BRPI1004803A2 - self-directional axle enhancement for large self-propelled vehicles - Google Patents

Abstract

AUTO DIRECTIONAL FOR LARGE AUTOMOTIVE VEHICLES. Reveals as a 'third axle' for 'vanderleia' type trailers, the autocadirectional axle now handled utilizes the basic concept of lateral pivot self-directional axles that is especially suited to the obligations mandated by CONTRAN and is responsible for the increased service life. of the tires that make up the "third axle" of the trailer, by increasing the overall maneuverability of the large motor vehicle, and by offering more room for mounting the air suspension to which the axle will be coupled, the major functional advantage obtained relates to The robustness of the auto-directional shaft, which is achieved by the specific production process of the elements that make up the auto-directional shaft, also increases the durability of the shaft itself, resulting in a lower incidence of preventive and corrective maintenance. It is mainly composed of a main beam (2), two axle sleeves (3), at least two shock absorbing elements (4). ), by at least one connecting bar (5), and by at least two connecting arms (6).

Description

"IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL AXLE FOR LARGE AUTOMOTIVE VEHICLES"

FIELD OF INVENTION

The present invention patent discloses an unprecedented improvement in auto-directional axle for large motor vehicles.

In particular, a self-directional axle that acts as a "third axle" for "vanderleia" type trailers is disclosed. This auto-steering axle is responsible for increasing the service life of the tires that make up the "third axle" of the trailer, and for increasing the overall maneuverability of the large motor vehicle.

The auto-directional axis now treated is substantially safer and more efficient than the auto-directional axes belonging to the current state of the art. BACKGROUND OF THE INVENTION

Large self-propelled vehicles, or "heavy" vehicles, are generally used to transport various loads. In Brazil, it is estimated that road transport accounts for about 65% of total cargo transported. Obviously, the highways used in this type of

Transport vehicles are constantly degraded by the weight relative to the load carried by "heavy" vehicles (or trailers). And because of this, there is a need for the authorities to standardize and regulate the amount of cargo that each type of trailer can carry. Thus, by CONTRAN Resolution 210 of 13 November 2006, it was regulated that the combined gross weight for "heavy vehicles" with tandem axles should not exceed 48.5 tonnes. For "heavy vehicles" with spaced axles ("vanderleia" type), the combined total gross weight must not exceed 53 tonnes.

Based on this regulation, specialists have come to realize that "vanderleia" trailers have become more interesting than tandem axle trailers, after all, the carrying capacity of "vanderleia" trailers is significantly higher, and this feature is highly valued when it comes to road freight transportation.

In addition, it was also noted that "vanderleia" trailers became more interesting than the popular seven-axis "bitrens", after all, the said "vanderleia" trailers require only 70% of the investments (purchase value and cost of maintenance)

bitrens.

It turns out, however, that a conventional vanderleia trailer (distanced and fixed axles) has two major negative aspects.

The first negative aspect concerns its

general maneuverability, which is extremely limited. In other words, "vanderleia" trailers, precisely because they have their axles apart, have difficulty in following all movements of the hauling cabin, thus presenting the need for large spaces for performing turns and maneuvers in general. The second aspect is related to the wear of the tires belonging to the "third axle" (axle located closest to the cab, generally suspended. This wear occurs due to the dragging of the tires which, because they are fixedly mounted on the axle closest to the cab, or "third axis", are subjected to high lateral drag force when cornering or maneuvering.

This second negative aspect ends up generating yet another problem, which directly impacts the conditions of the highways. That is, the drag of the tires of the "third axle", besides reducing their useful life, is also responsible for the degradation of the surface layer of the roads, after all this surface layer (which has direct contact with the tires)

It is also subjected to drag force (friction).

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In order to remedy this latter negative aspect, CONTRAN, also by resolution 210 of 13 November 2006, created the obligation that "vanderleia" trailers should be composed of a self-directional "third axle", which must still be equipped with air suspension mechanism.

An auto-directional axle generally provides a set of mechanisms (or devices) that allow automatic angular movement of its wheels, ie the angular movement of the wheels without the need for remote manual control (steering wheel and steering wheel, for example).

In this way, the set of mechanisms that integrate an auto-directional axle has the purpose of making the wheels voluntarily follow, through angular movement, the layout developed by the cab, either in straight paths, in curves, or even in maneuvers. general.

The implementation of an auto-directional axle, especially in the position of the "third axle", on "vanderleia" type trailers solves the three problems previously detailed (maneuverability,

tire wear, and road degradation).

The current state of the art is composed of different types of auto-directional axes, and among these types stand out: "spindle" auto-directional axes, center pivot and directional axes

self-steering with side pivots.

Basically, "spindle" self-directional axes have similar constructivities, inspired by the constructivity of

ball bearings in general.

Therefore, a "sparse" self-directional axis is

It is essentially composed of two rims or rings, one fixedly disposed inferiorly on the trailer and the other fixedly arranged on the axle. The rings or rings (one larger in diameter than the other) are centrally coupled, and between them are inserted spheres or any other material that allows the locking and sliding of said rings or rings. This constructivity allows the axle attached to the "free" rim or ring to move angularly with respect to the trailer. This movement is automatically based on the layout developed by the cabin. An example of a "spindle" type auto-directional axis is described in patent application MU 852393-0, filed 08/22/2005.

Although "spindle" auto-steer axles partly alleviate the three negative aspects previously explained (maneuverability, tire wear, and road degradation), it is correct to say that the response time (real-time auto-induced movement) is slow , which can impair full control of the "heavy" vehicle when it develops speed motion. In addition, it is common to note that the hoops or rings that make up the "spindle" self-steering axles are robust and heavy, and this ultimately reduces the transport payload (after all, the CONTRAN-regulated values refer to the weight gross of the whole composition).

Center pivot auto-steer axes have simpler constructivities than "sparse" auto-steer axle constructivities.

Generally speaking, a center pivot auto-directional axle is fundamentally formed by a conventional rear axle (similar to a fixed axle) plus a center pin. This pin is coupled to a sliding bearing disposed on the trailer. It is also noted that, commonly, the pin shaft provides mechanical limiters which prevent this shaft from developing full rotational motion.

Since the bearing point is small (and often fragile), this type of self-steering axle is not suitable for integrating "heavy" vehicles because of the payload they carry, after all, a single coupling point is not advisable for this type and use. It is also correct to state that the response time (real time automatically induced movement) is relatively slow. Already auto-directional axes with side pivots have a safer and more elaborate concept.

Briefly, it is understood that the concept of side pivot self-steering axles involves an axle fully fixed to the trailer chassis, and both ends of this axle provide a mechanical assembly responsible for the angular movement of one or more wheels, in addition to establishing the end of stroke and return of them. The two mechanical assemblies can be independent (however linked in such a way that the angular movement of the wheels at one end through a tie bar influences the angular movement of the wheels at the other end). The system allows different steering angles between the left and right sides of the vehicle as required by the system when cornering or maneuvering.

This concept enables relatively effective response time (real-time auto-induced movement), low tire drag and increased overall vehicle maneuverability. It is also observed that this concept can be easily linked to the one with pneumatic suspension mechanisms, which is required by the resolution, but it is of extreme technical difficulty in central pivot self-steering axles.

U.S. Patent 6,669,303 illustrates an example of a side pivot auto-directional axis. However, this illustrated example, as well as existing generic models, has no functional versatility, and is merely adaptations of existing fixed axes. That is, existing models comprise fixed axes with adaptations based on the concept described above.

Based on the concepts explained above, it is clear to note the need to create a self-directional axis with side pivots that does not involve mere adaptations, but rather uses the existing concept as a guide, to create a fully effective model. , optimized and functional. It is based on this context that the present invention patent arises.

BRIEF DESCRIPTION OF THE INVENTION Aiming to solve the negative aspects

related to "spindle" auto-directional axes and center-pivot auto-directional axes, using the concept of lateral-pivot auto-directional axes, the present invention patent has been developed, which reveals an unprecedented improvement introduced in axle self-directional for large motor vehicles.

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The auto-directional axis now treated, object of the present patent and invention, uses only the basic concept of lateral pivot auto-directional axes, however, the aforementioned self-directional axis is shaped by a new, inventive and different constructiveness from existing and marketed adaptations.

The self-steering axle treated here is especially suited to the obligations enacted by CONTRAN, and is responsible for extending the service life of the tires that make up the "third axle" of the trailer, by increasing the overall maneuverability of the large motor vehicle, and for providing more space for mounting the air suspension to which the axle will be coupled.

The great functional advantage obtained due to the unprecedented constructivity proposed here refers to the robustness of the aforementioned auto-directional axis. This robustness, which is fundamentally obtained by the specific production process of the elements that make up the auto-directional axis, also increases the durability of the axis itself, resulting in a lower incidence of preventive and corrective maintenance.

BRIEF DESCRIPTION OF THE DRAWINGS The present invention patent will be

described in detail on the basis of the figures below, which:

Figure 1 illustrates the auto-directional axis as seen in

superior perspective;

Figure 2 illustrates the auto-directional axis, seen in

bottom perspective;

Figure 3 illustrates the auto-directional axis, seen in

perspective exploded;

Figure 4 illustrates the auto-directional axis as

superiorly;

Figure 5 illustrates the auto-directional axis as

laterally;

Figure 6 illustrates the main beam of the auto-directional axis, isometric perspective view; Figure 7 illustrates the main beam of the auto-directional axis seen from above;

Figure 8 illustrates an axle sleeve viewed from

isometric perspective; Figure 9 illustrates an axle sleeve, viewed from

superiorly;

Figure 10 illustrates an axle sleeve, viewed from

laterally;

Fig. 11 illustrates section A-A taken from Fig. 4; Fig. 12 illustrates the section B-B taken from Fig. 4;

Figure 13 illustrates one end of the axle properly fitted with a wheel carrier, seen in perspective; and

Figure 14 illustrates an axle sleeve properly fitted with a wheel carrier, seen in exploded perspective. BRIEF DESCRIPTION OF THE INVENTION

Based on the figures 1, 2, 3, 4, 5, 6, 7, 8, 9, 1 * 0, 11 and 12, it is noted that the auto-directional axis now treated, hereinafter referred to simply as axis (1) , is mainly composed of a main beam (2), two axle sleeves (3), at least two shock absorbing elements (4), at least one connecting bar (5), and at least two arms of connection (6).

The main beam 2 is a monobloc body with a fundamentally "H" shape, preferably forged from alloy steel. The main beam (2) has at least two fixing surfaces (2.1), two vertical connectors (2.2) and at least two horizontal connectors (2.3).

Each fixing surface (2.1) is a flat area, preferably square, and is arranged on the upper face of the main beam (2). It is further noted that each mounting surface (2.1) has through holes (2.11). Each of the securing surfaces (2.1) is located near one end of the main beam (2).

Each of the vertical connectors (2.2) is arranged at one end of the main beam (2), and comprises a vertically disposed hollow circular geometry.

Each of the horizontal connectors (2.3) is arranged near the center point of the main beam (2) and comprises a horizontally disposed, non-hollow circular protrusion.

Generally speaking, the basic constructivity of the main beam (2) is simple and remarkably robust.

Each of the axle sleeves (3) is a monoblocked body preferably forged from alloyed steel.

From a structural point of view, each shaft sleeve (3) neatly provides the following portions, cylindrical end (3.1), retaining ring (3.2), tapered trunk portion (3.3), retaining flange (3.4), two connectors (3.5) and one horizontal connector (3.6).

The vertical connectors (3.5) each comprise a hollow circular geometry. It is further noted that both vertical connectors (3.5) are arranged in an aligned manner. It is further noted that both vertical connectors (3.5) have a substantially flat external face (3.51).

The horizontal connector (3.6) is preferably formed into the same "block" as one of the vertical connectors (3.5).

As with the main beam (2), it is noted that the

The basic constructivity of each of the axle sleeves (3) is simple and robust.

The shock absorbing elements (4) comprise structures composed of at least two telescopic parts, which also have resilient factor related to the maintenance of the initial state of the bodies and predefined limit of action. It is further noted that each telescopic part has a terminal connection (4.1).

Preferably, the shock absorbing elements (4) comprise hydraulic pistons. The connecting bar (5) is a rigid bar and

solid, preferably cylindrical, and provides for two terminal connections (5..1): Preferably, the connections (5.1) comprise ball-type type bore fittings.

Each of the connecting structures (6) is an arm, preferably not straight, which provides connecting couplings (6.1).

In a coherent assembly of the shaft (1), it is observed that the shaft sleeves (3) are coupled to the main beam (2), each of their respective end of said beam. More specifically, the vertical connectors (3.5) of each shaft sleeve (3) are aligned with their respective vertical connector (2.2) of the main beam (2). These couplings are made possible by pins (7), one pin (7) being inserted (and locked) between the vertical connectors (3.5) and their respective vertical connector (2.2). It is further noted that the outer faces (3.51) of the vertical connectors (3.5) receive locking caps (7.1), which are fixed to their respective outer faces (3.51), preferably by means of screws or threads.

The connection frames (6) are coupled to their respective horizontal connectors (3.6) of the shaft sleeves (3).

The shock absorbing elements (4) are then coupled to the main beam (2). More specifically, the shock absorbing elements (4) are fixed to their respective connection structures (6) - by coupling one of the connection couplings (6.1) to their respective terminal connection (4.1) - and fixed to their respective horizontal connectors (2.3) through the other terminal connection (4.1).

The connecting bar (5) is fixed via its connections (5.1) between the two connecting structures (6).

It should be noted that all couplings between connections are preferably locked by screws or the like.

The properly assembled axle (1) is then fixed to special frames (not shown) on the underside of a trailer (not shown). Specifically, this fixation is accomplished through the fixing surfaces (2.1) of the main beam (2), which receive bolts, nuts or the like in their through holes (2.11).

As shown in figures 13 and 14, it is noted that the axle (1) is capable of installation of dual wheels (set consisting of a pair of physically associated wheels). This possibility occurs mainly due to the physical shape of the axle sleeves (3), which present the ideal constructivity for the reception of the double wheeled door assembly (8).

The double wheeled door assembly (8) is mainly composed of a contact body (8.1), a central hub (8.2), an outer body (8.3), a locking body (8.4), a closing body (8.5), by multiple sealing joints and by multiple sets of bolts (screws, washers and nuts).

Generally speaking, the contact body (8.1), which is basically composed of a circular wall provided with a half wall located at one of its transverse ends, is fixed to the retaining flange (3.4) of one of the side arms ( 3). Optionally, the possibility of installing a braking device (9) on the retaining flange (3.4). The central hub (8.2), which is basically composed of a circular wall provided with an outer central flange, is mounted on the cylindrical body (3.1) shaft sleeve (3). The outer body

(8.3), which is a fundamentally cylindrical housing, is coupled to the central hub (8.2) and locked to it by means of the locking body

(8.4). The closing body (8.5) is fixed to the central hub (8.2). All these elements are matched and fixed by means of sealing joints and

screw sets, respectively.

It remains to be evidenced that the axle (1) is capable of integration with air suspension mechanisms, as provided by the CONTRAN resolutions. Based on the whole context described above, it can be stated that axis (1), object of the present invention patent, has two great inventive aspects.

The first inventive aspect is related to the general composition of the axis (1), that is, the elements that make up the axis (1), and their constructivity.

The second inventive aspect relates to the special constructivity of the main beam (2) and the axle sleeves (3), both forged (process where mechanical-physical conformations are made from the compressive stress imposed on a ductile material) Alloy steel, ie free from joints, welds, fittings and the like. This type of "constructivity gives these parts robustness (main beam (2) and axle sleeves (3)), thus increasing their durability and reliability, and thus reducing costs related to maintenance and general replacement.

Thus, it remains to be evidenced that the axis (1) now treated has a clear industrial application, undeniable novelty, and unquestionable inventive activity, and is therefore worthy of all the merits and privileges provided and guaranteed by the Industrial Property Law.

Claims (13)

1. "AUTO-DIRECTIONAL AXLE IMPROVEMENT FOR LARGE MOTOR VEHICLES", characterized in that it is mainly composed of a main beam (2), two axle sleeves (3), at least two shock absorbing elements (4) by at least one connecting bar (5) and by at least two connecting arms (6); the main beam (2) is a monobloc body with a cross-section of "H" shape; the main beam (2) has at least two fixing surfaces (2.1), two vertical connectors (2.2) and at least two horizontal connectors (2.3); each shaft sleeve (3) has a cylindrical end (3.1), a retaining ring (3.2), a conical stem portion (3.3), a retaining flange (3.4), two vertical connectors (3.5) and a horizontal connector ( 3.6); shock absorbing elements (4) comprise structures composed of at least two telescopic parts, which also have resilient factor related to the maintenance of the initial state of the bodies and predefined limit of action; each telescopic part has a termination connection (4.1) · the connection bar (5) is a rigid and solid, preferably cylindrical, bar and has two terminal connections (5.1); each of the connecting structures (6) is an arm providing connection couplings (6.1). 2. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE AUTOMOTIVE VEHICLES" as claimed in 1, characterized in that the main beam (2) is preferably forged from alloy steel. 3. "SELF-DIRECTIONAL IMPROVEMENT INTRODUCED FOR LARGE MOTOR VEHICLES" as claimed in 1 and 2, characterized in that each mounting surface (2.1) is a flat area disposed on the upper face of the vehicle. main beam (2), and has through holes (2.11); each of the securing surfaces (2.1) is located near one end of the main beam (2). 4. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE MOTOR VEHICLES" as claimed in 1 and 2, characterized in that each of the vertical connectors (2.2) is arranged at one end of the main beam {2 ) and comprises a vertically disposed hollow circular geometry. 5. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE MOTOR VEHICLES" as claimed in 1 and 2, characterized in that each of the horizontal connectors (2.3) is arranged near the center point of the main beam (2 ), and comprises a hollow circular protrusion horizontally arranged. 6. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE MOTOR VEHICLES" as claimed in 1, characterized in that each of the axle sleeves (3) is a preferably forged alloy steel monoblock body . 7. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE AUTOMOTIVE VEHICLES" as claimed in 1 and 6, characterized in that the vertical connectors (3.5) each comprise a hollow circular geometry; Both vertical connectors (3.5) have a basically flat outer face (3.51). 8. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE MOTOR VEHICLES", as claimed in 1 and 6, characterized in that the horizontal connector (3.6) is preferably formed in the same "block" as one of the vertical connectors (3.5). 9. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL AXLE FOR LARGE MOTOR VEHICLES", as claimed in 1, characterized in that it preferably detects shock absorbing elements (4) comprising hydraulic pistons. 10. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL SHAFT FOR LARGE AUTOMOTIVE VEHICLES" as claimed in 1, characterized in that the fittings (5.1) preferably comprise ball-type ball-type fittings. 11. "IMPROVEMENT INTRODUCED ON A SELF-DIRECTIONAL SHAFT FOR LARGE MOTOR VEHICLES" as claimed in 1, 2, 3, 4, 5, 6, 7, 8, 9 and 10, characterized in that in an assembly coherent with the shaft (1) the shaft sleeves (3) are coupled to the main beam (2); the vertical connectors (3.5) of each axle sleeve (3) are aligned with their respective vertical connector (2.2) of the main beam (2); a pin (7) inserted and locked between the vertical connectors (3.5) and their respective vertical connector (2.2); the outer faces (3.51) of the vertical connectors (3.5) receive locking caps (7.1); the connecting frames (6) are coupled to their respective horizontal connectors (3.6) of the shaft sleeves (3); the shock absorbing elements (4) are fixed to their respective connection structures (6) by coupling one of the connection couplings (6.1) to their respective terminal connection (4.1); the shock absorbing elements (4) are fixed to their respective horizontal connectors (2.3) through the other terminal connection (4.1); the connecting bar (5) is fixed through its connections (5.1) between the two connecting structures (6); All couplings between connections are preferably locked by screws or the like. 12. "PERFORMANCE INTRODUCED5 IN A SELF-DIRECTIONAL AXLE FOR LARGE MOTOR VEHICLES" as claimed in 1 and 11, characterized in that the axle (1) can then be fixed to the special structures on the underside of a trailer. through the fixing surfaces (2.1) of the main beam (2), which receive bolts, nuts or the like in their through holes (2.11); the axle sleeves (3) provide for the reception of the double wheeled door assembly (8). 13. "IMPROVEMENT INTRODUCED IN AUTO-DIRECTIONAL AXLE FOR LARGE AUTOMOTIVE VEHICLES" as claimed in 1, characterized in that the axle (1) is capable of integration with air suspension mechanisms.