RU2528455C2 - Mechanism for lifting and lowering of inter-urban bus spare wheel - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to transport engineering. Proposed mechanism comprises spare wheel holder covering half the wheel circumference and consisting of angle pieces bent in circle, centreline crosspieces and axial ties to connected sais angle pieces. Said mechanism is articulated with bus body or chassis and with spare wheel lifting and lowering hydraulic cylinder. Said hydraulic cylinder is articulated with bus body or chassis. Mechanism comprises hydraulic system fed from bus steering pump. Spare wheel holder hinge coupling it with bus body is located on bus outer side relative to spare wheel centre at bus body in static position.

EFFECT: lower labour input.

26 cl, 8 dwg

Description

The invention relates to mechanical engineering and can be used in intercity and sightseeing, less often suburban, buses.

Consider the traditional well-known mechanisms for raising and lowering the spare wheel of cars and their disadvantages.

The first traditional known mechanism is described, for example, in [1]. This mechanism is used on buses of the MAZ-104 family, the same mechanisms are used on most buses and trucks, the described mechanism is largely unified with the mechanism for raising and lowering the spare wheel of the MAZ-5432 truck tractor.

The mechanism for raising and lowering the spare wheel consists of a shaft with a disc brake and a ratchet wheel mounted in the brackets of the frame. A latch is also attached to the bracket, which is pressed by a spring to the ratchet wheel. A gear wheel is installed on the tetrahedral shaft shank, in the grooves of which there is a projection of a gripper intended for rotation of the shaft when raising the spare wheel. The mechanism has a block, the cable passed through which is attached at one end to the shaft of the ratchet mechanism, the other at the spare wheel holder (DZK - hereinafter), which, according to the designers, should be attached to the wheel with four bolts.

This mechanism is installed behind the wheel arch of the right front wheel, i.e. between the right front wheel and the middle door, to access the mechanism in the floor of the bus provides a removable hatch.

Similar mechanisms are used on most intercity and sightseeing buses according to the German classification of HD and HDH, they are only located on the front overhang under the bus floor between the steps of the right passenger front door and the driver's seat, for access to them in the floor of some buses there is a hatch.

Consider the work of these mechanisms.

The wheel drops under the influence of its own weight when the driver deactivates the ratchet mechanism, while opening the hatch in the floor of the bus. Having lowered, the wheel is under the bus. In order to get it, in relation to the location of the spare wheel on the front overhang, you can take it back if the place allows, with the side arrangement of the mechanism on MAZ-104 buses, the driver is forced to pull out the spare wheel with his hands, which is not so easy, given the considerable weight spare wheel.

After removing the spare wheel from under the bus, you need to unscrew the bolts securing the spare wheel to the spare wheel bracket, which also requires some effort, then you need to remove the spare wheel bracket from the wheel, which is also not easy.

To raise the wheel after replacement, the driver must fasten the wheel disk to the spare wheel bracket with bolts, after that - push the wheel under the bus with a lateral arrangement of the mechanism, with the arrangement of the mechanism on the front overhang, it is enough to forward. Then you need to twist the ratchet shaft. On foreign buses, it is enough to fold the front bumper and insert the gate into the shaft of the ratchet mechanism, and twist it. To do this on the MAZ-104 bus, you need to rotate the shaft, inserting the mount into the grip, turning the shaft at an acceptable angle, then inserting it in a new way.

From the above, the first drawback of the traditional known mechanisms follows: the great efforts of the driver when using traditional known mechanisms for raising and lowering the spare wheel.

What is being done to eliminate this drawback?

Yes, absolutely nothing, all modern buses of foreign companies have similar mechanisms, they are located on the front overhang under the floor between the steps of the right passenger door and the driver's seat. Manufacturers believe that this arrangement of the mechanism makes it easier to use, avoiding pushing the spare wheel under the bus and pulling it out from under the bus, "moving out" from the spare wheel and "running over" the latter, most buses have a bumper that tilts for this purpose.

In practice, the following occurs. Drivers do not want to use this mechanism, because it is too troublesome, as described above, and just put the wheel in the trunk, most often in the rear, which is much easier. This leads to the fact that the above-described place on the front overhang, useful from the point of view of design, is simply not used, and the spare wheel occupies the rear trunk, making it unusable for its intended purpose, because putting a wheel in the trunk is much simpler than doing the above.

But something is being undertaken in this direction, Belarusian designers, developing the MAZ-152 and MAZ-152A intercity buses, applied a fundamentally new mechanism for raising and lowering the spare wheel on them.

This mechanism is the second traditional known mechanism described in this paper; it is described in [1].

The second traditional known mechanism is characterized in that the spare wheel is mounted on a sliding carriage, which is located on the front overhang, behind the front spoiler under the floor of the bus. The carriage can be moved along the rails welded into the frame on two rollers mounted on the carriage. Two rollers roll along the upper plane of the guides, ensuring centering and balance of the carriage. The third roller is a follower, it rolls along the lower plane of the third guide, setting the path along which the carriage with a spare wheel moves out from under the bus. In the extreme transport position, the carriage is fixed with hooks.

To facilitate movement, the carriage is equipped with a retractable handle, which is fixed in extreme positions with special clamps. To prevent the handle from fully extending from the guide profiles of the carriage, stops are fixed at the rear ends of the handle tubes.

The spare wheel is placed by the disc on the carriage and fastened with a special screw. After fixing the mechanism for mounting the spare wheel with two nuts, a folding spoiler is attached to the handle studs.

Consider the steps that a driver must take to remove a spare wheel from a bus and lift it into the bus when applying this traditional well-known mechanism for raising and lowering a spare wheel.

The driver must unscrew the two nuts securing the front spoiler to the handle studs and fold down the front spoiler. Then release the carriage hooks and handle latches. After that, pull out the handle, by which then pull out the carriage, all the way to the stop of the handle on the road surface. In this case, the weight of the spare wheel is perceived by rollers rolling along the guides only partially, the rest is perceived by the driver. Then you need to unscrew the screw securing the spare wheel to the carriage. After that, the driver must raise the spare tire and pull it out of the carriage, because it lies under the bumper and front spoiler. This is not so easy given the weight and location of the spare tire. Then the driver must put the spare tire and roll it to the right place. Replacing the wheel, the driver must push the replaced wheel onto the carriage located under the front spoiler, which has been folded down, while the wheel must be put and pushed under the front spoiler and bumper, which are folded down. After that, it is necessary to fix the disassembled wheel with a screw on the carriage and, acting on the handle, push the carriage into the bus, partially perceiving the weight of the entire moving system. After the handle is retracted, then the carriage and handle are locked in the transport position. After that, the front spoiler returns to its original transport position and is screwed with two nuts to the handle studs.

To do all this is quite difficult, therefore, the above-mentioned first drawback of traditional well-known mechanisms remains: great efforts of the driver when using them.

Drivers follow the path of least resistance, and on MAZ-152 buses, the spare tire is simply put in the trunk, most often in the rear, which is much easier, because while at least you do not need to unscrew and twist anything.

Useful from the point of view of design, the place under the aisle floor on the front overhang is wasted, and the spare wheel is stored in the rear trunk, changing the load distribution in favor of the rear wheels, which also needs to be taken into account.

When designing buses of leading manufacturers, it is accepted that the fuel tank, spare tire, pneumatic system receivers, as well as the glass washer reservoir (whose capacity can reach 60 l) load the front wheels, and the engine and transmission, batteries, radiators and diesel autonomous - rear , i.e. designers put 7 tons of load on the front axle - everything else is on the rear, because overloading the rear axle can lead to increased tolls on toll roads and generally negatively affects the road surface, which on some roads leads to fines for exceeding the axle load of more than 7 tons, and the penalty depends on the amount of overload.

Therefore, the front axle must be loaded up to 7 tons. South Korean-made buses not only have a fuel tank in front, but also batteries, they are located within the wheelbase behind the front wheels, left and right, respectively. On the Ikarus-415 buses, on which the author worked as a driver in the bus fleets of the Mosgortrans State Unitary Enterprise, the batteries are located on the front overhang, on the left, under the driver's seat.

On Setra buses, TAM and Chinese KingLong buses, two fuel tanks are located in shockproof areas, on the front overhang on the left and right, in front of the front wheels. For buses of the Mersedes-0303 family, the fuel tank is located on the front overhang on the right in the shockproof zone. For Neoplan and MAN buses, the fuel tank is located on the front overhang in the center of the bus in the shockproof zone, so that its rear is between the front wheels, which is ensured by the independent suspension of the front wheels.

The front overhang of modern intercity and sightseeing buses is 2600-2800 mm, which makes it possible to locate fuel tanks in the shockproof zone, as well as the location of the spare wheel on the front overhang.

Useful from the point of view of design, the place under the floor of the aisle between the driver's seat and the front door, which is supposed to be taken by a spare wheel in traditional well-known buses, it is most rational to take the bus pneumatic system receivers, placing them in a row parallel to the axial bus each, and shifting them 300 mm into the depth of the bus from the front bumper, which will make them inaccessible for small and medium frontal impacts, a fuel tank should be located in the center of the bus behind the receivers, the rear of which will be less waiting for the front wheels.

Where should the spare tire be located?

It should be placed on the front overhang, on the right side, between the right passenger door and the wheel arch of the right front wheel, placing it vertically, in a special compartment, closed by a cover.

The width of this compartment for most intercity and sightseeing buses with a front overhang of 2600-2800 mm can be 500-800 mm, which is quite enough.

In the opposite compartment on the left side between the left driver's door and the wheel arch of the left front wheel, the author would have placed a propane autonomy and a propane cylinder, having displaced it into the depth of the compartment. Propane autonomy is necessary for the quick warming up of modern imported diesel engines, characterized by a reduced heat sink to the cooling system, and heating the passenger compartment during the start-up and warm-up period of the engine, which can be very useful in cold Russian winters, since there are enough propane gas stations on the tracks.

The author would have placed the batteries and diesel autonomy on the rear overhang in special compartments, respectively, on the left and on the right, as the above elements located on the front overhang are enough to provide a load of 7 tons on the front axle.

It was these thoughts about the layout of the bus and, in particular, the location of the spare tire that led the author to create the mechanism for raising and lowering the spare wheel of the intercity bus described below.

So, having decided on the location of the spare wheel, the question arises, which of the known mechanisms for raising and lowering the spare wheel would be suitable for this?

We present to him the following requirements:

1) - the spare wheel should be issued from the bus without any physical effort on the part of the driver;

2) - the spare tire should be extended to the road in a vertical position;

3) - the spare wheel should be removed from the spare wheel bracket without any tool.

To implement the first requirement, it is clear: you cannot do without a hydraulic cylinder. There are such mechanisms.

The mechanism for raising and lowering the spare wheel with a hydraulic lift is used on vehicles of the URAL-4320 family, it is described in [2] and served as a prototype of the proposed mechanism.

The prototype of the proposed mechanism includes two nodes:

Spare wheel bracket and hydraulic lift, i.e. hydraulic cylinder.

DZK represents a design from stamped corners and couplers covering half of a spare wheel. The spare wheel bracket is pivotally connected to the frame and the hydraulic lift, and is fixed in the raised position by a special latch. On URAL-4320 vehicles with a mechanical spare wheel drive, i.e. winch, spare wheel bracket attached to the frame with a bolt and nut, which must be unscrewed when issuing a spare wheel.

To issue a spare wheel, the spare wheel bracket is fixed with a latch and the spare wheel gradually lowers under the influence of its own weight. At the same time, the hydraulic lift control valve is in the off position. After lowering the spare wheel, it is removed from the spare wheel bracket in a vertical position, and not in a horizontal one, as in the two mechanisms for raising and lowering the spare wheel described above, and it does not need to be lifted from the road and put in a vertical position, as when using these mechanisms. This is a merit of the described known mechanism.

After replacing the wheel, installing the replaced wheel in the spare wheel bracket, the hydraulic lift control valve is put into working position, and the wheel rises, after raising the wheel, it is locked in the raised position by the latch, and the hydraulic lift control valve is put into the inoperative position.

Consider all the disadvantages of the prototype of the proposed mechanism that occurs when it is used on a bus.

The first drawback is that when trying to use this mechanism on a suburban bus, the spare wheel compartment requires a height greater than the total height of the floor and the niche of the seats, in other words, the mechanism does not fit well in the dimensions of the suburban bus in height.

The second disadvantage of the prototype of the proposed mechanism is that its hydraulic system cannot be used in the mechanism used on the bus that implements the principle of operation of the prototype, if only for the reason that when using this mechanism on the bus, the spare tire cannot lower under the influence of its weight.

The purpose of the invention: reducing the driver’s efforts when installing a spare tire in a bus and issuing a spare tire from a bus; the possibility of using the mechanism on the intercity bus; reduction of time spent on raising and lowering the spare wheel; increase in motor resource of the mechanism; saving space in the trunk of the bus, in which the spare tire is placed using traditional well-known mechanisms for raising and lowering the spare tire of buses.

Reducing the driver’s efforts when installing a spare tire in a bus and issuing a spare tire from the bus is achieved compared to the first and second traditional known mechanisms in that the spare tire is pulled out of the bus without any physical effort on the part of the driver; after replacement, the driver installs the wheel in the spare wheel bracket with minimal effort and then rises and retracts into the bus, while the driver does not exert any physical effort.

The spare wheel bracket is designed in such a way that the driver’s physical efforts are minimal to replace the wheel. When using the proposed mechanism for raising and lowering the spare tire, the driver does not have to lift the spare tire from the road surface and put it in an upright position, spending considerable physical effort, because the spare wheel is located in the spare wheel bracket and is removed from it in a vertical position, which also contributes to the goal of reducing the physical efforts of the driver when using the proposed mechanism.

The described goal is also achieved by the fact that when using the proposed mechanism, you do not need to unscrew and twist anything, and no keys are needed. It is enough for the driver to open the compartment cover and, in the best embodiment, only press a button so that the wheel begins to protrude from the bus.

Providing the possibility of using the mechanism for raising and lowering the spare wheel, which is quite similar in design and operation principle to the prototype, on the intercity bus is achieved by the fact that the hinge axis of the spare wheel bracket is located on the outside relative to the axis of the spare wheel installed in the spare wheel bracket and is in a static position. In the prototype, the hinge axis of the spare wheel bracket is located on the inner side relative to the axis of the spare wheel in a static position. Such a mechanism cannot be used on the intercity bus, because on the intercity bus, the spare wheel must be installed in a special compartment under the floor of the bus seats. This compartment, as conceived by the author of this work, should be on the front overhang of the bus between the right front passenger door and the wheel arch of the right front wheel. With this arrangement of the mechanism for raising and lowering the spare wheel, a mechanism having the generic features of the prototype, i.e. mechanism of the car "Ural" -4320, can not be used. The reason for this is that the spare wheel bracket and spare wheel are lower than on the Ural-4320. In this case, whether we like it or not, the hinge of the spare wheel bracket should be located on the outside relative to the axis of the spare wheel. In this case, spare wheel bracket with a spare wheel in the transport position are fixed in the body of the bus under the influence of its own weight, relying on the compartment floor, which can have a special stamped recess under the spare wheel bracket, and no latch is needed to fix the spare wheel bracket with a spare wheel in the transport position, which also contributes to simplification mechanism goals.

Reducing the time taken to raise and lower the spare wheel is achieved by the fact that the proposed mechanism has a microprocessor control system. For its implementation, a pulse sensor is installed in the carrier bracket of the mechanism, and a pulse gear is installed on the hinge axis. When raising and lowering the spare wheel, the angular position of the impulse gear relative to the sensor changes and voltage signals appear in the sensor that enter the microprocessor. According to the amplitude of the voltage, the microprocessor determines the angular velocity of the spare wheel bracket, differentiating the voltage signals - the angular acceleration of the spare wheel bracket, and counting the pulses - the angular position of the spare wheel bracket. The proposed mechanism assumes the presence of a hydraulic system, including the main spool, which controls the oil supply to the hydraulic cylinder cavity, and relay electromagnetic spools, which control the oil supply to the end cavities of the main spool, and a crane that disconnects the steering mechanism from the pressure line of the hydraulic pump when the compartment cover is opened. Receiving voltage signals, the microprocessor controls the electromagnetic relay spools so that the spare wheel is raised and lowered in a minimum time to ensure smoothness at the end of raising and lowering, timely connecting the corresponding cavity of the hydraulic cylinder with a drain.

The increase in the motor resource of the mechanism is achieved in comparison with the prototype as a result of the fact that the hinge of the spare wheel bracket has a width of 300 mm, almost equal to the profile width of the tubeless tire 295 / 80R22.5, under which the mechanism is designed.

The purpose of saving space in the trunk of a bus is achieved in comparison with the first and second described known mechanisms by the fact that the proposed mechanism will be used by drivers rather than putting a spare tire in the rear trunk, while violating the distribution of masses along the axes.

The proposed location of the spare wheel also allows for passive safety of the bus. The point is, for example, on Chinese KingLong buses, the spare wheel hangs on the front overhang under the aisle floor close to the fuel tanks and can damage them with medium frontal impacts, this is the argument the drivers of these buses put forward to the author when answering the question of why the spare wheel put in the trunk.

The above goals are achieved as follows. The spare wheel is mounted vertically in the spare wheel bracket mainly on the front overhang of the bus on the right side behind the right front door in a special compartment. The spare wheel bracket consists of two stamped corners, covering half the circumference of the spare wheel and pulled together by at least one jumper welded to the stamped corners, which are connected by axial bridges welded radially to the stamped corners. The described design of the spare wheel bracket makes it easy and simple to put the wheel in the spare wheel bracket and to remove it without the aid of a tool.

The above-described principle of operation of the proposed mechanism for raising and lowering the spare wheel and its design can achieve the stated goals.

The proposed mechanism is an invention, because it meets the criteria of “novelty” and “significant differences”.

The proposed mechanism meets the condition of patentability "inventive step", because a mechanism of this design with microprocessor control is proposed for the first time.

Figure 1 shows the mechanism for raising and lowering the spare wheel and the scheme of its operation.

In Fig.2 shows an enlarged view of the hinge of spare wheel bracket and the supporting bracket of the mechanism shown in Fig.1.

Figure 3 shows a section aa in figure 2.

Figure 4 shows a section bb in figure 2.

Figure 5 shows a view a in figure 3 and 4.

Figure 6 shows a section of the hinge of the tip of the rod of the hydraulic cylinder.

In Fig.7 shows a section aa in Fig.6.

On Fig shows the pairing of the eye of the hydraulic cylinder with the profiles of the chassis or the bearing housing of the bus.

Let us consider in detail the structure and operation of the mechanism.

In figure 1, the positions indicated:

1) - spare tire;

2) - cross-beam spare wheel bracket;

3) - emphasis spare wheel bracket;

4) - stamped corners of spare wheel bracket;

5) - hydraulic cylinder;

6) - a tip of a rod of a hydraulic cylinder;

7) - rear lever spare wheel bracket;

8) - bearing bracket of the mechanism;

9) - the axis of the hinge spare wheel bracket;

10) - power profiles of the chassis or the carrying case of the bus;

11) - additional profiles securing the eyes of the hydraulic cylinder to the main power profiles 10;

12) power profiles of the base of the compartment floor;

13) - the floor of the aisle between the seats;

14) - floor of seats;

15) - compartment cover;

16) - buffer limiting the rotation of spare wheel bracket;

62) - roadbed.

The mechanism for raising and lowering the spare wheel is installed mainly on the front overhang of the bus on the right side between the right front passenger door and the wheel arch of the right front wheel in a special compartment, closed by a cover 15 (see figure 1).

Spare wheel 1 is mounted vertically in the spare wheel bracket. The spare wheel bracket consists of two stamped corners 4, covering half the circumference of the spare wheel 1 and strained by at least one jumper 2 welded to the corners 4, while two corners 4 are connected using axial jumpers (not shown in FIG. 1), radially welded to the corners 4 from the outside, as is done with the prototype of the proposed mechanism. When designing the mechanism, it is assumed that the spare wheel 1 is mounted forward by the side with a projection of the disk, for this reason, the jumper 2 is welded to the corners 4 at the rear, as shown in figure 1. The most possible and most optimal case is when a jumper bent under the profile of the wheel disc having a protrusion is welded from the front of the spare wheel bracket.

The stamped corners 4 are welded to the rear arm 7 of the spare wheel bracket and to the front arm, not shown in figure 1. These levers by any possible traditional known method are rigidly connected to the axis 9 of the hinge of the spare wheel bracket, for example, are pressed onto it. The axis 9 is installed in the through hole of the carrier bracket of the mechanism 8 on a sliding bearing or on a rolling bearing.

The spare wheel 1 is installed under the floor of the seats 14, while the floor of the passage 13 is 200 mm below the floor of the seats 14.

The power profiles 10 of the chassis or the carrying case of the bus are located so that they allow the described vertical installation of spare wheel bracket with a spare wheel.

The design of the proposed mechanism assumes that the spare wheel bracket with its right side in FIG. 1 is in contact with the outer sheet of the compartment cover 15 or is located at the minimum possible distance from it. The internal reinforcements of the cover 15 are such that they do not interfere with the arrangement of spare wheel bracket with a spare wheel shown in Fig. 1, i.e. the internal reinforcements of the cover 15 are located to the right and left of the spare wheel bracket and above or below it.

The hydraulic cylinder 5, in this embodiment of the mechanism, is a steering cylinder of trucks and MAZ buses with a piston stroke of 280 mm, according to [3], part TsG-280-3405023. The mechanism may have a hydraulic cylinder with a piston stroke of 360 mm, which can be used in the steering of MAZ buses, in which both a cylinder with a piston stroke of 280 mm and a cylinder with a piston stroke of 360 mm can be used. When using a hydraulic cylinder with a piston stroke of 360 mm, the rear lever 7 has a shoulder greater than that shown in FIG.

The hydraulic cylinder 5 is attached to the profiles 10 of the chassis or the bearing housing of the bus using additional profiles 11. In the case when the profiles 10 are welded box-shaped closed sections, profiles 11 are also performed. In the case when the profiles 10 are made U-shaped with rivets connected , then profiles 11 are performed in a similar manner.

The hydraulic cylinder 5 is attached to the profiles 11 by means of an articulated bearing ШС-30, used in the steering of MAZ vehicles, and an additional bracket, not shown in Fig. 1.

The rod of the hydraulic cylinder 5 has a tip 6, in which a hinge, a connecting rod of the hydraulic cylinder 5 and the lever 7 are formed.

The proposed mechanism assumes the presence of a hydraulic system that includes the following main elements: electromagnetic relay spools, a main spool and a crane that cuts off the steering mechanism from the pressure line of the hydraulic pump of the bus and connects the pressure line of the pump to the relay electromagnetic spools and the main spool. Such a crane is available from the prototype of the proposed mechanism. In the proposed mechanism, this crane is mechanically connected to the cover 15 of the compartment, cutting off the steering mechanism from the hydraulic pump of the bus when lifting the cover 15.

The proposed mechanism assumes the presence of a microprocessor control system. To implement microprocessor control, the mechanism has a pulse sensor and a pulse gear mounted on the axis 9 of the hinge of the spare wheel bracket. When the wheel protrusion passes near the sensor, a voltage signal is generated in the sensor winding, the amplitude of which is directly proportional to the angular speed of rotation of the axis 9. By differentiating the voltage signals, the angular acceleration of the axis is determined 9. By counting the pulses, the microprocessor determines the angular position of the axis 9. Based on this, the microprocessor controls the electromagnetic relay spools providing oil supply to the end cavities of the main spool, the middle cavities of which are connected to the cavities of the hydraulic cylinder 5. By controlling the position iem main spool, the microprocessor controls the oil pressure in the cavities of hydraulic cylinders 5, providing a smooth lowering and raising a spare wheel for a minimum time.

Consider the work of the proposed mechanism, based on the description of figure 1.

To lower the spare wheel 1, the driver closes the right front passenger door, if it is mounted on a parallelogram mechanism and opens outwards, as is done in the vast majority of buses, excluding the possibility of opening the compartment cover 15.

After that, the driver opens the cover 15, in the open position it is not shown in figure 1. At the same time, the above-described crane, similar to that used on the prototype, cuts off the pressure line of the hydraulic pump from the steering mechanism and connects it to the hydraulic system of the mechanism for raising and lowering the spare wheel.

Then the driver presses the button. After that, in the cavity of the hydraulic cylinder that provides the lowering of the spare wheel 1, the maximum possible pressure is ensured as a result of the maximum opening of the sleeve sleeve of the main spool connected to this cavity, and the spare wheel bracket starts with a spare wheel clockwise if you look at the mechanism from the back, as shown in figure 1. In this case, the spare wheel and spare wheel bracket are first raised. The mechanism is designed so that the spare wheel 1 does not touch the floor of the seats 14, located at a height of 1200 mm relative to the compartment floor, which is illustrated by the curve shown in figure 1, and illustrating the trajectory of the point of the spare wheel located at the maximum distance from the center of the hinge of the spare wheel bracket .

With the lowering of the spare wheel bracket with a spare wheel, the angular velocity and angular acceleration of the spare wheel bracket with a spare wheel increase, receiving and processing information from the pulse sensor, the microprocessor, controlling the position of the main spool, when reaching a certain angle of rotation of the holder, reduces the pressure in the cavity of the hydraulic cylinder 5, which lowers the spare wheel ; in this case, the greater the angular velocity and angular acceleration of the holder, the more pressure decreases, and vice versa, the lower the angular velocity and angular acceleration of the holder, the less pressure decreases.

A mathematical expression relating pressure or a change in pressure in the cavity of the hydraulic cylinder 5, which provides the lowering of the spare wheel 1, which describes the process of regulation by changing the position of the main spool, is stored in the memory of the microprocessor and can be any one that meets the above requirements.

The case is possible when the value of the angular velocity corresponding to a certain angle of rotation of the spare wheel bracket, for example, the angle at which the oil supply to the hydraulic cylinder cavity remains maximum, is recorded in the microprocessor memory.

If the existing value of the angular velocity does not coincide with the one recorded in the memory, the regulation process is carried out. A proportional-differential control law can be applied.

Moreover, according to the angular acceleration of the spare wheel bracket at the maximum possible pressure in the cavity, the microprocessor determines that an empty spare wheel bracket or spare wheel bracket is issued. This is best done at the maximum angle of rotation of the spare wheel bracket, at which the oil supply is still maximum.

The process of lowering the spare wheel holder in case it is not loaded with a spare wheel has differences, for this reason, first of all, we will dwell on the most probable case when the spare wheel bracket is loaded with a spare wheel.

In the described process, after passing through the spare wheel bracket of a certain angle relative to the equilibrium position, in which the total vector of gravity of the spare wheel bracket and spare wheel passes through the center of the hinge of the spare wheel bracket, the microprocessor relieves the pressure in the cavity of the hydraulic cylinder 5, which lowers the spare wheel 1, and both cavities of the hydraulic cylinder are connected to drain.

The angle at which both cavities of the hydraulic cylinder are connected to the drain depends on the angular velocity and angular acceleration of the spare wheel bracket so that the larger they are, the smaller this angle, and vice versa, the smaller they are, the larger this angle. The mathematical expression of the connection of this angle with the angular velocity and angular acceleration can be any that meets the above logic, it is also stored in the microprocessor.

Further lowering of the spare wheel bracket with a spare wheel occurs under the influence of the moment of their total gravity, while the oil is expelled from the cavity of the hydraulic cylinder designed to raise the spare wheel bracket, as well as the oil is filled with the cavity of the hydraulic cylinder designed to lower the spare wheel bracket, which resists their lowering. As a result of this, the angular velocity and angular acceleration of the spare wheel bracket with a spare wheel decrease, while the angular acceleration changes its sign to negative, which indicates that the spare wheel bracket with a spare wheel is braked, reaching the minimum value of the angular velocity when the spare wheel bracket touches the roadway 62.

The calibrated sections of the hydraulic elements can be selected so that when lowering the spare wheel bracket with a spare wheel, the angular velocity can slightly change and remain small, slightly greater than reached by the time of connecting both cavities with the drain.

The control is reduced to limiting the angular velocity and angular acceleration of the spare wheel bracket at the moment of touching its roadbed 62. The microprocessor controls lowering the spare wheel so that the angular speed of the spare wheel bracket at the moment of touching its roadway 62 is minimal, while the angular position of the axis 9 is determined by the number of voltage pulses, received by the microprocessor from the moment of the beginning of dispatch of spare wheel spare parts, which is achieved by the microprocessor as a result of control of the angular speed and angular acceleration of the spare wheel bracket at the current angular positions of the spare wheel bracket and timely connection by a nenie of both cavities with discharge.

In the event that the bus body is not jacked, but is at a normal height above the roadway 62, the maximum value of which in the bus construction developed by the author of this work can be h = 335 mm, which is supported by the air suspension controls of the bus, the spare wheel bracket directly touches the road , and emphasis 3 is not involved. This is shown by the provisions of the spare wheel bracket and spare wheel, corresponding to their full lowering when the front of the bus is not jacked.

In that case, if the front of the bus body is jacked up to a maximum height of 200 mm, then the spare wheel bracket stops at 3. This shows the construction of the spare wheel bracket and spare wheel positions corresponding to their full lowering when the bus body is raised by 200 mm. It can be seen from these provisions that when lifting the bus body to a height of 200 mm, the spare wheel bracket stands at the stop 3. The use of the stop 3 reduces the angular movement of the lever 7, which would, if there was no stop 3, increase sharply if the body of the bus was lifted by a jack to a height of 200 mm . The use of emphasis 3 allows to reduce the stroke of the rod of the hydraulic cylinder 5 when lifting the body of the bus with a jack to a height of 200 mm.

When lifting the front of the bus to a height greater than 200 mm, spare wheel bracket touches the rubber stop 16, glued to the extreme profile of the base of the compartment floor. Therefore, when lifting the body of the bus to a height of more than 200 mm, the spare wheel bracket stops touching the road, because rests against the focus 16. When replacing the wheel there is no need to raise the body to a height greater than 200 mm, because suspension travel down, i.e. half of the total suspension travel, all buses have less than 200 mm, and full suspension travel averages 250 mm.

The use of a microprocessor control system allows you to quickly but smoothly lower the spare wheel.

Consider the process of lowering an empty spare wheel bracket without a spare wheel. When the spare wheel bracket is empty, the process of lowering it to the connection of both cavities with the drain has the same main points with the following differences.

Firstly, after reaching the maximum angle at which the oil supply remains maximum, the angular velocity and angular acceleration of the spare wheel bracket are reduced to much smaller limits, which is ensured by the corresponding correction of the regulation law.

Secondly, the angle at which both cavities of the hydraulic cylinder are connected to the drain increases.

To slow down the spare wheel bracket before touching its roadbed, increasing the pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel bracket, any traditional known regulation law can be applied.

Let us dwell on the application of the regulation law in more detail. To implement the regulation law, a section of the angular displacement of the spare wheel bracket is allocated, preceding its touching the roadbed and corresponding to the operation of the regulation law. This section is divided into discrete sections, the angular interval between these sections is equal to the angular interval between the centers of the impulse teeth. Each value of the angular displacement of the spare wheel bracket from this section in the microprocessor memory is associated with the value of the angular velocity, decreasing in each section until the zero value is reached. The regulation process is carried out at every step when the spare part is reached, the angular coordinate of the plot, while the difference in angular velocities used in the regulation process is calculated as the difference between the measured value of the angular velocity and read from the memory.

The most optimal application of the proportional-differential control law with possible adaptation depending on the angular acceleration of at least one of the coefficients facing angular acceleration.

When the spare wheel bracket is loaded with a spare wheel, it cannot be decelerated before touching the roadway with an increase in pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel bracket, because the spare wheel can jump out of the holder due to the large values of the inertia forces arising due to the large absolute values (i.e., modulo) of the angular acceleration when the spare wheel bracket is decelerated by hydraulics.

Let us return to lowering and raising the spare wheel bracket loaded with a spare wheel.

After lowering the spare wheel bracket and spare wheel, the driver takes out the spare wheel, which is easy to remove because The spare wheel bracket is designed for the 295 / 80R22.5 tubeless tire, and the inner radius of the stamped corners 4 is equal to the radius of the tubeless tire without load and slightly larger than the static rolling radius of the wheel 295 / 80R22.5.

After the replacement, the driver puts the defective wheel in place of the spare one, while the wheel is placed with the side of the disc protruding to the direction of the spare wheel bracket, where the diametrical cross member 2 of the spare wheel bracket has stamped bends for the disc departure, or is missing.

After that, the driver presses the button, the microprocessor receives a signal and provides, by supplying signals to the electromagnetic relay spools, such a position of the main spool, in which the maximum possible pressure is reached in the cavity of the hydraulic cylinder 5, which ensures the raising of the spare wheel, and the opposite cavity is connected to the drain.

Receiving voltage pulses from a pulse sensor that occurs when the angular position of the axis 9 and the pulse gear changes, the microprocessor determines the angular velocity from the amplitude of the voltage pulse, its angular acceleration, differentiating the pulses, and the angular position, counting the pulses. According to angular acceleration at the maximum possible pressure, the microprocessor determines whether the spare wheel bracket is loaded with a spare wheel or not.

As you raise the spare wheel bracket and spare wheel, the shoulder of the force from the rod of the hydraulic cylinder 5 to the lever 7 increases, and the shoulder of the gravity of the spare wheel bracket and spare wheel decreases. The angular velocity and angular acceleration of the spare wheel bracket and spare wheel increase.

For this reason, when a certain angle of rotation of the spare wheel bracket is reached, the microprocessor relieves the pressure in the cavity of the hydraulic cylinder 5, which ensures the raising of the spare wheel. In this process, the greater the angular velocity and (or) angular acceleration, the more pressure decreases, and vice versa, the angular velocity and (or) angular acceleration is less, the lower the pressure.

The mathematical expression that provides the connection between the pressure in the cavity of the hydraulic cylinder or its change can be any one that meets the above requirements, it is recorded in the memory of the microprocessor.

The case is possible when the value of the angular velocity corresponding to a certain angle of rotation of the spare wheel bracket, for example, the angle at which the oil supply to the cavity of the hydraulic cylinder remains maximum, is recorded in the microprocessor memory; and if the available value of the angular velocity does not match with the given one, the regulation process is carried out.

The above mathematical expression is a regulation law. Any conventional, well-known regulatory law may apply. The most optimal application of the proportional-differential law of regulation.

When the total vector of gravity of the spare wheel and spare wheel bracket passes through the center of axis 9, the pressure in the cavity remains small. After passing a certain angle relative to this equilibrium position, both cavities are connected to the drain, which is achieved by ensuring the central position of the main spool as a result of pressure equalization in its end cavities by electromagnetic relay spools.

The angle described above, at which both cavities of the hydraulic cylinder are connected to the drain, depends on the angular velocity and angular acceleration of the spare wheel bracket so that the larger they are, the smaller this angle, and vice versa, the smaller they are, the larger this angle. The mathematical expression describing the relationship between angular velocity and angular acceleration and this angle can be any that meets the above logic, it is written into the microprocessor's memory.

After connecting both cavities of the hydraulic cylinder with the drain of the spare wheel bracket with a spare wheel, they make an angular movement under the action of torque from their gravity, which is resisted by the expulsion of oil from the cavity of the hydraulic cylinder designed to lower the spare wheel bracket and the spare wheel, and filling the cavity with oil to raise the spare wheel bracket and spare wheel. For this reason, the angular velocity and angular acceleration of the holder with a spare wheel do not increase and remain small or decrease, which is facilitated by the choice of calibrated sections of hydraulic elements, as a result of this spare wheel bracket with a spare wheel, turning, smoothly reach the chassis or the main body of the bus. In this case, the spare wheel bracket stands in the recess of the compartment floor.

The use of a microprocessor control system allows you to quickly, but smoothly raise the spare wheel.

The microprocessor determines that the spare wheel bracket is raised with a spare wheel or an empty spare wheel bracket. This is determined by the angular acceleration of the spare wheel bracket at the maximum possible pressure in the cavity, i.e. at the maximum possible oil supply to the cavity of the hydraulic cylinder. This is best done at the maximum angle of rotation of the spare wheel bracket, at which the oil supply is still maximum.

Consider the process of raising an empty spare wheel bracket without a spare wheel. When the spare wheel bracket is empty, the process of raising it to the connection of both cavities with the drain has the same main points with the following differences.

Firstly, after reaching the maximum angle at which the oil supply remains maximum, the angular velocity and angular acceleration of the spare wheel bracket are reduced to much smaller limits, which is ensured by the corresponding correction of the regulation law.

Secondly, the angle at which both cavities of the hydraulic cylinder are connected to the drain increases.

To slow down the spare wheel bracket before touching its chassis or the main body of the bus with increasing pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel bracket, any traditional known regulation law can be applied.

Let us dwell on the application of the regulation law in more detail. For the implementation of the regulation law, a section of the angular displacement of the spare wheel bracket is allocated, preceding its touching the chassis or the bearing body of the bus and corresponding to the operation of the regulation law. This section is divided into discrete sections, the angular interval between these sections is equal to the angular interval between the centers of the impulse teeth. Each value of the angular displacement of the spare wheel bracket from this section in the microprocessor memory is associated with the value of the angular velocity, decreasing in each section until the zero value is reached. The regulation process is carried out at every step when the spare part is reached, the angular coordinate of the plot, while the difference in angular velocities used in the regulation process is calculated as the difference between the measured value of the angular velocity and read from the memory.

The most optimal application of the proportional-differential control law with possible adaptation depending on the angular acceleration of at least one of the coefficients facing angular acceleration.

When the spare wheel bracket is loaded with a spare wheel, it cannot be slowed down before the roadbed touches by increasing the pressure in the cavity of the hydraulic cylinder designed to lower the spare wheel bracket, because the spare wheel can jump out of the holder due to the large values of the inertia forces arising from the large absolute values (i.e., in absolute value) of the angular acceleration when the spare wheel bracket is decelerated by hydraulics.

Back to the process of raising the spare tire.

After installing the spare wheel 1 in the bus, the driver closes the cover 15 of the compartment, which moves the valve spool, and connects the pressure line of the hydraulic pump to the steering mechanism.

As noted above, the spare wheel can jump out of the spare wheel bracket due to the large absolute value of the angular acceleration when the spare wheel bracket is decelerated by hydraulics, for this reason it makes sense to fix the spare wheel in the spare wheel bracket.

This is most optimally done using a flexible joint removable on one side, which can stretch elastically and radially around the spare wheel and attach to the diametrical jumpers of the spare wheel bracket. This removable on the one hand flexible connection can be performed by any possible known traditional method.

This flexible connection can be a chain that is attached on one side to the diametrical jumper of the spare wheel bracket and can have a spring. On the other hand, the chain is worn on a hook rigidly connected to the other diametrical jumper of the spare wheel bracket, when the spring is stretched, if present.

Instead of a chain, a cable can be used, but this is not optimal, because the cable may burst.

This flexible elastic connection can be rubber and rigidly attached on one side to one of the diametrical jumpers of the spare wheel bracket, and on the other hand, have a loop worn when stretching the rubber onto a hook rigidly connected to the other jumper. However, the use of flexible elastic rubber compounds is not optimal, because rubber may burst.

The elasticity of the flexible joint is necessary so that the spare tire does not “play”, i.e. not beat, in spare wheel bracket and more securely fixed in it.

The processes of raising and lowering a spare wheel bracket with a fixed spare wheel have the same differences from the processes of raising and lowering a spare wheel bracket with an unsecured spare wheel as the processes of raising and lowering an empty spare wheel bracket described above, and there is no need to repeat them.

Let us dwell on the differences between the processes of raising and lowering the spare wheel bracket with a fixed spare wheel from the processes of raising and lowering the empty spare wheel bracket.

Firstly, to slow down the spare wheel bracket with a spare wheel before touching the roadway, or chassis elements or the bus body, the proportional-integral-differential control law is applied, the PID law is hereinafter.

Secondly, the angle at which the pressure in the cavity of the hydraulic cylinder remains the maximum possible increases.

Thirdly, the PID coefficients of the law depend on whether the spare wheel bracket is loaded with a spare wheel or not.

Let us dwell on this in more detail. In this case, when raising and lowering the holder of the spare wheel in the cavity of the hydraulic cylinder, providing raising or lowering the holder with or without a spare wheel, the maximum possible pressure is provided under the existing conditions, up to reaching a certain angle relative to the equilibrium position at which the total vector the gravity of the holder and the spare wheel passes through the center of the hinge of the holder. This angle can be chosen both before reaching the equilibrium position and have a negative sign, and after passing through the equilibrium position and have a positive sign. The magnitude of this angle depends on the angular velocity and angular acceleration of the holder, which together with its angular displacement is determined by the microprocessor; the greater the angular velocity and (or) the angular acceleration, the smaller this angle, and vice versa, the less than the angular velocity and (or) angular acceleration, the larger this angle. In the process of raising and lowering the spare wheel bracket, as well as in the previous cases, it is determined whether the spare wheel bracket is loaded with a spare wheel or not. This is determined by the angular acceleration of the spare wheel bracket at a certain angle of rotation with the maximum possible supply of oil to the cavity of the hydraulic cylinder, i.e. at the maximum possible pressure, while this angle is much smaller than the angle at which an equilibrium position is reached. The angular velocity of the holder is determined by the amplitude of the voltage pulse, the angular acceleration is determined by differentiating the voltage pulses, the angular displacement is determined by counting the voltage pulses, as in the previous cases. After passing through the above-described angle, the pressure in the cavity of the hydraulic cylinder decreases, the law of its reduction depends on the available angular velocity and angular acceleration so that the greater they are, the more intense the pressure decreases, and vice versa, the smaller they are, the lower the pressure decreases. When a certain angle is reached, which also depends on the angular velocity and angular acceleration so that the larger they are, the smaller the angle when counting from the zero position, and vice versa, both cavities of the hydraulic cylinder are connected to the drain. After that, the holder makes an angular movement under the action of moments from gravity and inertia. When the holder reaches the angular coordinate corresponding to the process of stopping it, the microprocessor increases the pressure in one of the cavities of the hydraulic cylinder, which is necessary to stop the holder, when touching its roadway, lowering the spare wheel, or when touching the chassis or the carrier of the bus when raising the spare wheel. When lowering the holder and the spare wheel, the pressure rises in the cavity designed to raise the spare wheel. When the holder and the spare wheel are lifted, the pressure rises in the cavity intended for lowering the spare wheel. The necessary pressure is determined by conducting the control process by deviating the value of the angular velocity relative to the optimal value stored in the memory. For its implementation in the microprocessor memory, the values of the angular displacement of the holder corresponding to the process of its braking are associated with the values of the angular velocity of the holder, decreasing to zero. The stop portion of the holder is divided into discrete sections, the angular interval between which is equal to the angular interval between the centers of the impulse teeth of the impulse gear, each angular movement of the holder from this section is associated with its angular velocity, the angular movement of the holder corresponding to its complete stop is associated zero value of angular velocity. The control process is carried out at each step, while the difference in angular velocities used in the regulation process is calculated as the difference between the available angular velocity and read from the memory. Any conventional, well-known regulatory law may apply. The most optimal application of the PID regulation law with possible adaptation depending on the angular acceleration of at least one of the coefficients of the law facing angular acceleration. PID law coefficients are adapted depending on whether the spare wheel bracket is loaded with a spare wheel or not. After the law of regulation is implemented, both cavities of the hydraulic cylinder are connected to the drain, and the holder reaches the final position, in contact with the roadbed when lowering it, or in contact with elements of the chassis or the main body of the bus when it is lifted; if when lowering the spare wheel and the holder the bus is jacked, the holder and the spare wheel are stopped hydraulically in the position corresponding to touching the roadway with the normal height of the bus body above the roadway, the holder and the spare wheel make the remaining movement as a result of gravity when connected to the drain both cavities of the hydraulic cylinder. It is possible that during the PID law, when lowering the spare wheel bracket, it rises above the roadway, for example, a curb, which is accompanied by a blow, and the spare wheel bracket stops before reaching the maximum angle of rotation, then both cavities of the hydraulic cylinder are connected to the drain.

Figure 1 is made on a scale of 1 cm: 1 mm and is a confirmation of the operability of the mechanism, because it can be seen that the mechanism fits into the dimensions of the HD-type bus in height and is workable, i.e. is a project of a real mechanism that can be used on a long-distance bus.

Consider the design of the proposed mechanism for raising and lowering the spare wheel of the intercity bus and the features of its work, based on the description of the following drawings.

In figure 2, the positions indicated:

6) - a tip of a rod of a hydraulic cylinder;

18) - snap ring;

4) - stamped corner spare wheel bracket;

19) - the axis of the hinge of the rod of the hydraulic cylinder;

20) - corner oiler;

7) - rear lever spare wheel bracket;

21) - a bolt;

22) - the puck;

17) - floor compartment;

9) - the axis of the hinge spare wheel bracket;

8) - bearing bracket of the mechanism;

16) - rubber buffer.

Figure 2 shows a fragment of the proposed mechanism, depicted on a scale of 1: 2.

The tip 6 of the rod of the hydraulic cylinder acts on the axis 19 of the hinge of the rod of the hydraulic cylinder. The tip 6 is fixed on the axis 19 by means of a spring retaining ring 18, elastic in the radial direction and having holes for the spikes of a special tool for the purpose of its installation and dismantling.

The design of the proposed mechanism assumes that the described hinge has a sliding bearing, which is a sleeve of antifriction material, such as bronze. This tribological unit is lubricated through an angular grease nipple 20 screwed into the hinge axis 19.

The stamped corner 4 of the spare wheel bracket is welded to the lever 7, which is pressed onto the axis 9 of the joint of the spare wheel bracket. The hinge of the spare wheel bracket has a sliding bearing, pressed into the bearing bracket of the mechanism 8. This tribotechnical unit is lubricated through an angled grease fitting 20, screwed into the axis 9.

The supporting bracket of the mechanism 8 is attached to the power profiles of the base of the compartment floor by means of bolts 21 and washers 22.

The floor of the compartment 17 is most appropriate to be made of a steel sheet having a stamped recess under the spare wheel bracket.

Rubber buffer 16 - the travel limiter of the spare wheel bracket is attached to the profile of the base of the compartment floor with glue, which is the most appropriate.

In figure 3, the positions indicated:

6) - a tip of a rod of a hydraulic cylinder;

23) - plain bearing;

24) - axial lubrication channel of the hinge of the rod end of the hydraulic cylinder;

7) - the rear lever of the mechanism;

9) - the axis of the hinge spare wheel bracket;

20) - corner oiler;

25) - the axial channel of lubrication of the hinge of spare wheel bracket;

26) - radial lubrication channel of the hinged spare wheel bracket;

19) - the axis of the hinge of the rod of the hydraulic cylinder;

4) - rear stamped corner spare wheel bracket;

31) - weld;

8) - bearing bracket of the mechanism;

28) - the sliding bearing of the hinged spare wheel bracket;

29) - weld;

30) - front stamped corner spare wheel bracket;

27) - weld;

32) is the front lever of the mechanism;

33) - gear pulse wheel;

34) - the protrusion of the gear impulse wheels;

17) - floor compartment;

35) - pulse sensor;

41) - the protrusion of the rear lever;

43) - the protrusion of the front lever.

Figure 3 shows a section of a fragment of the mechanism on a scale of 1: 2.

The axis 19 of the hinge of the rod of the hydraulic cylinder is pressed into the rear lever 7 of the mechanism. Pressing can be done both hot and cold. To carry out the pressing, the axis 19 has a section larger in diameter than the diameter of the friction of the hinge. The axis 19 also has a thrust collar designed to limit the movement of the axis 19 during pressing. The sliding bearing 23, which is a sleeve of antifriction material, such as bronze, is pressed into the tip 6 of the cylinder rod. To lubricate the tribological unit, the hinge has an axial channel 25, radial channels are located in a plane perpendicular to the section plane, and are not shown in FIG. 3.

The stamped rear corner 4 of the spare wheel bracket is welded to the rear lever 7 using a weld seam 27. The vertical part of the rear corner 4 is also welded to the lever 7 using welds that do not intersect with the cut plane. The lever 7 has two protrusions 41, one of which is shown in figure 3, to which the corner 4 is also welded.

The lever 7 is pressed onto the axis 9 of the hinge of the spare wheel bracket, the pressing can be performed both in the cold and in the hot state of the lever 7.

The axis 9 is installed in the bearing bracket 8 on the sliding bearing 28, which is a sleeve of antifriction material, such as bronze. To lubricate the tribological unit, the axis 9 has an axial 25 and radial 26 channels. An angled grease nipple 20 is screwed into the axis 9, from which lubricant flows through the axial channel 25 and radial channels 26 to the friction surface. In the described design, three pairs of radial channels 26 are made. The length of the tribological unit is 300 mm. When designing the unit, the length of the hinge was divided into 6 parts, of which two parts of the length are serviced by one pair of radial channels, so the location of the radial channels 26 was chosen.

Such a design of the hinge of the spare wheel bracket ensures its motor resource equal to the service life of the bus, i.e. 20-25 years with timely lubrication.

A case is possible when instead of the plain bearing 28, rolling bearings are used. The most optimal use of radial needle roller bearings without rings according to GOST-24310-80. For example, it is possible to use ten bearings K 80 88 30 arranged consecutively in a row one by one, while the number of lubrication channels increases to five, i.e. one channel for each pair of bearings.

With the use of rolling bearings, the lubrication period is significantly increased.

The front lever 32 is pressed onto the axis 9 of the hinge of the spare wheel bracket, as well as the rear lever 7. The pressing can be performed both in the hot and cold state of the lever 32. The lever 32 is pressed onto a section of the axis 9 having a diameter smaller than the main diameter of the axis 9 In the described construction of the mechanism, the main diameter of the axis 9 is 80 mm, and the diameter of the arm landing portion is 40 mm. This is to ensure the location of the pulse sensor 35.

The front corner 30 of the spare wheel bracket is welded to the front lever 32 using welds 29 and 31. The lever 32 has two protrusions 43, to which the corner 30 is also welded.

It is possible that the corners 4 and 30 of the spare wheel bracket are connected respectively to the levers 7 and 32 using a detachable connection made by any conventional method, for example, are screwed to them with screws that are screwed into the threaded holes of the levers and their protrusions. This case is not optimal and is not shown in the drawings.

The corners 4 and 30, forming the spare wheel bracket, are connected by axial bridges, which are welded to the corners 4 and 30 from the outside, in Fig. 3 these jumpers are not shown.

On the axis 9 puts on a pulse gear 33 in a loose fit. The impulse gear 33 is performed by any conventionally known conventional method so that it is mounted on an axis in a strictly defined position. It has a protrusion included in the bore of the axis 9. This is necessary so that the impulse gear 33 is worn on the axis 9 only in a certain position. Pulse gear 33 has teeth, i.e. axial protrusions 34, located not along the entire circumference of the pulse gear, but only on that part that extends near the pulse sensor 35 when raising and lowering the spare wheel.

The corner oiler 20 is screwed into the axis 5 and fixed with a spring washer (engraver), and is positioned so that its inlet is located vertically with a static position of the mechanism. For this purpose, together with the engraver, an adjusting washer can be used; in Fig. 3 it is not shown.

In figure 4, the positions indicated:

17) - floor compartment;

8) - bearing bracket of the mechanism;

7) - rear lever spare wheel bracket;

9) - the axis of the hinge spare wheel bracket;

20) - corner oiler;

28) - the sliding bearing of the hinged spare wheel bracket;

20) - a bolt;

21) - the puck;

32) - front lever spare wheel bracket;

33) - pulse gear.

Figure 4 shows a section of a fragment of the mechanism, made on a scale of 1: 2.

Figure 4 illustrates the shape and design of the supporting bracket of the mechanism 8, which is attached to the power profiles of the base of the compartment floor using three bolts 20 and washers 21. For fastening the supporting bracket of the mechanism 8, the power profiles of the base of the compartment floor have a corresponding arrangement. Bottom of the power profiles are nuts and washers, with which the supporting bracket of the mechanism 8 is attached to the body of the bus. The power profiles have such an arrangement that they allow the fastening of the supporting bracket of the mechanism shown in Fig. 4 to be realized.

In figure 5, the positions indicated:

6) - a tip of a rod of a hydraulic cylinder;

7) - rear lever spare wheel bracket;

19) - the axis of the hinge of the rod of the hydraulic cylinder;

32) - front lever spare wheel bracket;

33) - pulse gear;

35) - pulse sensor;

20) - a bolt;

8) - bearing bracket of the mechanism;

33) - pulse gear;

9) - the axis of the hinge spare wheel bracket;

28) - the sliding bearing of the hinged spare wheel bracket;

41) - the protrusion of the rear lever.

In section AA, the positions indicated:

28) - the sliding bearing of the axis of the hinge spare wheel bracket;

8) - bearing bracket of the mechanism;

36) - spring washer (engraver);

35) - pulse sensor;

37) - winding of a pulse sensor;

33) - pulse gear;

9) - the axis of the hinge spare wheel bracket;

32) - the front lever of the spare wheel bracket.

Figure 5 shows a fragment of the mechanism on a 1: 2 scale.

Section AA is made on a 1: 1 scale, i.e. real size.

Figure 5 shows the protrusions 41 of the rear lever 7 to which the rear corner of the spare wheel bracket is welded.

Figure 5 shows the shape of the protrusion of the pulse gear 33 included in the groove of the axis 9.

Figure 5 shows the location of the pulse sensor 35, it is located on the inner side relative to the front lever 32, its center is located in a plane located at an acute angle to a vertical plane passing through the center of the hinge of the spare wheel bracket. In this plane, section AA is made, which shows a section of the pulse sensor 35, characterizing its design.

The pulse sensor 35 has a cylindrical shape with a hexagon with a diameter of the circumscribed circle of at least 18.9 mm turnkey 17.

For fastening the pulse sensor 35, the carrier bracket of the mechanism has a tide in which a blind hole with a thread of 10 mm diameter is made into which a pulse sensor 35 is screwed, fixed with a spring washer (engraver) 36. An electromagnetic coil 37 is wound on the pulse sensor 35, in which voltage pulses are formed when the angular position of the impulse gear wheel 33 (section AA) changes.

It is possible that the gap between the pulse sensor 35 and the pulse gear 33 (section AA) is adjusted using adjusting washers mounted on the sensor 35 together with the engraver 36. At section AA, the adjusting washers are not shown.

The impulse gear 33 is put on the shaft 9 in a loose fit, it has teeth not along the entire circumference, but only along the part that passes the impulse sensor 35 when the wheel 33 is angularly moved when the spare wheel is raised and lowered.

It is possible that the gap between the impulse sensor 35 and the impulse wheel 33 is controlled by changing the position of the impulse wheel 33 by any possible known conventional method, for example by installing shims.

The decrease in the diameter of the axis 9 in the pressing section of the front arm 32 is caused by the need to install a pulse sensor 35.

6, the positions indicated:

38) - the rod of the hydraulic cylinder;

6) - rod tip;

23) - tip bearing;

19) - the axis of the hinge;

40) - a bolt;

24) - axial lubrication channel;

7) - the rear lever of the spare wheel bracket.

Figure 6 shows a section of a fragment of the mechanism, made in full size.

Figure 6 shows the design of the hinge of the rod of the hydraulic cylinder. On the threaded end of the rod 38 of the hydraulic cylinder, which is a hydraulic cylinder for steering the MAZ vehicles, a tip 6 is screwed up, also having a thread. The tip 6 is made similar to that used in the steering of MAZ vehicles and has a cutout at the location of the thread and two eyes under the coupling bolt 40, fixing the tip in a certain position on the rod 38, tightening its ends in the place where it is screwed onto the rod 38. In the tip 6, a sliding bearing 23 is pressed in, which is a sleeve made of an antifriction material, for example, bronze. The axis of the hinge 19 has an axial channel 24, as well as radial channels (not shown in FIG. 6) for lubricating the hinge.

7, the positions indicated:

6) - a tip of a rod of a hydraulic cylinder;

23) - tip bearing;

41) - snap ring;

19) - the axis of the hinge;

42) - spring washer (engraver);

20) - corner oiler;

24) - axial lubrication channel;

44) - radial lubrication channel;

7) - rear lever spare wheel bracket;

39) - persistent shoulder;

18) - snap ring.

Figure 7 shows a section of a fragment of the mechanism, made in full size.

The hinge axis 19 is pressed into the rear arm 7 of the spare wheel bracket. Pressing can be carried out both in the hot and cold state of the lever 7. During a hot landing, the lever 7 is heated, and the axis 19 is cooled. At the insertion point, the axis 19 has a section larger in diameter than the main section. The axis 19 also has a thrust collar 39, restricting the movement of the axis 4 during pressing.

An angled grease nipple 20 is screwed into the axis 19 and fixed by means of a spring washer (engraver) 42. The angled grease nipple 20 is screwed so that its bend is in a horizontal plane under the static position of the mechanism; for this purpose, adjusting washers installed on the grease nipple 20 together with an engraver. From the grease fitting 20, the lubricant passes through the axial 24 and radial channel 44 to the friction surface.

The tip 6 of the rod of the hydraulic cylinder is fixed on the axis 19 using a retaining ring 18, elastic in the radial direction and having holes for the spikes of a special tool for mounting and dismounting, as shown in figure 2. The circlip 18 is fixed in the groove of the axis 19 under the action of its own elastic force.

The tip 6 of the rod is made so that it is wound on the rod of the serial hydraulic steering cylinder of MAZ vehicles.

In the described design of the proposed mechanism, two radial channels are selected to lubricate the hinge described. The reason for using two radial channels is that each of the radial channels serves half the length of the hinge.

In conjunction with the lower rod of the hydraulic cylinder rod can be used rolling bearings.

The most optimal is the use of radial needle roller bearings without rings according to GOST 24310-80. Moreover, to ensure a sufficient resource of the hinge, its length and (or) diameter can be increased.

Perhaps the use of single-row tapered roller bearings of increased load capacity according to GOST 27365-87 or single-row tapered roller bearings according to GOST 333-79.

In these cases, the hinge may have a bearing adjustment mechanism.

On Fig positions indicated:

45) - bracket;

46) - a bolt;

47) - the puck;

11) - vertical profile of the base of the chassis (load-bearing housing) of the bus;

50) - stuffing box sleeve;

51) - stuffing box ring;

52) - oil seal;

53) - snap ring;

5) - hydraulic cylinder;

54) - screw;

55) - spring retaining ring of the bracket;

56) - thread;

12) - horizontal profile of the base of the chassis (load-bearing housing) of the bus;

57) - axial lubrication channel;

58) - radial lubrication channel;

59) - the inner ring of the bearing ШС-30;

60) - the outer ring of the bearing ШС-30;

61) is the line of transition of the form from rectangular to cylindrical;

49) - nut;

47) - the puck;

48) - spring washer (engraver).

On Fig shows the pairing of the steering cylinder of the MAZ vehicles with the profiles of the base of the chassis (load-bearing housing) of the bus.

For pairing, a bracket 45 is used, which is fastened with bolts 46, washers 47, spring washers (engravers) 48, nuts 49 to the vertical profiles of the chassis base or the bus body. It has a rectangular shape at the interface between the bracket and the vertical profiles 11 of the base of the bus, and at the interface with the eye of the hydraulic cylinder, it is cylindrical, line 61 shows the separation of the shape.

In the proposed design of the proposed mechanism, the same pairing mechanism is retained that is used in pairing the MAZ steering cylinder with the frame, with the difference that instead of the pairing finger, the bracket 45 is used.

The basis for pairing the MAZ automobile steering hydraulic cylinder with the frame is the ShS-30 spherical bearing, made in accordance with GOST 3635-78. According to this standard, the AL type provides holes for lubrication in the inner ring.

The outer ring 60 of the ШС-30 bearing is pressed into the hole of the hydraulic cylinder 5. In the assembled state, the outer ring 60 is fixed from axial movement by two retaining rings 53, radially elastic and having holes for the spikes of a special tool for mounting and dismounting. When assembling the mechanism, one of the rings 53 is first installed, then the outer ring 60 is pressed in, after which the second retaining ring 53 is installed.

Then, when assembling the mechanism, the sleeve 50 of the oil seal 52, left in Fig. 8, is installed on the bracket 45. After that, the inner ring 59 is inserted into the outer ring 60, then the oil seal 52 and the ring 51 of the oil seal 52 are screwed, after which the inner ring 59 is pressed onto the bracket 45 so that its lubrication holes coincide with the channels for lubricating the bracket 45. After pressing in the inner ring 59, the oil seal 52, left in Fig. 8, is inserted into the oil seal sleeve 50.

Then, the gland sleeve 50 in the right side of Fig. 8 is put on the sleeve 50, then the gland 52 and the gland ring 50 in the right side of Fig. 8 are screwed with screws 54.

The fittings for the lubrication of the ShS-30 hinge bearing are screwed into the thread 56 of the axial channel 57 of the bracket 45, an oiler is screwed onto the end of this tube, which is displayed in a convenient place, for example, on the carrier bracket of the mechanism below the grease fitting of the hinge of spare wheel bracket.

When using the MAZ automobile steering hydraulic cylinder, the design of the hinge of the hydraulic cylinder eye is preserved with the difference that instead of a finger for pairing the hydraulic cylinder with a frame having channels for lubricating the ShS-30 ball bearing, an arm 45 is used.

The use of the ShS-30 spherical bearing in the proposed mechanism is caused by the fact that it is impossible to ensure parallelism of the axis of the hinge of the hydraulic cylinder rod and the axis of the eye of the hydraulic cylinder with minimal tolerances for non-parallelism, since the carrier bracket of the mechanism is bolted to the base of the bus, and distortions are possible, which can occur in the bracket 45 mounting to the power profiles of the chassis or the bus carrier.

In all hinges of the mechanism, sliding bearings made of self-lubricating materials that do not require periodic lubrication during operation of the mechanism can be used. These self-lubricating materials can be any, based on the requirements of the greatest resource at the lowest cost. In this case, there are no grease nipples and lubrication channels. In this case, in conjugation of the eye of the hydraulic cylinder with the bracket 45 (Fig. 8), a spherical self-lubricating bearing can be used, while there are no channels for lubrication in the bracket 45 and the inner spherical ring.

Any conventional conventional self-lubricating rolling bearings can be used.

Let us dwell on the description of the hydraulic system of the mechanism.

The hydraulic system includes: a main spool, relay electromagnetic spools and a valve, the spool of which is mechanically connected to the cover of the compartment in which the mechanism is installed.

The main spool has two end cavities, each of which is connected to its relay spool, and two middle cavities, each of which is connected to the corresponding cavity of the hydraulic cylinder, with the pressure head of the hydraulic pump and with the drain. The main spool has three sections of the inner working diameter of the sleeve and two sections of reduced diameter. When moving the spool, its middle part of the sleeve diameter ensures the connection of each cavity of the hydraulic cylinder with the pressure head of the hydraulic pump and with the drain, adjusting the pressure in the cavities, changing the flow areas of the spool holes.

The principle of operation of the main spool is quite similar to the principle of action of the power steering spool, with the difference that the end cavities are connected to the relay spools.

Relay spools are the simplest electromagnetic spools, each of which has one central cavity, which can be connected to the discharge line of the pump and to the drain. The pressure at the output of the electromagnetic spool depends on the current flow sections of the spool, determined by its position. The position of the spool is determined by the available force on the rod of the electromagnet, which is made as a whole with the spool or connected to it.

Two cases are possible. In the first case, the spool electromagnet has one winding and a spring acts on the stem. In the second case, the electromagnet has two windings, the magnetic induction vectors of which are directed opposite to each other. In this case, the voltage on one of the windings is constant, and on the second it changes, as a result of which the spool moves. In both cases, the voltage on the winding is provided at the command of the microprocessor in the process of raising and lowering the spare wheel.

The hydraulic system is carried out in one housing with the electrical part of the mechanism control system, including the microprocessor, and is an electrohydrosystem. Most preferably, the housing of the electro-hydraulic control system is positioned behind the spare wheel under the hydraulic cylinder. The remote control with a mechanism control button is most preferably also located behind the spare wheel, in the upper rear corner of the compartment under the cover.

We formulate the mechanism assembly algorithm.

1. The axis of the hinge of the hydraulic cylinder rod is pressed into the rear lever, the pressing is done so that when the mechanism is in a static position, the lubrication channels of the hinge are horizontal, for this purpose marks can be applied to the axis and lever.

2. To the front and rear levers of the spare wheel bracket are stamped corners forming the spare wheel bracket are welded or screwed.

3. The sliding bearing of the spare wheel bracket of the spare wheel bracket is pressed into the carrier bracket of the mechanism.

4. The bearing bracket of the spare wheel bracket is inserted into the carrier bracket of the mechanism.

5. Front and rear levers are pressed onto the axis of the hinge of the spare wheel bracket, while it is possible to ensure that in the static position of the mechanism the lubrication channels are in a vertical position.

6. After that, an angular oiler is screwed into the axis of the hinge of the spare wheel bracket and set so that in the static position of the mechanism the bend of the oiler is in a horizontal position, if necessary, adjusting washers are installed.

7. Going the inner hinge of the hydraulic cylinder; O-rings and the inner ring of the ШС-30 bearing are pressed onto the hinge bracket so that the lubrication holes in it and the hinge bracket match, a snap ring is installed, but the bracket is not screwed onto the power profiles.

8. A rod tip is screwed onto the hydraulic cylinder rod, fully retracted into the hydraulic cylinder, but is not fixed by a coupling bolt.

9. The tip of the hydraulic cylinder rod fits onto the hinge axis.

10. The bracket of the internal hinge of the hydraulic cylinder is screwed to the power profiles.

11. By rotating the hydraulic cylinder rod, ensure that, in the static position of the mechanism, the hydraulic cylinder rod is fully retracted.

12. The tip of the hydraulic cylinder rod is fixed to the rod with a coupling bolt.

13. The axial jumpers are welded to the corners of the spare wheel bracket, for this the mechanism rotates relative to the static position.

14. The nipple is screwed into the hinge of the hydraulic cylinder rod, while ensuring that the bend of the nipple is in a horizontal plane with a static position of the mechanism.

15. The body of the electrohydrosystem is installed.

16. The hose of the lubricator of the internal hinge of the hydraulic cylinder is connected, while the lubricator is displayed in a convenient place for lubrication, most optimally for the lubricator of the hinge.

17. The hoses of the hydraulic cylinder are connected to the body of the electro-hydraulic control system.

18. The snap rings of the hydraulic cylinder hinges are inserted.

19. The crane control drive is connected to the compartment cover drive.

20. The air is removed from the system.

The mechanism is designed so that it is enough for the entire service life of the bus. There is no need for any repair during operation.

The author worked as a bus driver and knows that such mechanisms are not restored in operation.

Let us dwell on the arrangement of the mechanism on buses.

As noted above, on intercity and sightseeing buses, the proposed mechanism is most appropriate to be placed on the front overhang between the right passenger door and the wheel arch of the right front wheel, the front overhang of modern intercity buses is 2600-2800 mm, which allows you to find 500 mm length for the proposed mechanism.

A suburban or intercity bus with a low floor, i.e. bus type UL, or the intercity bus type H, a spare wheel is also located on the front overhang between the right front passenger door and the wheel arch of the right front wheel. An example is the Mersedes-Benz “Connecto” bus, which has a low floor along the entire length of the bus and a single wing front door, in which the proposed mechanism can be located on the front overhang so that the mechanism is located under the floor of the bus, and the spare wheel is in niche of the front seats, fenced off from the passenger compartment.

The proposed mechanism can be implemented on almost all intercity buses, with the exception of only some buses with a very small front overhang, for example, Chinese Kinglong buses and some models of Volvo buses and some other buses.

On some intercity buses, the proposed mechanism can be implemented with minimal alterations related to the transition from the use of two fuel tanks located on the front overhang at the edges between the right and left front doors and wheel arches, but in shockproof areas, i.e. offset to the center from the front walls; to the scheme with one fuel tank located in the center of the bus under the floor of the passage between the seats, so that its rear part is between the independent front wheel suspension arms, and the front part of the tank is at a large (about 2 meters) distance from the most protruding front point the bus; such a scheme has spread on buses Man and Neoplan.

Of the existing domestic Russian buses, the proposed mechanism can be implemented on GOLAZ intercity buses on the LiAZ-5256 chassis, having a 2510 mm front overhang and a single-wing front door, the distance between the front door and the right front wheel arch is quite enough for the arrangement of this mechanism, while the spare tire should be in the niche of the right front seats.

On suburban and city buses, the use of the proposed mechanism is complicated by the following circumstances.

Firstly, it requires a large free space on the right, about 1.5 m, which is far from always possible to find.

Secondly, the proposed mechanism does not fit well in the dimensions of the suburban bus in height and requires a high seat height above the lowest point of the body when the spare wheel bracket is located with a spare wheel in the seat niche.

In other words, the use of the proposed mechanism on suburban and city buses requires a large cabin floor height, which makes it difficult to use on these buses.

Nevertheless, the use of the proposed mechanism on suburban and city buses is not excluded.

The location of the proposed mechanism on the front overhang for suburban and city buses with a double-wing front door on the door side is problematic. Therefore, it should be located in a niche of seats and located on the rear overhang or within the wheelbase, especially for low-floor buses, which are most of the modern suburban and city buses.

The location of the mechanism on the driver's side is impossible, because a spare wheel will extend over the carriageway and require a large carriageway width.

The author worked as a bus driver in the bus fleets of the Mosgortrans State Unitary Enterprise and knows that there is no need to carry a spare tire on a city bus, because tire technical assistance brings him.

On suburban buses, the situation is completely different, because it’s hardly advisable to carry a spare tire on technical assistance tires up to 60 km, and is not practiced in many fleets.

The proposed described mechanism for raising and lowering the spare wheel has the disadvantage that in the event of a failure in the electrical system, the issuance of a spare wheel from the bus and raising the spare wheel to the bus are not possible.

The fact is that failures are possible and not excluded in the electrical equipment system, especially in the domestic manufacture of the electrical equipment system. There are a lot of examples, and all of them relate to domestic buses.

The service life of a long-distance bus in Russia is more than twenty years. With increasing age of the bus, the likelihood of a failure in the electrical system increases.

The proposed described mechanism has the disadvantage that in case of malfunctions in the microprocessor control system, it is problematic to remove the spare wheel from the bus even in the conditions of a repair zone. Failures are possible in various elements of the microprocessor control system. For example, an electromagnet of a relay valve burned out, no current flows to the microprocessor, wires are oxidized, etc. etc.

It is difficult to foresee all possible malfunctions of the electrical system. For this reason, it makes sense to ensure the possibility of the proposed mechanism for raising and lowering the spare wheel in case of failure of the microprocessor system.

The proposed mechanism was developed by the author for the proposed 13-meter intercity bus, also developed by the author, which is also an invention and the subject of a separate application.

For the proposed intercity bus, the mechanism for raising and lowering the spare wheel is an integral element.

To ensure the operation of the proposed mechanism without electronics, the oil supply in the cavity of the hydraulic cylinder must be manually controlled by the driver.

It is most optimal to provide the ability to manually control the driver with electromagnetic relay spools. To ensure this, electromagnetic relay spools are removed from the body of the electro-hydraulic system and connected to the pressure line of the pump after the valve connected to the compartment cover and the end cavities of the main spool, and by draining the hydraulic system using tubes and through electrical wires are connected to the body.

Relay electromagnetic spools are carried out in any traditional known manner so that it is possible to press the arm of the electromagnetic spool by hand.

For this, it is most advisable to carry out electromagnetic relay spools so that the armature of the electromagnetic spool is connected to a button. Relay spools are installed in a sealed enclosed housing.

The case of relay electromagnetic spools is carried out to any place of the bus, in which the driver could control the process of raising or lowering the spare wheel without the risk of injury to spare wheel bracket or spare wheel.

It is most optimal to install the housing of relay spools under the hatch located above the right front wheel.

Many traditional famous buses have hatches located above the front wheels. Such buses include, for example, Neo-plan Cityliner and many other buses.

In the absence of these hatches, the housing of the relay spools can be located under the front bumper on the right side.

The proposed bus has triangular hatches above the front wheels, not rectangular ones, as in traditional famous buses.

When installing the housing of electromagnetic relay spools under the hatch located above the right front wheel, it is installed in the rear of the space under the hatch, behind the pneumatic elastic suspension element of the right front wheel suspension. This is necessary so that when you press the button and lower and raise the spare wheel bracket, he cannot injure the driver.

When designing a push-button drive of relay electromagnetic spools, it is necessary to ensure that the push-button drive mechanism transfers the force from the buttons to the anchors of the electromagnets and does not transmit the pressing force from the electromagnets to the buttons. This will lead to a decrease in the power of electromagnets, as buttons are sealed. Each of the buttons is different in color. Next to the buttons can be inscriptions in Russian and English languages "Lowering" and "Raising". This is necessary so that the driver knows which button to press when the electrical part of the control system fails.

The disadvantage of performing relay electromagnetic spools in a separate housing under the hatch located above the right front wheel is the cost of the mechanism associated with the introduction of a large number of hydraulic tubes and electric wires into its design.

In practice, this allows the operation of the proposed mechanism for raising and lowering the spare wheel in case of malfunctions in the electric circuit of the electro-hydraulic control system.

Consider how this happens. Suppose one of the wheels of the bus is flat. The driver closes the right front passenger door and opens the cover of the spare wheel compartment. As a result of this, the steering mechanism is cut off from the hydraulic system of the bus and connected to the mechanism for raising and lowering the spare wheel. Then the driver presses the control button. Due to a malfunction in the electric circuit, there is no current in the microprocessor control system of the mechanism. For this reason, when the control button is pressed, the spare tire is not displayed, i.e. the control system does not respond to a button press. To issue a spare wheel, the driver opens the hatch located above the right front wheel and presses the button for lowering the spare wheel, highlighted with the corresponding inscription and color. As a result of the mechanical influence of the driver on the electromagnetic relay spool, to which the oil pressure is supplied from the hydraulic pump, the oil pressure is provided in the end cavity of the main spool, which provides the lowering of the spare wheel. As a result of this, oil under pressure is fed into the cavity of the hydraulic cylinder, which ensures the lowering of the spare wheel bracket and spare wheel. Spare wheel starts to protrude from the bus. The more the driver presses the button, the greater the pressure of the oil is issued by the relay valve, and the greater the oil pressure is provided in the cavity of the hydraulic cylinder, and the faster the spare wheel is issued. When the driver releases the button, both cavities of the hydraulic cylinder are connected to the drain, and the spare wheel bracket with a spare wheel is lowered by its gravity. The driver, by clicking on the button, chooses the rate of lowering the spare wheel himself, up to the point that he can increase the oil pressure in the cavity of the hydraulic cylinder providing raising the spare wheel to stop the spare wheel before touching the spare wheel plate when pressing the button for raising the spare wheel, highlighted color and inscription. To raise the spare wheel, which becomes a defective wheel after replacing it with a spare wheel, the driver presses the button to raise the spare wheel. As a result of mechanical action on the armature of the electromagnet of the relay spool, it provides oil pressure in the end cavity of the main spool, which ensures the raising of the spare wheel. As a result of this, the main spool provides oil pressure in the cavity of the hydraulic cylinder, which provides the raising of the spare wheel. It is the more, the stronger the driver presses the button. As when lowering the spare wheel, the driver, by clicking on the button, chooses the rate of raising the spare wheel and spare wheel bracket. After passing the spare wheel bracket and spare wheel of the equilibrium position, the driver can release the button, and they will take their position in the compartment of the bus under the influence of their gravity. By pressing the spare wheel lowering button, the driver can stop the spare wheel bracket and spare wheel before touching their bus body. After raising the spare wheel, the driver closes the hatch above the right front wheel and the cover of the spare wheel compartment. The mechanism for raising and lowering the spare wheel is cut off from the hydraulic system, which is connected to the steering mechanism, and the bus is ready for movement.

When designing a push-button drive of relay electromagnetic spools and placing it under the hatch above the right front wheel, it is necessary to protect the above buttons from dirt, to seal the buttons and equip them with separate springs, so that during normal operation of the electromagnets, the force on the buttons is not transmitted.

The contour of the button housing may have a perimeter seal that interacts with the hatch located above the right front wheel when it is closed.

When describing the operation of the proposed mechanism without electronics, the question arises: what happens if the driver presses the wrong button, will the mechanism break the bus farm?

The fact is that the situation is possible that, for example, when the spare wheel bracket is in the compartment with or without a spare wheel, the driver presses the button for raising the spare wheel.

The power profiles for securing the hydraulic cylinder to the power profiles of the chassis or the bus body are calculated for the maximum force of the hydraulic cylinder at maximum pressure. Power sections of the compartment floor are also calculated for the maximum force of the hydraulic cylinder. For this reason, when the driver presses the wrong button, the mechanism of the bus farm will not break. The hinges of the hydraulic cylinder and the proposed mechanism are also designed for the maximum force of the hydraulic cylinder, and the mechanism will not break itself.

As calculations show, the maximum effort of the MAZ-64229 steering hydraulic cylinder, i.e. its force at the maximum pressure of the hydraulic pump corresponds to the force required to raise the spare wheel and spare wheel bracket even when the bus body is raised by a jack. At the same time, it should be taken into account that, as the spare tire is lowered, the shoulder of the force of the hydraulic cylinder decreases, and to raise the spare wheel when the body is raised, a greater force is required than when the body of the bus is not jacked. This hydraulic cylinder allows you to raise the spare wheel with sufficient acceleration even with the jack of the bus body.

The fact is that for a 13-meter intercity bus proposed by the author, every kilogram of mass is important, because the limiting factor in the application and creation of biaxial thirteen-meter buses is their mass and axial load on the road. In addition, the smaller the force, the greater the resource and less mass of the mechanism. For this reason, it makes sense to provide a connection with the discharge of the hydraulic cylinder cavity, corresponding to raising or lowering the spare wheel when the spare wheel holder is in extreme positions, introducing into the hydraulic system limit switches, which are one or two spools connected in any conventional way to one of the holder levers ; in relation to the process of lowering the spare wheel bracket and spare wheel, the extreme position is the position corresponding to the contact of the spare wheel bracket of the roadway with a normal body height above the road, i.e. with a jack not lifted. When the holder is fully lowered, the cavity corresponding to lowering is connected to the drain, and when the holder is fully raised, the raising cavity is connected. The introduction of one or two additional spools, which are limit switches, will not lead to a significant increase in the cost of the mechanism.

The MAZ-64229 steering hydraulic cylinder is taken because it is mass-produced and widely used, and has proven itself well.

Provided that the proposed mechanism works without electronics, it is “eternal”. He will work the entire life of the bus.

The author worked as a bus driver and knows that in the event of a breakdown of such mechanisms, no one will put the bus into repair. For our country, this would be a joke.

In conclusion, I would like to note that what should be the proposed mechanism, it is up to the designer. The proposed mechanism can be completely maintenance free due to the use of roller bearings and self-lubricating bushings in the hinges.

Similar mechanisms are definitely needed, because the spare tire lying in the trunk is primarily a sign of the imperfect design of the bus, as it’s easier to put a spare tire in the trunk than to put it in a regular place.

In addition, it is necessary to facilitate the hard work of the driver, because according to data from the Internet, the 295 / 80R22.5 bus itself has a mass of 57-60 kg, the disk weighs the same. It should be taken into account that the tire and the disk of this dimension carry a load of 3550 kg and to transfer this load they must have a margin of safety.

The fact is that to extend the life of tires, they must be rearranged according to the scheme along with a spare wheel. For this reason, the use of such mechanisms is relevant, because the spare wheel is removed and put when shifting to the hub, and the used wheel becomes a spare.

With proper design, the cost of the proposed mechanism is small and amounts to a maximum of $ 1,000.

References

1. MAZ 103, 103 C, 104, 104 C, 105, 152, 152A buses. Manual. 103 - 0000020 RE. Book 1. Book 2. Minsk 2002.

2. Cars Ural models - 4320 - 01, - 5557: Device and maintenance / S.L. Antonov, V.A. Trofimov, A.I. Shturyukin et al. - M .: Transport, 1994 .-- 245 p., Ill., Tab.

3. MAZ. Catalog of parts and assembly units. P. Ed. Geza Com, 1995 - 240 p.

Claims (26)

1. The mechanism for raising and lowering the spare wheel having a spare wheel holder, covering half the circumference of the spare wheel, and consisting of bent around the circumference of the corners, diametrical jumpers and axial couplers connecting the corners, pivotally connected to the body or chassis of the bus and pivotally connected to the hydraulic cylinder raising and lowering the spare wheel, which is also pivotally connected to the chassis or housing of the bus, having a hydraulic system powered by the steering pump of the bus, characterized in that the hinge the spare wheel holder, connecting it to the bus body, is located on the outside of the bus relative to the center of the spare wheel, which is in a static position in the bus body. 2. The mechanism according to claim 1, characterized in that the length of the hinge of the holder of the spare wheel connecting it to the chassis or the bearing body of the bus is greater than or equal to the width of the profile of the spare wheel. 3. The mechanism according to claim 1, characterized in that the spare wheel holder has two levers, front and rear, rigidly connected to the corners of the holder, for example, welded to them; these two levers are mounted on each side on the hinge axis of the spare wheel holder and are rigidly connected to it, for example, are pressed. 4. The mechanism according to claim 1, characterized in that the MAZ automobile steering cylinder is used as a hydraulic cylinder, the eye of which is connected to the bracket by means of a spherical bearing ШС-30, and the bracket is rigidly connected to the power profiles of the chassis base or the bus body, for example, is fastened to them by means of bolts, nuts and washers. 5. The mechanism according to claim 1, characterized in that the hinge axis of the spare wheel holder is located in the hinge body, called the bearing bracket of the mechanism, and located under the spare wheel when it is in a static position on the outside of the bus from its center, and attached by at least three bolts, nuts and washers to the power profiles of the base of the compartment floor. 6. The mechanism according to claim 3, characterized in that one of the levers of the spare wheel holder is rigidly connected to the section of the axis of the hinge of the holder having a diameter smaller than the main diameter of the friction of the axis, and the second lever is rigidly connected to the section of the axis of the hinge of the holder of the spare wheel equal to the diameter of the friction axis of the hinge of the holder or larger, the rigid connection of the levers with the axis of the hinge of the holder can be a pressing of the levers with their holes on the extreme parts of the axis of the hinge of the holder. 7. The mechanism according to claim 6, characterized in that under the lever of the spare wheel holder, rigidly connected to the section of the axis of the hinge of the holder, having a diameter smaller than the main diameter of the friction of the axis, for example, pressed onto it, there is a pulse sensor so that its center is in a plane located at an acute angle to the floor plane of the compartment. 8. The mechanism according to claim 7, characterized in that on the plot of the axis of the hinge of the holder having a diameter less than the main diameter of the friction of the axis of the hinge, a pulse gear is installed so that it can be installed on the axis only in a strictly defined position, this can be achieved by that the hole of the pulsed gear wheel under the hinge axis has a radial protrusion, which, when the wheel is installed, enters the groove of the hinge axis. 9. The mechanism according to claim 8, characterized in that the pulse gear has protrusions not along the entire circumference, but only on that part that passes near the pulse sensor when raising and lowering the spare wheel. 10. The mechanism according to claim 7, characterized in that the pulse sensor is screwed into the tide of the carrier bracket of the mechanism, having a blind hole with a thread. 11. The mechanism according to claim 3, characterized in that the front and rear levers of the spare wheel holder have protrusions with which the corners of the spare wheel holder are also rigidly connected, for example, welded to them. 12. The mechanism according to claim 6, characterized in that with the lever of the spare wheel holder rigidly connected to the section of the axis of the hinge of the holder having a diameter equal to or greater than the main diameter of the friction, the axis of the hinge of the hydraulic cylinder rod is rigidly connected, for example, by pressing on the axis hinge in the hole of the lever, the tip of the hydraulic cylinder rod is put on the axis of the hinge together with the bearing, forming a hinge of the hydraulic cylinder rod. 13. The mechanism according to any one of claims 1, 12, characterized in that the bearings are used in the hinge of the spare wheel holder and the hinge of the hydraulic cylinder rod. 14. The mechanism according to claim 1, characterized in that its hydraulic system, in addition to the hydraulic cylinder, includes: a main spool having four cavities, two end and two central; and two electromagnetic relay spools, each of which is connected to the corresponding end cavity of the main spool and can connect it to the pressure line of the hydraulic pump or to the drain, each of the central cavities of the main spool is connected to a specific cavity of the hydraulic cylinder and can connect to the pressure line of the hydraulic pump or to the drain; as well as a crane that disconnects the steering mechanism from the pressure line of the hydraulic pump when raising and lowering the spare wheel. 15. The mechanism according to 14, characterized in that the electromagnetic relay spools of the hydraulic system are controlled by the commands of the microprocessor, which is an integral part of the microprocessor control system. 16. The mechanism according to 14, characterized in that the crane disconnecting the steering mechanism from the hydraulic system has a mechanical drive from the mechanism compartment cover, such that when the compartment cover is opened, the steering mechanism is disconnected from the hydraulic system and the hydraulic pump of the steering mechanism is connected to the hydraulic system of the mechanism raising and lowering the spare wheel. 17. The mechanism according to p. 15, characterized in that the electrical part of the control system, including a microprocessor and a number of auxiliary electrical elements, and the hydraulic system are combined in a single housing located in the compartment of the mechanism on the side of the hydraulic cylinder, and are located under the hydraulic cylinder. 18. The mechanism according to claim 1, characterized in that with the extreme power profile of the compartment floor located on the side of the compartment lid, it is rigidly connected, for example, glued or fastened with screws, a rubber stop restricting the angular movement of the spare wheel holder when lifting the front part of the bus with a jack. 19. The mechanism according to any one of claims 1, 12, characterized in that the bearings are used in the hinge of the spare wheel holder and the hinge of the hydraulic cylinder rod. 20. The mechanism according to p. 15, characterized in that when lowering the spare wheel, the microprocessor first provides the possibility of maximum oil flow into the cavity of the hydraulic cylinder, which lowers the spare wheel, and, as a result, the maximum pressure in it, which is provided by disconnecting this cavity from the drain and connecting it to the discharge line of the hydraulic pump with a maximum opening of the bore of the sleeve of the main spool connected to this cavity; then the microprocessor determines the angular velocity, angular acceleration and angular displacement of the spare wheel holder using signals from a pulse sensor, angular velocity is determined by the amplitude of the voltage pulse, angular acceleration is determined by differentiating voltage pulses, angular displacement is determined by counting voltage pulses; then the microprocessor when reaching a certain angle of rotation of the holder reduces the pressure in the cavity of the hydraulic cylinder, which provides lowering of the spare wheel, while the greater the angular velocity and / or angular acceleration of the holder, the more pressure decreases, and vice versa, the lower the angular velocity and / or angular acceleration, the lower the pressure, the angular velocity corresponding to a certain angle of rotation of the holder, for example, the angle at which the oil supply to the cavity of the hydraulic cylinder remains maximum, can be recorded in the microprocessor memory, and if the available value of the angular velocity does not match, the regulation process is carried out; the mathematical expression relating pressure or a change in pressure in the cavity of the hydraulic cylinder with angular velocity and angular acceleration can be any one that meets the above requirements, a proportional-differential control law can be applied; this is to limit angular velocity and angular acceleration with large angular displacements of the holder; for this purpose, the microprocessor connects both cavities with the drain after the holder has passed the spare wheel with the spare wheel at a certain angle relative to the equilibrium position, in which the total vector of their gravity passes through the center of the holder hinge, this angle is greater, the angular velocity and angular acceleration are smaller, and on the contrary, this angle is the smaller the angular velocity and / or angular acceleration is greater, while the mathematical expression of the relationship of this angle with the angular velocity and angular acceleration is stored in the micro CPU the above-described connection of both cavities with a drain allows minimizing the values of angular velocity and angular acceleration at an angular position of the holder corresponding to the touch of its roadbed; for this purpose, the microprocessor raises the pressure in the cavity of the hydraulic cylinder, which provides a spare wheel if the spare wheel holder is empty, without a spare wheel, which also determines the microprocessor, the necessary pressure value to slow down the holder is determined by carrying out the regulation process by deviating the angular velocity from the optimal value, stored in the memory, for its implementation in the microprocessor memory, the values of the angular displacement corresponding to the process of stopping the holder are set in the correspondence of the value of the angular velocity of the holder, decreasing to zero, the regulation process is carried out at each step when moving from one value of the angular coordinate to another, at each step the difference in angular velocities used in the process of regulation is calculated as the difference between the available angular velocity and read from memory , a well-known regulatory law may apply; upon reaching the angular coordinate corresponding to the stop of the holder, both cavities of the hydraulic cylinder are connected to the drain; if the spare wheel holder is not loaded with a spare wheel, the microprocessor in the process of regulation allows higher values of the angular velocity and angular acceleration of the holder than in the case when the holder is loaded with a spare wheel, for this reason, when the holder is empty, the lowering process proceeds faster; if the holder is loaded with a spare wheel, the pressure control in the cavity of the hydraulic cylinder is reduced to a minimum value of the angular velocity and angular acceleration of the spare wheel holder when it touches the roadbed by connecting both cavities with a drain, which allows you to quickly and smoothly lower the spare wheel, with this the goal is the limitation of the angular velocity at average angular displacements of the spare wheel holder as a result of a decrease in pressure in the cavity of the hydraulic cylinder, if the holder is loaded waist wheel. 21. The mechanism according to p. 15, characterized in that when lifting the spare wheel, the microprocessor first provides the possibility of maximum oil supply to the cavity of the hydraulic cylinder, ensuring the raising of the spare wheel, and, as a result, the maximum pressure in it, which is provided by disconnecting this cavity from the drain and connecting it to the discharge line of the hydraulic pump with a maximum opening of the bore of the sleeve of the main spool connected to this cavity; then the microprocessor determines the angular velocity, angular acceleration and angular displacement of the spare wheel holder using signals from a pulse sensor; angular displacement is determined by counting voltage pulses, angular velocity is determined by the amplitude of the voltage pulse, angular acceleration is determined by differentiating voltage pulses; then, when a certain angle of rotation of the holder is reached, the microprocessor reduces the pressure in the cavity of the hydraulic cylinder, which ensures the raising of the spare wheel; moreover, the greater the angular velocity and / or angular acceleration, the more pressure decreases, and vice versa, the lower the angular velocity and (or) angular acceleration, the less pressure decreases; in this case, the value of the angular velocity corresponding to a certain determined angle of rotation of the holder can be recorded in the microprocessor memory, and if the existing value of the angular velocity does not match the stored value in the memory, the regulation process is implemented; the expression connecting the pressure or pressure change in the cavity of the hydraulic cylinder with the angular velocity and angular acceleration can be any that meets the above requirements, the proportional-differential control law can be applied; this is to limit the angular velocity and angular acceleration of the spare wheel holder for large angular displacements, i.e. in a position close to installing the holder in the body of the bus; for this purpose, the microprocessor connects both cavities of the hydraulic cylinder with a drain after the holder of the spare wheel passes with the spare wheel of a certain angle relative to the equilibrium position, in which the total gravity vector of the spare wheel holder and spare wheel passes through the center of the holder hinge, this angle depends on the angular velocity and angular accelerations so that the larger they are, the smaller this angle, and vice versa, the smaller they are, the larger this angle, and the mathematical expression of the relationship between this angle and the corner will soon by speed and angular acceleration is stored in the microprocessor memory; the above-described connection of both cavities of the hydraulic cylinder with a drain allows minimizing the values of angular velocity and angular acceleration at angular positions close to the final installation of the holder with a spare wheel in the bus body; the microprocessor can also raise the pressure in the cavity of the hydraulic cylinder, which allows lowering the spare wheel if the holder is empty without a spare wheel, which also determines the microprocessor, the necessary pressure value for stopping the holder is determined by carrying out the regulation process by deviating the angular velocity value from the optimal value stored in the memory, for its implementation in the microprocessor memory, the values of the angular displacement of the holder corresponding to the process of its braking are set in accordance If the holder’s angular velocity is reduced to zero, the control process is carried out at each step when switching from one value of the angular coordinate to another, while the difference in angular velocities used in the regulation process is calculated as the difference between the available angular velocity and the value read from the memory; if the holder is empty without a spare wheel, then the microprocessor in the process of regulation allows higher values of angular velocity and angular acceleration than when the holder is loaded with a spare wheel, for this reason, when the holder is empty, the process of lifting it proceeds faster; if the holder is loaded with a spare wheel, a decrease in the angular velocity and angular acceleration of the holder by touching its bus body is ensured by reducing the pressure in the cavity of the hydraulic cylinder at large angles of rotation of the holder and connecting both cavities with a drain after the holder passes the above angle relative to the equilibrium position. 22. The mechanism according to clause 15, wherein the spare wheel is attached to the holder using a flexible connection removable on one side, which can be tensioned elastically, radially spanning the spare wheel, and, for example, be a chain that can have a spring and is attached on the one hand to the diametrical jumper of the holder, on the other hand, the chain is put on a hook rigidly connected to the other diametrical jumper, when the spring is stretched, if present; in this case, when raising and lowering the holder of the spare wheel in the cavity of the hydraulic cylinder, providing raising or lowering the holder with or without a spare wheel, the maximum possible pressure is provided, under the existing conditions, up to reaching a certain angle relative to the equilibrium position at which the total the vector of gravity of the holder and the spare wheel passes through the center of the hinge of the holder, this angle can be chosen both before reaching the equilibrium position and have a negative sign, and after passing the equilibrium position and have a positive sign; the magnitude of this angle depends on the angular velocity and angular acceleration of the holder, which together with its angular displacement is determined by the microprocessor; the greater the angular velocity and / or angular acceleration, the smaller this angle, and vice versa, the smaller the angular velocity and / or angular acceleration, the greater this angle; the angular velocity of the holder is determined by the amplitude of the voltage pulse, the angular acceleration is determined by differentiating the voltage pulses, the angular displacement is determined by counting the voltage pulses; the microprocessor also determines whether the holder is loaded with a spare wheel or not; after passing through the angle described above, the pressure in the cavity of the hydraulic cylinder decreases, the law of its reduction depends on the available angular velocity and angular acceleration so that the greater they are, the more intense the pressure decreases, and vice versa, the smaller they are, the lower the pressure decreases; when a certain angle is reached, which also depends on the angular velocity and angular acceleration so that the larger they are, the smaller the angle when counting from the zero position, and vice versa, both cavities of the hydraulic cylinder are connected to the drain; after that, the holder makes an angular movement under the influence of moments of gravity and inertia, when the holder reaches the angular coordinate corresponding to the process of stopping it, the microprocessor increases the pressure in one of the cavities of the hydraulic cylinder, which is necessary to stop the holder when it touches the roadway when lowering the spare wheels, or when touching the chassis or the carrying case of the bus when raising the spare wheel; when lowering the holder and the spare wheel, the pressure rises in the cavity designed to raise the spare wheel; when the holder and the spare wheel are lifted, the pressure rises in the cavity intended for lowering the spare wheel; the necessary pressure is determined by carrying out the regulation process by deviating the value of the angular velocity relative to the optimal value stored in the memory, for its implementation in the microprocessor's memory, the values of the angular displacement of the holder corresponding to the process of its braking are mapped to the values of the angular velocity of the holder, decreasing to zero; the stop portion of the holder is divided into discrete sections, the angular interval between which is equal to the angular interval between the centers of the pulse teeth of the impulse gear, each angular movement of the holder from this section is associated with its angular velocity, the angular movement of the holder corresponding to its complete stop is associated zero value of angular velocity; the regulation process is carried out at each step, while the difference in angular velocities used in the regulation process is calculated as the difference between the available angular velocity and read from the memory; a well-known regulatory law may apply; the most optimal application of the proportional-integral-differential control law with possible adaptation depending on the angular acceleration of at least one of the coefficients of the law facing angular acceleration; the coefficients of the proportional-integral-differential law of regulation depend on whether the holder is loaded with a spare wheel or not; after the law of regulation is implemented, both cavities of the hydraulic cylinder are connected to the drain, and the holder reaches the final position, in contact with the roadbed when lowering it, or in contact with the elements of the chassis or the main body of the bus when it is lifted; if when lowering the spare wheel and the holder the bus is jacked, the holder and the spare wheel are stopped hydraulically in the position corresponding to touching the roadway with the normal height of the bus body above the roadway, the holder and the spare wheel make the remaining movement as a result of gravity when connected to the drain both cavities of the hydraulic cylinder; the case is possible when, during the operation of the regulation law, when lowering the holder, it rises above the roadway, for example a curb, which is accompanied by a blow, and the holder stops before reaching the maximum angle of rotation, then both cavities of the hydraulic cylinder are connected to the drain. 23. The mechanism according to any one of paragraphs.20, 21, 22, characterized in that when lowering and raising the spare wheel, the microprocessor determines whether the spare wheel holder is loaded with a spare wheel or not, by the angular acceleration of the holder at a certain angle of rotation, at the maximum possible oil supply to the hydraulic cylinder cavity, with the maximum opening of the main spool sleeve opening connected to this hydraulic cylinder cavity, which ensures the maximum possible pressure in the hydraulic cylinder cavity, when raising the spare wheel, it can tsya correction rod area. 24. The mechanism according to p. 12, characterized in that the tip of the cylinder rod is fixed on the hinge axis, rigidly connected to one of the levers of the spare wheel holder, using a spring retaining ring, radially elastic and having holes for the spikes of a special tool for assembly and disassembly. 25. The mechanism for raising and lowering the spare wheel according to any one of paragraphs.14, 15, characterized in that to ensure the operability of the mechanism in case of malfunctions in the electrical system, the relay electromagnetic spools are made so that it is possible to manually press the anchor of the relay electromagnetic spool in the absence of current electromagnet; for this purpose, electromagnetic relay spools are carried out in a separate housing, separately from the housing of the electro-hydraulic control system of the mechanism; the case of relay electromagnetic spools is connected by hydraulic tubes to the body of the electro-hydraulic control system and the pressure line of the hydraulic pump after the valve associated with the compartment lid and the drain of the hydraulic system; the housing of the electromagnetic relay spools is connected by electrical wires to the housing of the electro-hydraulic control system of the mechanism; the case of relay electromagnetic spools is installed anywhere in the vehicle, where the driver can observe the process of lowering and raising the spare wheel holder, both with and without a spare wheel, and control this process without risk of injury to the holder; for intercity, tourist or sightseeing buses, the case of relay electromagnetic spools is most optimally installed under the hatch located above the front wheel located on the side of the mechanism; in order to ensure the exposure of the electromagnet armature by hand, the relay electromagnetic spools must have a push-button drive, the buttons are made so that during normal operation of the relay electromagnetic spools the force from the anchors of the electromagnets is not transmitted to the buttons; buttons must have seals and separate springs; buttons should be marked with inscriptions and / or color; the case of relay electromagnetic spools around the perimeter of the button panel may have seals that interact with the hatch when it is closed; to lower or raise the spare wheel holder, with or without a spare wheel, in case of a malfunction in the electro-hydraulic control system, the driver, by opening the cover of the spare wheel compartment and pressing the control button of the mechanism, is convinced of the electronics malfunction, and by opening the hatch above the front wheel , presses the button lowering or raising the spare wheel, the stronger the driver presses the button, the greater the pressure in the end cavity of the main spool and the greater the pressure in the corresponding cavity of the hydraulic cylinder , to stop the holder before the end of the lowering or raising process, the driver can press the button corresponding to the process of raising or lowering the holder; the driver, by clicking on the button, himself determines the rate of lowering or raising the spare wheel. 26. The mechanism according to claim 1, characterized in that in the hinge of the spare wheel holder connecting it to the chassis or body of the bus, and the hinges of the hydraulic cylinder are self-lubricating bearings made of materials that do not require lubrication during operation, these bearings can be any from the above criteria; in this case, the eye of the hydraulic cylinder is connected with the power elements of the chassis or body of the bus through a spherical self-lubricating bearing.

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