RU2528459C2 - 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 lifting and lowering hydraulic cylinder and hydraulic system. Spare wheel is arranged in holder coupled with swivel member. Hollow swivel member can turn at cylindrical post of parallelogram mechanism composed of two drawbars, top and bottom. Said drawbars are articulated with parallelogram mechanism posts and with mechanism bearing bracket rigidly connected with compartment floor base sections. Swivel member is articulated by ball joint with pivoted rod with one end coupled with said swivel member. Second end is coupled, also by ball joint, with mechanism bearing bracket. Pivoted rod can contract elastically but cannot extend relative to active length magnitude. Spare wheel lifting and lowering hydraulic cylinder is articulated with carrier chassis of body structures or with parallelogram mechanism upper link.

EFFECT: lower labour input.

29 cl, 18 dwg

Description

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

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 MA3-104 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 MA3-5432 tractor unit.

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, a cable passed through which, with one end fixed to the shaft of the ratchet mechanism, the other - on the spare wheel holder (spare wheel bracket - 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, there is a sunroof for access to them.

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 put it back if the place allows, with the side arrangement of the mechanism on the MA3-104 buses, the driver is forced to pull out the spare wheel with his hands, which is not so easy, given the considerable spare weight.

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, just open the side hatch in the step niche and insert the gate into the ratchet shaft and turn it. On the MA3-104 bus, for this 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 one.

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 facilitates its use, avoiding pushing the spare wheel under the bus and pulling it out from under the bus, "moving out" from the spare wheel and "bumping" into the latter, some buses have a bumper tilted 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 MA3-152 and MA3-152A 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 make all this 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 MA3-152 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 Ikarus-415 buses, on which the author worked as a driver in the bus fleets of Mosgortrans State Unitary Enterprise, the batteries are located on the front overhang on the left under the driver's seat.

On many buses, such as Setra, 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 area. 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 by 300 mm from the bus depth front bumper, which will make them inaccessible for small and medium frontal impacts; in the center of the bus, rear of the receivers should have a fuel tank, the rear of which will be less do 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 wheel 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 tire should be pulled out of the bus without any physical effort on the part of the driver;

2) the spare wheel should be extended to the road in an upright position;

3) the spare wheel must 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 bent 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 locking of the spare wheel bracket is fixed by 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.

Is such a mechanism applicable on a bus?

No, not applicable, and for two reasons.

The first reason is as follows. This mechanism requires a large free space in the direction of issuing the spare wheel, the distance of issuing the spare wheel is about 1.5 meters, in addition, the spare wheel must be removed and turned, which requires about 0.6 meters more. Total - 2.1 meters. For reference, the maximum width of the vehicle is 2.55 meters.

It should be borne in mind that the intercity bus is mainly operated on busy highways, which are mostly fenced, and the sightseeing bus is operated in historical places of large cities. There are quite rare cases when, even in the parking lot, on the right there would be a place about 2.2 meters to replace the spare tire on the bus.

And this is not surprising, because URAL-4320 cars are designed for use on dirt roads or generally off roads, and they are not intended for use on roads with heavy traffic.

The second reason is that when trying to use this mechanism on an HD-type bus, according to German classification, a spare wheel compartment requires a height greater than the boot height, in other words, the mechanism does not fit well in the dimensions of an HD-type bus in height.

For these reasons, the mechanism for raising and lowering the spare wheel of URAL-4320 vehicles is not suitable for the bus.

This implies the first disadvantage of the prototype of the proposed mechanism for raising and lowering the spare wheel: low functionality of the mechanism.

This disadvantage does not allow the use of the described known mechanism in conditions of heavy traffic, because even in the parking lot to find 2.2 meters on the right to issue a spare tire is difficult.

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 prototype principle of operation, if only for the reason that when this mechanism is used on the bus, the spare wheel cannot fall under the influence of its weight, but This is the topic of a separate application.

The prototype of the slider hinge is the front hinge of the longitudinal tie rod of the LiA3-677M bus, described in [3]. This hinge has two wedge-shaped washers and a pin - wear sensor. A spring acts on the first wedge-shaped washer into which the pin - wear sensor is installed. The first wedge-shaped washer with its wedge surface acts on the second wedge-shaped washer, which presses the hemispherical liners to the ball joint, increasing the compression force several times. As the hinge wears, the first wedge-shaped washer rises higher and the pin - wear sensor protrudes from the hinge by a large amount. The height of the protruding part of the pin is used to judge hinge wear. In the described case, we are talking about adapting the described known hinge for use in the hinge assembly connecting the slider of the steering rod and the steering knuckle.

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, increasing the functional properties of the mechanism, saving space in the trunk of the bus in which the spare tire is placed, using traditional known mechanisms for raising and lowering the spare tire of buses.

Compared to the first and second traditional known mechanisms, the reduction in driver efforts when installing the spare tire in the bus and the delivery of the spare tire from the bus is achieved in that the spare tire is pulled out of the bus without any physical effort on the part of the driver and rotates so that it is parallel the bus, also without any driver effort; after replacement, the driver installs the wheel in the spare wheel bracket with minimal effort, and then rises, turns and retracts into the bus, 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. The spare wheel is held in the spare wheel bracket by the friction forces of the sides of the spare wheel on the spare wheel plate and by gravity, because the bottom plate of the spare wheel bracket copies the circumference of the wheel, while the outer sheet of the spare wheel bracket rests against the protruding disk of the spare wheel, preventing it from tilting in the holder.

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 lid and, in the best embodiment, only press a button so that the wheel begins to protrude from the bus, while turning in a plane parallel to the axial plane of the bus.

The purpose of increasing the functional properties of the mechanism is achieved in comparison with the prototype of the proposed mechanism in that the departure of the spare wheel issued from the bus is 650 mm, and not 1.5 m, as the prototype, and, in addition, the spare is issued from the bus in a position parallel to the bus , i.e. no place is required for removing the spare wheel and then turning it at a right angle, which can be about 0.5 m or even more.

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. In this case, the spare wheel bracket is mounted on a stand and connected by means of a balancing hinge to a rotary fist, which is hollow and mounted on a cylindrical rack, pivotally connected to the upper and lower rods of the parallelogram mechanism, which serve to dispense a spare wheel from the bus, which is achieved by turning the lower rod with the hydraulic cylinder rod . The mechanism has a turning rod, arranged so that it can elastically compress, but cannot stretch relative to a certain value of the active length, and which is pivotally connected to the rotary fist and the bearing bracket of the mechanism. In the proposed embodiment of the mechanism, to provide these functions, the turning rod has a slider pivotally connected to the rotary fist, and a spring acting on the slider. When the spare wheel is in the bus body, the turning rod is elastically compressed. In the process of issuing a spare wheel when turning the upper and lower rods, the turning rod is stretched, the slider moves to increase the active length of the turning rod until it stops in the limiter, after which the turning rod cannot stretch, and the rotation of the spare wheel begins, which continues until the spare wheel bracket rests in the roadway. The balancing hinge is necessary for copying the relief of the road and removing the spare wheel from the spare wheel bracket when the front part of the bus is raised with a jack, it is connected to the spare wheel bracket using an angular amplifier. When the spare wheel is raised, the process occurs in the reverse order, the upper and lower links of the parallelogram mechanism rotate to their original position, the turning rod tends to compress, the spring acts on the slider, and the spare wheel rotates from the spare wheel bracket by 90 ° and it is installed in the bus.

The spare wheel bracket is made of at least three welded steel sheets. The first sheet of trapezoidal, or triangular, shape is welded to an angular amplifier, which is welded to the body of the balancing hinge. A second sheet is welded to this sheet, bent around a circle, the edges of which are bent at the angle of the trapezoid side of the first sheet. A third sheet is welded to the second sheet, which is a trapezoid, the upper part of which is made in a circle, copying the circumference of the protruding wheel disk.

A wheel in a spare wheel bracket of such a design is held by the friction forces of the sides on the sheets of the spare wheel bracket and by the gravity of the wheel, because the second sheet is bent around the circumference.

The described design of the spare wheel bracket allows you to easily and simply put the wheel in the spare wheel bracket and remove it from 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 with such properties is proposed for the first time.

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

Figure 2 shows a top view of the mechanism for raising and lowering the spare wheel and the scheme of its operation.

Figure 3 shows a side view of the mechanism, i.e. view without compartment cover.

Figure 4 shows a section of the lower hinge of the lower link with a pulse wheel and a sensor of the electro-hydraulic system.

Figure 5 shows a section of the lower hinge of the lower rod in the simplest embodiment with the simplest hydraulic system.

Figure 6 shows a view of Figure 4 with a section of the lower hinge of the turning rod.

Fig. 7 shows a view B in Fig. 6 with a local section of the supporting bracket of the mechanism, with a section of the lower hinge of the upper link, and with a section of the turning rod and its lower hinge.

On Fig shows a section of the strut mechanism, steering knuckle, balancer hinge and the first sheet of spare wheel bracket, when fully extended and turned at a right angle spare wheel bracket.

Figure 9 shows a section of a strut of a mechanism, a knuckle, a hinge of a slider in a plane passing through the axis of the upper hinges of the upper and lower rods.

Figure 10 shows a section of the strut mechanism, the knuckle, the hinge of the slider in a plane perpendicular to the axis of the rack and passing through the axis of the hinge of the slider, as well as a section of the slider and a local section of the turning rod in the plane passing through the axis of the turning rod.

Figure 11 shows sections aa, bb, cc in figure 10.

On Fig shows a view of figure 10.

On figa shows a local view of the mechanism in a static position when the turning rod is elastically compressed.

On figb shows a local view of the mechanism in that position when the turning rod reaches the nominal value of the active length with untwisted spare wheel bracket, i.e. the moment the beginning of the turn of the spare wheel bracket.

On Fig shows a section in the vertical plane of the hinge connecting the rod of the hydraulic cylinder and the lower rod.

On Fig shows aa in Fig.14.

On Fig shows a section in the horizontal plane of the hinge connecting the eye of the hydraulic cylinder and the profile of the chassis or the bearing housing of the bus.

On Fig shows the location of the mechanism on the intercity or sightseeing bus.

On Fig shows the location of the mechanism on a suburban or city semi-low bus.

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

In figure 1, the positions indicated:

1) - spare tire;

2) - spare wheel bracket;

3) - the upper thrust of the parallelogram mechanism;

4) - lower link of the parallelogram mechanism;

5) - the stoic of the mechanism;

6) - rotary fist;

7) - turning thrust;

8) - slider turning traction;

9) - spring of the turning rod;

10) - a hydraulic cylinder;

11) - buffer limiter;

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

13) - a rod of a hydraulic cylinder;

14) - limiter to move the slider;

15) - nut fastening the limiter;

16) - balancer hinge;

17) - angular amplifier;

18) - stand spare wheel bracket;

19) - power profile of the compartment floor;

20) - compartment cover;

21) - floor passage between the seats;

22) - the floor of the seats;

23) - 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 passenger door and the wheel arch of the right front wheel in a special compartment, closed by a cover 20 (see figure 1).

The spare wheel 1 is mounted vertically in the spare wheel bracket 2. The spare wheel bracket 2 is mounted on a stand 18 and connected by means of a balancing hinge to a knuckle 6, which is hollow and mounted on a cylindrical strut 5, pivotally connected to the upper 3 and lower 4 rods of the parallelogram mechanism, which using the hinges are mounted on a carrier bracket of the mechanism, not shown in figure 1. The mechanism has a hydraulic cylinder 10, pivotally connected to the profiles 12 of the chassis or the supporting body of the bus, the rod 13 of the hydraulic cylinder 10 can be pivotally connected to the lower link 4 or the upper link 3 of the parallelogram mechanism, the effect of the rod 13 of the hydraulic cylinder 10 on the lower link 4 of the parallelogram mechanism is optimal, as shown in figure 1.

The hydraulic cylinder 10, in this embodiment of the mechanism, is a hydraulic steering cylinder of trucks and MAZ buses with a piston stroke of 280 mm, according to [4], 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.

The turning rod 7 is designed so that it can elastically compress, but cannot stretch relative to a certain value of the active length. The turning rod 7 is pivotally connected to the bearing bracket of the mechanism (not shown in FIG. 1) and the knuckle 6. The active length of the turning rod is the distance between the centers of its hinges in the projection onto a plane perpendicular to the axial plane of the bus. In the described design of the proposed mechanism, the maximum active length of the turning rod is 500 mm.

The pivoting rod may be constructed in any manner known per se possible to ensure that it is elastically compressed, but cannot stretch relative to a certain value of the active length. In the described construction, this is achieved by the fact that a slider 8 is mounted on the turning rod 7, pivotally connected to the rotary knuckle 6, a spring 9 is installed on the slider 8, and a spring 14 is installed on the end of the turning rod 7 to limit the movement of the slider 8. This the design of the turning rod 7 allows the rod 7 to be elastically compressed, reducing the active length, i.e. the projection onto the plane perpendicular to the axial plane of the bus, the distance between the centers of the hinge for attaching the rod 7 to the supporting bracket of the mechanism and the hinge of the slider 8; however, the use of the limiter 14 allows you to ensure that the active length over 500 mm does not increase.

When the spare wheel 1 is in the bus body, in a static state of the mechanism, the turning rod 7 is elastically compressed, and its active length reaches a minimum value.

Before issuing the spare wheel from the bus, the cover opens 20. In the process of issuing the spare wheel 1 from the bus, oil is supplied to the cavity of the hydraulic cylinder 10, the rod 13 of the hydraulic cylinder 10 acts on the lower link 4 by means of a tip (not indicated by Fig. 1). This causes the rods to rotate. 3 and 4 in a clockwise direction in FIG. 1, the turning rod 7 thus begins to stretch, its active length increases until it reaches a maximum value of 500 mm.

After this, the turning rod 7 cannot be stretched, because the slider 8 abuts against the limiter 14, and the rotation of the spare wheel 1 begins. In this case, the slider 8 acts on the knuckle 6 by means of a hinge, causing it to rotate relative to the strut 5. At the same time, the spare wheel bracket 2 mounted on the balancer hinge of the rotary fist is rotated, and the spare wheel is rotated 1 installed in the spare wheel bracket 2.

The rotation of the rods 3 and 4 in a clockwise direction and the rotation of the spare wheel 1 continue all the way to the spare wheel bracket 2 in the roadbed 23.

The parameters of the mechanism are selected so that in this case the spare wheel bracket 2 and the spare wheel 1 are rotated at a right angle. Departure of the spare wheel 1 from the bus is S = 650 mm.

The mechanism assumes that the actual angular movement of the rods 3 and 4 is less than the maximum, which can continue until the rod 4 stops in the buffer limiter 11, in this position the spare wheel 1 is turned at an acute angle to the axial plane of the bus.

In the described design of the proposed mechanism, the maximum angular movement of the rods 3 and 4 is 129 °, the shoulder of the hydraulic cylinder, i.e. the distance between the centers of the lower hinge of the lower rod 4 and the center of the hinge of the hydraulic cylinder 10 located on the lower rod 4 is 140 mm, the height of the bus body above the road h = 335 mm, the distance between the centers of the hinges of the upper and lower rods is 480 mm, the distance between the centers of the hinges height is 200 mm. The mechanism is designed so that when the spare tire is fully extended, when the bus body height is 335 mm above the road, the piston of the hydraulic cylinder does not move a full stroke of 280 mm, but a slightly shorter distance, the hydraulic cylinder piston moves a full stroke of 280 mm with a tie rod 4 in the buffer limiter 11 (position 4). This is necessary if, for example, the road has a lateral slope, or, for example, if the road is uneven and the bus ran into the elevation with the right front wheel. When designing, it is assumed that the height of the bus body above the road h = 335 mm is supported by the regulator of the floor height of the air suspension of the bus. This height is the maximum height of the front of the bus above the road, in the real design of the bus proposed by the author, it is reduced to 300 mm, which improves the functional properties of the mechanism. The use of the balancing hinge 16 due to two reasons. The first reason is that the use of a balancing hinge makes the spare wheel bracket statically definable in the longitudinal direction. This is necessary in order for the spare wheel bracket to copy the relief of the road, as There is no perfectly flat road. It is also necessary to take into account the fact that the air suspension is adjusted so that either the rear or the front of the bus is raised above the road, strictly exactly the air suspension is rarely regulated. For these reasons, in the absence of a balancing hinge, when dispensing from the bus, one side will rest against the road, and the other side will be raised above the road, which will lead to unjustified overloads of the mechanism hinges. In the transverse direction, the spare wheel bracket is statically indefinable, but this will not cause significant overload of the knuckle of the steering knuckle and the balancer hinge.

The second reason is that the use of a balancer hinge allows you to remove the spare wheel from the spare wheel bracket when the right side of the front of the bus is raised with a jack. When replacing a wheel, the body of the bus is lifted by a jack, while the part of the body where the wheel is lowered and changed is lifted. In case of raising the rear of the bus, the balancing hinge will ensure that when the spare tire is pulled out of the bus, the spare wheel bracket will stand on the road, copying its relief. However, a situation is possible where the driver first lifted the front of the bus, and then began to issue a spare tire. In this case, the thrust 4 will abut against the buffer limiter 11 (position 4), and the spare wheel bracket with the spare wheel will literally hang in the air, and the spare wheel must be removed from the spare wheel bracket. In this case, the driver must tilt the spare wheel bracket in the longitudinal direction until he touches the road, and then remove the spare wheel. In the absence of a balancing joint, this would be difficult. Although the design of the mechanism assumes that the spare tire is first pulled out of the bus, removed from the spare wheel bracket, and only then the bus is jacked up, resting on it the removed spare tire in a vertical position.

When raising the spare wheel after replacement, oil is supplied to the corresponding cavity of the hydraulic cylinder 10, and the rods 3 and 4 begin to turn counterclockwise (in figure 1). The kinematics of the mechanism is chosen so that the turning rod 7 tends to compress, but this is counteracted by a spring 9 acting on the slider 8, which acts on the knuckle 6 by means of a hinge, forcing it to rotate relative to the mechanism strut, so when raising the spare wheel, the spare wheel bracket starts to rotate and spare wheel until the stop of the knuckle 6 rests against the stop limiter 5, while the spare wheel 1 and spare wheel bracket 2 will be in a plane perpendicular to the axial plane of the bus but.

Consider the design of spare wheel bracket 2.

The spare wheel bracket consists of at least three welded steel sheets. The first sheet of trapezoidal, or triangular, shape is welded to the corner amplifier 17, which is welded to the body of the balancing hinge 16. The second sheet, the middle part of which is curved in a circle whose radius is equal to the maximum radius of the wheel without load, is welded to the first sheet, the ends of the second sheet are curved in a straight line at an angle of inclination of the sides of the trapezoid, or triangle, of the first sheet and welded to them. The second sheet can be stamped so that its middle part is curved around the circumference, curved in cross section in an arc, copying the wheel cross section without load. The third sheet is trapezoidal in shape, the upper line of the trapezoid of which is a circle whose radius coincides with the radius of the protruding part of the wheel disk at their contact point, i.e. it copies the circumference of the protruding wheel disk, while the wheel disk abuts against the spare wheel plate with its protruding part and is in contact with it, which ensures vertical installation of the wheel in the spare wheel bracket. The third sheet can be made so that the radius of the circumference of the upper line of the trapezoid is larger than the radius of the protruding part of the wheel disk, while the wheel disk does not contact the spare wheel bracket, and the vertical installation of the wheel in the spare wheel bracket is ensured by friction of the tire sides against the spare wheel plates and a slight compression of the tire at the contact Spare wheel bracket.

On most intercity, tourist and sightseeing buses, 295/80 R 22.5 tires are used, so the spare wheel bracket and the proposed mechanism are designed for these wheels. The width of the second middle plate of the spare wheel bracket is selected for the width of the tire profile 295/80 R 22.5, i.e. 295-300 mm. The width of the second middle plate of the spare wheel bracket is chosen so that the tire during compression is slightly compressed so that the friction forces of the sides of the tire against the sheets of the spare wheel bracket are optimal, that the wheel can be easily removed from the spare wheel bracket without any tool, but at the same time it is confidently held in the spare wheel bracket in a vertical position.

The spare wheel bracket can be made of plastic materials and can be a molded structure made of plastic, while the shape of the spare wheel bracket is the same as described above. In this case, the spare wheel bracket is made so that the angular amplifier made of plastic is connected by means of a detachable connection made by any traditional known method with a sheet body covering the balancer.

The design of the mechanism is chosen so that it easily fits into the dimensions of the HD type bus, the height of the spare wheel compartment is 1.2 m (1200 mm), which corresponds to the height of the seat floor 22 above the compartment floor. At the same time, the floor of the aisle 21 is lower than the floor of the seats 22, as is done in most intercity and sightseeing buses. In the proposed design, the aisle floor 21 is lower than the seat floor 22 by 200 mm.

Figure 1 is made on a scale of 1 mm: 1 cm. Figure 1 is a confirmation of the operability of the mechanism, because from figure 1 it is seen that with the selected dimensions of the mechanism and the active length of the turning rod 500 mm, the spare wheel turns at a right angle during delivery, which is easy to follow by making simple measurements. In figure 2, the positions indicated:

1) - spare tire;

2) - spare wheel bracket;

4) - lower link of the parallelogram mechanism;

10) - a hydraulic cylinder;

7) - turning thrust;

3) - the upper thrust of the parallelogram mechanism;

26) - the trajectory of the right front corner of the spare wheel bracket;

25) - bearing bracket of the mechanism;

27) - the edge of the housing of the electro-hydraulic system.

Figure 2 shows two intermediate positions of the spare wheel 1 and spare wheel bracket 2. From figure 2 it can be seen that the rotation of the spare wheel 1 and spare wheel bracket 2 begins even when the spare wheel is in the compartment, but the length of the compartment 1 = 780 mm is enough for ensure the operability of the mechanism. In Fig. 2, the turning rod 5 is depicted in a simplified manner: the spring and the slider are not shown. Departure of a spare wheel S = 650 mm.

In Fig.2, the mechanism is also shown on a scale of 1 mm: 1 cm. Fig.2 is also a confirmation of the operability of the described proposed mechanism, because It is a confirmation that the mechanism does not require a large compartment length and 780 mm is enough. This confirms that the mechanism can be located on the front overhang of the bus, as with the length of the front overhang of 2600-2800 mm, it is quite realistic to ensure the length of the spare wheel compartment 780 mm.

The proposed described mechanism for raising and lowering the spare wheel in the best embodiment assumes the presence of an electro-hydraulic system that provides the optimal law of raising and lowering the spare wheel, optimizing the oil supply in the cavity of the hydraulic cylinder in order to ensure the raising and lowering of the spare wheel in a minimum time, eliminating impacts. The electro-hydraulic system is located in the same compartment as the spare wheel, in front of the spare wheel, in a separate housing. The electro-hydraulic system has a microprocessor located in the same housing. However, in the simplest embodiment of the mechanism, the electrical part of the system is absent.

The edge of the housing of the electrohydrosystem can be made so that it approximately copies the trajectory of the right front corner of the spare wheel bracket when it is rotated, behind it by 10-15 mm, as shown in figure 2. The shape of the edge of the body of the electrohydrosystem is chosen so that its end point coincides with the path of the right front corner of the spare wheel bracket, and the curve of the body of the electrohydrosystem deviates from the path of movement by 10-15 mm.

This may be necessary to ensure the rotation of the spare wheel bracket when the spring of the steering rod is weakened or when the swivel knuckle is not lubricated, because if the spring of the steering rod is weakened or the steering knuckle rotates poorly due to lack of lubrication, then the spring begins to compress before the interaction of the stop of the steering knuckle and the limiter of the strut 5 (Fig. 1). In this case, the trajectory of the right front corner of the spare wheel bracket 2 will differ from curve 26 in Fig. 2, and the spare wheel bracket will rest against the right front corner at the edge 27 of the electrohydrosystem housing, and will begin to slide along it until it rotates to the desired position. In this case, the edge profile of the electrohydrosystem is chosen so that the interaction between it and the spare wheel bracket passes along the line, and not along the point.

These measures are not at all binding on the proposed mechanism, as with the correct selection of the spring stiffness of the turning rod and with a sufficiently lubricated steering knuckle bearing, the rotation of the spare wheel bracket will be provided without these measures.

However, over time, the spring will weaken, and the steering knuckle bearing will wear out and may begin to wedge. In addition, it is necessary to take into account the fact that when the spare wheel is close to the final installation in the bus body, the turning rod has a large angle with respect to the force of the ball joint of the slider and can be compressed earlier when the protrusion of the steering knob abuts against the stop-limiter of the parallelogram mechanism rack. For these reasons, the above set of measures is not out of place. It remains to add that, to ensure possible interaction between the right front corner of the spare wheel bracket and the wall of the electrohydrosystem case, the latter may have a special antifriction coating.

In figure 3, the positions indicated:

25) - bearing bracket of the mechanism;

28) - the body of the electro-hydraulic system.

In Fig. 3, the proposed mechanism is depicted on a scale of 1.5 mm: 1 cm, i.e. on a scale enlarged 1.5 times in comparison with figure 1 and figure 2. Figure 3 shows the proposed mechanism in a static position with a spare wheel mounted in the body of the bus.

Figure 3 shows the supporting bracket of the mechanism 25, bolted to the profiles of the base of the floor of the compartment. Figure 3 shows the shape of the upper and lower rods of the parallelogram mechanism, their hinges are shown. From figure 3 it is seen that the axis of the upper hinge of the upper link is bolted to the rack of the parallelogram mechanism. The axes of the lower hinges of the upper and lower rods are pressed into the carrier bracket of the mechanism 25. From figure 3 it is seen that the upper rod is located behind the carrier bracket of the mechanism, i.e. to the left of it in FIG. 3, and the lower link is located in front of it, i.e. right in figure 3. Figure 3 shows the tide in the lower rod for the hinge of the rod of the hydraulic cylinder. This tide is necessary to provide a hinge resource.

Figure 3 shows the side ribs of the lower rod and its upper hinge.

Figure 3 shows the shape of the turning rod, its bends are visible, necessary to reduce the length of the compartment occupied by the mechanism, i.e. to ensure the composability of the mechanism. Figure 3 shows the spring, the slider, the hinge of the slider and the stroke limiter of the slider of the turning rod. Figure 3 shows the nut, washer and spring washer (engraver) of the slider stroke limiter. The limiter is mounted on the conical surface of the turning rod and fastened with a nut, washer and engraver. Figure 3 shows the hexagon needed to tighten the fastener nuts of the limiter. Looking ahead, I note that the turning rod in the proposed design of the proposed mechanism is made integral and consists directly of a tubular hollow rod having two bends, and a tip welded into the tube rod. The tip has a hexagon and an abutment for the spring and has a conical surface designed to install the slide stop, and a threaded end designed for the nut of the slide stop.

Figure 3 shows the nut of fastening of the ball pin of the lower hinge of the turning rod and shows its thickening, necessary to ensure the layout of its lower hinge.

Figure 3 shows: a balancing hinge, an angular amplifier, spare wheel bracket and spare wheel mounted in the bus case on a stand.

Figure 3 shows the housing 28 of the electro-hydraulic system of the mechanism located in front of the spare wheel bracket, i.e. to his right.

Figure 3, as well as figure 2 shows that the spare wheel bracket when installing a spare wheel in the bus and turning them at a right angle can interact with the housing of the electro-hydraulic system to exclude their possible rotation due to the fact that the spring of the steering rod is compressed and tilted in the static position has a small shoulder of the action of the elastic force on the hinge of the slider. For this, the body of the electrohydrosystem at the point of contact with the spare wheel bracket when installed in the bus, close to the final one, passes from the curve to the straight line (see figure 2). The described feature is not necessary, but is desirable for the working conditions of the mechanism.

In figure 4, the positions indicated:

25) - bearing bracket of the mechanism;

29) - tide of the bearing bracket of the mechanism;

30) - impulse wheel;

31) - the axis of the lower hinge of the lower rod;

32) is the radial joint lubrication channel;

33) - axial lubrication channel of the hinge;

34) - corner oiler;

35) - pulse sensor;

36) - winding of a pulse sensor;

37) - hexagon of the pulse sensor;

38) - a bolt;

39) - the puck;

40) - protrusion of the impulse wheel;

41) - sliding bearing of the lower hinge of the lower link;

7) - turning thrust;

4) - lower link of the parallelogram mechanism;

43) - a lock ring.

Figure 4 shows a section of a fragment of the mechanism, made in full size.

The carrier bracket of the mechanism 25 is attached using bolts 38 and washers 39 to the profiles of the base of the compartment floor.

The axis 31 of the lower hinge of the lower link is installed in the supporting bracket of the mechanism with an interference fit, i.e. pressed in. The tolerances of the holes of the bearing bracket and the diameter of the axis at the point of contact are selected so that the fit can be both hot and cold. A combination of tolerances is allowed in which the hinge axis is cooled before being pressed in and the support bracket is heated.

The axis 31 has a persistent protrusion, the diameter of which is larger than the diameter of the press-in hole, designed to limit the axial movement of the axis during press-fit, i.e. for its axial fixation.

In this case, the diameter of the insertion section of the axis 31 is larger than its working diameter, which interacts with the sliding bearing, i.e. with a sleeve of antifriction material, such as bronze, pressed into the eye of the lower link 4 of the parallelogram mechanism.

The lower link 4 is fixed on the axis 31 with a spring retaining ring 43, radially elastic, the ring 43 has holes for the tool spikes (shown in Fig.6), with which it extends and is put on the axis 4. On the other hand, the lower eye thrust 4 interacts in the axial direction with the tide of the bearing bracket of the mechanism 25.

The axis 31 has an axial 33 and radial 32 channels for lubricating the friction pair of the axis 31. An angled grease nipple 34 is screwed into the axis 31 and is fixed by means of a spring washer-engraver. The corner oiler 34 has an inlet located at right angles to the axial channel, and provides lubrication at right angles to the axial channel 33 and then through the radial channels 32 to the friction pair.

In the presence of an electro-hydraulic control system, the mechanism has a pulse sensor of angular velocity and angular displacement of the lower link 4. If there is a pulse sensor, a pulse wheel 30 is mounted on the lower link eye 4, it is rigidly connected to the lower link eye 4 by any conventional method, so that it can be mounted on an eye only in a certain position; in the case depicted in Fig. 4, it has a protrusion that fits into the groove of the eye of the lower link 4, in Fig. 4, on the section of the impulse wheel 30, the protrusion is located on top, the protrusion is necessary so that the impulse wheel 3 is put on the eye in a strictly defined position.

The pulse sensor 35 is a permanent magnet screwed into the carrier bracket of the mechanism, which is threaded for this. To ensure screwing, the sensor 35 has a turnkey hexagon 37. The sensor 35 has an electromagnetic winding 36, in which during angular displacement of the lower rod 4 voltage pulses are formed, the amplitude of which is directly proportional to the rate of change of the magnetic flux through the winding. The electromagnetic winding 36 is connected to a mechanism controller having a microprocessor, which determines the angular velocity and angular acceleration of the lower rod 4 by the amplitude of the voltage pulses and the speed of their arrival, and the angular displacement is determined by the number of received pulses.

The impulse wheel 30 does not have protrusions around the entire circumference, but only on that part of the wheel that passes near the sensor 35 during the angular movement of the lower link 4. The maximum angular movement of the lower link 4 in the proposed design of the proposed mechanism is 129 ° or more, based on this projections, i.e. the angle of the part of the circle having protrusions is equal to the maximum angular displacement of the rods of the parallelogram mechanism.

The impulse wheel 30 can be mounted on the eye of the upper link of the parallelogram mechanism and rigidly connected to it by any traditional known method, also in a strictly defined position.

The electro-hydraulic control system includes: a controller having a microprocessor, a main spool for controlling the oil supply to the hydraulic cylinder cavities, and at least two relay electromagnetic spools that control the movement of the main spool, feeding oil to its end cavities. The electro-hydraulic control system is not shown in the figures. This system is connected to the bus steering hydraulic system so that the pressure line of the pump is connected to the main spool, which connects it to the power steering of the bus when the mechanism is off, or to one of the cavities of the hydraulic cylinder when the mechanism is turned on, for this purpose the pressure line of the pump can connect with relay spools, a separate spool can be used connecting the pressure line of the pump with either the main spool or the steering gear, this spool can have an magnetic drive or controlled by an additional relay electromagnetic spool.

The case is possible when the hydraulic system has a hydraulic valve mechanically connected to the cover of the spare wheel compartment and cuts off the hydraulic system of the mechanism from the hydraulic system of the steering of the bus with the cover of the compartment closed, when all the oil flows to the power steering of the bus, with the cover of the compartment open, the power steering is cut off bus control, and all the oil goes to the main spool and relay spools of the hydraulic system of the proposed mechanism.

When equipping the proposed described mechanism with an electro-hydraulic control system, the operation of the mechanism is as follows.

To lower the spare, the driver opens the compartment lid and presses the button. The microprocessor controls the electromagnetic relay spools so that the main spool is set in such a way that the maximum bore of the spool bore hole is ensured, which ensures the maximum oil supply to the hydraulic cylinder cavity, which ensures lowering of the spare wheel, and therefore the maximum pressure in it, if it is achieved in this case, and the opposite cavity is connected to the drain. The thrusts of the parallelogram mechanism begin angular movement, their angular velocity begins to grow. The microprocessor receives pulses from the sensor and determines the angular velocity, angular acceleration and angular displacement of the lower thrust. The angular velocity is determined by the amplitude of the voltage pulses, the angular acceleration is determined by differentiating the voltage signal, the angular displacement is determined by the number of pulses. The cross section of the spool hole and, as a result, the oil pressure in the cavity of the hydraulic cylinder that provides the lowering of the spare wheel, remains at its maximum if it is reached, until the rods pass through a vertical position or a position corresponding to the passage through a vertical position, after which the angular velocity of the rods begins to increase , and the microprocessor gives a command to reduce the pressure in the cavity of the hydraulic cylinder, which continues to fall with increasing angular velocity and angular movement of the rods, up to the fact that with a certain angular displacement, which depends on the angular velocity and angular acceleration, both cavities of the hydraulic cylinder are connected to the drain. In this case, the situation is possible that an empty spare wheel bracket is issued, in this case, the connection of both cavities of the hydraulic cylinder with a drain will occur with a larger angular movement of the rods. The microprocessor determines what is issued - a spare wheel bracket with a spare wheel or an empty spare wheel bracket, this is determined by the angular acceleration of the rods at a certain angular displacement, at the maximum oil pressure in the cavity of the hydraulic cylinder. In this case, the angular acceleration depends on the pressure in the cavity of the hydraulic cylinder, which in this case may be maximum, but may not be achieved due to the lack of load on the hydraulic cylinder if the spare wheel bracket is not loaded with a spare wheel, and the pressure may decrease due to wear of the pump and hydraulic cylinder .

The angular position of the rods, at which the pressure in the cavity of the hydraulic cylinder begins to decrease, depends on the angular velocity and angular acceleration so that the larger they are, the smaller the angle when counting from the vertical position, and vice versa.

The angle of rotation of the rods, at which both cavities of the hydraulic cylinder are connected to the drain, also depends on the angular velocity and angular acceleration so that the larger they are, the smaller the angle when counting from the vertical, and vice versa.

The control is reduced to limiting to the minimum possible values of the angular velocity of the rods at maximum angular displacements, i.e. at the moment of contacting the spare wheel bracket of the roadbed.

The case is possible when, in order to stop the spare wheel bracket before touching its roadbed, pressure rises in the cavity of the hydraulic cylinder, which ensures the raising of the spare wheel.

This is necessary in order to reduce the time for lowering the spare wheel bracket with a spare wheel, as in this case, the lowering process of the spare wheel is faster. The necessary pressure is determined by carrying out the regulation process by deviating the angular velocity of the rods of the parallelogram mechanism, which is used to brake them. Any conventional, well-known regulatory law may apply.

The most appropriate application of the proportional-integral-differential law of regulation (PID law - hereinafter) to stop the spare wheel bracket when lowering it.

PID law is applied as follows. For its implementation, a section of the angular movement of the rods of the parallelogram mechanism is highlighted, preceding the touch of the spare wheel bracket of the road surface and corresponding to the action of the PID law. The angular position corresponding to the beginning of this section is associated with the values of the angular velocity and angular acceleration, upon reaching which the spare wheel bracket is stopped when it touches the roadbed. If the measured values of these quantities do not coincide with those stored in the memory, when the rods reach the beginning of this section during lowering, the PID law is implemented. When it is implemented, the difference in angular velocities between the measured and stored in the memory is used, then, according to the traditionally known equation of the PID law, the increase in pressure in the cavity designed to raise the spare wheel bracket is calculated. This happens at every step, with the differences that the required required value of the angular speed of the rods is calculated from the stored angular acceleration value. The time can be determined during the transition from one step to another as the time interval between the peaks of the voltage signals. At least one of the coefficients of the PID law facing angular acceleration can adapt depending on the deviation of the existing value of the angular acceleration from the required stored in the memory, this allows the PID law to be implemented not only taking into account the deviation of the angular acceleration from the required, but even in case only the angular acceleration deviates from the optimum value. Upon reaching the angular position of the rods corresponding to the touch of the spare wheel bracket of the roadway, both cavities are connected to the drain.

The case is possible when each value of the angular displacement of the link of the link stop process, corresponding to the link stop process and broken into discrete sections, is assigned only the link speed angular velocity in the microprocessor memory, while the angle between the values is equal to the angle between the pulse teeth of the pulse gear, and the value of angular acceleration is not recorded in the memory. This makes it possible to realize the nonlinear optimal law of traction braking and simplify the PID law, saving it from unnecessary calculations and replacing it with simple extracts from memory. In this case, the deviation of the angular velocity at each step is calculated as the difference between the available angular velocity and read from the memory. Moreover, with the angular position of the rods corresponding to the touch of the spare wheel bracket of the roadway, both cavities of the hydraulic cylinder are also connected to the drain. In this case, it is also possible to adapt at least one of the PID coefficients of the law depending on the available angular acceleration.

When lifting the front of the bus with a jack, the spare wheel bracket is hydraulically stopped in the position corresponding to the touch of its roadbed with the normal height of the bus body above the road, in this example h = 335 mm, the remaining movement to the lower link 4 in the buffer limiter 11 (see Fig. .1) when connecting both cavities of the hydraulic cylinder with a drain.

In the event that when lowering the spare wheel bracket falls on the curb or any obstacle, not reaching the angle of rotation of the rods corresponding to the touch of the spare wheel bracket of the roadway, then both cavities of the hydraulic cylinder are connected to the drain.

The use of a microprocessor control system allows for a minimal time to smoothly lower the spare wheel.

After the replacement, the driver presses the button to raise the spare wheel. The microprocessor then controls the electromagnetic relay spools so that the main spool moves to a position where the maximum bore of the spool bore hole is ensured, which allows maximum oil supply to the hydraulic cylinder cavity, which ensures the replacement of the spare wheel, and, as a result, the maximum pressure in if it is achieved, and the opposite cavity is connected to the drain. The rods begin angular movement, their angular velocity begins to grow. The oil pressure in the cavity remains maximum until the rods reach a position that is an acute angle with the vertical, after which it begins to decrease. The angle characterizing this position depends on whether the spare wheel bracket is loaded or not. The microprocessor determines the angular velocity, angular acceleration and angular displacement of the lower thrust by the sensor pulses. The microprocessor determines whether the spare wheel bracket is loaded or not, according to the angular acceleration of the rods at a certain angular position of the lower rod, while the angular acceleration depends on the oil pressure, which can deviate from the maximum value because the spare wheel bracket is not loaded with a spare wheel and there is no resistance force, but also due to wear on the pump and hydraulic cylinder. The law of pressure reduction depends on the angular velocity and angular acceleration of the rods, the greater the angular velocity and angular acceleration, the stronger the pressure decreases, the smaller the angular velocity and angular acceleration, the less the pressure decreases. After the rods have passed the vertical position at a certain angle of rotation of the rods, depending on whether the spare wheel bracket is loaded with a spare wheel or empty, both cavities are connected to the drain. The connection of both cavities with the drain occurs at a certain angle of rotation of the rods depending on their angular velocity and angular acceleration.

The control of raising the spare wheel has the goal of limiting the angular velocity and angular acceleration of the rods as they approach the vertical position, which is achieved by limiting the pressure in the corresponding cavity of the hydraulic cylinder when the rods approach the vertical position.

When raising the spare wheel, it is possible that for braking the spare wheel bracket in the extreme position, before touching its bus body, pressure may rise in the cavity of the hydraulic cylinder designed to lower the spare wheel bracket.

This is necessary in order to reduce the time for raising a spare wheel bracket with a spare wheel, because in this case the process of raising a spare wheel bracket and a spare wheel proceeds faster, as does the process of lowering the spare wheel. As well as when lowering the spare wheel, any traditional known regulation law can be applied, the most appropriate application of the PID regulation law is to brake the spare wheel bracket and spare wheel.

As well as when lowering the spare wheel bracket and spare wheel, the PID law is implemented as follows. A section of the angular movement of the rods, on which the PID law is implemented, is singled out. This section of the angular movement of the rods corresponds to the passage of the rods vertical position. The angular position corresponding to the beginning of this section, as well as when lowering the spare wheel, corresponds to the values of the angular velocity and angular acceleration, upon reaching which the spare wheel bracket is stopped when it touches the chassis, or the bearing body, of the bus. Also, if the measured values of these quantities do not coincide with those stored in the memory, when the rods reach the beginning of this section during lowering, the PID law is implemented. When it is implemented, the difference in angular velocities between the measured and stored in the memory is used, then, according to the traditional well-known equation of the PID law, the increase in pressure in the cavity designed to lower the spare wheel bracket is calculated. This happens at every step, with the differences that the required required value of the angular speed of the rods is calculated from the stored in the value of the angular acceleration with the determination of time, as when lowering the spare wheel. At least one of the PID coefficients of the law facing angular acceleration can be adapted depending on the deviation of the existing value of the angular acceleration from the required stored in the memory, as well as when lowering the spare wheel. Upon reaching the angular position of the rods corresponding to the touch of the spare wheel bracket of the chassis, or the bearing body of the bus, both cavities are connected to the drain.

The case is possible, as when lowering the spare wheel, when each value of the angular displacement corresponding to the process of stopping the rods and broken into discrete sections in the microprocessor memory is assigned only the values of the angular velocity of the rods, while the angle between the values is equal to the angle between the pulse teeth of the pulse gears, and the value of angular acceleration is not recorded in the memory. This allows you to realize the same advantages as when lowering the spare wheel. In this case, the deviation of the angular velocity at each step is calculated as the difference between the existing angular velocity and read from the memory. In this case, with the angular position of the rods corresponding to the touch of the spare wheel bracket of the chassis, or the supporting body of the bus, both cavities of the hydraulic cylinder are also connected to the drain. It is also possible to adapt at least one of the PID coefficients of the law depending on the available angular acceleration of the rods.

The use of an electro-hydraulic control system allows raising and lowering the spare wheel bracket with a spare wheel in a minimum time and without blows at the end of raising or lowering, because the microprocessor, determining the angular position of the rods by the number of pulses and the amplitude of the pulses, the angular speed of the rods, and determines the angular acceleration of the rods, differentiating the voltage signal, determines the angle at which both cavities of the hydraulic cylinder are connected to the drain, which makes it possible to quickly and quickly lift and lower the spare wheel. The possible application of the PID control law to stop the spare wheel bracket when raising and lowering increases the speed of the system.

Moreover, the equations of any applicable regulation law for the processes of raising and lowering are different, because the shoulders of the action of the force of the hydraulic cylinder are different, in addition, it must be taken into account that at the final stage of raising the spare wheel bracket, the spring of the turning rod is compressed and prevents the installation of the spare wheel bracket in the bus, for all of these reasons, when the regulation law is implemented, the pressure required to stop the spare wheel bracket when lifting is less than when lowering.

In all cases of applying any traditional well-known linear regulation law, both when lowering and raising the spare wheel bracket, it is possible that all the coefficients of the control law depend on whether the spare wheel bracket is loaded with a spare wheel or not.

The control panel of the electro-hydraulic system has at least one button and is located under the compartment cover. It is most optimal to position the control panel (see FIG. 3) in the upper right corner of the compartment (not shown in FIG. 3). The control panel may have a color indicator to turn on the system. In this case, it is most advisable that the electro-hydraulic does not work immediately after pressing the button, but after two to three seconds after that, allowing the driver to move away from the control panel in order to avoid injury when lowering or raising the spare wheel.

It is most advisable that the logic of the electro-hydraulic system involves stopping the spare wheel bracket when lowering or raising, in intermediate positions when the driver presses the button. In this case, when lowering the spare wheel, the microprocessor, controlling the relay spools, ensures that the main spool is in such a position that the oil is fed into the cavity of the hydraulic cylinder designed to raise the spare wheel, while the oil is supplied to compensate for leaks in the hydraulic cylinder, and the angle of rotation of the rods is only approximately . At the same time, when raising the spare wheel, the oil supply to the cavity ensuring the raising of the spare wheel decreases to a value that maintains the angle of rotation of the rods, available when the control panel button is pressed.

Let us dwell on the design of the lower hinge of the lower link. In a fragment of the mechanism depicted in figure 4, a sliding bearing is used - a sleeve of any traditional known anti-friction material, such as bronze, pressed into the eye of the lower rod 4.

In the lower hinge of the lower link, a self-lubricating bearing made of any conventionally known self-lubricating materials can be used.

However, it is possible to use any rolling bearings in any possible combination, but it should be taken into account that the sliding bearing meets the requirements of the greatest resource with the same friction diameter, but the sliding bearing needs periodic lubrication, and the rolling bearing can have rarely replenished, or lifetime lubrication, and periodically lubricate it during operation is not necessary.

Consider the options for rolling bearings that can be used in the lower hinge of the lower link.

It is possible to use at least one radial needle roller bearing without rings according to GOST 24310-80 in combination with at least one angular contact ball single row bearing according to GOST 831-75, which is mounted in front of the radial bearing, i.e. on the right in figure 4, while its inner ring will be fixed by a spring retaining ring 17, and the bearing will be closed by an oil seal (not shown in the figures).

It is possible to use two conic single row bearings of increased load capacity according to GOST 27365-87 or two conic single row bearings of bearings according to GOST 333-79, which are located at the edges of the lower link eye 4 symmetrically to each other, the case when between them is located at least one bearing according to GOST 24310-80, in this case, a non-standard inner ring can be worn on the axis of the lower hinge of the lower rod for this bearing. To adjust the tapered roller bearings, the axis 4 has a thread on which a nut and a lock nut are screwed (not shown in the figures).

It is possible to use at least one angular contact ball bearing double according to GOST 832-78 and at least one bearing according to GOST 24310-80.

When using rolling bearings, the grease fitting 34, axial 33 and radial 32 channels are absent, and the grease in the bearings is laid during the assembly of the mechanism and may not be replenished during operation.

Figure 5 shows the lower hinge of the lower thrust when using the simplest hydraulic control system, including at least one main spool, mechanically connected to the handle and controlled by the driver. The spool can connect each of the cavities with the drain, or with the pressure line of the pump, and also connect both cavities with the drain.

The spool, mechanically connected to the handle, is located under the hinged front panel of the bus, its location under the cover of the spare wheel compartment is impossible, because in this case, a spare wheel will be issued to the driver, and it will be impossible for him to control the spool.

In the described case, there is no electronics in the control system, and the hydraulic system necessarily has a hydraulic valve, described above, mechanically connected to the cover of the spare wheel compartment and cutting off the hydraulic system of the mechanism from the hydraulic system of the steering control of the bus with the cover closed, with the open cover of the compartment from the hydraulic system of the bus, the power steering is cut off , and all the oil goes to the spool of the hydraulic system.

When using the simplest hydraulic control system, raising and lowering the spare wheel are as follows.

To lower the spare wheel, the driver, with the engine running and the front right passenger door closed, opens the cover of the spare wheel compartment, then flips the front panel to provide access to the spool control handle. After that, the driver, moving the control handle of the main spool, connects the cavity of the hydraulic cylinder, which provides the issuance of a spare wheel, with the pressure line of the pump, and the opposite cavity with the drain.

The spare wheel begins to protrude from the bus, the parallelogram thrusts begin to turn. After the rods pass through the vertical position, the driver, acting on the spool control handle, connects both cavities of the hydraulic cylinder with a drain, and the wheel begins to lower under the action of its own weight. In this case, the driver determines the moment of connection of both cavities of the hydraulic cylinder with the drain, based on the shock-free lowering of the spare wheel in a minimum time. The driver can connect both cavities with the drain and after passing the rods in a vertical position, it all depends on the choice of flow sections of the hydraulic system elements. After that, the wheel lowers under the influence of its own weight and rotates until it hits the roadbed.

To raise the spare wheel after replacement, the driver, acting on the control handle of the main spool, connects the hydraulic cylinder cavity that provides the spare wheel with the pressure line of the pump, and the opposite cavity with the drain. Spare wheel spare parts start to rise. After the rods pass through the vertical position, the driver, acting on the main spool control handle, connects both cavities with the drain, and the spare wheel drops under the influence of its own weight until the spare wheel bracket stands on the stand.

When raising and lowering the driver determines the angle of connection of both cavities with the drain, based on whether the spare wheel bracket is loaded with a spare wheel or not, if the spare wheel bracket is loaded with a spare wheel, then the connection of both cavities with a drain occurs at a lower angle of rotation of the rods, if not loaded, at a larger angle.

The case is possible when, when applying the simplest hydraulic control system, the mechanism has one additional spool, connected in any traditional way to one of the rods, for example, a drive from a cam connected to the eye of the lower or upper rod. This spool is a limit switch and provides a connection of one of the cavities with a drain when raising and lowering the spare wheel bracket and spare wheel at certain angles of rotation of the lower link, this is not shown in the figures. Two limit switches can be used, which are connected by any conventional known method to one of the rods of the parallelogram mechanism. In this case, in the lower hinge of the lower link, all the combinations of rolling bearings described above can be used.

6, the positions indicated:

7) - turning thrust;

44) - the upper hemispherical liner of the hinge;

45) - ball finger;

46) - weld;

47) - an arm of a nipple;

48) - oiler;

49) - lower hemispherical insert;

50) - spring;

51) - cork;

4) - lower link of the parallelogram mechanism;

43) - a lock ring;

30) - impulse wheel;

29) - tide of the bearing bracket of the mechanism;

38) - a bolt;

39) - the puck;

31) - the axis of the lower hinge of the lower rod.

Figure 6 shows the relative position of the lower hinge of the lower link 4 and the turning rod 7 in the static position and the position of the fully lowered spare wheel (shown by a solid thin line).

Figure 6 shows a fragment of a full-size mechanism.

Figure 6 shows the design of the lower hinge of the turning rod 7, it consists of the following elements described below. The upper hemispherical insert 44 is installed in a conical thickening of the turning rod 7, it interacts with a spherical pin 45 installed in the supporting bracket of the mechanism. Bottom of the ball pin 45 acts the lower hemispherical liner 49, pressed by a spring 50, which is compressed by a threaded plug 51, screwed into the body of the turning rod 7, which has local broadening under the thread. In the described design of the proposed mechanism, the plug has a thread with a diameter of 22 mm and a turnkey hexagon head 24.

In the described design of the proposed mechanism, the lower hinge of the turning rod 7 is periodically lubricated; for this purpose, the hinge has an oiler 48 screwed into the bracket 47, welded to the turning rod 7 by a weld seam 46. The bracket 47 and the turning rod 7 have mating holes for lubricating the hinge.

However, the most advisable implementation of the lower hinge of the turning rod 7 is non-lubricated, with a lifetime supply of lubricant. In this case, the bracket 47 of the oiler 48 and the oiler 48 itself are absent, and the turning rod 7 does not have an opening for lubricating the hinge.

There are precedents for the use of non-lubricated ball joints, they are used in the steering of imported Mersedes, Neoplan, Setra, Man buses and have a longer resource than the periodically lubricated ball joints used in the steering of domestic buses and trucks.

It is possible that the hemispherical liners 44 and 49 are self-lubricating and are made of any conventional known self-lubricating material.

Figure 6 shows the retainer ring 43 of the lower hinge of the lower link of the parallelogram mechanism, figure 6 shows the shape of the retainer ring and holes for a special tool for mounting and dismounting the retainer ring 43.

Figure 6 shows the bolt 38 and the washer 39 of the mounting of the carrier bracket of the mechanism to the profiles of the base of the compartment floor.

7, the positions indicated:

52) - sliding bearing of the lower hinge of the upper link;

3) - the upper thrust of the parallelogram mechanism;

53) - the axis of the lower hinge of the upper rod;

25) - bearing bracket of the mechanism;

7) - turning thrust;

44) - the upper hemispherical insert;

45) - ball finger;

54) - oil seal;

55) - nut;

49) - lower hemispherical liner of the hinge;

50) - spring;

51) - cork;

30) - impulse wheel;

34) - oiler;

4) - lower link of the parallelogram mechanism;

42) - spring washer (engraver).

7 shows the design of the lower hinge of the upper rod. The hinge axis 53 is pressed into the support bracket of mechanism 4. A case is possible where a so-called hot landing is used, i.e. the supporting bracket of the mechanism 25 is heated before mounting, and the axis 53 is cooled. However, it is possible that the axis 53 is pressed in cold. 7 shows the axial and radial channels for lubricating the sliding bearing of the lower hinge of the upper link 3, which is a sleeve 52 of any possible traditional known antifriction material, for example of bronze, pressed into the eye of the upper link 3. An angled grease nipple is screwed into the axis 53. sleeve 52 along the axial and radial channels, in Fig.7 it is not shown, because out of the drawing field, this corner grease gun delivers grease at right angles.

A self-lubricating plain bearing or any conventional known rolling bearing in any combination may be used in the lower hinge of the upper link.

7 shows the design of the lower hinge of the turning rod 7. The upper hemispherical liner 44 having a conical surface is installed in the inner conical surface of the turning rod 7. A ball pin 45 interacting with the liner 44 and having a conical surface and a cylindrical surface with a thread is installed in the hole of the carrier bracket of the mechanism 25, having a conical and cylindrical surface. The ball pin 45 is fixed using a nut 55, a spring washer (engraver) 42 and a washer.

The lower hemispherical insert 49 is pressed against the ball pin 45 by a spring 50, which is pressed by a plug 51 screwed into the thread of the turning rod 7. The hinge has an oil seal 54, which is asymmetrical with respect to the inner hole into which the ball pin 45 is inserted. The oil seal 54 is made proceeding from the possibility of rolling the turning rod 7 with respect to two mutually perpendicular axes, one of which coincides with the axis of the ball pin, and the other is perpendicular to it and the axis of the turning rod and passes through the center axis of the ball of fingers 45, rolling this axis is assumed structure at a small angle mechanism.

7 shows the appearance of the lower hinge of the lower link of the parallelogram mechanism. Figure 7 shows the impulse wheel 30 and the corner oiler 34, designed to lubricate this hinge.

Figure 7 shows the tide of the lower rod 4, designed to provide sufficient width of the hinge of the hydraulic cylinder, based on the conditions for ensuring its resource.

In the lower hinge of the upper link, rolling bearings with rarely replenished or lifetime lubricant reserves can be used. It is possible to use two ball angular contact single row bearings according to GOST 831-75 or one ball angular contact double row bearings according to GOST 4252-75.

On Fig positions indicated:

56) - a bolt;

57) - the axis of the upper hinge of the upper link of the parallelogram mechanism;

58) - housing of the upper thrust bearing of the knuckle;

59) - upper thrust bearing of the steering knuckle;

6) - rotary fist;

60) - radial sliding bearing of the knuckle;

61) - the housing of the left thrust bearing of the balancing joint;

62) - left thrust bearing of the balancing joint;

63) - weld;

64) - the sheet body of the balancer hinge;

16) - balancer;

65) - the radial plain bearing of the balancer;

66) - the housing of the right thrust bearing of the balancing joint;

67) - a bolt;

68) - weld;

69) - the right thrust bearing of the balancing joint;

70) - lower thrust bearing of the steering knuckle;

71) - the radial sliding bearing of the upper hinge of the lower link of the parallelogram mechanism;

72) - the axis of the upper hinge of the lower rod;

73) - axial lubrication channel of the upper hinge of the lower link;

17) - angular amplifier;

2) - spare wheel bracket;

5) - rack parallelogram mechanism;

97) - spring washer (engraver);

102) - the puck.

On Fig shows a section of a fragment of the mechanism, made in full size.

The axis 57 of the upper hinge of the upper link of the parallelogram mechanism and the housing 58 of the upper thrust bearing 59 are mounted using a bolt 56, a spring washer (engraver) 97 and the washer 102 to the rack 5 of the parallelogram mechanism.

The upper thrust bearing 59 of the knuckle 6, which is a sliding bearing made of bronze or any other anti-friction material, can be pressed onto the housing 58 to prevent rotation, or have an axial protrusion that fits into the groove of the housing 58, in which case the bearing 59 is mounted without press fitting.

The lower thrust bearing 70 of the knuckle 6, which is also a sliding bearing, for the same purpose has an axial protrusion, which, when installed, enters the groove of the rack 5 of the parallelogram mechanism. Bearing 70 is mounted without mounting. It is made of bronze or any other anti-friction material. It is possible that the thrust bearing 70 is fixed with a pin. In this case, a through hole is drilled in the bearing 70, and a hole along the length of the pin is also drilled in the post 5. In Fig.8 it is not shown.

The radial bearing 60 of the knuckle 6 is also a sliding bearing and is a sleeve made of any antifriction material, for example bronze, pressed into the knuckle 6.

The radial bearing 71 of the upper hinge of the lower link of the parallelogram mechanism is a sleeve made of any antifriction material, such as bronze, pressed into the rack 5 of the mechanism. The axis 72 of the upper hinge of the lower link is pressed into the lower link and has an axial channel 73 for lubricating the hinge, as well as radial channels (not shown in Fig. 8).

We proceed to consider the design of the balancer hinge. The steering knuckle has a protruding cylindrical part, on which the balancer 16 is mounted.

The housing 61 of the left thrust bearing of the balancer hinge has an axial protrusion, which, when installed, enters the groove made in the body of the knuckle 6, in order to prevent the housing 61 from turning relative to the knuckle 6.

The left thrust bearing 62 of the balancer hinge also has an axial protrusion that fits when inserted into the groove of the housing 61, in order to prevent the bearing 62 from turning relative to the housing.

The case is possible when a hole is drilled in the bearing 62, the housing 61 and the knuckle 6 into which a pin is pressed in to prevent the bearing 62, the housing 61 from turning relative to the knuckle 6.

Most preferred is the case where the housing 61 is missing and the bearing 62 is mounted with its axial protrusion into the groove of the knuckle. In this case, the case is possible when the thrust bearing 62 is pressed into the knuckle.

The housing 66 of the right thrust bearing 69 of the balancing joint is attached to the knuckle 6 with a bolt 67 using a spring washer (engraver). The right thrust bearing 69 may be pressed onto the housing 66 or have an axial protrusion that fits into the groove of the housing 66, which may be through.

Adjusting washers may be mounted between the housing 66 and the knuckle 6 to adjust the axial clearance of the balancer hinge. However, their installation is optional, because the required axial clearance of the balancer is ensured by the selection of the dimensions of the mating structural elements.

The balancer 16 is a hollow cylinder into which a radial plain bearing 65 is pressed in, which is a sleeve of any antifriction material, such as bronze.

As shown in Fig. 8, the balancer 16 can be wrapped in a sheet casing 64, which is a trapezoid in a sweep. The sheet body 64 bends around the balancer 16, is welded to it using welds 63 and 68. Between the two triangular protrusions of the sheet body, an angular amplifier 17 is inserted and welded to them. Together, three welded triangular sheets are welded to the spare wheel bracket 2. Welded seams that weld the corner amplifier 17 to the sheets of the sheet body and to the first sheet of the spare wheel bracket are not shown in FIG. they are not in the cut plane.

Sheet housing 64 may be absent. In this case, the angular amplifier 17 is rigidly connected to the balancer 16 by any possible traditional known method, for example, is welded to it.

The first sheet of spare wheel bracket 2 is welded to the corner amplifier 17.

When making a spare wheel bracket made of plastic, the angular amplifier is a single unit together with the spare wheel bracket, while the sheet housing covers the balancer and is attached to the angular amplifier using a detachable connection made by any conventional method, for example, bolts, nuts and washers.

Fig. 8 shows the case when sliding bearings are used in the steering knuckle 6 and the balancer 16, which are bushings of any traditional known antifriction material, for example bronzes, which need periodic lubrication, for this purpose the rotary cam 6 and the balancer 16 are installed grease fittings (not shown in FIG. 8). To ensure the use of grease fittings in the knuckle 6 and the balancer 16, tides are performed with threaded holes for the grease fittings, holes for the passage of lubricant are also drilled in the sliding bearings of the knuckle 6 and the balancer 16. The sheet housing 64 has holes for tides of the balancer under the grease fittings, it can be additionally welded to the balancer in places around the perimeter of the holes for the tides of the balancer.

The use of sliding bearings in the described assembly makes it possible to achieve maximum life with the existing diameters of the friction units, however, they must be lubricated periodically, which is a drawback of this embodiment of the proposed mechanism.

For this reason, it is possible to use any rolling bearings with rarely replenished or lifetime lubricant supply.

Consider the main options for rolling bearing circuits that can be used in the described nodes, the figures do not show the use of rolling bearings in these nodes.

SKF combination bearings are possible, which are a combination of a thrust ball bearing and a radial roller bearing without an inner ring. The most optimal use of the bearing is NAX 405232, described in [5] (p. 238) and having fairly high values of C and Co. Two symmetrically spaced bearings NAX 405232 can be used in the swivel knuckle. The advantage of these bearings over others, for example, domestic, is the high values of C and Co with minimal dimensions.

Two symmetrically spaced bearings NAX 506235, which are also combined bearings from the same series, can be used in the balancing joint.

In the hinge of the knuckle and the balancing hinge, two symmetrically arranged single-row tapered roller bearings of increased load capacity according to GOST 27365-87 can be used, instead of them two single-row tapered roller bearings according to GOST 333-79 can be used instead.

In the swivel knuckle and the balancer hinge, two, or four, ball angular contact single row bearings according to GOST 831-75 can be used.

In the hinges of the knuckle 6 and the balancer 16 and the upper hinge of the lower link, self-lubricating sliding bearings made of any traditional known materials can be used.

In figure 9, the positions indicated:

75) - the sliding bearing of the upper hinge of the upper link;

57) - the axis of the upper hinge of the upper rod;

3) - upper thrust;

56) - a bolt;

5) - housing of the upper thrust bearing of the steering knuckle;

59) - upper thrust sliding bearing;

6) - rotary fist;

60) - radial sliding bearing of the knuckle;

5) - the stoic of the mechanism;

70) - lower thrust bearing of the steering knuckle;

75) - the sliding bearing of the upper hinge of the upper link;

72) - the axis of the upper hinge of the lower rod;

73) - axial lubrication channel;

4) - lower link of the parallelogram mechanism;

48) - oiler;

76) - a lock ring;

8) - the slider of the turning rod (hinge body);

77) - spring washer (engraver);

78) - a hemispherical liner of the hinge;

79) - oil seal;

80) - ball finger;

81) - radial lubrication channel;

97) - spring washer (engraver);

102) - the puck.

The axis 57 of the upper hinge of the upper link and the housing 58 of the upper thrust bearing 59 are bolted 56 to the rack 5 of the mechanism using a washer 102 and a spring washer (engraver) 97. Adjusting washers installed between the axis 57 and the rack 5 and designed to compensate for the deviation of the rack in height and compensation of curvature rather than the plane of the rack and body 58.

The detachable connection of the axis 57 and the rack 5 may be any conventionally known. Instead of bolt 56, a stud and a nut with a locknut can also be used with washer 102 and engraver 97.

Features of the installation of thrust bearings 59 and 70 and the radial bearing 60 are already described in the description of Fig.8.

Let us dwell on the design of the hinge of the turning rod. The hinge has a ball pin 80, which is screwed into the threaded hole of the tide of the knuckle 6 and fixed with a spring washer (engraver) 77. A hemispherical insert 78 is installed in the slider 8, which is the hinge body. The hinge has an oil seal 79.

As shown in Fig. 9, the upper hinge of the upper link of the parallelogram mechanism has a sliding bearing, which is a sleeve of any antifriction material, for example, bronze, pressed into the eye of the upper link 3. In the axial direction, the upper link is fixed on the axis 57 using the snap ring elastic in the radial direction and having holes for the spikes of the tool with which it is installed and removed. Figure 9 shows the channels for lubricating the bronze sleeve 75. The lubricant to the axial channel comes from an angled grease fitting screwed into the upper link axis 57. The circlip and corner oiler are not shown in FIG. go beyond the drawing field.

In the upper hinge of the upper link, any possible combination of any rolling bearings can be used, consider the most preferred of them.

It is possible to use at least one radial needle roller bearing without rings according to GOST 24310-80 in combination with at least one single row angular contact ball bearing according to GOST 831-75.

Instead of a bearing according to GOST 831-75, one angular contact double ball bearing can be used according to GOST 832-78.

Instead of a bearing according to GOST 831-75, one angular contact double-row ball bearing according to GOST 4252-75 can be used.

A self-lubricating bearing made of any conventional known self-lubricating material may be used in the upper hinge of the upper link.

In order to increase the tolerance for the axis of the lower hinge axles of the lower link and the lower hinge of the upper link and to allow the axis of parallelism of the axes of the upper hinges of the lower and upper link, one of the hinges connecting the link of the parallelogram mechanism to which the hydraulic cylinder is not connected, with a stand or with a bearing bracket of the mechanism can be made ball.

In relation to the described design of the proposed mechanism, this hinge can be either the upper hinge of the upper link or the lower joint of the upper link.

In the case where the hydraulic cylinder is connected to the upper link, this hinge may be one of the lower link joints.

The use of a ball bearing in one of the hinges of the thrust to which the hydraulic cylinder is not connected also allows to increase the tolerances on the parallel axis of the hinges.

Figure 9 shows the design of the upper hinge of the lower rod. The hinge axis 72 is pressed into the rear eye of the upper hinge of the lower link 4. For this, the axis 2 has a section with a diameter larger than the main diameter that enters the eye hole, also having two diameters. In this case, the tolerances of the diameters of the axis section and the diameter of the eye hole section are selected so that it is possible to press in both cold and hot conditions, in which the lower link 4 is heated and the axis 72 is cooled. When pressing in, the axis 72 abuts with its protrusion against the protrusion of the eye. Axis 72 is axially fixed by a retaining ring 76, radially elastic and having holes for tool spikes. The retaining ring 76 abuts against the front eye of the upper hinge of the lower link 4 and fixes the axis 72 in the axial direction. The retaining ring 76 may be absent, and the fixing of the axis 72 may be provided by pressing.

The sliding bearing 71 is pressed into the rack 5 of the parallelogram mechanism and is a sleeve of any anti-friction material, such as bronze. An oiler 48 is screwed into the axis 72, from which the lubricant flows through the axial 73 and radial channels 81 to the friction pair “sleeve 71 - axis 72”.

In the upper hinge of the lower link, any conventional known rolling bearing may be used. The most optimal use of at least one radial needle roller bearing without rings according to GOST 24310-80.

A self-lubricating bearing made of any conventional known self-lubricating material may be used in the upper hinge of the lower link.

In figure 10, the positions indicated:

4) - lower link of the parallelogram mechanism;

48) - oiler;

89) - limiter rotation of the knuckle, made on

a rack;

5) - rack parallelogram mechanism;

90) - emphasis of a rotary fist;

60) - the sliding bearing of the steering knuckle;

6) - rotary fist;

7) - turning thrust;

88) - the tip of the turning rod;

9) - spring of the turning rod;

74) - weld;

82) - hinge cover;

83) - spring;

91) - pin;

85) - a wedge-shaped washer;

78) - hemispherical liner;

80) - ball finger;

79) - oil seal;

86) - hemispherical insert;

14) - slider stroke limiter;

15) - a nut of fastening of the limiter of the course of the slide;

87) - linear sliding bearing of the slider of the turning rod;

8) - the slider of the turning rod (hinge body);

77) - spring washer (engraver).

Figure 10 shows a section of a fragment of the mechanism, made in full size.

Figure 10 shows the lower link 4 of the parallelogram mechanism, connected by a hinge described above, with the rack 5 of the mechanism.

The knuckle 6 has an emphasis 90, restricting its rotation to 90, up to the interaction with the limiter 89, which is a tide on the rack 5 of the mechanism.

Consider the design of the hinge connecting the knuckle 6 and the slider 8 of the steering rod. The hinge has a ball pin 80 screwed into the threaded tide of the knuckle 6 and secured with a spring washer (engraver) 77. The hinge has two hemispherical liners 78 and 86 that interact with the ball of the finger 80 and are mounted in the slider 8. The hemispherical liner 78 has a tapered the surface on which the wedge-shaped washer 85 acts, pressed by the spring 83.

The hinge has a cover 82 fixed by a pin 84. The spring 83 serves to press the hemispherical liners 78 and 86 against the ball pin 80. A rubber seal 79 is installed in the slider 8, which is the hinge body.

The tubular turning rod 7 has a tip 88 rigidly connected to it by any conventional known method, for example, welded with a weld seam 74. The tip 88 has a hexagon and an abutment for the spring 9 of the turning rod 7, cast together with the tip 88. At the other end, the spring 9 interacts with the slider 8.

The slider 8 has a linear plain bearing 87, which is a sleeve of any traditional known anti-friction material, such as bronze, pressed into the slider 8.

The tip 88 of the turning rod 7 has a conical surface on which the limiter 14 of the slider 8 moves, and also has a threaded end on which the nut 15 of the fastener 14 is screwed, which is fixed by the nut 15 with the washer and spring washer (engraver), with the positions in FIG. .10 not marked.

The hexagon of the tip 88 serves to prevent the rotation of the turning rod 7 when tightening the nut 15 and tightening the plug of the lower hinge of the turning rod, because when tightened, the turning rod is kept from turning with an open-end wrench acting on the hexagon of the tip 88.

Figure 10 shows a section of a fragment of the mechanism with a fully issued spare tire. As described above, at the end of raising the spare tire into the bus body, the active length of the steering rod 7 decreases, the slider 8 compresses the spring 9, and the linear sliding bearing 87 linearly moves along the tip of the steering rod 88. Figure 10 shows the channel for lubricating the linear bearing 87 and the ball joint.

The linear bearing 87 of the turning rod 7 and the liners 78 and 86 of the hinge of the slider 8 can be made of any conventional known self-lubricating materials and not be lubricated, in this case there are no channels for their lubrication.

The ball joints of the turning rod can be non-lubricated and can be made for this purpose by any traditional known method.

11 in relation to the cross section aa, the positions indicated:

8) - slider;

82) - hinge cover;

83) - spring;

84) - pin;

85) - a wedge-shaped washer;

91) - pin wear indicator;

78) - hemispherical liner;

80) - ball finger;

86) - hemispherical insert.

Consider section AA in figure 10. Section A-A shows a rectangular hinge cover 82 that is secured with a pin 84. The wedge-shaped washer 85 has a recess for the spring 83 acting on it. The wedge-shaped washer 85, with its wedge surface, acts on the wedge surface of the hemispherical insert 78 and transfers the force from the spring 83 to compress the hinge, significantly increasing it. A wear indicator pin 91 is inserted into the wedge-shaped washer 85, it is necessary not only to indicate wear, but also to assemble the hinge, because when exposed to the tool, the spring 83 is compressed and a cover 82 is installed, fixed by a pin 84.

Assembly of the hinge is as follows. A hemispherical insert 86 is inserted into the slider. Then the slider is put on the ball pin 80. After that, the hemispherical insert 78 and the stuffing box 79 are inserted (see FIG. 10). Then a wedge-shaped washer 85 is inserted with a pre-compressed spring 3. After that, a pin 91 is inserted - a wear indicator, so that it enters the blind hole of the wedge-shaped washer 5. Then, using pliers or some other tool, acting on the pin 91, the spring 83 is compressed. After that, the cover 82 is inserted and fixed by the pin 84. Then the action on the pin 91 is stopped, the spring 83 is released, and the hinge is ready for operation.

Indication of wear by the pin 91 is as follows. When the hemispherical inserts 78 and 86 and the ball pin 80 are worn, the wedge-shaped washer 85, pressing the hinge, moves up with the pin 91. The height of the protruding part of the pin 91 is used to judge the wear of the hinge. To this end, the pin 91 may have a painted part corresponding to an unworn hinge, in this case, the wear of the hinge is judged by the appearance of the unpainted outer surface of the pin on top of the slide.

The front hinge of the longitudinal link of the steering mechanism of the LiA3-677 M bus, described in [4], which, as described above, served as the prototype of the knuckle of the steering knuckle, was similarly designed.

11 in relation to the cross-section BB positions indicated:

8) - slider;

91) - pin wear indicator;

85) - a wedge-shaped washer;

83) - spring.

Section BB in FIG. 10 further illustrates the design of the hinge of the slider 8. Section BB shows that the spring 83 is located in the middle of the wedge-shaped washer 85 in the recess. The wedge-shaped washer 85, with its left side in FIG. 11, interacts with the cover 82 (section AA) of the hinge and transfers a compressive force to it. Section BB shows the shape of the protruding upper and lower parts of the slider.

11 in relation to the cross section CC, the positions indicated:

8) - slider;

87) - linear slide bearing of the slider;

88) - the tip of the turning rod;

80) - ball finger;

79) - oil seal;

92) - horizontal in Fig.11 channel lubrication;

93) - vertical in Fig.11 channel lubrication;

48) - an oiler.

The spherical hinge of the slider can be either lubricated or non-lubricated. 10 and 11, the hinge of the slider is shown as lubricated. As shown in FIG. 11, the hinge of the slider has a common grease fitting 48 for lubricating it together with the sliding bearing 87 of the slider. Grease from the grease fitting 48 enters through channels 92 and 93 to the ball joint and sleeve 87.

In the case when the spherical hinge of the slider is non-lubricated, and the bearing 87 is lubricated, the grease fitting 48 is not located in the center of the slider, but under the sliding bearing 87 at section CC, and the grease from the grease fitting 48 flows through one vertical channel to the linear plain bearing 87.

12 is a view A of FIG. 10, illustrating the design of the steering rod and the relative position of the turning rod, the lower link of the parallelogram mechanism and the steering knuckle with the spare wheel fully lowered. On Fig shows that in this position the grease nipple is located below, therefore, the lubrication of the linear sliding bearing of the slider and the ball joint, if lubricated, should be carried out with the spare wheel fully raised in the body of the bus.

On figa shows the relative position of the steering knuckle, the lower link of the parallelogram mechanism and the turning rod with a spare wheel located in the body of the bus. From figa it is seen that with a spare wheel located in the body of the bus, the turning rod is compressed as much as possible, and its active length reaches a minimum value. As shown in figa, the axis of the steering knuckle and the axis of the steering rod make an acute angle, for this reason, a component of the spring force acting on the ball joint of the slide and tending to turn the spare wheel bracket with the spare wheel in the opposite direction appears, therefore, when installing the spare wheel in a bus close to the final one, it is desirable that the spare wheel bracket contact with the body of the electrohydrosystem to avoid turning the spare wheel bracket with a spare wheel in the opposite direction.

On figb shows the relative position of the steering knuckle, lower link and the steering link at the moment when, when issuing a spare wheel, the turning link reaches the maximum value of the active length, and with further movement, the rotation of the spare wheel begins. At this moment, the spring of the turning rod is unclenched as much as possible. In this position, the axis of the steering rod makes an acute angle with the axis of the steering knuckle, for this reason, the resistance to rotation of the spare wheel when applied to the axial steering rod is more than doubled; when raising the spare wheel, the resistance to rotation of the spare wheel when applied to the axis of the steering rod also increases more than twice, therefore, the spring of the turning rod must have a margin of elasticity. On Fig positions indicated:

13) - a rod of a hydraulic cylinder;

94) - rod tip;

95) - tip bearing;

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

42) - tide in the lower thrust to organize the hinge of the hydraulic cylinder rod;

4) - lower thrust;

98) - axial channel for lubrication;

99) - a coupling bolt.

On Fig shows the design of the hinge of the rod of the hydraulic cylinder. On the threaded end of the rod 13 of the hydraulic cylinder, which is a steering cylinder of MAZ vehicles, a tip 94 is screwed, also having a thread. The tip 94 has a cutout and two eyes under the coupling bolt 99, fixing the tip in a certain position on the rod 13. A sliding bearing 95, which is a sleeve of any antifriction material, such as bronze, is pressed into the tip 94. The hinge axis 96 has an axial channel 98, as well as radial channels (not shown in FIG. 14) for lubricating the hinge.

On Fig positions indicated:

13) - a rod of a hydraulic cylinder;

94) - rod tip;

95) - tip bearing;

100) - radial lubrication channel;

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

101) - a lock ring;

98) - axial channel for lubrication;

34) - oiler;

4) - lower thrust;

42) - tide of lower thrust.

The hinge axis 96 is pressed into the lower link of the lower link in FIG. 15, and the axis 96 can also be pressed into or inserted into the upper eye. The axis 96 has a thrust collar restricting the movement of the axis during pressing, which can be performed both in the cold and in the hot state, in which the lower link is heated and the axis 96 is cooled.

An angled oiler 34 is screwed into the axis 96 and fixed with a spring washer (engraver). From the grease fitting 34, the lubricant flows through axial 98 and radial channels 100 to the friction assembly.

Axis 96 is fixed from axial movement on the one hand by means of a thrust collar, and on the other hand, by means of a locking ring 101, radially elastic and having holes for the spikes of a special tool for mounting and dismounting.

To ensure sufficient hinge life, the lower link has a tide 42, shown in FIG. 15 from above. This tide allows you to provide the length of the hinge required to ensure a sufficient resource.

The tip 95 of the rod is designed so that it is wound on the rod of the serial hydraulic steering cylinder of MAZ vehicles.

In conjunction with the lower rod of the hydraulic cylinder rod, any conventional known rolling bearings can be used.

Perhaps the use of radial needle roller bearings without rings according to GOST 24310-80.

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 has a bearing adjustment mechanism.

In the hinge of coupling the lower link with the tip of the cylinder rod, a self-lubricating bearing made by any conventional method can be used.

On Fig positions indicated:

103) - bracket;

104) - a bolt;

105) - the puck;

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

108) - stuffing box sleeve;

109) - stuffing box ring;

110) - oil seal;

111) - a lock ring;

10) - a hydraulic cylinder;

112) - screw;

113) - a lock ring;

114) - thread;

19) - horizontal power profile of the base of the compartment floor;

115) - axial lubrication channel;

116) - radial lubrication channel;

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

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

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

106) - spring washer (engraver).

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

For pairing, a bracket 103 is used, which is fastened with bolts 104, washers 105, spring washers (engravers) 106, nuts 107 to the vertical profiles of the chassis base, or the carrying case, bus. It has a rectangular shape at the interface between the bracket and the profiles 12 of the base of the bus, and at the interface with the eye of the hydraulic cylinder, it is cylindrical, line 119 shows the separation of the shape.

In the proposed design of the proposed mechanism, the same coupling mechanism is retained that is used in pairing the MAZ steering cylinder with the frame, with the difference that instead of the coupling finger, the bracket 103 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 lubrication holes in the inner ring.

The outer ring 118 of the ШС-30 bearing is pressed into the eye of the hydraulic cylinder 10. In the assembled state, the outer ring 118 is fixed from axial movement by two retaining rings 111, radially elastic and having holes for the spikes of a special tool for mounting and dismounting. When assembling the mechanism, one of the rings 111 is first installed, then the outer ring 118 is pressed in, after which the second retaining ring 111 is installed.

Then, when assembling the mechanism, the gland bush 108 left on Fig. 16 is put on the bracket. After that, the inner ring 117 is inserted into the outer ring 118, then the gland 110 and the gland ring 109 are screwed, after which the inner ring 117 is pressed onto the bracket 103, so that the lubrication holes coincide with the lubrication holes of the bracket 103. After pressing the inner ring 117, the stuffing box 110 is inserted into the stuffing box sleeve 108. After that, the right stuffing box sleeve 108 is put on the bracket 103, then the screws 112 are screwed onto the 16, gland 110 and gland ring 109.

The fittings of the tube for lubricating the articulated bearing are screwed into the thread 114 of the axial channel 115, an oiler is screwed onto the end of this tube, which is displayed in a convenient place, for example, on the support bracket of the mechanism above the grease fitting of the lower link lower joint.

When using the MAZ automobile hydraulic steering cylinder, the design of the hinge of the hydraulic cylinder eye is preserved with the difference that instead of the finger of coupling the hydraulic cylinder with a frame having channels for lubricating the ShS-30 ball bearing, the bracket 103 is used.

When self-lubricating bearings are used in the joints of the mechanism, the eye of the hydraulic cylinder is connected to the bracket 103 by means of a spherical self-lubricating bearing.

In all cases, the sphericality of the described hinge is necessary to compensate for distortions in the mechanism that may occur when the carrier bracket of the mechanism is attached to the power structures of the vehicle and the axis of the lower link of the lower link is pressed in.

Let us dwell on the arrangement of the mechanism on buses. As noted above, on intercity, tourist 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 makes it possible to find 780 mm of length for the proposed mechanism.

On Fig shows the location of the proposed mechanism on the designed intercity bus. The mechanism is located on the front overhang, which is more than 2800 mm, but nevertheless, a dimensional corridor of 7.00 m is provided with a turning radius of 11.5 m, which is not minimal, with a length of 13000 mm, permitted by the new UN directive.

The well-known bus LiA3-5256 has a dimensional corridor with a overall minimum turning radius of 11.5 m is 6.7 m, but with a length of 11400 mm.

In the designed bus with a length of 13000 mm, the minimum overall corridor is achieved as a result of well-thought-out body geometry and the choice of wheelbase.

Comparison of the overall corridors of the designed bus and the LiA3-5256 bus shows that on the designed bus, pick-up on corners is only 0.30 m more than on the LiA3-5256, which is quite realistic.

The author worked as a bus driver on LiA3-5256 and knows that an experienced driver can easily find these 0.30 m, but it must be taken into account that the designed bus is intercity and is not intended for winding city routes.

On Fig shows a conditional view of the front of the designed bus without a front door, the right lower front wall and the compartment cover of the proposed mechanism. To release the passage of the right front passenger door, the front folding seat is mounted on a parallelogram mechanism, on which it is retracted inside the bus into a special compartment. Under the front folding chair in the designated compartment is a windshield washer reservoir, the capacity of which can reach 60 liters.

On Fig shows the location of the proposed mechanism on a half-low city, suburban or intercity bus. In this case, the mechanism is located on the rear overhang of the bus, as it requires a high-floor bus, which the half-low bus has only on the rear overhang and within the wheelbase near the rear wheels.

The mechanism itself in this case is located under the floor of the bus, as shown in Fig. 18, and the spare tire is in the niche of the seats.

The case is possible when a suburban or intercity bus has a low floor, i.e. LJL type bus, a spare wheel is 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 one-wing front door, in which the proposed mechanism can be located on the front overhang so that the mechanism is located under the bus floor, and the spare wheel is in niche front seats.

I would argue that for the arrangement of the mechanism, as shown in Fig.17, the bus must have a large front overhang. Yes, it is, but there are many buses with a large front overhang; they are produced by foreign companies.

These are, first of all, Neoplan Cityliner buses, well-distributed in Russia, as well as the 15-meter long Neoplan Euroliner, which are also common in Russia, as well as Neoplan Starliner buses.

Temsa Diamand buses, produced by the well-known Spanish company Temsa, known to the author from [6], have a large front overhang.

Among Spanish buses, a large front overhang has a Touringstar bus manufactured by Noge, a well-known author from [7].

Among the products of the famous bus company Setra, almost all buses have a sufficient front overhang, as their front overhang, according to data from the Internet, varies in the range from 2820 mm to 3160 mm.

In the products of the well-known Swedish company Volvo, the Volvo 8700 LE buses and the Volvo 9900 buses have a rather large front overhang, the last of which are produced in the German city of Hybronn [7].

Among Chinese buses, the proposed mechanism can be used on the Yutong ZK-6129 N bus, which is widely used in Russia.

The proposed mechanism could be used on the newly developed Belarusian bus MA3-251, which has a front overhang sufficient for this.

As you can see, there are a lot of buses on which the proposed mechanism can be introduced, but these are imported buses. On them, the proposed mechanism can be implemented with minimal alterations relating 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 aisle between the seats, so that its rear part is between the independent front axle levers, such a scheme was widespread on Man and Neoplan buses.

Of the existing domestic Russian buses, the proposed mechanism can be implemented on GOLAZ intercity buses on the LiA3-5256 chassis, with 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 location of this mechanism, as shown in FIG. .17, but, alas, its gender is too low for the proposed mechanism. For this reason, when the mechanism is located in such cases, its design can be changed so that the thrusts of the parallelogram mechanism are located in front of the spare wheel bracket and spare wheel, i.e. the mechanism is mirrored symmetrically to the vertical axis located in front of the spare wheel, while the hydraulic cylinder and traction of the parallelogram mechanism are located under the floor in front of the front seats, and the spare wheel is located in the niche of the front seats. In the figures, such a design of the mechanism is not shown.

The proposed mechanism can be used on trucks, for example, in particular, on dump trucks. In this case, the mechanism itself is located under the tipper body, and the spare wheel is between the body and the cab.

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 proposed 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 taken 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, Neoplan Cityliner, Neoplan Starliner and many other buses.

In the absence of these hatches, the housing of the relay spools can be located under the front bumper from the front passenger door.

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 action of gravity. By pressing the lowering button of the spare, 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 MA3-64229 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 body of the bus is raised, as you lower the spare wheel bracket and spare wheel, the shoulder of the hydraulic cylinder force decreases, reaching a minimum when they are completely lowered, which is the reason for the large required hydraulic cylinder effort.

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 for limit switches, which are one or two spools, in any traditional way connected with one of the link rods and designed to connect with the drain of the hydraulic cylinder cavity, designed to raise (lower) the spare wheel during the raising (lowering) when finding rods in extreme position; 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 the normal height of the bus body above the road, i.e. when the body of the bus is not jacked. In this case, in the extreme position corresponding to the completely raised holder, the raising cavity is connected with the drain, and with the holder fully lowered, the lowering cavity.

The MA3-64229 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. The mechanism can be facilitated by the use of non-metallic materials, for example, in the design of the upper link of the parallelogram mechanism.

Such mechanisms, of course, are 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 ease 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 noted that a tire and a 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 not large and amounts to 1000-1500 dollars or euros, it all depends on how the mechanism is designed.

In all cases of designing the proposed mechanism, the dimensions of the rods of the parallelogram mechanism lie in the following ranges: the distance between the centers of the hinges of the rods is 400-500 mm, the distance between the centers of these hinges in height on the rack and the bearing bracket of the mechanism is 150-250 mm, the active length of the turning rod is 400-520 mm

References

1. MAZ 103, 103С, 104, 104С, 105, 152 buses. 152А. 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. Cherednikov A.A., Rudnikov Yu.M. Buses: features of the device and operation: Textbook. allowance for vocational schools. - M.: Transport, 1991.191 s.: Ill.

4. MAZ. Catalog of parts and assembly units. P. Publishing House "Geza Com", 1995.240 s.

5. Chermensky O.N., Fedotov N.A. Rolling bearings. M .: Engineering, 2003.

6. Commercial vehicles 2006. Trucks. Buses Trailers

7. Trucks and buses. Catalog 2004/2005.

Claims (29)

1. The mechanism for raising and lowering the spare wheel having a hydraulic cylinder and a hydraulic system for raising and lowering the spare wheel, characterized in that the spare wheel is mounted in a holder associated with a rotary fist, which is hollow and mounted to rotate on a cylindrical column parallelogram mechanism formed by two rods, lower and upper, which are pivotally connected to the rack of the parallelogram mechanism and to the bearing bracket of the mechanism, rigidly connected to the profiles of the base of the compartment floor, when The rotary knuckle is connected by means of a spherical hinge to the turning rod, one end of which is connected to the rotary knuckle, and the second end is also connected by means of a spherical hinge to the bearing bracket of the mechanism, while the turning rod is arranged in any known manner so that it can be elastically compressed but cannot stretch relative to the value of the active length, this term refers to the projection onto a plane perpendicular to the axial plane of the vehicle, the distance between the centers of two Turn the thrust spherical joints, one of which connects it with the knuckle, and the other - with the bearing bracket mechanism; the hydraulic cylinder for raising and lowering the spare wheel is pivotally connected to the power profiles of the chassis or the bearing body of the vehicle and pivotally connected to the lower or upper link of the parallelogram mechanism. 2. The mechanism according to claim 1, characterized in that the turning rod is made hollow tubular, has at least two bends and has a rigidly connected tip, for example, welded to it, on which there is a slider connected to the tip of the turning rod with a linear bearing made of any antifriction material, for example, self-lubricating, a spring acting on the slider is also put on the tip of the turning rod, the tip of the turning rod has a conical surface and a threaded end, a slider stroke limiter is mounted on a conical surface, and a fastening nut is screwed on to the threaded end, the turn rod tip has a turnkey hexagon to ensure tightening of the nut of the slide stop limiter fastener and the lower link hinge tube. 3. The mechanism according to any one of claims 1, 2, characterized in that the lower hinge of the turning rod is made in its thickening and consists of the following elements: a spherical finger having a conical surface and a threaded end installed in the conical surface of the bearing bracket of the mechanism and rigidly connected with it, for example, screwed to it with a nut; two hemispherical inserts made of any antifriction, for example, self-lubricating, material, one of which is inserted into the conical thickening of the turning rod, and the other is spring-loaded to the ball pin; the spring is pressed against the hemispherical insert by a threaded plug having a hexagon and a turning rod screwed into the thread. 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 bolted to the power profiles of the chassis base or the carrier body of the vehicle. 5. The mechanism according to claim 1, characterized in that the spare wheel holder is connected to the steering knuckle by means of a balancing hinge, while the spare wheel holder is attached to the balancer using an angular amplifier rigidly connected to the spare wheel holder and the balancer, for example, welded to them . 6. The mechanism according to claim 1, characterized in that the spare wheel holder consists of at least three sheets; the first sheet of trapezoidal or triangular shape is rigidly connected to an angular amplifier, for example, is welded to it; the angular amplifier is rigidly connected to the body of the balancing hinge, for example, is welded to it; the second sheet of the holder, the middle part of which is curved in a circle whose radius is equal to the maximum radius of the wheel without load, is welded to the first sheet, the ends of the second sheet are curved in a straight line at an angle of inclination of the sides of the trapezoid, or triangle, of the first sheet and are welded to them; the second sheet can be stamped so that its middle part, bent around the circumference, is bent in an arc in a cross section, copying the wheel cross section without load; the third sheet is trapezoidal in shape, the upper line of the trapezoid of which is a circle whose radius coincides with the radius of the protruding part of the wheel disk at their contact point, i.e. it copies the circumference of the protruding wheel disk, while the wheel disk abuts against the sheet of the spare wheel holder with its protruding part and is in contact with it, which ensures vertical installation of the wheel in the holder of the spare wheel; the third sheet can be made so that the radius of the circumference of the upper line of the trapezoid is larger than the radius of the protruding part of the wheel disk, while the wheel disk does not contact the spare wheel holder, and the vertical installation of the wheel in the spare wheel holder is ensured by friction of the tire sides against the sheets of the spare wheel holder and small compression of the tire in contact with the spare wheel holder; the first and second sheets of the spare wheel holder can be made so that their edges have bent sealed ends, and the edges of the sheets themselves can be bent outward in order to facilitate the installation of the spare wheel in the holder. 7. The mechanism according to claim 1, characterized in that the axis of the upper hinge of the upper link of the parallelogram mechanism and the housing of the upper thrust or angular contact bearing of the knuckle are attached to the rack of the parallelogram mechanism using a detachable connection, for example a bolt, washer, spring washer engraver and adjusting washers; the use of shims allows you to compensate for inaccuracies and distortions in the parallelogram mechanism; the final tightening of the detachable connection is made after the assembly and verification of the operability of the parallelogram mechanism. 8. The mechanism according to claim 1, characterized in that the ball finger of the hinge of the slider having a turnkey hexagon is screwed into the tide of the steering knuckle having a threaded hole and is fixed with a spring washer-grover and adjusting washers. 9. The mechanism according to claim 1, characterized in that the hinges of the lower and upper rods of the parallelogram mechanism, the steering knuckle and the balancer hinge, as well as the hinges of the hydraulic cylinder are mounted on sliding bearings, which are bushings of known antifriction, for example, self-lubricating material, rigidly connected to drawbar eyes, steering knuckle and balancer, for example, pressed into them; when using self-lubricating sliding bearings, the eye of the hydraulic cylinder is connected to the power profiles of the vehicle by means of a spherical self-lubricating bearing. 10. The mechanism according to claim 1, characterized in that all the hinges of the mechanism with the exception of the hinges of the steering rod, in particular the hinges of the lower and upper rods, the joints of the steering knuckle and the balancer, have known rolling bearings. 11. The mechanism according to claim 1, characterized in that the knuckle and the stand of the parallelogram mechanism have protrusions that interact with each other to limit the rotation of the knuckle. 12. The mechanism according to claim 1, characterized in that the hydraulic system includes at least a main spool and a spool, which is a tap that disconnects the steering mechanism from the vehicle’s hydraulic system and supplies oil to the main spool, the main spool has at least two cavities, each of which it is connected to a specific cavity of the hydraulic cylinder raising and lowering the spare wheel and can be connected to the pressure head of the hydraulic pump and to the drain, while the main spool is manually controlled by the driver, while limit switches associated with one of the rods of the parallelogram mechanism and intended to be connected to the drain of one of the cavities of the hydraulic cylinder when the rods of the parallelogram mechanism are in extreme positions are used; the extreme position corresponding to the process of lowering the spare wheel is considered to be the position corresponding to the touch of the roadbed holder with a normal body height above the road, i.e. when the body is not raised. 13. The mechanism according to claim 1, characterized in that the hydraulic system includes a main spool, electromagnetic relay spools and a spool, which is a valve that disconnects the steering mechanism from the vehicle’s hydraulic system and supplies oil to the main spool and electromagnetic relay spools; the main spool has four cavities: two central and two end; each of the central cavities is connected to a specific cavity of the hydraulic cylinder for raising and lowering the spare wheel and can be connected with the axial movement of the main valve with the pressure line of the hydraulic pump and with a drain; each of the end cavities is connected to the output of the relay electromagnetic spool, which is the simplest spool having at least one cavity, which can be connected to the discharge line of the hydraulic pump or with a drain, this cavity is connected to the end cavity of the main spool, and the rod of the relay electromagnetic spool represents a single unit or connected to the rod of an electromagnet. 14. The mechanism according to any one of paragraphs.12, 13, 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 pressure line of the hydraulic pump connected to the hydraulic system of the mechanism for raising and lowering the spare wheel. 15. The mechanism according to item 13, wherein the electromagnetic relay spools are controlled by microprocessor commands, which are an integral part of the microprocessor electro-hydraulic control system. 16. The mechanism according to any one of paragraphs.13, 15, characterized in that a pulse gear is mounted on the eye of the lower or upper link of the parallelogram mechanism so that the pulse wheel can only be connected to the eye in a strictly defined position, for this purpose it can have a central an opening with a protrusion in the groove of the eye of the lower or upper link; the pulse gear has teeth - axial protrusions not along the entire circumference, but so that the angle between the extreme teeth - axial protrusions corresponds to the maximum angle of rotation of the rods of the parallelogram mechanism. 17. The mechanism according to any one of paragraphs.13, 15, characterized in that a pulse sensor is installed in the carrier bracket of the mechanism, having a winding connected to a microprocessor control system. 18. The mechanism according to any one of paragraphs.13, 15, characterized in that when lowering the spare wheel, the microprocessor, receiving a signal from the control button of the mechanism located under the compartment cover and controlling the relay spools, first provides the maximum opening of the flow sections of the main spool, in which the possibility of maximum supply of the hydraulic pump to the cavity of the hydraulic cylinder and, as a result, the maximum pressure in the cavity of the hydraulic cylinder, which ensures lowering of the spare wheel, which remain maximum up to when the rods reach the vertical position or some angular position after the rods pass through the vertical position, the microprocessor determines the angular velocity of the rods by the amplitude of the pulses, the angle of rotation of the rods by the number of pulses and, by differentiating the voltage signal, determines the angular acceleration of the rods, and after the rods pass through one of these positions, the microprocessor relieves pressure in the cavity of the hydraulic cylinder depending on the angular velocity and angular acceleration of the rods; then, at a certain angular position of the rods, which depends on the angular velocity and angular acceleration of the rods, so that the larger they are, the angle, when counting from the vertical position, is smaller, and vice versa, connects both cavities with a drain; the microprocessor determines what is issued - an empty holder or a holder with a spare wheel, which is determined by the angular acceleration of the rods at a certain angular position of the rods at the maximum possible oil supply to the cavity of the hydraulic cylinder, i.e. at the maximum possible oil pressure in the cavity of the hydraulic cylinder; then, if, despite the connection of both cavities with the drain, the angular velocity of the rods does not decrease sufficiently, i.e. if the existing angular acceleration of the rods at the existing angular velocity does not stop the holder when it touches the roadbed, then the microprocessor provides an increase in pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel to a value that allows the holder of the spare wheel to stop when it touches the roadway , the necessary pressure value is determined by carrying out the regulation process by deviating the value of the angular speed of the rods from the optimal value, which is calculated depending on the current angular coordinate with respect to the reference value stored in the memory and corresponding to the start of the rod stopping process; the value of the angular acceleration corresponding to the beginning of the process of stopping the rods is also stored in the memory; if the current values of these quantities do not coincide with those stored in the memory, the well-known control law can be applied, the most optimal application of the proportional-integral-differential control law with adaptation of at least one of the coefficients depending on the deviation of the current value of the angular acceleration from the stored value; all coefficients of the regulation law can be adapted depending on whether the holder is loaded with a spare wheel or not; when the rods are in the position in which the holder should touch the road, both cavities of the hydraulic cylinder are connected to the drain; if the maximum angular position of the rods is not achieved due to an obstacle, such as a curb, which is accompanied by a blow, then the microprocessor ensures the connection of both cavities with a drain; thus, the use of a microprocessor control system allows for a minimum time to smoothly lower the spare wheel or empty holder; in the event that, as a result of pressing the button, the microprocessor receives a stop signal, then it provides an increase in pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel in order to approximately maintain the existing angle of rotation of the rods as a result of compensation for leaks in the hydraulic cylinder, and the cavity the hydraulic cylinder designed to lower the spare wheel is connected to the drain. 19. The mechanism according to any one of paragraphs.13, 15, characterized in that when lifting the spare wheel, the microprocessor, controlling the relay spools, first ensures the maximum opening of the bore of the main spool hole, which ensures the maximum possible flow of oil into the cavity of the hydraulic cylinder and, as a result , the maximum pressure in the cavity of the hydraulic cylinder, ensuring the raising of the spare wheel, which remain maximum until reaching a certain angular position of the rods, which is an acute angle with a vertical, in this case, the microprocessor determines the angular speed of the rods by the amplitude of the pulses, the angle of rotation of the rods by the number of pulses and, differentiating the voltage signal, determines the angular acceleration of the rods, the microprocessor determines whether it rises — a holder with a spare wheel or an empty holder, which is determined by the angular acceleration of rods at the maximum possible supply of oil to the cavity of the hydraulic cylinder, i.e. at the maximum possible pressure, with a certain angular position of the rods; the angle corresponding to the position of the rods, at which the oil supply and / or pressure in the cavity of the hydraulic cylinder remains maximum, depends on the angular velocity and angular acceleration of the rods so that the larger they are, the greater the angle when counting from the vertical position, after passing through this position, 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 the angular velocity and angular acceleration, the greater the pressure reduction rate than the angular acceleration and the angular velocity is lower, the lower the pressure reduction intensity; then, at a certain angular position of the rods, which also depends on the angular velocity and angular acceleration of the rods, the microprocessor, controlling the relay spools, provides such a position of the main spool in which both cavities of the hydraulic cylinder are connected to the drain, the control of raising the spare wheel is aimed at limiting the angular velocity and angular acceleration of rods, when certain values are exceeded, a decrease in oil pressure in the cavity of the hydraulic cylinder; in the event that the holder is without a spare wheel, then the above position, in which the pressure begins to decrease, comes earlier; then, if, despite the connection of both cavities of the hydraulic cylinder with a drain, the angular velocity does not decrease sufficiently; those. if the existing angular acceleration at the existing angular velocity does not ensure the holder to stop when installing it in the vehicle, this is determined by comparing the available angular velocity and angular acceleration of the rods with the angular velocity and angular acceleration stored in the microprocessor memory and corresponding to the angular position of the rods, which begins the process of stopping the rods, for example, the vertical position of the rods; then the microprocessor provides an increase in pressure in the cavity of the hydraulic cylinder, which ensures lowering of the spare wheel, to a value that allows the holder to stop when it is installed in the vehicle; the necessary pressure value is determined by carrying out the regulation process by deviating the value of the angular speed of the rods from the optimal value, which is calculated depending on the current angular coordinate relative to the value stored in the memory and corresponding to the beginning of the process of stopping the rods using the optimal value of the angular acceleration and time, defined as the interval the time between the peaks of the voltage pulses from the pulse sensor; the well-known control law can be implemented, the most optimal application of the proportional-integral-differential control law with adaptation depending on the deviation of the current acceleration value from at least one coefficient stored in the memory; all coefficients of the regulation law can be adapted depending on whether the holder is loaded with a spare wheel or not; upon reaching the angular coordinate corresponding to the setting of the holder in the vehicle body, both cavities of the hydraulic cylinder are connected to the drain; thus, the use of a microprocessor control system allows you to quickly, but smoothly raise the spare wheel or empty holder; if, by pressing a button, the microprocessor receives a stop signal, then the minimum pressure necessary to compensate for leaks in the hydraulic cylinder in order to approximately maintain the existing angle of rotation of the rods is maintained in the cavity of the hydraulic cylinder. 20. The mechanism according to any one of paragraphs.13, 15, characterized in that the edge of the body of the electrohydrosystem approximately copies the trajectory of the right front corner of the spare wheel holder, lagging behind it by 10-15 mm and coinciding with it at the end point in the depth of the vehicle body , then the body of the electrohydrosystem goes in a straight line, representing a plane perpendicular to the axial plane of the vehicle, in order to interact with the spare wheel holder. 21. The mechanism according to claim 1, characterized in that the axis of the lower hinges of the lower and upper rods of the parallelogram mechanism are rigidly connected to the supporting bracket of the mechanism, for example, pressed into it, and protrude from it in different directions. 22. The mechanism according to claim 1, characterized in that in the hinges of the lower and upper rods, sliding bearings are used, which are bushings of known antifriction material, pressed into the eyes of the rods, while the axis of the hinges have axial and radial channels for lubrication, and in the axis the hinges are screwed into the corner nipples. 23. The mechanism according to claim 1, characterized in that the ball joints of the turning rod are non-lubricated. 24. The mechanism according to any one of claims 1, 2, characterized in that the hinge of the slider is arranged as follows: two hemispherical inserts made of any antifriction, for example, self-lubricating material, one of which has a wedge-shaped surface that interacts with a wedge-shaped surface of a wedge-shaped washer, drawn in by a spring installed in the slider; the hinge is closed by a lid interacting with a wedge-shaped washer and fixed with a pin passing through the through holes of the slide and the lid; a pin is inserted into the wedge-shaped washer, protruding outward through the hole of the slider and used to compress the spring of the wedge-shaped washer when the hinge cover is installed and is an indicator of the hinge wear, which is judged by the height of the protruding part of the pin, for which the pin may have a special color in height corresponding to the worn hinge , or have a special output. 25. The mechanism according to claim 1, characterized in that when installed on buses having a low floor, the mechanism itself is located under the floor of the bus, and the spare tire is in the niche of the seats. 26. The mechanism according to any one of paragraphs.13, 15, characterized in that when lowering the spare wheel, the microprocessor, receiving a signal from the control button of the mechanism located under the compartment cover and controlling the relay spools, first ensures maximum opening of the passage section of the main spool hole, when which achieves the possibility of maximum flow of the hydraulic pump into the cavity of the hydraulic cylinder and, as a result, the maximum pressure in the cavity of the hydraulic cylinder, which ensures lowering of the spare wheel, which remain maximum until the rods reach a vertical position or a certain angular position after the rods have reached a vertical position, the microprocessor determines the angular velocity of the rods by the amplitude of the pulses, the angle of rotation of the rods by the number of pulses and, differentiating the voltage signal, determines the angular acceleration of the rods, and after the rods pass one of these positions the microprocessor relieves pressure in the cavity of the hydraulic cylinder depending on the angular velocity and angular acceleration of the rods; then, at a certain angular position of the rods, which depends on the angular velocity and angular acceleration of the rods, so that the larger they are, the angle, when counting from the vertical position, is smaller, and vice versa, connects both cavities with a drain; the microprocessor determines what is issued - an empty holder or a holder with a spare wheel, which is determined by the angular acceleration of the holder at a certain angular position of the rods at the maximum possible oil supply to the hydraulic cylinder cavity; then, if, despite the connection of both cavities with the drain, the angular speed of the rods achieved to a certain angular position of the rods is greater than a certain value corresponding to the beginning of the process of stopping the rods, then the microprocessor provides an increase in pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel to a value , allowing to ensure that the holder of the spare wheel stops at the moment of touching its roadbed, the necessary pressure value is determined by conducting the control process for the deviation reading the angular speed of the rods from the optimal value, which is extracted from the microprocessor memory depending on the current angular coordinate when the start of the section corresponding to the process of stopping the rods is reached; if the current value of the angular velocity does not coincide with the stored value, the regulation process is carried out according to the deviation of the angular speed of the rods, the well-known control law can be applied, the most optimal application of the proportional-integral-differential control law with the possible adaptation of at least one of the coefficients depending on the current value of the angular acceleration; all coefficients of the regulation law can be adapted depending on whether the holder is loaded with a spare wheel or not; the angular displacement section corresponding to the stopping process of the rods is divided into discrete sections, in the microprocessor memory each value of the angular displacement of the rods from this section corresponds to the value of the angular velocity, the angular interval between these values is equal to the angular interval between the centers of the pulse teeth of the pulse gear, the control process for the deviation of the angular velocity from the required value stored in the memory is carried out at each step, the difference in angular velocities, and Use in the process of adjustment is calculated as the difference existing between the angular velocity and the memorized, changing in each step; in this case, when the rods are in a position in which the holder should touch the road, both cavities of the hydraulic cylinder are connected to the drain; if the maximum angular position of the rods is not achieved due to an obstacle, such as a curb, which is accompanied by a blow, then the microprocessor ensures the connection of both cavities with a drain; thus, the use of a microprocessor control system allows for a minimum time to smoothly lower the spare wheel or empty holder; in the event that, as a result of pressing the button, the microprocessor receives a stop signal, then it provides an increase in pressure in the cavity of the hydraulic cylinder designed to raise the spare wheel in order to approximately maintain the existing angle of rotation of the rods as a result of compensation for leaks in the hydraulic cylinder, and the cavity the hydraulic cylinder designed to lower the spare wheel is connected to the drain. 27. The mechanism according to any one of paragraphs.13, 15, characterized in that when lifting the spare wheel, the microprocessor, controlling the relay spools, first ensures the maximum opening of the bore of the main spool opening, which ensures the maximum possible flow of oil into the cavity of the hydraulic cylinder and, as a result , the maximum pressure in the cavity of the hydraulic cylinder, ensuring the raising of the spare wheel, which remain maximum until reaching a certain angular position of the rods, which is an acute angle with a vertical, in this case, the microprocessor determines the angular speed of the rods by the amplitude of the pulses, the angle of rotation of the rods by the number of pulses and, differentiating the voltage signal, determines the angular acceleration of the rods, the microprocessor determines whether it rises — a holder with a spare wheel or an empty holder, which is determined by the angular acceleration of the rods at the maximum possible supply of oil to the cavity of the hydraulic cylinder with a certain angular position of the rods, an angle corresponding to the position of the rods at which the oil supply and / or pressure in the cavity of the hydraulic cylinder the cylinder remain maximum, it depends on the angular velocity and angular acceleration of the rods so that the larger they are, the greater the angle when counting from the vertical position, after passing through this position the pressure in the hydraulic cylinder cavity decreases, the law of its decrease depends on the angular velocity and angular acceleration, the greater the angular velocity and angular acceleration, the greater the pressure reduction rate, the angular acceleration and the angular velocity less, the lower the pressure reduction rate; then, at a certain angular position of the rods, which also depends on the angular velocity and angular acceleration of the rods, the microprocessor, controlling the relay spools, provides such a position of the main spool in which both cavities of the hydraulic cylinder are connected to the drain, the control of raising the spare wheel is aimed at limiting the angular velocity and angular acceleration of rods, when certain values are exceeded, a decrease in oil pressure in the cavity of the hydraulic cylinder; in the event that the holder is without a spare wheel, then the above position, in which the pressure begins to decrease, comes earlier; then, if, despite the connection of both cavities of the hydraulic cylinder with the drain, the angular speed of the rods reached to a certain angular position of the rods is greater than a certain value corresponding to the beginning of the process of stopping the rods, which is determined by comparing the existing value of the angular velocity of the rods with the value of the angular velocity in the microprocessor memory and the corresponding angular position of the rods at which the process of stopping the rods begins, for example, the vertical position of the rods; then the microprocessor provides an increase in pressure in the cavity of the hydraulic cylinder, which ensures lowering of the spare wheel, to a value that allows the holder to stop when it is installed in the vehicle; the necessary pressure value is determined by conducting the regulation process by deviating the value of the angular speed of the rods from the optimal value, which is extracted from the microprocessor memory depending on the current angular coordinate at angular positions corresponding to the process of stopping the rods; the well-known control law can be implemented, the most optimal application of the proportional-integral-differential control law with adaptation depending on the current value of the angular acceleration of the rods of at least one coefficient; all coefficients of the regulation law can be adapted depending on whether the holder is loaded with a spare wheel or not; the regulation process is carried out at each step, with each value of the angle of rotation of the rods from the stopping section of the rods is assigned a value of the angular speed of the rods, the step between the angles is equal to the angle between the centers of the pulse teeth of the pulse gear, the process of stopping the rods is divided into discrete sections with different angular coordinates , when switching from one corner to another, the value of the angular velocity is extracted from the microprocessor memory and the difference in angular velocities is calculated, which is used in the process of adjusting niya, and the process of regulation is repeated; upon reaching the angular coordinate corresponding to the setting of the holder in the vehicle body, both cavities of the hydraulic cylinder are connected to the drain; thus, the use of a microprocessor control system allows you to quickly, but smoothly raise the spare wheel or empty holder; if, by pressing a button, the microprocessor receives a stop signal, then the minimum pressure necessary to compensate for leaks in the hydraulic cylinder in order to approximately maintain the existing angle of rotation of the rods is maintained in the cavity of the hydraulic cylinder. 28. The mechanism according to any one of paragraphs.13, 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 press the arm of the relay electromagnetic spool with no current on the 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 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, behind the pneumatic elastic suspension element; 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, opening the hatch above the front wheel, presses on the button for lowering or raising the spare wheel, the more 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; in this case, the mechanism may have limit switches, which are one or two spools, connected to one of the rods of the parallelogram mechanism and designed to connect with the drain of the hydraulic cylinder cavity, corresponding to raising or lowering the spare wheel when raising or lowering and finding the rods of the parallelogram mechanism in the extreme provisions; in relation to the process of lowering the spare wheel, the extreme position is the position corresponding to the touch of the holder of the spare wheel of the roadbed at a normal body height above the road, i.e. when the body is not raised by the jack, when the holder is fully raised, the cavity corresponding to the lift is connected to the drain, and when the holder is completely lowered, the cavity corresponding to the lowering is connected to the drain. 29. The mechanism according to claim 1, characterized in that in order to increase the tolerance on the axial axis of the lower hinge of the lower link and the lower joint of the upper link and the tolerance on the parallelism of the axes of the upper hinge of the lower link and the upper link, one of the joints connecting the link of the parallelogram mechanism, which the hydraulic cylinder is not connected to, with a rack or a supporting bracket of the mechanism, is made ball and non-lubricated.

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