared to the right axle. The differential gear system may include a plurality of gears F of pinion, a planetary gear at one end of one of the axes p = .ra the coupling of the plurality of pinion gears and an annular gear at one end of one of the axes, for coupling the plurality of pinion gears. In this regard, the driven sprocket can include a plurality of one or more sprocket constraint members in a wheel hub Forced gear, for the assembly of the pinion gears or the pinion gears can be caged between the planetary gear and the ring gear by the hub of the driven gear. In addition, each of the left axle and right axle may include an internal reinforced reinforcement. These and other objects, features and advantages of the present invention will become more 2 apparent from the following detailed description of the preferred embodiments of the invention, when observed in conjunction with the accompanying drawings, 1 BRIEF DESCRIPTION OF THE DIMENSIONS Figure 1 is a perspective view of a suspension and train system of semi-independent, integrated drive, according to one embodiment of the present invention. Figure 2 is a top view of the integrated, independent, semi-F drive train and suspension system of Figure 1. Figure 3 is a perspective view of the semi-independent drive train and suspension system, integrated, of Figure 1, but with the oscillating arm removed. Figure 4 is a perspective view of the 1 suspension system and semi-independent integrated drive train, of Figure 3, but with the F carrier of shaft removed. Figure 5 is a perspective view of the assembly of the driven sprocket, in accordance with an embodiment of the present suspension system and drive train, semi-independent, integrated. Figure 6 is a view of the front assembly of the driven sprocket, of Figure 5, but with the disc brake caliper removed. Figure 7 is a perspective view showing where the integrated semi-independent drive train and suspension system of Figure 1 is placed and mounted on a vehicle having F four wheels. Figure 8 shows a front view of an integrated, semi-independent drive train and suspension system of Figure 7, during vehicle balance as seen along the suspension balance axis. Figure 9 is a perspective view of F another modality of the suspension system and of semi-independent, integrated drive train of Figure 1, mounted in an inverted position. Figure 10 is a perspective view of an integrated semi-independent drive train and suspension system according to another 1 further embodiment of the present invention. Figure 11 is a perspective view of F a semi-independent integrated drive train and suspension system according to still another embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION Figure 1 illustrates an integrated, semi-independent drive train and suspension system 10 for vehicles, in accordance with a embodiment of the present invention, which will achieve the above-noted objectives while avoiding the disadvantages of prior art suspension and drive train designs. In particular, as will be discussed in detail below, the suspension and drive train system 10 will be: - independent, integrated, will allow the rear axle to pivot about the longitudinally oriented balance axis of the vehicle, as well as the transverse axis, which provides superior handling operation and extensive suspension travel interval. In addition, the illustrated embodiment of the present invention eliminates the limitations caused by the solid rear axle, minimizes the unsprung mass of the vehicle, allows the use of a f.Lexible coupling drive train, and allows provisions for a disc brake system. In addition, it will be evident that all this, 3 objectives can be obtained in a suspension and drive train that is simple, compact, robust and inexpensive. Initially, it should be noted that Figure 1 illustrates only one embodiment of the present invention, which incorporates numerous features that will be described in detail later. However, it must be recognized that the present invention can also be practiced in other embodiments where some of these features are omitted or modified. Furthermore, while the present invention is particularly useful in ATV applications as discussed in the background of the invention, the present invention is limited to such applications, but can be used in any vehicle or device that will benefit from having a system Suspension and semi-independent drive train, which is simple, compact, robust and low cost. As clearly shown in FIGS. 1 and 2, one embodiment of the semi-independent, integral, suspension system and drive train 10 of F according to the present invention, includes an arm oscillating 12, with oscillating assemblies 14 pivotally mounting the swing arm 12 to a vehicle (not shown) to allow the suspension and the drive train 10 to pivot about the transverse axis TA. The suspension and the drive train also include a shaft carrier 16 for assembling a shaft assembly 18, the shaft carrier 16 F which is rotatably mounted to the swing arm 12, to allow the axle assembly 18 to swing around an SRA suspension balance axis.

As can be seen, the suspension and drive train 10 includes a driven sprocket 20 substantially centrally coupled to the axle assembly 18, for rotating the axle assembly 18 and a drive sprocket 22 to transfer the rotational power to the driven gear 20. This rotational power transfer is obtained in the illustrated mode via a flexible coupling 24 which mechanically connects the driven gear 20 and the driving gear 22. In this embodiment, the flexible coupling 24 is a chain coupling. flexible. However, in other embodiments, a drive belt or other flexible coupling which is appropriate for transferring the rotational power may also be used. In such an embodiment a drive belt is used, the driven gear 20 and the drive gear 22 could effectively be pulleys which engage the drive belt. Thus, while the specific embodiment described herein, and shown in the drawings, utilizes the conventional flexible chain coupling with a driven sprocket 20 and a driving sprocket 22, other non-removable couplings in the practice of the present invention, in other modalities. In this regard, driven gear 20 and drive gear 22, should be understood and used in the general sense to include alternatives such as pulleys. It should be readily apparent that in the present illustrated embodiment using a conventional flexible chain coupling, the shaft carrier 16 is rotatably mounted to the swing arm 12, thereby allowing the axle assembly 18 to swing around a balance axis. of suspension (SRA). Accordingly, a special provision must be made in order to allow the flexible coupling 24, which may require planar orientation, to maintain the mechanical connection between the driven gear 20 and the drive gear 22. In this regard, may provide a means of balance movement such as a constant velocity joint 25 (also known as CV) to maintain the connection Mechanical F between the driven gear 20 and the drive gear 22, as the driven gear 20 swings around the suspension balance axis SRA with the axis carrier 16. As can be seen, in this mode, the CV 25 gasket is centrally placed on the wheel 1 toothed driven 20 to allow maintenance of the flat alignment of the cogwheel F drive 22 relative to the driven gear 20 as the driven gear 20 swings around the SRA. In this regard, the The present embodiment also includes a CV guide such as the rollers 26 which facilitate maintenance of the flat alignment of the drive sprocket 22 with the driven sprocket 20. The rollers 26, or other CV guide device, can be mounted to a CV guide assembly 28 extending from the axle carrier 16 to the drive sprocket 22 via the swing arm 12. In the illustrated embodiment, the rollers 26 contact two surfaces of the drive sprocket 22 for aligning the drive sprocket 22 with the driven sprocket 20. In other embodiments, the CV guide may include rollers Additional ones (not shown) that can be mounted at a 90 degree offset, or at any other displacement, from the rollers 26, to minimize any tendency for misalignment of the drive sprocket 22. In other additional embodiments, bearings such as thrust bearings or bearing combinations without rollers, or more in general, any combination and orientation of friction or non-friction alignment bearing elements can be provided. Furthermore, it should also be recognized that in certain embodiments, the CV joint 25 and / or the CV guide device may not even be necessary in order to allow the axle carrier 16 to swing. This embodiment is especially applicable when a drive belt is used as the flexible coupling 24. As illustrated also in Figures 1 and 2, the integrated semi-independent drive train and suspension system 10 of the present embodiment, includes two oscillating assemblies 14 which are coupled to the swing arm 12 by lateral reinforcement ribs 30, which also include vertical reinforcement ribs 32. These lateral reinforcement ribs 30 provide added structural rigidity to the suspension system and drive train. . As can be seen, the swing arm 12 is substantially tubular in shape and includes a peripheral opening 34 to allow at least one segment of the flexible coupling 24 to extend outward from the swing arm 12. As F can be easily appreciated, the peripheral opening 34 must be suitably dimensioned in such a way that there is a clearance between the flexible coupling 24 and the peripheral opening 34, along a length of movement of the flexible coupling 24, the range of 1 movement by the rotation of the shaft carrier 16, and the alignment of the drive gear 22 F with the driven gear 20. In other words, because the position of the flexible coupling 24 varies depending on the amount of balance of the shaft carrier 16 (and correspondingly, the drive sprocket 22), the peripheral opening 34 must be of corresponding dimensions, so that the interference contact between the flexible coupling 24 and the swing arm 12 can not occur The alternative embodiments, the flexible coupling 24 can extend outside the shaft carrier 16 and / or the swing arm 12. In such an embodiment, the shaft carrier 16 and / or the swing arm 12 can be provided with one or more peripheral openings such that there is a free space between the flexible coupling 24 and the peripheral opening (s) throughout a range of movement of the flexible coupling 24. The suspension system 10 and the semi-independent drive train, integrated, according to with the illustrated modality, it can also include a shock mount 36 next to the drive gear 22, for mounting a single-shock absorber (not shown) or other shock absorber and / or spring or spring device. In addition, the integrated, semi-independent drive train and suspension system 10 also includes a stabilizer bar 38 which thus establishes a F mechanical connection between the axle carrier 16 and the swing arm 12, in a manner to resist rotation of the axle carrier 16 relative to the arm . In the illustrated embodiment, the stabilizer bar 38 is coupled to the swing arm 12 proximate the shock mount 36, and is also coupled to the axle carrier 16, through peripheral slots 40 provided on the arm. oscillating 12. In addition, any energy storage or damping device, which may include coil springs, liquid or gas operated dampers, friction dampers may be connected in parallel or in series with, or in place of the stabilizer bar , to modify the resistance and / or response to the balance. The shape and general characteristics of the axle carrier 16 are more clearly illustrated in Figure 3, which shows a perspective view of the suspension system and drive train semi-independent, integrated, with the swing arm 12 removed. Because the oscillating arm 12 of the present embodiment is substantially tubular in shape, the shaft carrier 16 of the present embodiment is also substantially tubular in shape and is of suitable dimensions to be rotatably mounted to the oscillating tubular shaft 12. In this regard, the suspension system 10 and drive train includes two bearings 42 mounted between the shaft carrier 16 and the swing arm 12, to reduce friction in accordance with shaft carrier 16 rotates relative to the swing arm 12. In addition, the axle carrier 16 can include two axle mounting brackets 44 and in the axle bearings 45 for mounting and reducing the balance friction of the axle assembly 18. As can be observe also, the wheel The driven toothing 20 is positioned between the two axle mounting brackets 44 in the middle part of the axle assembly 18. As noted previously, the specifications and details of the components are provided by way of example only, and are not required to practice the present invention. For example, different numbers of bearings can be provided instead of the two bearings 42. In addition, the swing arm 12 and the axle carrier 16 need not be tubular in shape. In such cases, different member geometries and f different bearing support configurations can be used to provide the movements of the relative members of this invention. However, in the present illustrated embodiment, the swing arm 12 and the axle carrier 16 having a tubular shape are used, since these provide a way Simple, low-cost, robust and low cost to practice the present invention. F Figure 4 illustrates the integrated semi-independent drive train and suspension system 10 of Figure 3, but with the carrier 16 axis, removed. As can be clearly seen, the present illustrated embodiment also includes a tensioner 46 for reducing any clearance in the flexible coupling 24. The tensioner 46 is positioned towards the shaft carrier 16, substantially in the middle part between the driven gear 20 and the drive gear 22, on the side of the flexible coupling 24 which normally does not support heavy loads.

While the tensioner 46 is illustrated as a device with wheels, it should be recognized that other tensioners known in the art may also be used. For example, the tensioner 46 may be a spring loaded wheel or a spring loaded low friction block. As can also be seen in Figure 4 and as described in more detail below, F the illustrated embodiment of the present invention also includes; a brake assembly 50 for exerting a braking force, thereby providing the braking force necessary to resist the rotational movement of the axle assembly 18, to stop the rear wheels. The details of the assembly 18, together with the brake assembly 50 and the driven gear 20, F are best illustrated in Figures 5 and 6, which show the assembly views of these components. As you can see, the brake assembly 50 includes a brake caliper 54, mounted on the axle carrier 16 (not shown) for frictional engagement of the left brake disc 56 positioned on the left side of the driven sprocket 20, and a right brake disc 56 ' placed on a right side of the driven sprocket 20. The left brake disc 56 and the right brake disc 56 'both include a brake surface 52 which contacts the brake pads (not shown) of the brake caliper 54, of a F conventional way to exert a braking force that resists the rotation of the left brake disc 56 and the right brake disc 56 '. As can be seen, the suspension system and drive train 10 also includes a left axle 70 and a right axle 70 '. The left brake disc 56 is rotationally fixed relative to the axis F left 70, while the right brake disc 56 'is rotationally fixed relative to the right axis 70'. The left and right brake discs 56 and 56 'as well as the brake caliper 54 can be floating discs and gauge, the specifications of which are known and not need to be described in detail here. In this respect, the toothed pedal 20 can include F a friction material 64 which frictionally engages the inner brake surface of the left brake disc 56 and the inner surface of the brake right brake disc 56 '. In this way, when the pressure to the brake caliper 54 of the brake assembly 50 is applied, the rotational movement of the left brake disc 56 and the right brake disc 56 'and the driven gear 20 are robustly resisted and the rotation of the left axis 70 and the right axis 70 'are thereby withstood. in addition, to ensure that the brake surface 52 of the left and right brake discs 56 and 56 ', respectively, remains clean F and free of any lubrication used (if any) for the flexible coupling 24, the driven sprocket 20 may include a flange 72 extending axially about a periphery of the driven sprocket 20, to act as a physical barrier to such lubricants or other debris that may otherwise decrease the performance of the F braking. In addition, the friction material does not have to be fixed to the cogwheel. For example, the friction material can be provided on the inner surfaces of the left and right brake discs in a way that the left and right brake discs frictionally engage the driven gear. In yet another example, the friction material may not be fixed to the wheel F toothed drive or right or left brake discs, but could be provided on a friction disc in a package way 2 axial clutch and be placed between each of the brake discs and the driven sprocket. As can also be seen in Figures 5 and 6, the axle assembly 18 according to the embodiment illustrated also includes a system of different gear discussed later in the present, which will allow the left axle 70 to rotate at a different rotational speed compared to. '. right axle 70 ', which eliminates the disadvantages of solid axes F used in the prior art designs. In the illustrated embodiment, the differential gear system includes a plurality of pinion gears 72 (Figure 5), a planetary gear 74 integrally provided at one end of the left axle 70 and a ring gear 76 (Figure 6) integrally provided in a shaft end F right 70 '. These components are assembled from the shown in Figures 5 and 6, wherein the planetary gear 74 is centrally positioned to the pinion gears 72, circularly positioned, so that the pinion gears 72 engage the planetary gear 74. The annular gear 76 is placed on an outer periphery of the pinion gears 72 arranged in a circular arrangement, so that the F pinion gears 72 engage the annular gear 76. This positioning of the pinion gears 72 can be accomplished by providing the plurality of one or more pinion constraint members (not shown) in the hub of the driven sprocket 20 to which the pinion gears 72 can be mounted or simply by interlocking the pinion gears 72 between the planetary gear 74 and 2 the annular gear 76, so that the pinion gears 72 rotate freely when there is relative rotation between the planetary gear 74 and the annular gear 76. In the present embodiment, the bearings 78 can be provided to reduce the friction between the relative rotation of the left and right axes 70 and 73 ', thereby providing an integrated, compact, low-mass differential axle for the suspension system 10 and the drive train. Furthermore, as can be seen in these figures as well as in others, the left axis 70 and the right axis 70 'of the present embodiment include the F internal reinforcement 80 for resistance to flexion, substantially increased, while minimizing increases in mass. It is important to note that when using the differential gear system described above, in accordance with this In accordance with the invention, it is desirable to give suitable dimensions to the planetary gear 74 and the annular gear 76 such that their respective diameters are maximized and made to be about the same size as possible, while the diameter of the gears. of pinion 72 is minimized. In this way, any potential torque direction resulting from the present differential gear system will be negligible, and such a negative effect is clearly outweighed by the benefits of minimizing the moments resistive rotation associated with the use of a solid rear axle, as used in prior art devices. The axle assembly 18, together with the brake assembly 50, according to the present embodiment can be assembled in the following manner. The following components that are assembled in position around the axle carrier. The left brake disc 56 is mounted to the left axle 70 in a striated or coined manner, so that it is rotationally; fixed to the left axle 70. The plurality of pinion gears 72 are installed on the driven sprocket 20 which may include one or more sprocket constraining members (not shown) in the hub of the driven sprocket 20 for mounting the plurality of pinion gears 72 or otherwise caged in a circular manner by the hub of the driven gear. Then, the driven sprocket 20 with the plurality of pinion gears 72 circularly mounted, are installed on the left axis 70, so that the plurality of pinion gears 72 engage the planetary gear 74 and are placed around the planetary gear 74 The right brake disc 56 'is then mounted to the driven gear 20 together with the bearings 78. The right axis 70' is then installed on the driven gear 20 in a manner that the ring gear 76 engages the plurality of pinion gears 72 and the plurality of pinion gears 72 are placed within annular gear 76. In this manner, left axle 70 and right axle 70 'can be mutually supported in an inter-supported cantilever fashion. At the same time, the right brake disc 56 'is adjusted so that it is identified within a pin or wedge, (not shown) provided on the right axle 70', thereby allowing it to be rotationally attached to the right axle 70 '. The disk brake caliper 54 is then installed on the shaft carrier 16 for F make braking possible. It should be recognized that the above discussion illustrates only one embodiment of the brake assembly 50 and the axle assembly 18, and many variations may be possible with respect to these assemblies. For ele, as described previously, the friction material can be provided on floating friction discs (not F shown) in a clutch disc manner or the brake discs may include friction material fixed to the inner surfaces of the discs of 2 brake (not shown) so that the brake discs frictionally engage the driven sprocket 20. In addition, the left brake disc 56 and the right brake disc 56 'can be ventilated or can be eliminated such that the Braked surface is provided directly on the driven sprocket 20 itself, which can also be ventilated. This configuration used with a solid shaft could be very desirable for high power racing applications. In addition, the planetary gear 74 and the annular gear 76 need not be integrally provided on the left and right axes 70 and 70 'but rather, they can be separate components that are fixedly coupled to the respective axes. Further, while the present embodiment shows the axes having inner reinforced reinforcement 80 for increased resistance to bending, such reinforced reinforcement interior 80 is optional and may be omitted in other shaft designs;, and the shafts may even be solid shafts. Figures 7 and 8 better illustrate the above-described embodiment of system 10 of suspension and drive train semi-independent, integrated, in use and operation. Figure 7 F illustrates how the above-described embodiment of the present invention can be assembled and used in a vehicle having four wheels.

As can clearly be seen, the integrated semi-independent suspension and drive train system 10 is used to drive the rear wheels 2 of the vehicle (not shown), the rear wheels 2 being coupled to the axles left and right of the axle assembly 18. The suspension system 10 and drive train is mounted to the vehicle chassis (mounting point indicated as 1) via the oscillating assemblies 14 which allow the rear wheels 2 to move in F pivot around the transverse axis TA. As previously explained, the rotational power is transferred from the drive gear 22 to the driven gear 20, which rotates the left axle 70 and the right axle 70 ', which in turn rotates the wheels 2. When the vehicle is going in a movement only forward F or straight, the speed of rotation of wheels 2 and 1 the corresponding axes is the same. In such an operation, there is no relative movement in the differential system since the axis mode is rotated by the driven sprocket 20. As the vehicle negotiates a turn, it is allowed that the left and right axes rotate at different speeds according to the planetary gear 74 and the F annular gear 76, which are coupled to the plurality of pinion gears 72, are allowed to rotate relative to each other. 20 When the vehicle body swings or the wheels 2 go over uneven surfaces, the assembly of ej 2 18 swings around the suspension balance axis SRA as shown in Figure 8. As discussed previously, this is achieved in the present embodiment by providing an axle carrier 16 which is rotatably mounted to the swing arm 12. Figure 8 also clearly illustrates the drive gear 22 with a gasket CV which is held in alignment with the driven sprocket 20 as the axle assembly 18 swings around the suspension balance axis SRA. In addition, Figure 8 also shows how the stabilizer bar 38 establishes a mechanical connection between the axle carrier 16 and the swing arm 12, in a manner to resist rotation of the axle carrier 16 relative to the oscillating arm 12, and pushes the shaft carrier 16 for returning to the non-rotated position, initially illustrated in Figure 1. In the manner described above, the semi-independent, integrated, illustrated drive train and suspension system 10 provides operation or superior handling performance, extensive travel interval, eliminates limitations F caused by the use of a solid rear axle, minimizes unsprung mass, allows the use of a chain drive train, and also allows the supplies for a disc brake system in a simple, compact, robust and low cost system. It should be noted that the above-described embodiment of the present invention can be further modified and used in a different manner. By For example, Figure 9 illustrates an alternative application where the integrated semi-independent drive train and suspension system 100 is essentially an inverted mode mounted in an inverted orientation to the embodiment of Figure 1.

F As can be observed by the common numbering, the suspension and drive train system 100 has the same components, but is mounted in an inverted orientation, so that the free space towards the additional floor can be achieved. Figure 10 illustrates a slightly modified mode of the modality shown in Figure 1, F that the stabilizer bar 238 can be provided by extending away from the swing arm 212, to allow mounting of the stabilizer bar 238 elsewhere on the vehicle, such as the vehicle chassis, rather than by the collision assembly 236. Another modified embodiment of the suspension system 300 and semi-independent drive train, integrated is illustrated in Figure F 11. In this embodiment, two oscillating assemblies 314 are provided for mounting the oscillating arm 312 and a driving or driving shaft 301 is coupled to the drive gear 322 to provide the rotational power thereto. This mode is particularly useful in applications where the vehicle's transmission output (not shown) is not located on the transverse axis TA and throughout of the vehicle's centerline, since the motor shaft 301 provides an effective way to transfer The rotational power to the drive gear 322. From the foregoing, it should now be apparent how the present invention provides a semi-independent, improved drive train and suspension system for vehicles, which allows superior driving performance at allow the axle to pivot about a longitudinally oriented balance axle of the vehicle as well as F transverse axis TA. You can also see how The present invention provides a suspension design of this type, which allows for extensive travel and eliminates the limitations caused in the use of a solid shaft. In addition, it can also be observed how the present invention provides a suspension system and drive train that minimizes the unsprung mass of the F vehicle, allows the use of a flexible chain coupling or other flexible coupling drive train, and allows provisions for a system disc brake. Furthermore, it can be seen how the present invention provides such a suspension system and drive train which is simple, compact, robust and inexpensive. Also in this regard, they can be used various materials and combinations thereof in the manufacture of the suspension system and drive train according to the present invention. For example, for high performance ATV racing applications, various alloys High strength, low density metallic Fs, such as the newer metal matrix composites and / or the more standard aluminum alloys, could be used for numerous components including the oscillating ratio, the shaft carrier, the axle assembly, the brake assembly and the driven and driving sprockets, to name a few. Obviously, other non-metallic materials can also be used for these high performance applications, including compounds such as carbon or kevlar fibers. In addition, recreational and utility ATVs could use basic tubular extrusions and plates or a combination of castings or patterned patterns. While the various embodiments according to the present invention have been shown and described, it is understood that the invention is not limited thereto. As noted previously, the various features of the present invention can be selectively utilized depending on the specific application. For example, each of the features of the present invention can be used separately depending on the application. In this way, a driven gear having a brake surface can be used by itself in certain applications, while this can be used with the differential shaft and other characteristics of the present F invention, in other applications. Likewise, the differential shaft may be used alone or by other features of the present invention such as the shaft carrier and / or the driven gear with a brake surface in other applications. It can be seen that many of these characteristics, including the differential axis and the F driven sprocket with a brake surface, can also be used in non-semi-independent suspensions, In addition, the sprocket driven with a brake surface can also be used in completely independent suspension designs, In addition, these modalities can be changed, modified and further applied by those skilled in the art. Thus, F it should be clear that this invention is not limited to the details shown and described previously, but also includes all changes and such modifications that are encompassed by the appended claims.

INDUSTRIAL APPLICABILITY The present invention will find application possibility in a wide range of vehicles, including cross-country vehicles and on highways or normal roads, which will benefit from having a semi-independent suspension and drive train system which It is simple, compact, robust and inexpensive.

Claims (62)

1. NOVELTY OF THE INVENTION Having described the present invention, it is considered as a novelty and, therefore, the content of the following CLAIMS is claimed as property; An integrated semi-independent suspension and drive train system for a vehicle characterized in that it comprises: a swing arm, with a 0 oscillation assembly for pivoting the swing arm to the vehicle; an axle carrier for mounting an axle assembly, the axle carrier is rotatably mounted to the swing arm, to allow the axle assembly 5 to swing around a suspension balance axle; a driven gear driven substantially centrally coupled to the shaft assembly for rotation of the shaft assembly; 0 a driving gear to transfer the rotational power to the driven gear; a flexible coupling which mechanically connects the driven gear wheel to the driving gear wheel 5, to allow power transfer, rotational from the driving gear to the driven gear wheel; and a means of swinging motion to allow the flexible coupling to maintain the F Mechanical connection between the driven gear and the drive gear, as the driven gear swings around the suspension balance axis with the axle carrier.
2. 2. An integrated semi-independent drive train and suspension system according to claim 1, wherein the rolling movement means includes a constant velocity joint 0 (CV), centrally positioned on the drive sprocket, to allow alignment of the driving gear with respect to the driven gear and a CV guide for aligning the driving gear with the driven gear 5, the CV guide being mounted to a CV guide assembly which is extends from the axle carrier to the drive sprocket, through the swing arm.
3. 3. An integrated semi-independent drive train and suspension system according to claim 1, wherein the swing arm includes at least two oscillating assemblies.
4. 4. An integrated semi-independent drive train and suspension system according to claim 3, wherein at least two oscillating assemblies are coupled to the swing arm by lateral reinforcing ribs.
5. 5. An integrated semi-independent drive train and suspension system according to claim 4, wherein the side reinforcing ribs include vertical reinforcement ribs.
6. 6. An integrated i-independent servo drive and suspension system according to claim 1, wherein the swing arm includes a peripheral opening on a surface 10 peripheral of at least one of the swing arm and the axle carrier, to allow at least one flexible coupling segment to extend between the driven gear and the drive gear, to be outside of at least one of the arm 15 oscillating and shaft carrier.
7. 7. A suspension and train system F i-independent sin flow, integrated according to claim 6, wherein the peripheral opening is of suitable dimensions in a way that there is a 20 free space between the flexible coupling and the peripheral opening throughout a range of movement of the flexible coupling, the range of motion being defined by the rotation of the axle carrier and the alignment of the wheel 25 drive toothing with the driven gear.
8. 8. An integrated i-independent servo drive and suspension system according to claim 1, wherein the oscillating arm includes a shock mount for mounting at least one F of a shock absorber and a spring or spring.
9. 9. An integral integrated i-independent servo drive and suspension system according to claim 8, wherein the shock mount is positioned proximate to the drive sprocket.
10. 10. A system of suspension and drive train ser i-independent, integrated according to claim 1, further characterized because 10 comprises a stabilizer bar for establishing a mechanical connection between the axle carrier and at least one of the oscillating arm and the vehicle, in a manner to resist rotation of the axle carrier relative to the swing arm. 15
11. 11. A system of suspension and drive train serr i-independent, integrated according to the F claim 10, wherein the stabilizer bar is coupled to the axle carrier through the peripheral grooves provided on a 20 peripheral surface of the oscillating arm.
12. 12. An integrated i-independent servo drive and suspension system according to claim 10, wherein it further comprises a shock absorber for damping the rotation of the carrier 25 of axis in relation to the oscillating arm.
13. 13. An integrated i-independent servo drive and suspension system according to claim 1, wherein the swing arm and the axle carrier are substantially tubular in shape and the axle carrier is of suitable dimensions to be rotatably mounted to the oscillating arm.
14. 14. An integrated semi-independent drive train and suspension system according to claim 13, wherein it further comprises at least one bearing mounted between the axle carrier and the swing arm, to reduce the friction between the axle carrier and the axle carrier. the swing arm.
15. 15. An integrated semi-independent drive train and suspension system according to claim 14, wherein at least two bearings are mounted between the axle carrier and the swing arm.
16. 16. An integrated semi-independent drive train and suspension system according to claim 1, wherein the axle carrier includes at least one axle mounting bracket for assembling the axle carrier.
17. 17. An integrated semi-independent drive train and suspension system according to claim 16, wherein the axle carrier includes two axle mounting brackets, the driven wheel is placed between them.
18. 18. An integrated i-independent servo drive train and suspension system according to claim 2, wherein the CV guide for aligning the drive sprocket with the driven sprocket includes at least one of a crankshaft bearing. push and a roller mounted on the CV guide assembly.
19. 19. An integrated semi-independent drive train and suspension system according to claim 18, wherein the CV guide includes a first roller that is mounted on the CV guide assembly in a manner to make contact with a first surface of the drive sprocket, and a second roller that is mounted on the CV guide assembly in a manner to make contact with a second surface of the drive sprocket.
20. 20. An integrated semi-independent drive train and suspension system according to claim 1, wherein the axle carrier includes a tensioner to reduce the clearance in the flexible coupling.
21. 21. An integrated semi-independent drive train and suspension system according to claim 20, wherein the tensioner is placed on the axle carrier substantially midway between the driven gear and the driving gear.
22. 22. An integrated semi-independent drive train and suspension system according to claim 1, wherein it further comprises a brake assembly for exerting a braking force on the driven gear to resist F rotation of the driven gear.
23. 23. An integrated semi-independent drive train and suspension system according to claim 22, wherein the driven gear includes a brake surface.
24. 24. A suspension system and a semi-independent drive train, integrated according to the F claim 23, wherein the brake surface is 10 ventilated.
25. 25. An integrated semi-independent drive train and suspension system according to claim 23, wherein the brake assembly includes a brake caliper for coupling 15 by friction of the brake surface of the driven gear.
26. 26. An integrated semi-independent drive train and suspension system according to claim 25, wherein the brake caliper is 20 mounted on the shaft carrier.
27. 27. An integrated semi-independent drive train and suspension system according to claim 22, wherein the driven gear includes a flange extending 25 axially, around a periphery of the driven sprocket.
28. 28. An integrated semi-independent drive train and suspension system according to claim 22, wherein the brake assembly F includes a left brake disc placed on a left side of the driven sprocket and a right brake disc positioned on a right side of the driven sprocket, at least one of the left brake disc and the right brake disc are rotationally fixed in relation to the axle assembly.
29. 29. A suspension and train system F semi-independent drive, integrated according to the 10 claim 28, wherein at least one of the left disc brake and the right disc brake are floating discs.
30. A semi-independent suspension and drive train system, integrated according to the 1 claim 28, wherein the driven gear includes a friction material that is frictionally engaged to the left brake disk and the right brake disk.
31. 31. An integrated semi-independent drive train and suspension system according to claim 28, wherein the axle assembly includes a left axle and a right axle, the left brake disc is rotationally fixed relative to the left axle. , and the right brake disc is rotationally fixed relative to the right axis.
32. 32. An integrated semi-independent drive train and suspension system according to claim 28, wherein it further comprises a floating friction disk positioned between the left brake disc and the driven gear wheel, and another floating friction disk placed between the left brake disc and the driven sprocket, and another floating friction disc placed between the right brake disc and the driven sprocket.
33. 33. A suspension system and semi-independent drive train, integrated according to the F claim 28, wherein the brake disc The left brake disc and the right brake disc each include a friction material on an internal surface, for frictional engagement of the driven gear.
34. 34. A suspension and train system 1 semi-independent, integrated drive according to claim 22, wherein the shaft assembly includes F a left axle and a right axle, and the driven sprocket includes a differential gear system to allow the left axle to rotate to a 20 different rotational speed compared to the right axis.
35. 35. An integrated semi-independent drive train and suspension system according to claim 34, wherein the meshing system 2 differential comprises a plurality of pinion gears, at least one of the left axis and the right axis includes a planetary gear at one end, for coupling the plurality of pinion gears and at least one of the left axis and the right axis includes an annular gear at one end, for coupling the plurality of pinion gears.
36. 36. An integrated semi-independent drive train and suspension system according to claim 34, wherein the driven sprocket includes at least one drive member. F sprocket constraint on a wheel hub 10 toothed driven, to retain the pinion gears.
37. 37. An integrated semi-independent drive train and suspension system according to claim 34, wherein the pinion gears 15 are caged between the planetary gear and the annular gear, F
38. 38. A suspension system and semi-independent drive train, integrated according to claim 34, wherein each of the shaft 20 on the left and on the right axle include an internal reinforcement.
39. 39. An integrated semi-independent drive train and suspension system according to claim 1, wherein the axle assembly includes a left axle and a right axle, and the driven gear includes a differential gear system to allow the left axis rotates at a different rotational speed compared to the axis F right.
40. 40. An integrated semi-independent drive train and suspension system according to claim 39, wherein the differential gear system comprises a plurality of pinion gears, at least one of the left axle and the right axle includes; a planetary gear at one end, F for the coupling of the plurality of gears of 10 pinion, and at least one of the left axle and right axle includes an annular gear at one end, for coupling the plurality of pinion gears.
41. 41. An integrated semi-independent drive train and suspension system according to claim 40, wherein the driven sprocket f includes at least one sprocket constraining member in a hub of the driven sprocket to retain the sprockets. from 20 pinion.
42. 42. An integrated semi-independent drive train and suspension system according to claim 40, wherein the pinion gears are caged between the planetary gear and the ring gear.
43. 43. An integrated semi-independent drive train and suspension system according to claim 39, wherein each of the left axle and the right axle includes an internal reinforcement f.
44. 44. An integrated semi-independent drive train and suspension system according to claim 39, wherein the left axle and the right axle are supported relative to one another in an inter-supported cantilever manner.
45. 45. A drive train system for a vehicle, characterized in that it comprises: a shaft carrier for assembling a vehicle axle assembly; a driven sprocket placed substantially! centrally to the shaft assembly for rotation of the shaft assembly; and a brake assembly for exerting a braking force on the driven sprocket, in order to resist the rotation of the driven sprocket.
46. 46. A drive train system according to claim 45, wherein the gear wheel 20 driven includes a brake surface.
47. 47. A drive train system according to claim 46, wherein the brake surface is ventilated.
48. 48. A drive train system according to claim 46, wherein the brake assembly includes a brake caliper for coupling by friction the brake surface of the driven gear.
49. 49. A drive train system according to claim 47, wherein the brake caliper is mounted on the axle carrier.
50. 50. A drive train system according to claim 45, wherein the driven gear includes an axially extending flange, around a periphery of the driven gear wheel f, a radial dimension of the wheel 10 that extends axially is smaller than a radial dimension of a plurality of teeth on the driven gear.
51. 51. A drive train system according to claim 45, wherein the brake assembly 15 includes a left brake disk positioned on a left side of the driven sprocket, and a F right brake disc placed on the right side of the driven sprocket.
52. 52. A drive train system according to claim 51, wherein at least one of the left brake disc and the right brake disc is rotationally fixed relative to the axle assembly.
53. 53. A drive train system according to claim 52, wherein at least one of the disk of The left brake and the right brake disc are floating discs, and the calibrator is a floating calibrator.
54. 54. A drive train system according to claim 53, wherein the gear wheel F driven includes a friction material that frictionally engages the left brake disc and the right brake disc.
55. 55. An integrated semi-independent drive train and suspension system according to claim 53, wherein it further comprises a floating friction disc placed between the brake disc F left and the gear driven, and another disc 10 floating friction placed between the left brake disc and the driven sprocket, and another floating friction disc placed between the right brake disc and the driven sprocket.
56. 56. An integrated semi-independent drive train and suspension system according to claim 53, wherein the brake disc Left F and the right brake disc each include a friction material on an internal surface, for frictional engagement of the 2C driven gear wheel.
57. 57. A drive train system according to claim 51, wherein the axle assembly includes a left axle and a right axle, the left brake disc is rotationally fixed relative to the axle assembly. 25 left axle, and the right brake disc is rotationally fixed relative to the right axle.
58. 58. A drive train system for a vehicle, where it comprises: a shaft pincer for the assembly of a F axle assembly used to propel the vehicle, the axle assembly includes a left axle and a right axle; and the driven gear is substantially centrally positioned on the axle assembly, the driven gear includes a differential gear system to allow the axle Left F turn- at a different rotational speed 10 compared to the right axis.
59. 59. A drive train system according to claim 58, wherein the differential gear system comprises a plurality of pinion gears, at least one of the left axle and the axle 15 includes a planetary gear at one end, for coupling to the plurality of pinion gears, and at least one of the left axis and right axis includes an annular gear at one end, for coupling to the plurality of pinion gears .
60. 60. The drive train system according to claim 58, wherein the driven gear includes at least one pinion constraining member in a hub of the driven gear wheel for retaining the gear wheels of the gear wheel. 25 pinion.
61. 61. A drive train system according to claim 58, wherein each of the left axle and right axle includes an inner reinforcing reinforcement. F
62. 62. A drive train system according to claim 58, wherein the left axis and the right axis are supported relative to each other in an int 3-supported cantilever manner. F F