WO1997019827A1

WO1997019827A1 - Integrated transmission, suspension and braking mechanism for motor vehicles

Info

Publication number: WO1997019827A1
Application number: PCT/ES1996/000224
Authority: WO
Inventors: Juan José NAVLET SALVATIERRA
Original assignee: Navlet Salvatierra Juan Jose
Priority date: 1995-11-27
Filing date: 1996-11-25
Publication date: 1997-06-05
Also published as: ES2161571B1; AU7697696A; ES2161571A1; ES2127087B1; ES2127087A1

Abstract

Integrated transmission, suspension and braking mechanism for motor vehicles which comprises an oscillating suspension arm (7) for each wheel (23), the arm being articulated to a transverse cylinder and in the inside of which are connected two disaligned shafts (37, 61) through an intermediary shaft (43), the casing of the arm (7) oscillating with respect to the casing (1) of the bridge of the vehicle. This mechanism includes conical gears at the extremities of said three shafts and the power comes in through the shaft (37) and is transmitted through the shaft (43) to the shaft (61). The invention is useful to incorporate the transmission elements into the suspension elements of the vehicle and substituting the Hooke's joints between the differential and the wheels by planetary mechanisms comprised of coaxial shafts and conical gears.

Description

INTEGRATED TRANSMISSION, SUSPENSION AND BRAKING MECHANISM FOR AUTOMOBILE VEHICLES

OBJECT OF THE INVENTION

The present invention relates to an integrated transmission, suspension and braking mechanism for motor vehicles, whose purpose is to perform the transmission, suspension and braking functions of the trains or bridges of said vehicles, configuring a single and individual mechanism. ¬ble that advantageously replaces the three previous mechanisms, identifiable as mechanical transmission, suspension and braking subsystems, and having as an additional advantage that the casing of this mechanism also acts as a bridge bench, thereby increasing the number of functions that it performs, consequently being a multifunctional mechanism that needs fewer elements to perform the functions entrusted to it, unlike conventional transmission, suspension and braking mechanisms, which each perform a single mechanical function, is that is, the said mechanism constitutes a complete train To itself, it fulfills at the same time three mechanical functions and a structural bench function, not an addition on a bench of three mechanisms that each fulfill a different mechanical function.

FIELD OF THE INVENTION

This invention has its application within the field or sector of land transport, but also It can be applied to other transport sectors, such as aerospace, naval, etc., etc., as in other technical sectors such as robotics, etc., etc.

BACKGROUND OF THE INVENTION

When a new car is designed, it is necessary that the mechanical systems occupy only the essential space so that most of the useful space is available to the occupants and the load to be transported.

This is achieved, first, by distributing the mechanical organs and systems optimally, so that they can perform their mechanical function properly without invading the space reserved for people and cargo, and secondly, by choosing mechanical solutions as compact as possible, without ceasing to be efficient, economical and reliable.

At present, there are complexes whose efficiency and reliability are remarkable, although their cost of production is increasingly high, increasing the selling price of the final product.

On the other hand, the habitability requirement of motor vehicles continues to increase to the limit of the technically impossible.

A characteristic example of this problem is the design of family vehicles that allow transporting up to eight passengers distributed in three rows of seats with space available for their luggage, and without the vehicle dimensions exceeding those of a sedan in the middle segment, it is say 4,600 mrr. of approximately ^¬ length. In fact, this problem has not yet been satisfactorily resolved because the rear bridge is too bulky and invades the rear of the cabin. To solve this problem there are two options. Namely:

A.- Find a new arrangement of the mechanisms that make up the train of a vehicle in such a way that the resulting mechanical assembly drastically reduces the space occupied by current trains, which is practically unworkable.

B.- Facing the task of creating a new type of multifunctional mechanism that, occupying only the space of the simplest suspension mechanism on the market, that is, two longitudinally pulled arms attached to a transverse cylinder, replaces the current trains incorporating in that same volume the elements of the three mechanisms that perform the mechanical functions of suspension, transmission and braking.

That is, it would consist of replacing a mechanical assembly consisting of three single-mechanism mechanisms and a bench, with a single compact multi-functional mechanism. Thus, it would be possible to introduce the elements of the three subsystems that make up the rear bridge in a minimum gap, and save up to 75% of the space they normally occupy separately.

The challenge is not only to achieve a mechanism with these characteristics, but also that its dynamic behavior is as good or better than that of current mechanical assemblies. The mechanical assemblies currently available to equip the rear axle of a motor vehicle are as follows. Namely:

1.- Rigid shaft fastened by crossbows. Despite being a very schematic option, it occupies too much space due to the position of the differential, between the two wheels, and the anchoring and the height of the crossbows. In addition, the dynamic behavior of the vehicle that incorporates this mechanical assembly is appalling and improper of the comfort required of modern tourism. It is therefore not an adequate solution.

2.- Bridge of Dion. The dynamic behavior that it grants to the vehicle that equips it is acceptable, but the space it occupies is enormous. Nor is it an appropriate solution.

3.- Suspension of arms pulled lengthwise. The space it occupies is minimal and would be the optimal solution, as long as the traction of the vehicle was not rear, which normally will not be possible for two reasons:

Since the battle of this type of vehicle is very great, it would be necessary to force the front homo-cosmetic joints too much, or to increase the vehicle's wheel deviation excessively. - To offer high-performance mechanics, large longitudinal engines must be used that require either rear-wheel drive or an oversized front overhang to accommodate the engine, which in this type of vehicle is movable if desired. that the external dimensions remain compact.

For rear-wheel drive vehicles, incorporate a differential that would occupy much more volume making it inappropriate.

4.- Suspension of trapezoids with intermediate differential. The dynamics of the vehicle that incorporates it is optimal, but the space it occupies is excessive.

5.- Suspension of oblique arms with omega bridge and intermediate differential. It is also a good mechanical assembly, efficient and simple, but it takes up a lot of space. It is also not the optimal solution. 6.- Multiple arm suspension with intermediate differential. It is the mechanical set that gives the best vehicle dynamics, but it is also the one that occupies the most space and is the most expensive. It is a bad solution.

In conclusion, it is observed that there is currently no technological measure that offers an optimal solution to the technical problem posed.

However, the problem remains, and the interest in offering effective solutions grows as the market demands the emergence of new products that gradually overcome the old ones.

The obvious solution to the aforementioned problem is to correct the problem of the invasion of the rear part of the passenger compartment of the mobile vehicles (reserved for passengers and / or transportable cargo) by the elements that make up the rear bridge of said vehicles, while significantly reducing the volume occupied by the systems that make up the aforementioned rear bridge, that is: transmission, suspension and braking. This is what we aspire to achieve with the present invention.

In this way it is also possible to accommodate the fuel tank and part of the spare wheel in the space saved under the floor of the car, in the area of the low, which is not usable for the purpose of expanding the passenger compartment or the trunk, contributing in two ways to avoid reducing the volume of the cabin, namely:

A.- Avoiding the invasion produced by the rear bridge.

B.- Avoiding the invasion produced by the fuel tank and also by the spare wheel.

The advantages offered by this new bridge or train formed by a single mechanism that also does the job of bench, and that is directly anchored to the structure of the vehicle, are those described below.

In the first place, there is the aforementioned saving of up to 75% of the space that conventional trains normally occupy, with all the range of possibilities that entails, that is, more space for passengers and cargo, better arrangement of mechanical organs, etc etc.

An example of the innumerable technical advantages that result from reducing the number of elements that make up a mechanical assembly is also the consequent reduction in weight, which has a positive impact on the performance, direction and energy consumption of the vehicle.

Secondly, one could cite the economic advantages, ranging from the possibility of replacing three mechanical systems plus a bench with a single mechanical system, to the fact that a long and expensive production chain can be replaced, where several manufacturing and assembly procedures are combined, and that is fed with raw materials of diverse origin, by another shorter and more economical production chain where the raw material is homogeneous, and depends on fewer suppliers.

Thirdly, it is possible to mention the ease with which the entertainment operations and repairs of the vehicles that equipped the object of the present invention could be carried out, saving time in the workshop and inconvenience to customers.

Furthermore, the present invention can also be used to solve other types of current problems concerning the transport industry, or belonging to other domains of the art. An example of this statement is the realization of a sufficiently rigid and robust front bridge, which together with the rear bridge applied to solve the above problem, serves to create a truck with independent suspension to each and every one of the wheels.

At present, the development of heavy vehicles is limited by the difficulties involved in the application of the independent suspension systems known to date, so that these vehicles continue to use non-independent suspensions.

The result of this state of affairs is that the dynamic behavior of heavy vehicles is not ideal, and expensive solutions must be used to only partially correct the problems.

Examples could be the secondary suspension that is used to reduce the level of cabin vibrations, which would not be necessary if the primary suspension of the truck were an effective independent suspension, or even the need to greatly reduce the average speed of movement when delicate goods are to be transported, which can reach the point of having to opt definitely by other means of transport.

Using the mechanism recommended in this invention can improve the vehicle dynamics of heavy vehicles, reduce their mechanical complexity, and enable them to transport other types of goods, making them economically more profitable and versatile.

Finally, we can mention the ability to face the design, manufacturing, production and marketing of vehicles that are impossible to carry out with the current state of technology, and whose limit is the imagination of designers.

In other words, it is a possibility that the automobile industry and related industries have, to continue advancing in the direction of creating different vehicles that respond with original ideas to the new needs that arise in a changing world.

However, until now there is no knowledge of the existence of an invention that contemplates all the characteristics indicated above as suitable.

DESCRIPTION OF THE INVENTION The integrated transmission, suspension and braking mechanism for motor vehicles, which the invention proposes, constitutes in itself an obvious novelty within the scope of the same, since from its incorporation within the scope or areas to which it is limited, it is possible to have an invention that substantially optimizes the techniques used so far.

More specifically, the integrated transmission, suspension and braking mechanism for motor vehicles, object of the invention, is schematically configured from the choice of a suspension system of a swing arm longitudinally pulled for each wheel, both articulated to a transverse cylinder, and introducing the elements of the transmission system into the elements of the suspension system. The novelty of the invention is mainly focused on making kinematically and dynamically possible what is expressed in the previous paragraph.

The procedure followed to achieve this consists in replacing the homokinetic joints that connect the differential with the wheels by planetary mechanisms composed of coaxial axes supported by bearings, and by bevel gears whose function is to link and articulate the kinematic chain. It should be noted that since the beginning of the automotive industry, at the end of the 19th century, it had never been possible to dispense with guarantees of success of the homokinetic joints to complete the kinematic chain that links the motor-drive group of a car with the wheels that transmit the traction to the I usually.

It is therefore that the replacement of the homokinetic joints by planetary mechanisms is a novelty. remarkable dad that demands a detailed explanation.

A transmission joint is understood as a mechanical element that allows joining or connecting two work shafts or axes located one in prolongation of the other, although not exactly aligned on the same axis.

If it also allows perfect synchronization between the rotation of both trees, it is called homo- cinetics.

In a motor vehicle, all couplings that connect the drive shafts must be homokinetic to ensure good dynamic behavior of the vehicle.

But it is well known that it is not necessary to cover the universal joints to homogenously link two misaligned shafts, since it is always possible to connect them by means of a third intermediate shaft using gears, which in the case in question are comeos, where the power enters through one of the axes and is transmitted through the intermediate axis to the other axis.

The novelty of the invention lies in providing a further degree of freedom to this intermediate shaft connection to allow free oscillation of the output axis with respect to the input axis. This is achieved by creating a new type of planetary mechanism in which the three axes rotate subject to a secondary housing, which at the time will be seen to also act as a suspension arm, and that oscillates with respect to a primary housing. In this way, and provided that the kinematic conditions that will be exposed below are fulfilled, the movement of rotation induced in the intermediate shaft by the oscillation of the secondary housing with respect to the rotation movement associated with the power transmission between the input shaft and the output shaft. From the theoretical point of view, it is as if the oscillation movement described was the translation movement of a crank, that is, the arm of a planetary mechanism of two degrees of freedom. The first degree of freedom is the coupled rotation of the input shaft and the output shaft, whose physical coupling element is the intermediate shaft, which in practice makes such input and output axes rotate both ways as if they were one. alone, in turn providing the intermediate axis with a first rotation component identical in magnitude to the value of the coupled rotation between the input and output axes, and the corresponding direction.

The second degree of freedom is the oscillation of the arm, which in turn induces a rotation around its axis in the intermediate axis, which is superimposed vectorially to the connection rotation of the input shaft with the output shaft.

It should be noted that this invention is enabled to have two versions that have slight differences, that is, the invention is defined to have two embodiments, which could also be combined with each other to give at least a third mixed embodiment, whose Name is full version.

There is also the possibility of incorporating a steering mechanism to any of the mentioned, obtaining a new embodiment that allows the wheels to be routed.

One of the embodiments, the standard version, is configured as the most evolved embodiment and has the most outstanding feature of housing the brake discs outside the wheels.

The simplified version, which also allows the transfer of cargo between the two wheels of the bridge during transient regimes, although not as excellent as the standard version does, has the advantage of being simpler and cheaper, and therefore more commercial

Morphologically, it is distinguished that the brakes are housed in the conventional position, that is, inside the wheels, and their performance does not reduce the degrees of freedom of the planetary mechanisms of each wheel, so that the practical adhesion of the tires is only the one provided by the road.

Combining the standard version with the simplified version we get a mixed embodiment, the full version, which has two brake mechanisms for each wheel of the bridge, which allows multiplying the braking capacity of the vehicle without sacrificing excellent adhesion management and of the load transmission between the wheels carried out by the standard version.

In summary, it is clearly seen that the present invention integrates the transmission, suspension and braking mechanisms of the rear axle bridge into a single indivisible, compact and economical mechanical system. A car.

DESCRIPTION OF THE DRAWINGS

To complement the description that is being made, and in order to help a better understanding of the characteristics of the invention, a set of drawings is attached as an integral part thereof, in which, In an illustrative and non-limiting manner, the following has been represented:

Figure 1.- It shows in plan a complete bridge made according to the invention incorporating the integrated transmission, suspension and braking mechanism for motor vehicles described herein, in its simplified version.

Figure 2.- It is also a plan view of the bridge of the previous figure, but unlike this, the main housing and the two wheels are sectioned so that they can see the interior layout of the rest of the elements that are coupled to her.

Figure 3.- It is again the plan view of the bridge, where, unlike the figure

2, the two symmetrical suspension arms of each of the two wheels are also sectioned in order to visualize the complete kinematic chain.

Figure 4.- Corresponds to the exploded view of the main elements that make up the simplified version of the object of the invention. Figure 5.- It is a detail of Figure 4 that facilitates the situation of the numbering of the elements, making it clearer and readable. Figure 6.- Corresponds to the assembly of the elements that make up the arm represented in Figures 4 and 5.

Figure 7.- Corresponds to the exploded view of the element referenced with (28) in Figure 6.

Figure 8 shows the exploded view of the element (30) represented in Figure 6.

Figure 9.- Corresponds to the exploded view of the element (31) represented in Figure 6. Figure 10.- Corresponds to a representation of the elements of the kinematic chain that transmit the power of the differential to the right wheel.

Figure 11.- Shows the bridge plan of the standard version, where the two symmetrical suspension arms of each of the two wheels are sectioned to visualize the complete kinematic chain.

Figure 12.- Corresponds to the detailed exploded view of the main elements that make up one side of the standard version of the object of the invention.

Figure 13.- Corresponds to a representation of the elements of the kinematic chain of the standard version that transmit the power of the differential to the right wheel.

Figure 14.- It shows a plan view of the full version of the invention, where the two symmetrical suspension arms of each of the two wheels are sectioned to visualize the complete kinematic chain.

Figure 15.- Shows the application of the invention to a four-wheel rail bogie. Figures 16A and 16B.- They show a plan view of the part of the right wheel of the simplified version equipped with steering, having shown in Figure 16A all the necessary elements to be able to visualize the kinematic chain and the fundamental elements of the steering, while in figure 16B the wheel is turned.

Figure 17.- Represents the detailed exploded view of all the steering elements that make up the wheelhouse that has been added to the simplified version.

Figures 18A, 18B and 18C- They show the profile (figure 18A) and the elevation (figure 18B) of the right wheel part of the simplified version with steering, where the steering angles and the tread are also indicated. the wheel, illustrating in figure 18C the constancy of the angle of advance and with the variation of the angle of oscillation θ.

PREFERRED EMBODIMENT OF THE INVENTION

In view of these figures, it can be seen as the integrated transmission, suspension and braking mechanism for motor vehicles that is recommended, it has been achieved by choosing a suspension system of a longitudinally pulled oscillating arm for each wheel, both articulated to a transverse cylinder, and introducing the elements of the transmission system into the elements of the suspension system, as can be seen in Figures 2, 3 and 11.

The novelty of the invention mainly focuses on making kinematically and dynamically possible what was expressed in the previous paragraph, and the procedure followed to achieve it, as seen in figures 3, 10, 11 and 13, consists in replacing the homokinetic joints that connect the differential with the wheels by planetary mechanisms composed of:

- Coaxial axes supported by bearings and their corresponding successive housings.

- Conical gears to link and articulate the kinematic chain homochinetically. In a motor vehicle, all the couplings that connect the drive shafts must be homocmetic to guarantee the good dynamic behavior of the vehicle, but it is not necessary to resort to the universal joints to homogenously link two misaligned shafts, since it is It is possible, as seen in Figures 10 and 13, to connect two misaligned shafts, the shafts (37) and (61) of Figure 10, by means of a third intermediate shaft, the shaft (43), using gears, which In this case they are comeos. The power enters through the shaft (37) and is transmitted by means of the shaft (43) to the shaft (61).

The novelty lies in providing a further degree of freedom to this intermediate shaft connection to allow free oscillation of the output shaft (61) with respect to the input shaft (37).

This is achieved by resorting to a planetary mechanism in which the axes (37), (43) and (61) of Figure 10 rotate attached to the arm housing (7) of Figures 4 and 5, which oscillates with respect to the housing (1) of figure 4.

In this way, and provided that the kinematic conditions that will be exposed to continuity are met- tion, it is possible to decouple the rotational movement of the shaft (43) of Figure 10, which is induced by the oscillation of the arm (7) of Figures 4 and 5, with respect to the rotation movement that transmits the power between the axes ( 37) and (61) of Figure 10.

From the theoretical point of view, it is as if the oscillation movement described was the translational movement of a crank (the arm (7) of Figures 4 and 5) of a planetary mechanism of two degrees of freedom.

The first degree of freedom is the coupled rotation of the axes (37) and (61) of Figure 10, which in practice causes said axes to rotate in both directions as if they were one. The second degree of freedom is the oscillation of the arm (7) of Figures 4 and 5, which in turn induces a rotation around its axis in the axis (43) of Figure 10, which superimposes the rotation vectonally. connecting the shaft (37) with the shaft (61) in figure 10.

So that the decoupling occurs between the translation of the shaft (43) of Figure 10, and the rotation movement that transmits the power between the axes (37) and (61) of the same figure, that is, for the rotation induced on said axis (43) is independent of the connection rotation that this axis has to transmit in order to connect the half shafts (37) and (61), or in other words, so that the created mechanism truly possesses two degrees of freedom, the following conditions must be met. Namely:

The number of teeth of the pinions (62) and (64) of Figure 10 must be the same. The number of teeth of the pinions (48) and (63) of Figure 10 must be the same.

The pinions (62) and (64) cannot attack the pinions (48) and (63) of Figure 10 on the same side of the shaft (43) of Figure 10.

The alpha and beta angles of Figure 10 must be equal and it is recommended that their values be close to or not much less than 90 °. It would not be advisable to admit a difference of the order of 1 ° or 2 ° between alpha and beta to achieve a slight angle of convergence of the tires.

Thus it is achieved that the transmission ratio between the input shaft and the output shaft is one, and that the resulting planetary mechanism has two degrees of freedom.

It is convenient, for reasons of space, that the number of teeth of the four sprockets of Figure 10 be the same, but kinematically it is enough that the number of teeth of the sprockets (48) and (63) of the figure is met 10 is the same and that the number of teeth of the pinions (62) and (64) is the same, which is less restrictive.

As the arm (7) of figures 4 and 5 is in fact the right swing arm of the suspension which consists of the integrated transmission, suspension and braking mechanism for motor vehicles, we verify that the transmission has truly been brought into the suspension, to the point that the elements of the suspension subsystem and the transmission subsystem are common.

Later, it will be seen that the elements of the braking subsystem can also be made common. To end the technical description of this invention, reference must be made to the fact that there are two versions that have slight differences, the first being a standard version, represented in Figures 11, 12 and 13, and the second a simplified version, represented in Figures 1 to 10.

There is also the possibility of combining both the standard and the simplified versions, thus obtaining, as shown in Figure 14, a mixed version called complete for specific cases, which would have two brakes per wheel capable of interacting with each other, and that could be governed by an intelligent regulation system.

The standard version is the most evolved, and has the most outstanding feature of housing the brake discs outside the wheels, with the right disc (81) at the end of the axle (103), as shown in the figures 11, 12 and 13, and the left disk in the symmetrical position with respect to the axis of symmetry of the housing (70) of Figure 11.

With this maneuver you get the shaft

(104) of Figure 13 behaves as a mechanical coupling that allows the two-tone power transmission between axes (103) and (105) of said Figure 13.

That is, it allows that depending on the car is accelerating or braking, the driving axle is the (103) or the

(105) respectively, and that the driven is the opposite. From the theoretical point of view this results in that the braking of the vehicle is carried out thanks to the emetic energy of the vehicle itself, and that the Brake disc is a mechanical switch that, once activated, transforms the rotation energy of the car's wheel into translational energy of the arm (76) of Figure 12. Like the rotation of the arm (76) around its axis of Power input is prevented by the geometry of the suspension, the switching energy will be invested in braking the vehicle and in producing a load transfer between the right and left wheels of the bridge, achieving a very balanced braking that will preferably act on the wheel that has greater adhesion to the road, and in case of curved braking, producing a cant effect of the vehicle that will help maintain its horizontality during the transitional braking regime.

With regard to the simplified version, this also allows the transfer of cargo between the two wheels of the bridge during the transient regimes, although not as excellent as the standard version does.

The advantage is that this simplified version is simpler and cheaper, and therefore more commercial. Morphologically, it is distinguished that the brakes are housed in the conventional position (inside the wheels), and their performance does not reduce the degrees of freedom of the planetary mechanisms of each wheel, so that the practical adhesion of the tires is only that provided by the road.

Succinctly, the full version is a remarkable combination of the two previous versions that It multiplies the braking capacity of both versions, while allowing optimal control of the dynamic stability of the vehicle without sacrificing the extraordinary management of tire adhesion to the roadway made by the standard version.

It has two sets or complete brake circuits per wheel, the main brake circuit being the one inside the wheel, whose function is to physically brake the vehicle, and which corresponds to the brake disc of the Simplified version.

The circuit corresponding to the outer brake disc is the support circuit, which corresponds to that of the standard version, and which acts as a mechanical regulator to stabilize the vehicle during braking, as well as as a system capable of increasing the Practical adhesion of the tires to the roadway, or to provide an additional braking effort when necessary. The disadvantage of this version is that it is the most expensive and heavy of the three, although it is of extraordinary utility for heavy trucks that need enormous braking efforts to stop, which in no case can they reach with conventional bridges and brakes.

In summary, it is clearly seen that the present invention integrates the transmission, suspension and braking systems of a car's rear bridge into a single indivisible, compact, and economical mechanical system.

The physical description of the two main cysts of the object of the invention is practically identical, with the difference that the braking organs are different, as can be seen in Figures 2, 3 and 11. There is, however, a final difference regarding the anchoring and the situation of the elastic and shock absorber element, both always in the same block, which is due to the fact that each version has been used to exhibit a different way of incorporating said elements in the bridge.

In the simplified version, the spring-shock absorber block is in an upright position, anchored on the half-axle housing of each wheel, as can be seen in figures 1 and 2. In the standard version, the spring-shock absorber block is located in almost horizontal position, anchored to a shoulder of the head of the arm (76) of figure 12, as can be seen in figure 11.

Starting with the simplified embodiment or simplified version, the plan view of the complete bridge can be seen in Figure 1, while Figures 2 and 3 show two consecutive sections thereof.

In figure 2 the two wheels, the main housing and the bearing housings have been sectioned to facilitate the interpretation of the assembly, and in figure 3 the suspension arms have also been sectioned, specifically the arm (7) of the figure 4 and its symmetric, revealing the box of planetariums and satellites of the differential to visualize the entire kinematic chain.

Figure 4 shows the exploded view of the pπn- cipales elements that make up the simplified version or first embodiment of the invention.

Figure 5 shows a detail of figure 4 conveniently enlarged to clearly position the numbering of the elements. The element (1) is the bridge housing and the element (2) is the suspension stabilizer bar, which is anchored to the right suspension arm (7) by the screws (26) and (27), and to the arm Left suspension by its corresponding symmetrical screws.

The element (3) is the adjustment plate of the right suspension arm (7) to the housing (1), the element (4) is an oil seal to make the lubrication of each suspension arm independent of the differential lubrication , and the element (5) is a ring, which together with the element (3), acts as an adjustment separator.

The element (6) is the housing of the lower rolling bearing of the arm (7), the arm (7) is at the same time the mobile element of the planetary mechanism that transmits the traction to the wheel (23) and the arm of suspension of said wheel, the element (8) is the upper bearing bearing housing of the arm (7) and the element (9) is the right housing cover (1).

The elements (10) are the four screw washers (11) and the elements (11) are the four cover adjustment screws (9) to the housing

(D - The element (12) is the block that incorporates the spring and the suspension damper, the element (13) is the screw clamping nut (14) and the element (14) is the screw holding the block (12) to the arm (7).

The element (15) is the brake disc, the elements (16) and (17) are the brake pads, the element (18) is the inner brake cylinder block, the elements (19) are the two screws that fix the element (18) to the arm (7), the element (20) is the block of the outer brake cylinder, the elements (21) are the axes of the brake pads (16) and (17), and The elements (22) are the four fastening screws of the outer brake cylinder block to the inner brake cylinder block.

Finally, the element (23) is the ¬ reject wheel with radial tire and light alloy wheel, the elements (24) are the five washers of the five screws (25) and the elements (25) are the five screws that hold the wheel (23) to the arm (7).

Figure 6 shows the assembly of the elements that make up the arm (7) of Figures 4 and 5, whose elements are the three castings (28), (30) and (31), which are held at their in figures 7, 8 and 9, the eight fastening screws (32) and the assembled oil retaining cover (29) located in the housing opening (1) corresponding to the right suspension arm, as see in figure 4.

Figure 7 shows the exploded view of the element (28) of Figure 6, which also consists of several elements. The element (33) is a mechanized cast housing that constitutes the body of the element (28), and the element (37) is the driving axis of the planetary mechanism that transmits the power from the differential to the wheel, and which is housed in the housing (33) by means of rolling bearings (38), (36).

The element (38) is one of the bearings that hold the shaft (37) to the housing (33), the element (39) being its raceway, just as the element (36) is the other bearing that allows the shaft housing (37), the element (35) being its raceway. The element (40) is at the same time the axle adjusting nut (37) to the housing (33) and the bearing hub (41), which is a bearing that holds the housing (33) to the housing (1) shown in Figure 4, while the element (34) is the other bearing that holds the housing (33) to the housing (1).

Figure 8 shows the exploded view of the element (30) of figure 6, where the element (42) is a mechanized cast housing that constitutes the body of said element (30), and the element (43) is the axis intermediate of the planetary mechanism that transmits the power of the differential to the wheel, which is attached to the housing (42) by means of the elements (44) and (47), which are respectively the right and left rolling bearings of said axle. The element (45) is configured as the raceway of the element (44), which is the right bearing, and the element (46) is the raceway of the element (47), which is the left bearing that houses the shaft (43) in the housing (42). The element (48) is a comeo pinion of the planetary mechanism that transmits the power of the differential to the wheel, the element (49) is a washer of clamping and the element (50) is the safety ring of the shaft assembly (43) in the housing (42).

Figure 9 shows the exploded view of the element (31) of Figure 6, which is the third cast piece of which the element (7) of Figures 4 and 5 consists, and which is in turn composed of a series of elements. The element (51) is a mechanized cast housing that constitutes the body of the element (31), to which the element (61) is attached by means of the bearings (59) and (53), which is simultaneously the axis of the right wheel of the bridge and the final axis of the planetary mechanism that transmits the power of the differential to the wheel.

The elements (59) and (53) are respectively the upper and lower bearings that hold the shaft (61) to its housing (51), and the elements (58) and (52) are their corresponding raceways.

The existence of an oil seal (60) is also contemplated to seal the inside of the arm (7) of Figure 4, whose end end corresponds to the element (31) of Figure 6.

The invention also has a fixing nut (55) which is configured as the axle adjusting nut (61) to the housing (51), whose fixing washer is the element (54).

There is also a cover (56) for sealing the arm (7) of Figure 4, which has four fixing screws (57) that fix the cover (56) to the housing (51). Figure 10 shows the elements of the kinematic chain that transmit the differential power to the right wheel. The element (37) is the driving axis of the planetary mechanism that transmits the differential power to the wheel, the element (43) is the intermediate axis of said mechanism and the element (61) is the axis of the wheel, which It is in turn the final axis of the same planetary mechanism.

Likewise, the element (48) is the pinion pinion that connects the shaft (37) with the intermediate shaft (43) and which is distinguished from the pinions (62), (63) and (64) because it is the umeo that It does not appear machined on its own axis. Both the pinion (64) and the pinion (62) can be machined on their respective axes, but for assembly reasons, or the (48) or the (63) must be removable. For the left wheel would be the same elements in symmetrical arrangement.

So far the physical description of the simplified version or embodiment has arrived, and then reference will be made in this report to the standard version, which, as will be seen, is very similar to the first embodiment.

Figure 11 represents a section of the plant of this standard version, where all the necessary elements have been sectioned to fully visualize the kinematic chain. Figure 12 shows the exploded view of the main elements that make up the right wheel part of the standard version of the invention or second embodiment, the exploded view corresponding to the left wheel part being identical. The invention has a main housing

(70), a stabilizer bar (71), an adjustment plate (72) of the suspension arm (76) to the housing (70), a oil seal (73) to make the lubrication of each suspension arm independent of the differential lubrication and a ring (74), which together with the adjustment plate of the suspension arm (76), acts as a regulating separator.

A housing (75) is also available for the lower rolling bearing of the arm (76), which is in turn the movable element of the planetary mechanism that transmits the traction to the wheel (100) and the suspension arm of said wheel.

Likewise, there is a housing (77) for the upper bearing of the arm (76), and with an element (78) that is at the same time the right cover of the housing (70) and the support of the drive mechanism of the brakes, and it is equipped with four adjustment screws (79) to fix it to the housing (70).

In this second embodiment, the existence of an oil seal (80) that seals the upper part of the planetary mechanism of the right wheel is contemplated, following which the brake disc (81) is placed, which has a brake pad interior (82) and an external brake pad (83), which are arranged on the axles (84). The block (85) of the outer brake cylinder is provided with four screws (86) which are used to fix it to the cover (78) of the housing (70).

There is also a nut (87) to adjust the brake disc (81) to the axle (103), on which a fan (88) fits to cool the brake disc (81), which is screwed at the end of the shaft (103) thanks to a screw (90) that rests on a washer (89), the existence of a cover (91) for the screw (90) having also been provided.

The invention is also provided with an inner fairing cover (93) and an outer fairing cover (94) that protect the brake disc, and which are attached to each other by means of the four screws (95), originate a hollow cavity that facilitates the creation of a centrifugal air current by the fan, with four screws (92) available to fix the assembly to the cover (78).

There are two pairs of screws that connect the stabilizer bar (71) of the suspension to the suspension arms (76), and which are the two screws (96) and (97) for the right arm (76), and their symmetrical ones for left arm

A pin (98) is provided that connects the suspension column (99) with its housing, this column (99) being composed of the shock absorber and the elastic element of the right wheel of the bridge. It should also be noted that there are five screws (102) supported on five washers (101) that hold the right wheel (100) made of light alloy and provided with radial tire to the arm (76), and that due to the symmetry of the bridge, the left wheel has the same elements.

Figure 13 shows the elements of the kinematic chain that transmit the differential power to the right wheel, in which the element (103) is the driving axis of the planetary mechanism that transmits the differential power to the wheel. , the element (104) is the intermediate axis of said mechanism and the element (105) is the axis of the wheel, which is in turn the final axis of the same planetary mechanism.

Likewise, the element (106) is the conical pinion that connects the shaft (103) with the intermediate shaft (104) and is distinguished from the pinions (107), (108) and

(109) for being the only one that does not appear mechanized on its own axis.

It should be pointed out that for the left wheel they would be the same elements in symmetrical arrangement.

Figure 14 shows a plan view of the full version of the invention, which is a mixed embodiment that adds a second brake disc removed from the simplified version to the standard version. Both the main housing and the wheels and bearing housings are sectioned, so that you can see the differences that it presents with respect to the standard version. Likewise, the suspension arms have been sectioned to allow visualization of the entire kinematic chain.

On the other hand, Figure 15 illustrates a railway vehicle bogie in which the integrated transmission, suspension and braking mechanism of the present invention has been incorporated.

The reference numbers used in Figures 14 and 15 correspond to those in Figures 11 to 13 and designate the same elements as in the latter. Figures 16A-B, 17 and 18A-C show the elements of the wheelhouse mechanism that have been added to the simplified version to provide it with address.

The element (65) is the rolling bearing that allows the rotation of the element (66), which is the steering pivot, to which the wheel sleeve (67) is articulated (23).

The element (68) is a longitudinally pulled arm which, together with the suspension arm (7), parallelograms to keep the angle of advance and the pivot (66) constant, and the element (69) is the arm of the address.

It has two safety rings (110) and (111) to fix the bearing (65 to the pivot (66). There is also a nut (113) with its safety ring (112) and its washer (114) to secure the right end of the arm (68) to the pivot bolt (66) by means of the silentblock (115).

The two covers (116) have the pivot shafts machined, and are screwed to the pivot (66) by means of the screws (117). A double cardan crosshead joint has been used to allow the rotation of the sleeve (67) with respect to the pivot (66) not to interrupt the homozytic transmission of power through the shaft (61), whose elements are the forks (122) and (123), the double intermediate fork (121), the two crossarms (120), the eight needle bushings (119), and the eight safety rings (118).

There are also two conical bearings (124) with their respective housings (125), to allow the rotation of the sleeve / bushing (67) around the pivot (66).

There is also a bearing (126) of the Wheel axle, which has a safety ring (127) for attachment to the hub (67).

The element (128) is the plate on which the wheel (23) is screwed with the screws (25), and the element (129) is the nut used to fix the element (128) to the wheel axle, which it is the body of the fork (123). The element (130) is the nut lock (129), and the element (131) is its pin.

The element (132) is the lever of the steering arm (69), and the elements (133) are its fixing screws. The element (134) is the clamp nut (136) of the right end of the steering arm (69), and the element (135) is its washer. Likewise, the element (137) is the kneecap of the left end of the arm (69), the element (139) being its fixing nut, the element (138) its washer and the element (140) the nut safety ring . Finally, there is a silentblock (141) to fix the left end of the longitudinal arm (68), which has a fixing nut (143) with its washer (142) and its safety ring (144).

Although not shown in the drawings, the standard and mixed versions of the invention could also incorporate a wheelhouse mechanism like the one just described with reference to Figures 16A-B through 18A-C.

It is important to note that the figures in the drawings represent a specific mode of physical realization of the object of the invention, rather than the detailed description of the characteristics thereof, which It means that the realization of the invention could be done with slight differences, although the fundamental characteristics would have to be respected if the final product is to work properly and be economically profitable.

In order to extend the fundamental characteristics of the simplified and standard versions of the invention we refer to Figures 3, 11,

16A-B, 17 and 18A-C, these characteristics being the following. Namely:

The main housing of the bridge is similar to the housing of a rigid axle transmission, with the difference that the ends end up longitudinally sectioned, so that they serve as housing for the arms (76).

The procedure for accommodating the differential and its axis of attack is conventional.

The two suspension arms (76) are internally articulated to the housing and can be longitudinal or oblique.

They could also be articulated externally, but the result would be bulky, expensive and inefficient.

For each wheel the transmission starts from the central differential and ends in a planetary mechanism whose housing is the suspension arm and whose axles are housed inside.

Homocmetic joints are not used to link the differential output with the wheel axle, but the planetary mechanism of two degrees of freedom already described.

The elements of the transmission system and of the suspension system they are common, that is to say said elements fulfill a double function, to transmit the power of the differential to the wheels and to support said wheels. - Because the end of the kinematic chain that transmits the power of the differential to the wheels is a planetary mechanism of two degrees of freedom, load can be transferred from one wheel to another not only through the bar

but through the car's own differential.

Therefore, during transitional regimes, such as acceleration and braking, there will be increases in load on the wheels, which will result in an increase in the apparent adhesion of the wheels to the roadway, equivalent to a real increase of adhesion above the physical possibilities of the road and the tires.

For the standard embodiment, the brakes are located outside the wheels, at the ends of the housing (70), and are part of the planetary mechanism of two degrees of freedom that performs transmission and suspension functions.

In the standard version or embodiment, the brakes behave like a mechanical switch that restricts the two degrees of freedom of the described planetary mechanism to one.

In the simplified version or embodiment, the brakes are in the conventional position, inside the tires, and do not act by restricting the degrees of freedom of the planetary mechanism.

However, in the simplified version or embodiment, the braking process is susceptible to interact with the kinematic and dynamic functions performed by the suspension system.

The steering mechanism created for this purpose is a system of a parallelogram of two longitudinally pulled articulated arms, which allow the angle of advance of the pivot for every steering angle and d to remain constant, for which a supplementary bearing that allows the rotation is necessary axial pivot so that it always remains in its vertical position.

The variation of the steering angle yd is achieved by a displacement δ of the connecting rod (69) of the direction along an axis parallel to the axial line of the housing (1; 70), which is parallel offset with respect to said axis by a magnitude identical to the steering lever arm in order to maintain the geometry of the parallelogram. If such mag nitude ^¬ were different, alterations would occur in the steering angle d with variations of the angle θ oscillation.

The two arms that make up the parallelogram are the suspension arm and the longitudinal arm that is located parallel below the previous one. The steering arm / connecting rod is arranged in such a way that it is integrated into the parallel play as if it were a third arm, in order not to alter the angle of rotation of the wheels as the oscillations of the suspension.

The tread p, the angle of fall βr, the angle of departure αp and the angle of advance γ are totally conventional and characteristic of the motor bridges, and depend only on the kinematics and dynamics of the vehicles that incorporate them. The mechanism created allows you to choose any type of combination of angles and levels of direction as required.

The wheelhouse mechanism could be simplified by eliminating the longitudinal parallelogram by suppressing the lower longitudinal arm and the pivot bearing, causing the end of the suspension arm to develop the pivot function, but the mvariability of the forward angle would be lost.

Although the cardan crosshead joint has been chosen to allow the wheel shaft to be deflected when the steering is turned, there are more types of joints that can correctly perform this function, as is the case with the ball joint, which is the one that provides the smoothest operation. The reason for this choice is that it is the most classic and representative solution.

The space occupied by the entire train is much less than that of any other alternative train.

The parts manufactured by the plastic deformation forming process disappear, which requires the use of a very expensive type of machinery.

As a complement to the description that is being made, a physical embodiment is incorporated below, in which the manufacturing and assembly procedure of the most significant elements of the simplified and standard versions of this invention is briefly cited.

The housing (1) of Figure 4 can be a cast iron suitably machined inside.

The three housings that make up the arm (7) of Figure 4 can also be machined castings inside and out, and the cover (9) and symmetrical of Figure 4 can be machined cast or forge parts.

The axes of the kinematic chain of Figure 10 can be machined on a lathe and the pinions can be machined directly on them.

The elements (18) and (20) of Figure 5, which are part of the brake system, can be manufactured in cast iron and then machined.

The brake pads (16) and (17) of Figure 5 are conventional, as are the brake disc (15) and all nuts and bolts, which meet the technical specifications of the design and are manufactured according to standard.

The bearings and their housings are commercial elements that meet the specifications or design and must match those of the manufacturer.

The spring-damper block is conventional and active dampers can be added or hydropneumatic blocks and active and semi-active suspensions can be used.

The lubrication will be carried out according to the design specifications, being frequently by oil, which would force the incorporation of filling and emptying holes with their caps and washers in the housings that contain bearings and pinions.

The tires and tires can be totally conventional or designed on purpose to optimize Czar the performance of the set.

With respect to the standard version, the elements (88), (91), (93) and (94) can be manufactured in organic polymers, with the only condition that they withstand the thermal conditions and mechanical stresses imposed by the flow rate of ventilation air.

The elements (66) and (67) of Figures 16A, 17 and 18A-B, which are respectively the pivot and the steering sleeve, can be cast or forged and subsequently machined.

The bars (68) and (69) of Figures 17 and 18A-B, like the rest of the commercial steering elements, are conventional and are manufactured by usual procedures.

The invention can be used in different technical fields as a complementary application, since it is not restricted to family vehicles of three rows of seats with compact dimensions or to industrial or lost vehicles, but can be extended to any type of vehicle equipped with rear - wheel drive, or even delan¬ tera in many cases, being particularly inte ^¬ resante incorporation into large sedans which are provided with large longitudinal engines because it simplifies mechanically rear axle and leaves more space for occupants and the trunk, as well as its installation in heavy vehicles due to its great mechanical robustness and its unalterable geometry. It is especially interesting to build trucks with independent suspension to each and every one of the wheels without losing mammobility m give up all-wheel drive.

It is also the ideal complement to a vehicle with front-wheel drive from which you want to obtain a four-wheel drive version without unduly modifying the configuration of the rear axle, and of course in an economical way. This is the case of vehicles with a McPherson rear axle bridge, in which the boot space would have to be significantly reduced to position the differential in the place of the spare wheel, moving it from its optimum place.

This transmission / suspension / braking system or mechanism is perfectly compatible with technological advances such as ABS, SRS, FRD, DSC3, semi-active suspensions, active suspensions, etc., etc.

The invention can also be used as the ideal complement to Citroen's hydropneumatic or hydroactive suspension, where the problem of providing the rear bridge with transmission would be solved elegantly, economically and efficiently.

The combination of the invention, especially in its standard embodiment, with wheel lock prevention systems during transitional braking regimes gives excellent results. In industrial vehicles such as large vans, trucks, coaches, tractor heads, etc., etc., this invention is probably the only possibility of providing them with a safe, economical and reliable independent suspension. The problem that this type of vehicles presents to change its transmission by rigid axle is its excessive tonnage, which does not allow the use of suspension that is detrimental to the strength and reliability of simple mechanical solutions.

With this invention it is also possible to increase the robustness and the invariability of the geometry of the transmission and traction assembly.

Eventually, the simplified version and the standard version could be combined to create the full version of Figure 14, which would incorporate two brake discs per wheel, one inside in the position of the simplified version and another outside in the standard position, so that the exterior would be responsible for initiating the braking by restricting the two degrees of freedom of two final planetary transmission mechanisms to one, and the interior responsible for the final development of the braking, whose combination would be feasible to provide additional force for cases extremes, which are usually frequent in large trucks. An electro-brake could also be added to increase the total braking capacity. In the case of off-road vehicles, this invention could be of extraordinary utility because of its mechanical robustness, since starting with all-terrain vehicles, the use of the invention would allow them to be provided with a more robust independent suspension even than the conventional axle rigid and crossbows, while more suitable for comfort and precise driving.

Using a variable height system, it would be possible to adjust the height of the bodywork for the different road and off-road uses, and in this way, all-terrain vehicles that would behave on the road could definitely be produced entirely as cars, without presenting any of the disadvantages of all terrain, and that in the open field would be even better equipped for locomotion would lose than all conventional terrain. Amphibious vehicles could also benefit from the use of the invention, which offers, in addition to all the above-mentioned advantages for all-terrain vehicles, the possibility of easily shifting the wheels above the lower hydro-dynamic fairing.

But the decisive advantage that makes this invention ideal for this type of amphibious vehicle is the fact that the sealing of the transmission is perfect and safe from any erosion due to friction, bumps, accidents or corrosive agents. .

That is, the problems due to corrosion of the aquatic environment could be eliminated, because all the sensitive parts would be perfectly sealed. The importance of insulating within a favorable environment the set of working mechanical elements subject to harsh fatigue conditions, such as the transmission shafts or their gears, is easily understood. It would also be a mechanism equipped with less vulnerable elements, suitable for operation in aggressive environments, and on the other hand the ideal mechanical system to make technically and commercially viable the project of a future amphibious tourism that could reach the popularity of all current or even all terrain replace them.

In the aviation industry, the transmission final by planetary mechanism of two degrees of freedom in replacement of the homokinetic joints could also be useful to equip the landing gear of some aircraft with transmissions not of traction power, but of braking power, to provide additional braking capacity under critical conditions, and this could be done in an elegant and compact way without taking up additional space. In the space industry it would be very useful to equip the transmission of lunar or Mars exploration vehicles, because the conditions of the environment are especially extreme and thus higher speeds and better adaptations to orography would be achieved. . In the field of robotics, this invention offers the possibility of manufacturing articulated arms capable of transmitting high mechanical powers through its interior, and playing with the two degrees of freedom offered by the transmission without homogeneous joints and eventually adding some more , for example, machining robots could be manufactured that could operate in places inaccessible to current technology, making its operating costs more flexible and cheaper. The system of the invention can also be applied to railway vehicles, as shown in Figure 15 of the drawings.

Finally, and in a succinct way, a description of the operation that contemplates the novelties related to the invention, substantially more explicit and clear, will be incorporated in this report, following the transmission of power that enters the differential and is transmitted to the ground thanks to the wheels.

The housing (1) of Figure 4 and the housing (70) of Figure 11 are, in each case, the bridge bed that integrates the transmission, suspension and braking subsystems, and their coupling to the bodywork can be carried out in multiple ways, one of them being chosen for both the standard version and the complete version as well as the simplified version, consisting of four circular housings, two at each end, for four silentblocks, which are directly attached to the vehicle structure as It can be seen in Figures 1 and 2.

The power enters through the axis of attack of the differential, whose end is the pinion of attack of the differential, which meshes with the crown of the differential block, as seen in Figures 3 and 11.

Said differential distributes the power to the axes (103) of Figure 11, which are in turn the input axes of the planetary mechanisms (76) of two degrees of freedom of Figure 12, which in turn transmit the power to the wheels while acting as oscillating suspension arms and anchoring elements of the wheel axles. The operation of the braking system is another important novelty, especially in the standard version or embodiment, where its elements are part of the planetary mechanism that ends the kinematic chain of each of the wheels. In the said version or embodiment, the braking process is carried out in the steps described below. When the hydraulic system sends pressure to the braking cylinders of the rear wheels, under the Pascal principle, the maximum pressure of the pads on the disc is acquired almost instantaneously.

However, the maximum adhesion between the pads and the disc does not occur instantaneously, but in a non-linear progressive manner, so that during the first milliseconds the brake disc begins to lose inertia becoming a mechanical switch that at the end of the transitional regime it will reduce to two the two degrees of freedom of the planetary mechanism of each wheel.

This process is not yet translated into a deceleration of the wheel, but a gradual conversion of the movement of rotation of the wheel in a movement of translation of the suspension arm in the direction of the ground, which when stumbling with it, will raise the value of the static load that supports the wheel. That is, during the first phase of the transitional regime, the braking power conferred on the rear bridge is not invested in braking the car, but in increasing the grip between the tire and the road. When the grip is maximum, at which time it will be above the physical limit that would impose the adhesion of the roadway if the wheel had only the static load proper to the state of loading of the vehicle, then it is when the suspension arm reaches its position of equilibrium and the two degrees of freedom of the planetary system of the wheel in question are reduced to one, this being the moment in which the Remaining power supplied by the brake system begins to be invested in braking the vehicle.

Certainly, it will begin to brake before the wheel that has greater adhesion to the road, while the wheel that has less adhesion will take longer to start braking and slow down less, but will, in any case, achieve a greater grip on the ground than the grip that it would correspond in the initial conditions of adhesion and load. In the case of curved braking, the outer wheel will be loaded more contributing to maintain the horizontality of the vehicle during the entire braking process, and in this way, possible overdraft trends that the vehicle could present during the vehicle can be spontaneously corrected. braking

In addition to the mechanical braking system by hydraulic drive described, an additional electric braking device of the type used in heavy trucks could be included, if necessary. It is not considered necessary to make this description more extensive so that any person skilled in the art understands the scope of the invention and the advantages derived therefrom.

The materials, shape, size and arrangement of the elements will be subject to variation, provided that this does not imply an alteration to the essentiality of the invention.

The terms in which this report has been described should always be taken broadly and not limitatively.

Claims

1.- Integrated transmission, suspension and braking mechanism for motor vehicles, in which the elements of the transmission system are introduced into the suspension elements and the homokinetic joints that connect the differential with the wheels are replaced by planetary mechanisms composed of coaxial axes supported by bearings and their corresponding housings, as well as by bevel gears to link and articulate the kinematic chain homocinnetically, this mechanism can be configured in three embodiments, standard, simplified and mixed, with the latter having two brakes per wheel capable of interact with each other and capable of being governed by an intelligent regulation system, characterized in that it comprises a suspension system of an oscillating arm (7; 76) longitudinally pulled for each wheel (23; 100); both arms (7; 76) being articulated to a transverse cylinder and connecting two misaligned shafts (37; 103) and (61; 105) inside through a third intermediate shaft (43; 104), using bevel gears (48 , 62.63, 64; 106-109) and the power entering through the shaft (37; 103) and transmitted through the shaft (43; 104) to the shaft (61; 105), giving it a degree more than freedom to this intermediate shaft connection that allows free oscillation of the output shaft (61; 105) with respect to the input shaft (37; 103) by means of a planetary mechanism in which the axes (37,43,61; 103,104,105) rotate subject to the arm housing (7; 76), which oscillates with respect to the carcass (1; 70) of the bridge of a vehicle, being able to disengage the rotation movement of the axle (43; 104), which is induced by the oscillation of the arm (7; 76), of the rotational movement that transmits the power between the axes (37.61; 103.105), the coupled rotation of the axes constituting a first degree of freedom (37,61; 103,105), which in practice causes these axes to rotate in both directions as if they were only one, and a second degree of freedom being constituted by the oscillation of the arm (7; 76), which induces a rotation around its axis in the axis (43; 104), which ^{¬ is} vectorly perpendicular to the connection rotation of the axis (37; 103) with the axis (61; 105), and so that the decoupling between the translation of the axis (43; 104) and the rotational movement that transmits the power of the axes (37.61; 103.105), that is, so that the rotation n induced on said shaft (43; 104) be independent of the connection rotation that this axis has to transmit to connect the half shafts (37.61; 103.105), the number of teeth of some pinions (62; 107) and (64; 109) mounted on the shafts ( 37, -103) and (61; 105), respectively, must be identical, and the number of teeth of pinions (48; 106) and (63; 108) mounted on the shaft (43; 104) must also be be identical, not being able to attack the pinions (62; 107) and (64; 109) to the pinions (48; 106) and (63; 108) on the same side of the shaft (43; 104), and the angles (α ) and (β) formed, respectively, between the axes (37; 103) and (43; 104) and between the axes (43; 104) and (61; 105) must be equal with values close to or slightly below 90 °, whereby the transmission ratio between the input shaft and the output shaft is one and the resulting planetary mechanism has two degrees of freedom.

2. Mechanism according to claim 1, characterized in that the standard version houses the brake discs outside the wheels (100), the right disk being at the end of the axle (103) and the left disk in the symmetrical position with respect to the axis of symmetry of the housing (70), making the axle (104) behave like a mechanical coupling that allows biunivocal transmission of power between the shafts (103) and (105), allowing, depending on the car is accelerating or braking, the driving axle is the (103) or the (105), respectively, and that the driven is the opposite, which means that the braking of the vehicle is carried out by the effect of the kinetic energy of the vehicle and the brake disc is a mechanical switch that, once activated, transforms the rotation energy of the car's wheel into translational energy of the arm (76), so that, as the rotation of the arm (76) around its power input axis is prevented by the geom After suspension, the switching energy will be invested in braking the vehicle and in producing a load transfer between the right and left wheels of the bridge.

3. Mechanism according to claim 1, characterized in that in the simplified version the brakes are housed in the conventional position, that is inside the wheels, and their performance does not reduce the degrees of freedom of the planetary mechanisms of each wheel.

4.- Mechanism according to one or more of claims 1 to 3, characterized in that in the simplified version a spring-damping block (12) is anchored in an appropriate position on the housing of the semitage (61) of each wheel ( 23), and also, in the standard version, a spring-damper block (99) is anchored in an appropriate position to a shoulder of the arm head (76), any commonly used configuration being admissible.

5. Mechanism according to claim 4 insofar as it depends on claims 1 and 3, characterized in that it comprises a housing (1) of the bridge and a stabilizer bar (2) of the suspension, which is anchored to the arm of suspension (7) by screws (26,27); a plate (3) for adjusting the suspension arm (7) to the housing (1); an element (4) configured as an oil seal to make the lubrication of each suspension arm independent of the differential lubrication; a ring (5) which, together with the plate (3), acts as an adjustment separator; a housing (6) of the lower rolling bearing of the arm (7), which is at the same time the mobile element of the planetary mechanism that transmits the traction to the wheel (23) and to the suspension arm of said wheel; a housing (8) of the upper bearing of the arm (7); a cover (9) of the housing (1); and four screws (11) with their corresponding washers (10) to fit the cover (9) to the housing (1).

6. Mechanism according to claim 5, characterized in that it further comprises a screw (14) with its corresponding nut (13) to secure the spring-damper block (12) to the arm (7); A disc brake (15) with corresponding pads (16, 17); an inner brake cylinder block (18) fixed with two screws (19) to the arm (7); an outer brake cylinder block (20); an axle (21) for the brake pads (16.17); and four screws (22) intended to secure the outer brake cylinder block to the inner brake cylinder block.

7. Mechanism according to claim 6, characterized in that the wheel (23) is a wheel with radial tire and light alloy wheel and is attached to the arm (7) by means of five screws (25) with their corresponding washers ( 24), the arm (7) comprising three castings (28,30,31), eight fastening screws (32) and an assembled cover (29) for oil retention, which is located in the opening of the housing (1) corresponding to the suspension arm, as well as a mechanized cast iron housing (33) that constitutes the body of the piece

(28) and in which the driving axle (37) of the planetary mechanism that transmits the power from the differential to the wheel (23) is housed by rolling bearings (36,38), the bearing (38) having ) a raceway (39) and the bearing (36) a raceway (35).

8. Mechanism according to claim 7, characterized in that it further comprises a nut (40) for adjusting the shaft (37) to the housing (33) which is at the same time the bearing hub (41) that holds the housing ( 33) to the housing (1); a bearing (34) that also holds the housing (33) to the housing (1); a casing (42) of mechanized cast iron constituting the body of the function piece (30); some bearings of right and left rolling (44,47) that hold the axle (43) to the housing (42), said axle (43) being the intermediate axis of the planetary mechanism that transmits the differential power to the wheel (23), having the bearing (44) a raceway (45) and the bearing (47) a raceway (46); a conical pinion (48) of the planetary mechanism that transmits the power of the differential to the wheel (23); and a clamping washer (49) and a safety ring (50) for mounting the shaft (43) in the housing (42).

9. Mechanism according to claim 8, characterized in that it further comprises a casing (51) of mechanized cast iron constituting the body of the function piece (31), to which the shaft (61) is attached by means of bearings (59.53), said axle (61) being simultaneously the axle of the wheel (23) of the bridge and the final axis of the planetary mechanism that transmits the power of the differential to the wheel (23), and the bearings (59 , 53) the upper and lower bearings, respectively, holding the shaft (61) to the housing (51) and having said stem ^¬ ments a track conveyor (58,52) sponding corres¬; an oil seal (60) to seal the inside of the arm (7), whose end end corresponds to the function piece (31); a fixing nut (55) that is configured as the axle adjusting nut (61) to the housing (51) and which carries its corresponding washer (54); and a cover (56) for sealing the arm (7), which is fixed to the housing (51) by means of four fixing screws (57).

10. Mechanism according to claim 9, characterized in that the drive shaft (37) and the inner axis termedio (43) are connected by means of the conical pinion (48), which is distinguished from the pinions (62,63,64) for being the only one that does not appear machined on its own axis.

11. Mechanism according to claim 4 insofar as it depends on claims 1 and 2, characterized in that it comprises a main housing (70), a stabilizer bar (71), an adjustment plate (72) for adjusting the suspension arm ( 76) to the housing (70), an oil seal (73) to make the suspension of each suspension arm independent of the lubrication of the differential, a ring (74) which, together with the adjustment plate (72) of the suspension arm (76), acts as an adjustment separator, a housing (75) for the upper bearing of the arm

(76), which in turn is the movable element of the planetary mechanism that transmits the traction to the wheel (100) and the suspension arm of said wheel, a housing (77) for the upper rolling bearing of the arm (76 ), and an element (78) which is at the same time the housing cover (70) and the support of the brake actuation mechanism and which is provided with four adjustment screws (79) to fix it to the housing (70 ).

12. Mechanism according to claim 11, characterized in that it further comprises an oil seal (80) that seals the upper part of the planetary mechanism of the wheel (100), following which a brake disc (81) is placed which has an inner brake pad (82) and an outer brake pad (83), which are arranged on axles (84); a block (85) of the brake cylinder exterior that is provided with four screws (86) that serve to fix it to the cover (78) of the housing (70); a nut (87) to adjust the brake disc (81) to the axle (103), on which a fan (88) fits to cool the brake disc (81), which is screwed to the end of the axle (103) by means of a screw (90) that has a cover (91) and that rests on a washer (89).

13. Mechanism according to claim 12, characterized in that it further comprises an inner fairing cover (93) and an outer fairing cover (94) that protect the brake disc and which, connected to each other by means of four screws (95 ), result in a hollow cavity that facilitates the creation of a centrifugal air current by the fan (88); four screws (92) to fix the assembly to the cover (78); two pairs of screws (96.97) connecting the stabilizer bar (71) of the suspension to the suspension arms (76); a pin (98) connecting the spring-damper block (99) with its housing; and five screws (102), supported on five washers (101), which hold the wheel (100), made of light alloy and provided with radial tires, to the arm (76).

14. Mechanism according to claims 1 to

13, characterized in that it is configured as a mixed version that is a combination of the standard and simplified versions, which multiplies the braking capacity of both versions, while allowing control of the dynamic stability of the vehicle without renouncing the management of the adhesion of tires to the roadway carried out by the standard version, having two sets or complete brake circuits per wheel (100), the main braking circuit being the one inside the wheel, whose function is to physically brake the vehicle, and which corresponds to the brake disc of the simplified version, while the circuit corresponding to the outer brake disc is a support circuit, which corresponds to that of the standard version and acts as a mechanical regulator to stabilize the vehicle during braking, while It also acts as a system capable of increasing the practical adhesion of tires to the road or providing a supplementary braking effort when necessary.

15. Mechanism according to claim 10, characterized in that it further comprises a steering wheel mechanism that includes a steering pivot (66), to which the wheel sleeve (67) is articulated (23); a longitudinally pulled arm (68) which, together with the suspension arm (7), parallelograms to keep the angle of advance (y) of the pivot (66) constant, the right end of said arm (68) being secured to the pivot bolt (66) by means of a silentblock (115) and the left end of said arm (68) being fixed by means of another silentblock (141); an arm (69) of the steering that is articulated to the lever (132) of the sleeve (67) by a ball (136) and connected to the rack (or similar device) of the steering by means of another ball (137) ; two covers (116) that have machined the axle shafts of the pivot (66) and that are screwed to it; a double cardan joint to allow the turn of the hose (67) with respect to the pivot (66), do not interrupt the homokinetic transmission of power through the shaft (61); two tapered bearings (124) with their respective housings (125) to allow the rotation of the sleeve (67) around the pivot (66); a bearing (126) of the wheel axle (23) fixed to the sleeve (67); a plate (128) on which the wheel (23) is screwed; a lever (132) of the steering arm (69); a kneecap (136) of the right end of said arm (69); and a kneecap (137) of the left end of said arm (69).

16. Mechanism according to claim 15, characterized in that the double cardan joint consists of a double cardan joint of the type of crosshead, balls, etc.

17. Mechanism according to claim 13, characterized in that it incorporates a thymusry mechanism as in claims 15 and 16.

18. Mechanism according to claim 14, characterized in that it incorporates a thymusry mechanism as in claims 15 and 16.