WO2012150609A1

WO2012150609A1 - Wheel lock system and its mechanism of operation thereof

Info

Publication number: WO2012150609A1
Application number: PCT/IN2012/000320
Authority: WO
Inventors: Abhishek SIDHU; Gaurav Rana; Karan ABROL; Jatinder GUPTA; Harmeet BRAR
Original assignee: Sidhu Abhishek; Gaurav Rana; Abrol Karan; Gupta Jatinder; Brar Harmeet
Priority date: 2011-05-05
Filing date: 2012-05-02
Publication date: 2012-11-08
Also published as: WO2012150609A4

Abstract

The present invention termed as Hydraulic Wheel lock (HWL) discloses a wheel lock system using a combination of solenoid valves and a hydraulic/pneumatic lever which can completely (100 %) lock the freely rotating wheel and transfer the power of the engine to the wheels other than the one which is stuck up in dig or pit or has a skidding tendency while braking thereby making the vehicle come out of the dig or the pit easily.

Description

WHEEL LOCK SYSTEM AND ITS MECHANISM OF

OPERATION THEREOF

Field of invention:

The present invention relates to the field of mechanical engineering and more specifically to automobile operation. The invention pertains to an improved system for locking of any of the live wheels of a vehicle which is powered by the engine.

Background of invention:

Vehicles in motion face two types of challenges- one pertaining to braking and the other pertaining to 'non-movement' of the vehicle even at full power, because the wheels are spinning freely.

Regarding the first challenge i.e. braking, whenever a moving vehicle is to be stopped, brakes have to be applied. The principle of braking is simple: slowing an object by removing kinetic energy from it. Most of the cars have disc brakes with rotating discs (attached to the wheels) being squeezed between two brake pads by the action of a hydraulic caliper. This turns a car's momentum into large amounts of heat and light. The sudden stopping of the vehicle can cause it to 'slide' or 'skid' along the road, due to heavy momentum. To overcome this problem, various anti-skid systems were developed which would reduce the brake pressure to allow the wheel to turn again and then continue to slow it at the maximum possible rate.

Regarding the second challenge i.e. the free movement of wheels, it is sometimes experienced that when driving a motor vehicle on an icy ,niuddy road or on rough terrains , the wheels tend to spin without braking load applied thereto on or over the road surface This is because the friction between the wheel tyre and road surface is critically reduced or lost . Such spinning of the driving wheel is also encountered as the vehicle turns a corner at an elevated speed when the wheel on the inner side of rotation of the vehicle tends to leave or "float" over the road surface. In any event, the wheel thus spinning no longer carries a traction to the vehicle, which, as the consequence, is unable to move in either forward or backward direction.

Mechanisms used for stopping free rotation / spinning/ skidding of wheels:

a) Differential locking b) Tractor braking system c) Traction Control System a) DIFFERENTIAL LOCKING:

The spinning of the driving wheel is known to occur as a result of the action of the differential gearing. Therefore, a differential gearing of non-slip type having two sets of friction elements and a locking device is usually used in up-to-date motor vehicles. If in a vehicle having such a nonslip differential gearing, one wheel encounters a patch of ice or mud that causes it to lose traction temporarily and spin freely, the wheel is prevented from spinning and from delivering any torque by use of the above 'differential locking system'. The differential locking system is further of four types viz. Open / Standard Carrier Differential, Selectable differential , Automatic Differential and Limited slip differential.

Features of each systems and the limitations/disadvantages of the same are given below:

3 Automatic Differential This system can not lock the wheel entirely due to the fact

This differential lock is activated

that the speed and torque automatically and it has normal

sensors with the PCM(power locking values are between 25% and

control module) can not judge 75%

whether the vehicle is on flat surface or is in a dig or a pit Moreover this lock is highly expensive and can be used only in high cost automobiles.

4 Limited slip differential The system needs special designed differential and

This system consists of friction plates

friction plates jwhich increase which can be engaged to lock or

the wear and tear of the plates reduce the torque of the required

and reduce its life This type of wheel or shaft by creating friction

differential does not provide between the friction plates and the

100% locking and will create shaft.

loss of power. The engagement of the diff-lock is by clutch or gear which means that the vehicle has to be modified . Wear and tear along with cost will increase thereby reducing the life of the system.

b) TRACTOR BRAKING SYSTEM:

The tractor braking system consists of two brake pedals which are locked together to act as single brake pedal. Two brakes pedals are connected to individual brakes on the side of the differential of the tractor.

If the driver wants to lock the right wheel then he press a single brake pedal by first unlocking the lock of the pedal manually and then pressing the brake pedal which is connected the right wheel which needs to be lock. Similarly for left side wheel to lock , he must unlock the lock pedal manually and then press the brake pedal connected to left wheel. For pressing normal brakes, he first locks the two pedals together and then presses the brake pedals together for both the brakes to be applied. DISADVANTAGE- The system is completely mechanical and a special differential is required for this arrangement of brakes. Also the brake pedals need to be unlocked by hand and then pressed , one foot needs to be on the pedal always for locking the wheel, the other one at clutch pedal . The accelerator control needs to be given in driver's hand as his foot becomes engaged in locking . This causes added problems in driving. c) TRACTION CONTROL SYSTEM ( TCS):

Traction control system has various sensors in the vehicle which are operated by the PCM (power control module) of the car. When the sensors detect slipping of any wheel, the PCM calculates the operation and if the traction control switch is already active then it will send its brake fluid to the required wheel to apply the brakes gently and release it till traction is achieved .

This method is only applicable for a short period of time so as to make grip on road surface but it can't work if the tyre is in a dig and rotating freely because it doesn't have the ability to lock the wheel completely. The TCS is not programmed to do that. This system is very expensive to the tune of about 5 lac due to its computerized working .

Thus, the existing mechanisms suffered from several limitations due to which there was a need for overcoming the same. In the present invention, the same is achieved in an innovative manner.

Prior art and its drawbacks :

Various automobile companies and racing car manufacturers have been working to solve the problem as cited above. The approaches used are discussed in the patents below:

Patent no. US 2010038204 (Al) discloses a locking system which uses transmission system, a separate motor, an anti-rotation element for braking or locking up and a dry friction clutch placed in this system. The system suffers from the limitation that it is very complex and needs considerable modifications in the vehicle thereby increasing the cost.

Patent no. MX 2008012687 (A) discloses a locking system comprising a mechanism for acting on the master cylinder independently of depressing the brake pedal to cause the hydraulic actuators to lock the wheels against rotation and a control system which has logical conditional operation of the locking mechanism on satisfaction of one or more additional conditions within the defined time limit.

The system consists of independent hydraulic actuators for each wheel but it can not distribute torque to remaining unlocked wheels .

Patent publication no. WO 2008008705 (A2) discloses a differential braking system for torque distribution which has its own drawbacks as listed above.

Patent no. CN 200995677 (Y) discloses a special screw and worm wheel with a motor consisting of special oil seals for the braking lock of the wheel which means a modification in the vehicle thereby increasing cost.

Patent no. DE 102004015447 (Al) discloses electromagnetic actuators transducers and electronic control unit for the interlocking of the shafts along with speed sensors for its operation.

The system is very complex and it needs considerable modifications in the vehicle thereby increasing the cost.

Patent no. RU 2307035 (C2) discloses differential lock system by using slipping bushes and clutch which has its own drawbacks as listed above.

Patent no. JP09289,062 discloses a hydraulic braking system using pumps to increase the braking power of the fluid by increasing the pressure of the fluid according to requirements. Also in this system one can decrease the pressure also to decrease the effectiveness of the brakes .

This type of system is more used in preventing the vehicle from skidding and not for the locking of freely rotating wheel in rough terrains . Patent no. GB 2462839 A discloses a tractor braking system in which two sources of fluid pressure i.e one low pressure line and one high pressure line are used and it may require a separate connection from the reservoir. This will add to the cost and complications of the design. Moreover , in this system , the braking efficiency at high speed is reduced and is thus hot a very reliable system in case of SUV . In existing motor vehicles, there is a master cylinder or brake booster which produces a very high pressure fluid required in the vehicle and can not use the above technology.

Patent Publication No. US2011082633(A1) discloses a system of traction control using normal braking system , storing its energy and engaging main brake pedal for it. The valves are used for retaining the braking force after the brake pedal is released and gradually releasing the braking force .

Moreover the system requires a programmed controller which responds to the driver-actuable switch to change the operating mode of the vehicle . This controller is further configured to operate the first and second valves.

The system is very complex and it needs considerable modifications in the programmed systems of vehicle control thereby increasing the cost. Moreover the system can only reduce the slipping and is not capable of completely locking the freely spinning wheels.

Hence it is clear that none of the commercially available wheel lock systems disclose the specific system and mechanism as proposed in the present invention.

OBJECT OF THE INVENTION:

The main object of the present invention is to disclose a locking mechanism which can lock any free wheel of the automobile when the same is stuck in a pit or a dig on a rough terrain or ice and slips / skids on applying brakes and faces loss of power.

Another object of the present invention is to disclose a locking mechanism using hydraulic and pneumatic controls along with solenoid valves which is capable of transferring the entire power 7 torque of the engine to the freely rotating or slipping wheel or wheels thereby causing stopping of rotation or slipping. Another object of the present invention is to disclose a system which does not need any engagement of clutch or gear of the automobile and thus requires only minor modifications outside the engine .

One more object of the present invention is to disclose an energy efficient and cost- effective system of locking the wheels of a vehicle in motion.

SUMMARY OF THE INVENTION

The present invention termed as Hydraulic Wheel lock (HWL) discloses a wheel lock system using a combination of solenoid valves and a hydraulic/pneumatic lever which can completely (100 %) lock the freely rotating wheel and transfer the power of the engine to the wheels other than the one which is stuck up in dig or pit or has a skidding tendency while braking thereby making the vehicle come out of the dig or the pit.

The main components of the present invention are :

a) Solenoid valves b) Manual lever lock system / Pneumatic lever lock c) Electric Switches

a) Solenoid Valve : A solenoid valve is an electromechanical valve used in liquids or gases. A solenoid valve has two main parts: the solenoid and the valve. The solenoid converts electrical energy into mechanical energy which, in turn, opens or closes the valve mechanically. In a two-port valve the flow is switched on or off and in a three-port valve, the outflow is switched between the two outlet ports. Multiple solenoid valves can be placed together on a manifold. Solenoid valves are the most frequently used control elements in fluidics. Their tasks are to shut off, release, dose, distribute or mix fluids. They are found in many application areas. Solenoids offer fast and safe switching, high reliability, long service life, good medium compatibility of the materials used, low control power and compact design.

3/2 Solenoid valve : It is a three way two position solenoid . It can be normally closed or normally open .In the present invention we are using normally closed valve. b) Manual or hydraulic lever lock: This lock comprises of a hydraulic master cylinder , brake fluid reservoir and reservoir ports, interconnected hydraulic ports for rear right and left wheels in case of 2WD vehicles and additional hydraulic ports for front right and left wheels in case of 4 WD vehicles , bleeding ports , locking lever along with one double acting hydraulic cylinder.

On pressing the lever , the piston moves forward in double acting hydraulic cylinder thus creating a pressure on the brake fluid which further enters into the master cylinder .The hydraulic ports of the master cylinder are connected to the solenoid valves. If the valve is open, the brake fluid reaches the disc brakes/ disc drum and thus locks the wheel completely. c) Pneumatic lever lock : It consists of a pneumatic cylinder along with a separate hydraulic master cylinder (similar to the one used in manual lever lock) along with a compressor and FRL ( Filter, regulator, lubricator) units. A separate hydraulic master cylinder is required to ensure that the HWL is independent of main braking system and functions as and when required. On pressing the electric switch , a pneumatic cylinder is activated which creates pressure in the separate hydraulic master cylinder so as to supply brake fluid at a pressure to required wheel for locking . No manual effort is required. d) Electric Switch : ON/ OFF electrical switch for actuating each solenoid valve . BRIEF DESCRIPTION OF DRAWINGS :

Figure 1 : HWL in 4WD in a disengaged position

Figure 2 : HWL in 4 WD in an engaged position

Figure 3 : HWL in 2WD in a disengaged position Figure 4 : HWL in 2 WD in an engaged position

Figure 5( i, ii) : Manual Lever Lock for 2WD and 4WD

Figure 6 : Pneumatic Lever lock

Figure 7 : Emergency Braking system in 4 WD Figure 8 : Emergency Braking system using pneumatic lever lock

Figure 9 : Electrical circuit diagram of switches and solenoid valves Figure 10: Mechanism for transfer of engine power in a 4WD vehicle

Figure 11 : Mechanism for transfer of engine power in a 2 WD vehicle

DETAILED DESCRIPTION OF THE INVENTION : To understand the invention we must be familiar to the terminology of automobiles such as 4 WD and 2 WD vehicles .

2WD Vehicle: For two-wheeled vehicles, the term is used to describe vehicles which can power the front as well as the back wheel. The term 2x2 is also used to denote two total wheels with both being driven. 2x2 vehicles are typically either mechanically driven via chain or shaft or are hydraulic driven. This scheme is quite complicated and requires more power to operate, thus most 2WD machines are exotic or are created with special uses in mind.

4 WD Vehicle : Four-wheel drive, 4WD or 4*4 ("four by four") is a four-wheeled vehicle with a drive train that allows all four wheels to receive torque from the engine simultaneously. Powering all four wheels provides better control than normal road cars on many surfaces and is an important part in the sport of rallying.

In abbreviations such as 4x4, the first figure is normally taken as the total number of wheels and the second is normally taken as the number of powered wheels (the numbers are actually axle-ends to allow for more than one wheel on each end of an axle). 4 <2 means a four-wheel vehicle in which engine power is transmitted to only two axle-ends: the front two in front-wheel drive or the rear two in rear-wheel drive.

DESCRIPTION :

When a vehicle while traveling through rough terrain , accidently gets stuck in the dig or a pit , its wheel starts rotating freely and causes power loss. To make the vehicle come out of the pit, the freely rotating wheel needs to be stopped as it is using power unnecessarily. The power needs to be transferred to the other wheels so that they may help the vehicle come out of the dig or the pit. In such a case , the HWL of the present invention can be used .

Constructional Features:

Referring to Figure 1 , the system consists of four solenoid valves for a 4WD and two solenoid valves for a 2WD. Each valve is a 3/2 NC type having an operating pressure of 10 bar which is more than enough as the pressure of the brake fluid in the vehicle is not very high. The valve can withstand a lot of pressure without much heat generation as the brake fluid is designed to be in cool state in all tough conditions .Each wheel has a separate solenoid valve connected to it ( 4 / 5/ 6/ 7 ) through pneumatic / manual lever lock (8 ). The lever lock (8) is actuated in the second step after pressing any of the electrical switches (11,12,13,14). The main brake pedal (9) is connected to all the four wheels and the pressurized brake fluid pipe lines (15,16,17,18,) supply the brake fluid to all the four disc brakes / disc drum pedals (3) when the brakes are applied.

The electrical circuit diagram of switches and solenoid valves is illustrated in Figure 9.

The push button switches (11,12,13,14) are terminated to a connection board(43) using wires (45,46,47,48). The output of connection board is fed to four solenoid valves (4,5,6,7) through connecting wires (49,50,51,52). The connection board (43) is powered by vehicle battery (44) itself through positive and negative terminals (53,54).

Manual lever lock:

The manual lever lock (8 of figure 1 and 30 of figure 5( i ,ii)) has a piston which moves forward in double acting hydraulic cylinder (31 of figure 5) thus creating a pressure on the brake fluid . This brake fluid further enters into the hydraulic master cylinder ( 36 of figure 5) of the manual lever lock which is separate from the main brake hydraulic cylinder making the whole HWL system independent of normal already available braking system of the vehicle. The hydraulic ports (34 and 35 of figure 5) of the master cylinder ( 36 of figure 5) are connected to the solenoid valves( 4, 5, , 7 of figure 1 ). Pneumatic lever lock :

The manual lever lock can also be replaced with pneumatic lever lock to make the locking free of hands ( Figure 6). It consists of a pneumatic cylinder (37) along with a separate hydraulic master cylinder (38) (similar to the one used in manual lever lock) along with a compressor(40) and FRL (39) ( Filter, regulator, lubricator) unit.

A separate hydraulic master cylinder (38) is required to ensure that the HWL is independent of main braking system and functions as and when required. On pressing the electric switch (42), a pneumatic cylinder(37) is activated which creates pressure in the separate hydraulic master cylinder(38) so as to supply brake fluid at a pressure to required wheel for locking . No manual effort is required. The various wiring connections of battery (44) and switch(42) to the solenoid valve(41) are shown as 71,72,73,74,75,76. ^x

MECHANISM OF OPERATION :

Referring to figure 1 for 4 D vehicles, to lock any one or more wheels , the driver can press the relevant switch (11/ 12/ 13/ 14) on the switch board (10) installed on the dashboard which would activate the required solenoid valve for the required wheel . After pressing the switch (11/ 12/ 13/ 14), the corresponding solenoid valve ( 4/ 5/ 6/ 7 ) will switch the flow of the main brake pipe line(15/16//17/18) to the pneumatic or manual lever lock ( 8) which is then ready for the locking action of freely rotating wheel . On pressing the either manual lever lock ( 30 of figure 5) or switch ( 42) in case of pneumatic lever lock,

the brake fluid reaches the disc brakes/drum brakes (3 of figure 1) through any of the solenoid valve which is open and thus locks the wheel completely. This is called engaging the lever lock . This is best illustrated in Figure 2 where front left wheel disc brake/ drum brake (23) and rear right wheel disc brake /drum brake (24) are locked because switches

(12 )and (13) are pushed on .The connections of brake pedals with fluid lines through solenoid valves (4 and 7) are illustrated as 19,20,21,22.

Mechanism of transfer of power:

During engagement or locking , that particular wheel will not move and the normal differential action will shift the entire engine power to the other wheel which is present on the same axial as the locked wheel . Consequently, the other two wheels on the other axial receive full power which is a normal action of differential that if one path for power transfer is blocked using locking , then the complete power is transmitting to other unlocked wheels. This action will help the vehicle in coming out of the dig.

Figure 10 illustrates the transfer of engine power in a 4 WD vehicle. The four wheels

(54.55.56.57) are fitted on the axials through half shafts (66,67,68,69) using differentials (59,61). The engine (62) transfers the power to rear differential through transmission box (63) and transfer case(60) via shafts (64 and 65).Transmission box (63) and transfer case(60) via shafts (64 and 65) are provided in the vehicle so as to give the driver an option of either running the vehicle on 4WD or 2WD as per and road conditions. In case of smooth road, vehicle can be driven only on 2 WD as it is more fuel efficient . In other off road conditions, 4WD can be used so that power is given to all the four wheels.

Example:

In figure 10, in normal working conditions of a 4WD vehicle, all the four wheels

(55.56.57.58) of the 4WD receive 25% torque from the engine when no wheel is locked, but when we lock wheel 57 then wheel 57 will receive no torque and the torque from the engine will be distributed as follows.

Wheel 58 due to the action of rear differential 59 will receive a torque of about 40% and the front wheels 56 and 55 will receive torque of about 30% each

In 2WD vehicle, the engine is sending torque only to the wheels (57, 58) through the differential (59) and receive torque of about 50% each. Now if wheel 57 is locked then due to action of the differential 59 the wheel 58 will receive 100% torque from the engine .

Referring to figure 3 and figure 4 for a 2WD vehicle ,the procedure and usage of the HWL is similar to as that of 4 WD vehicle . In a 2 WD vehicle , in which the engine powers only two wheels , if one live powered wheel is locked using HWL , the engine can send all its power to the other live powered wheel. The remaining two wheels receive no power as they are not connected to engine directly.

Disengaged HWL in a 2WD is illustrated in Figure 3 whereas engaged HWL is illustrated in Figure 4 where only one rear left wheel is locked . Figure 11 illustrates the transfer of engine power in a 2 WD vehicle . The four wheels (54,55,56,57) are fitted on the axials out of which the two live wheels (57,58) through half shafts (66,67) using differential (59). The engine (62) transfers the power to rear differential through transmission box (63) and transfer case(60) via shafts (70) as per normal differential system.

In an another embodiment, the system of the present invention can be additionally used as emergency braking system .

The normal brake failure in a vehicle can occur due to various reasons. But in a case when due to some problem, the main master cylinder fails or doesn't work but has its brake fluid line intact, this emergency locking system can be activated(Figure 7 ) in 4WD vehicles . Since in this system of HWL , all the four valves (4,5,6,7) of the four wheels are connected to the lever lock (8) . There is a switch (84) which is connected to all the four solenoid valves by wires (77,78,79,80,81) .In case of the emergency , i.e normal brake failure, if the driver wants to engage all the four valves at once he can just press the switch (84) and all the four solenoid valve (4,5,6,7) will switch from position NC to NO (NORMALLY OPEN) making the brake fluid flow as described above .

The same is good for 2WD vehicles also .

In case of a pneumatic lever lock (Fig 8) for 4WD, the switch (84) is also directly connected to the compressor (40) and the solenoid valve (41). On pressing the switch (84) once, all the four solenoid valve (4,5,6,7) ,the compressor (40) and the solenoid valve (41) will switch on at once and work together to apply the brake in few seconds

The emergency braking system can co-exist with any of the various system like ABS, traction control, electronic brake distribution and can work along with them also.

NOVELTY: The present invention discloses a novel and very simplified wheel lock

' system which uses a combination of solenoid valves and a hydraulic/pneumatic lever. The system can lock the freely rotating wheel to a 100 % efficiency in case a vehicle is stuck up in dig or pit or has a skidding tendency while braking. The system is capable of transferring the power of the engine to the remaining wheels.

No such combination as discussed in the present invention is available in the prior art of patents or in commercial vehicles thereby making the system novel. The existing methods are either very costly or complicated and none of them is independent of existing braking system of the vehicle. The present invention does not interfere with the existing braking system or other controls of the vehicle.(It can co- exisist with other braking technologies and also work with them without any modification to the vehicle original braking system) It can function independently and can be optional for the vehicle owner.

INVENTIVE STEP: The inventors have put in considerable research effort to make the system feasible. The inventive step involves the development of a very simple and cost effective system which uses an independent braking mechanism for each wheel locking . It is ensured that the system of the present invention does not interfere with the already existing braking system of the vehicle ( Differential / TCS) . The designing of the hydraulic/ pneumatic lever lock and its connections to the brake pedals through solenoid valves , selecting various components which are cost effective contribute to the inventive steps taken by the inventors. The connections of HWL to brake fluid pipelines without any modification in chassis or the body of the vehicle needed a lot of technical skill which was duly done by the inventors.

INDUSTRIAL APPLICATION : Since the invention solves the problem of stopping the freely rotating wheel of a vehicle when it is stuck in mud or pit or faces rough terrain , the same finds its application in the area of automobiles . The armed forces use heavy trucks which face this problem very often. Similarly the(not racing , rally car) racing cars , SUVs and tractors used in agriculture can use this system very effectively.

In the present invention, there is no need to modify the body or chassis of the vehicle because the space required in system is very less and the same can be attached to the brake lines which are already present in the vehicle. The switches can be installed at the dashboard along with other usual switches. The manual lever lock can be conveniently fixed near driver's reach. The solenoids can be protected using a capping or fitting these in small boxes so that they are not jammed due to dust , fumes or other abnormal conditions . Hence industrial level production as an accessory of motor vehicles can be easily taken up. The system can be offered in two models- with a manual lever lock which is less costly and with a pneumatic lever lock. Industrial scale production of the HWL can bring the cost range to Rs. 5,000 to 8,000 .Hence the industrial application is clearly seen in the invention.

Numbering details used in drawings :

1. Hand brake

2. Gear lever

3. Disc brake (calliper brake)

4. 3/2 Solenoid DC valve for front left wheel

5. 3/2 Solenoid DC valve for front right wheel

6. 3/2 Solenoid DC valve for rear left wheel

7. 3/2 Solenoid DC valve for rear right wheel

8. Manual lever lock

9. Main brake pedal+ master cylinder

10. Switch board for the control of solenoid dc valves

11. Switch for the front left solenoid valve

12. Switch for the front right solenoid valve

13. Switch for the rear left solenoid valve

14. Switch for the rear right solenoid valve

15. Pressurized brake fluid from master cylinder to rear left wheel

16. Pressurized brake fluid from master cylinder to rear right wheel

17. Pressurized brake fluid from master cylinder to front right wheel

18. Pressurized brake fluid from master cylinder to front left wheel

19. Pressurized brake fluid from manual lever lock to rear left solenoid valve 0. Pressurized brake fluid from manual lever lock to rear right solenoid valve 21. Pressurized brake fluid from manual lever lock to front left solenoid valve

22. Pressurized brake fluid from manual lever lock to front right solenoid valve

23. Front left wheel locked

24. Rear right wheel locked 25. Rear right wheel locked, 25* rear left wheel locked

26. Brake fluid reservoir

27. Reservior ports

28. Two interconnected ports

29. Bleeding port 30. Locking lever

31. Double acting hydraulic cylinder

32. Hydraulic port of the hydraulic master cylider of the manual lever lock for the front left wheel

33. Hydraulic port of the hydraulic master cylider of the manual lever lock for the front right wheel

34. Hydraulic port of the hydraulic master cylider of the manual lever lock for the rear right wheel

35. Hydraulic port of the hydraulic master cylider of the manual lever lock for the rear left wheel 36. Hydraulic master cylinde of the manual lever lock

37. Single acting pneumatic cylinder

38. Hydraulic master for the pneumatic lever lock which is silmilar in construction and working as that of the hydraulic master cylinder in the manual lever lock 39. FRL unit (filter+regulator+lubricator) 40. Compressor

41. 3/2 Solenoid DC valve for the working of the single acting pneumatic cylinder

42. Switch for the operation of the 3/2 solenoid dc valve for the working of the single acting pneumatic cylinder

43. Circuit connection board for the connection of the push button switches to the respective solenoid valves

44. Battery

45. Wiring connection of the switch 11 to the circuit connection board (43) 46. Wiring connection of the switch 12 to the circuit connection board (43)

47. Wiring connection of the switch 13 to the circuit connection board (43)

48. Wiring connection of the switch 14 to the circuit connection board (43)

49. Wiring connection of the circuit connection board (43) to the front right soleniod valve (5) 50. Wiring connection of the circuit connection board (43) to the front left soleniod valve (4)

i

51. Wiring connection of the circuit connection board (43) to the rear left soleniod valve (6)

52. Wiring connection of the circuit connection board (43) to the rear right soleniod valve (7)

53. Wiring connection of the circuit connection board (43) to the positive terminal battery (44)

54. Ground/earth wiring for all the electric devices to the ground/negative terminal of battery 55. Front right of 4wd

56. Front left wheel of 4wd 57. Rear left wheel of 4wd

58. Rear right wheel of 4wd

59. Rear differential normal type in 4WD

60. Transfer case in 4 WD 61. Front differential normal type in 4 WD

62. Engine

63. Transmission box

64. Shaft from transmission box to transfer case in 4wd

65. Shaft from transfer case to rear differential in wd 66. Half shaft from rear differential to wheel 57

67. Half shaft from rear differential to wheel 58

68. Half shaft from front differential to wheel 56

69. Half shaft from front differential to wheel 55

70. Shaft from transmission box to rear differential in 2wd 71. Positive wiring of the solenoid valve (41) to the push button switch (42) for pneumatic lever lock

72. Negative wiring of the solenoid valve (41) to the push button switch (42) for pneumatic lever lock

73. Positive wiring of the compressor (40) to the push button switch (42) for pneumatic lever lock

74. Negative wiring of the compressor (40) to the push button switch (42) for pneumatic lever lock

75. Positive wiring of the push button switch (42) to the battery (44) for pneumatic lever lock 76. Negative wiring of the push button switch (42) to the battery for pneumatic lever lock

77. Negative wiring of the push button switch (84) with the negative wiring to the battery (44)

78. Positive wiring of the switch (1 ) with the switch (84)

79. Positive wiring of the switch (13) with the switch (84)

80. Positive wiring of the switch (12) with the switch (84)

81. Positive wiring of the switch (11) with the switch (84) .

82. Positive wiring of the switch (84) with the positive wiring connected to the solenoid valve (41) and the compressor (40) in pneumatic lever lock

83. Negative wiring of the switch (84) with the positive wiring connected to the solenoid valve (41) and the compressor (40) in pneumatic lever lock

84. Push button switch

In the preceeding detailed description, the invention is described with reference to exemplary drawings and embodiments thereof. Various modifications and changes may be made thereto without departing from the broader spirit and scope of the invention as set forth in the claims. The specification and drawings are accordingly , to be regarded in an illustrative rather than a restrictive sense. Thus without analysis, the foregoing will so fully reveal the gist of the present invention that others can , by applying current knowledge , readily adapt it for various applications without omitting features that , from the standpoint of prior art, fairly constitute essential characteristics of the generic or specific aspects of this invention.

Claims

1. A wheel lock system and wherein the same comprises of :

- a plurality of solenoid valves each connected to a separate wheel of the

vehicle ;

- a lever locking mechanism ;

- a means of actuating the solenoid valves.

2. The wheel lock system as claimed in claim 1 is capable of transferring 100 % engine power to remaining unlocked powered wheels.

3. The wheel lock system as claimed in claim 1 uses a separate master hydraulic cylinder to make it independent of normal braking system of the vehicle.

4. The wheel lock system as claimed in claim 1 wherein each solenoid valve is electromechanical 3/2 NC type having a pressure withstanding capability of 10 bar .

5. The wheel lock system as claimed in claim 1 WHERErN lever lock mechanism is either pneumatic or manual in design and operation.

6 The wheel lock system as claimed in claim 1 and claim 2 wherein the means of actuating the solenoid valves comprises of OFF ON electrical switches.

7. The wheel lock system as claimed in claim 1 or 5 wherein lever lock mechanism if manual, can be operated by the driver of the vehicle and the same comprises of :

- a hydraulic master cylinder; - brake fluid reservoir and reservoir ports;

- interconnected hydraulic ports for rear right and left wheels in case of 2WD vehicles;

- additional hydraulic ports for front right and left wheels in case of 4WD vehicles ;

- bleeding ports ;

31 - locking lever ; and

- a double acting hydraulic cylinder

8. The wheel lock system as claimed in claim 1 or 5 wherein the lever lock system if pneumatic, can be switched on by the driver and the same comprises: - a pneumatic cylinder along with a separate hydraulic master cylinder;

- a compressor ; and

- a FRL ( Filter, regulator, lubricator) unit.

9. The method of use of wheel lock system as claimed in claim 1 comprises of the following steps: - Pressing the relevant switch which is connected to solenoid valve of required wheel which needs to be stopped from rotating freely. The solenoid valve will switch the flow of the main brake pipe line to the pneumatic or manual lever lock .

- Pressing the manual lever lock or push button switch of pneumatic lever lock , the hydraulic ports of which are connected to the solenoid valves . - The brake fluid reaches the disc brakes through the open solenoid valve which has been actuated by the driver by pressing the push button for required wheel thus engaging the wheel completely and locking it .

10. A system as claimed in claim 1 and substantially as described herein with reference to and as illustrated in Figure 1 to Figure 11 of the accompanying drawings.

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