WO1997019827A1 - Mecanisme integre de transmission, suspension et freinage pour vehicules automobiles - Google Patents

Mecanisme integre de transmission, suspension et freinage pour vehicules automobiles Download PDF

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Publication number
WO1997019827A1
WO1997019827A1 PCT/ES1996/000224 ES9600224W WO9719827A1 WO 1997019827 A1 WO1997019827 A1 WO 1997019827A1 ES 9600224 W ES9600224 W ES 9600224W WO 9719827 A1 WO9719827 A1 WO 9719827A1
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WO
WIPO (PCT)
Prior art keywords
arm
housing
wheel
suspension
shaft
Prior art date
Application number
PCT/ES1996/000224
Other languages
English (en)
Spanish (es)
Inventor
Juan José NAVLET SALVATIERRA
Original Assignee
Navlet Salvatierra Juan Jose
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Navlet Salvatierra Juan Jose filed Critical Navlet Salvatierra Juan Jose
Priority to AU76976/96A priority Critical patent/AU7697696A/en
Publication of WO1997019827A1 publication Critical patent/WO1997019827A1/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G3/00—Resilient suspensions for a single wheel
    • B60G3/02—Resilient suspensions for a single wheel with a single pivoted arm
    • B60G3/12—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle
    • B60G3/14—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid
    • B60G3/145—Resilient suspensions for a single wheel with a single pivoted arm the arm being essentially parallel to the longitudinal axis of the vehicle the arm being rigid the arm forming the axle housing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G21/00—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces
    • B60G21/02—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected
    • B60G21/04—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically
    • B60G21/05—Interconnection systems for two or more resiliently-suspended wheels, e.g. for stabilising a vehicle body with respect to acceleration, deceleration or centrifugal forces permanently interconnected mechanically between wheels on the same axle but on different sides of the vehicle, i.e. the left and right wheel suspensions being interconnected
    • B60G21/055—Stabiliser bars
    • B60G21/0551—Mounting means therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G7/00—Pivoted suspension arms; Accessories thereof
    • B60G7/001—Suspension arms, e.g. constructional features
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or kind of gearing
    • B60K17/043—Transmission unit disposed in on near the vehicle wheel, or between the differential gear unit and the wheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/22—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location, or type of main drive shafting, e.g. cardan shaft
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/065—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels employing disc
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61C—LOCOMOTIVES; MOTOR RAILCARS
    • B61C9/00—Locomotives or motor railcars characterised by the type of transmission system used; Transmission systems specially adapted for locomotives or motor railcars
    • B61C9/38—Transmission systems in or for locomotives or motor railcars with electric motor propulsion
    • B61C9/52—Transmission systems in or for locomotives or motor railcars with electric motor propulsion with transmission shafts at an angle to the driving axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/10—Independent suspensions
    • B60G2200/13—Independent suspensions with longitudinal arms only
    • B60G2200/132—Independent suspensions with longitudinal arms only with a single trailing arm
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2200/00—Indexing codes relating to suspension types
    • B60G2200/40—Indexing codes relating to the wheels in the suspensions
    • B60G2200/422—Driving wheels or live axles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/10—Type of spring
    • B60G2202/13—Torsion spring
    • B60G2202/135—Stabiliser bar and/or tube
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/12—Mounting of springs or dampers
    • B60G2204/122—Mounting of torsion springs
    • B60G2204/1224—End mounts of stabiliser on wheel suspension
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/14—Mounting of suspension arms
    • B60G2204/143—Mounting of suspension arms on the vehicle body or chassis
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/012—Hollow or tubular elements
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2206/00—Indexing codes related to the manufacturing of suspensions: constructional features, the materials used, procedures or tools
    • B60G2206/01—Constructional features of suspension elements, e.g. arms, dampers, springs
    • B60G2206/10—Constructional features of arms

Definitions

  • 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.
  • 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.
  • 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.
  • this problem has not yet been satisfactorily resolved because the rear bridge is too bulky and invades the rear of the cabin.
  • two options Namely:
  • 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:
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • 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.
  • One of the embodiments 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
  • 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.
  • 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
  • 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.
  • 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 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 ⁇ .
  • 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).
  • 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.
  • 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 transmission ratio between the input shaft and the output shaft is one, and that the resulting planetary mechanism has two degrees of freedom.
  • the driving axle is the (103) or the
  • 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.
  • 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.
  • 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 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 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.
  • 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.
  • Figure 4 shows the exploded view of the p ⁇ n- cipales elements that make up the simplified version or first embodiment of the invention.
  • 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 elements (10) are the four screw washers (11) and the elements (11) are the four cover adjustment screws (9) to the housing
  • 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.
  • 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 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
  • 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).
  • 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).
  • 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.
  • 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
  • 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.
  • 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).
  • 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.
  • 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 .
  • 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 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 brakes behave like a mechanical switch that restricts the two degrees of freedom of the described planetary mechanism to one.
  • the brakes are in the conventional position, inside the tires, and do not act by restricting the degrees of freedom of the planetary mechanism.
  • 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 ⁇ 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 ⁇ oscillation.
  • 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 spring-damper block is conventional and active dampers can be added or hydropneumatic blocks and active and semi-active suspensions can be used.
  • 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.
  • 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.
  • 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.
  • 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. .
  • 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.
  • 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.
  • the braking process is carried out in the steps described below.
  • 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.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Vehicle Body Suspensions (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Steering-Linkage Mechanisms And Four-Wheel Steering (AREA)

Abstract

Mécanisme intégré de transmission, suspension et freinage pour véhicules automobiles, comprenant un bras oscillant de suspension (7) pour chaque roue (23), articulé à un cylindre transversal et à l'intérieur duquel sont connectés deux arbres non alignés (37, 61) à travers un arbre intermédiaire (43), la structure du bras (7) pouvant osciller par rapport à la structure (1) du pont du véhicule. Ce mécanisme incorpore des engrenages coniques aux extrémités de ces trois arbres et la puissance arrive par l'arbre (37) et est transmise par l'arbre (43) à l'arbre (61). L'invention est utile pour introduire les éléments de transmission dans les éléments de suspension du véhicule et substituer les joints homocinétiques entre le différentiel et les roues par des mécanismes planétaires constitués par les arbres coaxiaux et les engrenages coniques.
PCT/ES1996/000224 1995-11-27 1996-11-25 Mecanisme integre de transmission, suspension et freinage pour vehicules automobiles WO1997019827A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU76976/96A AU7697696A (en) 1995-11-27 1996-11-25 Integrated transmission, suspension and braking mechanism for motor vehicles

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES9502331A ES2127087B1 (es) 1995-11-27 1995-11-27 Mecanismo integrado de transmision, suspension y frenado para vehiculos automoviles.
ESP9502331 1995-11-27

Publications (1)

Publication Number Publication Date
WO1997019827A1 true WO1997019827A1 (fr) 1997-06-05

Family

ID=8292299

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/ES1996/000224 WO1997019827A1 (fr) 1995-11-27 1996-11-25 Mecanisme integre de transmission, suspension et freinage pour vehicules automobiles

Country Status (3)

Country Link
AU (1) AU7697696A (fr)
ES (2) ES2127087B1 (fr)
WO (1) WO1997019827A1 (fr)

Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2161571A1 (es) * 1995-11-27 2001-12-01 Navlet Salvatierra Juan Jose Mejoras introducidas en la patente de invencion p 9502331 relativa al "mecanismo integrado de transmision, suspension y frenado para vehiculos automoviles.
GB2411868A (en) * 2004-03-10 2005-09-14 Agco Sa Vehicle suspension for a driven wheel
EP1609449A2 (fr) * 2004-06-23 2005-12-28 Patrick Marliac Véhicule automobile pour personne à mobilité réduite
CN101758823A (zh) * 2009-11-27 2010-06-30 王政中 多桥驱动汽车中间桥车轮制动装置
CN107435702A (zh) * 2016-05-26 2017-12-05 三菱自动车工业株式会社 停放制动设备
EP4086090A1 (fr) * 2021-05-06 2022-11-09 Blue Technologies BV Automobile
EP4086091A1 (fr) * 2021-05-06 2022-11-09 Blue Technologies BV Automobile, ainsi que procédé de fonctionnement d'un automobile

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB480969A (en) * 1937-04-15 1938-03-03 Morris Commercial Cars Ltd Improvements in power transmission mechanism for motor vehicles
US2172177A (en) * 1937-04-13 1939-09-05 Morris Commercial Cars Ltd Frame and wheel axle of motor and other vehicles
DE1530929A1 (de) * 1965-04-17 1969-09-11 Kloeckner Humboldt Deutz Ag Antrieb fuer Fahrzeug-Kurbelachsen
US4089383A (en) * 1976-09-29 1978-05-16 The Centerline Steering Safety Axle Corporation Power driven centerline steering safety axle wheel assembly with disc brake
US4179016A (en) * 1976-02-27 1979-12-18 David Brown Tractors Limited Final drive gearing with brake

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2127087B1 (es) * 1995-11-27 1999-12-16 Salvatierra Juan Jose Navlet Mecanismo integrado de transmision, suspension y frenado para vehiculos automoviles.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2172177A (en) * 1937-04-13 1939-09-05 Morris Commercial Cars Ltd Frame and wheel axle of motor and other vehicles
GB480969A (en) * 1937-04-15 1938-03-03 Morris Commercial Cars Ltd Improvements in power transmission mechanism for motor vehicles
DE1530929A1 (de) * 1965-04-17 1969-09-11 Kloeckner Humboldt Deutz Ag Antrieb fuer Fahrzeug-Kurbelachsen
US4179016A (en) * 1976-02-27 1979-12-18 David Brown Tractors Limited Final drive gearing with brake
US4089383A (en) * 1976-09-29 1978-05-16 The Centerline Steering Safety Axle Corporation Power driven centerline steering safety axle wheel assembly with disc brake

Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ES2161571A1 (es) * 1995-11-27 2001-12-01 Navlet Salvatierra Juan Jose Mejoras introducidas en la patente de invencion p 9502331 relativa al "mecanismo integrado de transmision, suspension y frenado para vehiculos automoviles.
GB2411868A (en) * 2004-03-10 2005-09-14 Agco Sa Vehicle suspension for a driven wheel
GB2411868B (en) * 2004-03-10 2007-07-25 Agco Sa Vehicle suspension
EP1609449A2 (fr) * 2004-06-23 2005-12-28 Patrick Marliac Véhicule automobile pour personne à mobilité réduite
FR2872029A1 (fr) * 2004-06-23 2005-12-30 Patrick Marliac Vehicule automobile pour personne a mobilite reduite
EP1609449A3 (fr) * 2004-06-23 2006-02-01 Patrick Marliac Véhicule automobile pour personne à mobilité réduite
CN101758823A (zh) * 2009-11-27 2010-06-30 王政中 多桥驱动汽车中间桥车轮制动装置
CN107435702A (zh) * 2016-05-26 2017-12-05 三菱自动车工业株式会社 停放制动设备
CN107435702B (zh) * 2016-05-26 2019-04-23 三菱自动车工业株式会社 停放制动设备
EP4086090A1 (fr) * 2021-05-06 2022-11-09 Blue Technologies BV Automobile
EP4086091A1 (fr) * 2021-05-06 2022-11-09 Blue Technologies BV Automobile, ainsi que procédé de fonctionnement d'un automobile

Also Published As

Publication number Publication date
ES2161571A1 (es) 2001-12-01
AU7697696A (en) 1997-06-19
ES2127087B1 (es) 1999-12-16
ES2161571B1 (es) 2002-08-01
ES2127087A1 (es) 1999-04-01

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