• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1. A DEVICE FOR STABILIZING THE VEHICLE POSITION OF THE VEHICLE, having three wheels, has a body leveling mechanism, which includes a gear system in the housing associated with a rotary drive. a drive shaft, kinematically connected with an intermediate core element, on which two bevel gears facing each other are mounted, driven by an organ to engage these gears, which is connected to an earth mass mounted on a horizontal longitudinal axis of the body, characterized by that, in order to expand the functional capabilities by automating the stabilization of the vehicle body in the event of centrifugal forces, the body of the alignment mechanism is hinged on to the axle combining the two wheels can be rotated around a horizontal longitudinal axis, and the mechanism is equipped with a toothed sector rigidly mounted on the casing, which is connected through a gear reduction system with an intermediate shaft element representing a driven shaft, on which Pinned gears facing each other are mounted loosely. 2. Device POP.1, characterized in that the drive of rotation of the drive shaft is made in the form of a transmission mechanism associated with the engine of the vehicle. 3. The device according to Claim 1, characterized in that the drive of the rotation of the drive shaft is made in the form of a transmission mechanism associated with (O the specified axis. CO 4. The device according to Claim 1, which has the angle of the gear sector twice the maximum angle of inclination of the kudov 5. Device according to Po1, characterized in that the two reversed gears are directly connected to the gear of the drive shaft, which is connected with it to the freewheel clutch. 05 6. The device according to item 1, о t L and often so that the body for the inclusion of gears is made in the form of step-by-step torus, which includes the first lever, rigidly connected at one end with an aircraft mass in the center of its gravity, and at the other end pivotally with the body, and in contact with two clutches with discs mounted to move along the driven shaft and interacting with free-wheeling gears, and a second lever, are connected at one end through a hinge link
    公开号:SU1111679A3
    申请号:SU792793050
    申请日:1979-08-03
    公开日:1984-08-30
    发明作者:Патен Пьер
    申请人:Пьер Патен (Франци )；
    IPC主号:
    专利说明:

    with the end of the first lever fixed with a hinge on the body and the other end with the middle part of the first lever.
    7. A device according to claim 6, characterized in that the couplings are provided with a system for selecting a backlash, made in the form of elements mounted on the sleeves having inclined surfaces directed to the second lever, forming a V-shaped cavity open upwards and entering this cavity under the influence of its weight, the goods mounted1) slidably mounted on the second lever, made in the form of two rigidly interconnected parts located on both sides of the first lever,
    8. The device according to claims 6-7, which is designed so that the couplings are made in the form of fixed on the driven shaft between the free-wheel gears by means of a spline connection of a nonmagnetic metal sleeve, in the central thickened part of which permanent magnets are placed which is divided into two symmetrical parts by a washer made of magnetic material, and the outermost part of the bushings of smaller thickness are covered by annular cavities filled with magnetic metal powder and limited laterally on one side in the transverse direction t mi gears,
    on the other hand, the central part of the coupling, and in the radial direction mounted coaxially with the non-magnetic sleeve, the ends of the sleeves of non-magnetic metal, the outer surface of the body 79
    The latter, having a thickness equal to the thickness of the central part of the nonmagnetic metal sleeve, is covered with a layer of magnetic metal, while the coaxially indicated sleeves can slide along their outer surfaces with a centrifugal force, the ring of which is equal to the width of the central part of the sleeve non-magnetic material that is associated with the second lever.
    9. A device as claimed in Claims 1-8, characterized in that it is equipped with a device for pre-controlling a deviation of the pendulum mass that is actuated by the driver.
    10. The device as described in clause 9, which is based on the fact that the fixture of preliminary deviation of the rotor mass is made in the form of a bracket, one end of which is connected to the driver’s seat, which is pivotally mounted on the horizontal longitudinal axis of the body, and the other end is hinged a vertical upright, which is also pivotally connected to the body by one of the ends and on which the supporting platform with the supporting curvilinear surface of the underside mass is mounted.
    11. A device as claimed in Claims 1-10, characterized in that it is equipped with a device for correcting the effects of side wind, performed in the form of a plate, kinematically connected with the first lever.
    I
    This invention relates to a transport engineering, in particular, to devices for stabilizing the position of a vehicle body.
    An arresting device for stabilizing the position of a vehicle body having three wheels, comprising a body leveling mechanism comprising a gear system in the housing associated with a rotationally driven drive shaft, kinematically
    connected to the intermediate core element, on which are mounted two facing tapered gears, driven into rotation
    an organ for actuating these gears, which is associated with a counterpart mass mounted on a horizontal longitudinal axis of the body 11.
    The disadvantages of the known device are low reliability and the impossibility of using it to automate the stabilization of the body transport 31
    in the event of centrifugal forces.
    The purpose of the invention is to enhance the functionality by automating the stabilization of the vehicle body in the event of centrifugal forces.
    The goal is achieved by that 1 ORT in a device for stabilizing the vehicle body position, comprising a body alignment mechanism comprising a gear housing system housed in a housing associated with a rotationally driven drive shaft kinematically connected with an intermediate pivot element on which two bevel gears facing each other, rotated by an organ to activate these gears, which is associated with a rotor mounted on a horizontal the body axle axis, the body of the alignment mechanism is pivotally mounted on the casing encompassing the axis combining the two wheels, rotatable around a horizontal longitudinal axis, and the mechanism is equipped with a gear sector rigidly mounted on the casing that is connected through a gear reduction system with an intermediate core element which is a driven shaft on which the gears facing each other are mounted loosely.
    The rotation drive of the drive shaft is configured as a transmission mechanism associated with the engine of the vehicle.
    The drive rotation of the drive shaft is also made in the form of a transmission mechanism associated with the specified axis.
    The angle of the toothed sector is twice the maximum angle of inclination of the body.
    The two reversed gears are directly connected to the gear wheel of the upper / lower shaft, which is connected to it with a free wheel.
    The gear insertion organ is filled in the form of a step-up gearbox, including a first lever rigidly connected at one end with a unique mass in the center of its mass, and at the other end pivotally with the body, and in contact with two clutches with discs mounted with
    16794
    the ability to move along the driven shaft and interacting with free-wheeling gears, and the second lever, at one end through a hinge. This link is connected with the end of the first lever fixed pivotally on the body and the other end with the middle part of the first lever.
    The couplings are equipped with a system
    choose a backlash, made in the form of elements mounted on the sleeves, having inclined surfaces directed to the second lever, forming a V-shaped cavity, open upwards, and entering this cavity under the influence of their weight, mounted with the possibility of sliding on the second lever, in the form of two rigidly interconnected parts located along both
    side of the first lever.
    Couplings can also be made in the form of a nonmagnetic metal sleeve fixed on the driven shaft between free-standing gears through a poultry joint, in the central thicker part of which permanent magnets are placed and which is divided into two symmetrical parts by a washer made of magnetic material, and the end sections of the sleeve thinner ones are covered by annular cavities filled with magnetic metal powder and limited in
    5 transverse direction on one side of the side surfaces of the gears, and on the other on the central part of the coupling, and in the radial direction mounted coaxially with the non-magnetic
    0 with a sleeve end sleeves of a non-magnetic metal, the outer surface of which, having a thickness equal to the thickness of the central part of the sleeve of a non-magnetic metal, is covered
    5 layer of magnetic metal, with
    This coaxially specified sleeves with the possibility of sliding along their outer surfaces under the action of centrifugal forces mounted ring
    9. Magnetic metal whose width is equal to the width of the central part of the sleeve of non-magnetic material, which is associated with the second lever.
    The stabilizer may
    5 to be provided with a device for prior control of a deviation of an ejector mass driven by the driver. S a device for preliminary deflection of a mating mass is made in the form of a pinnacle (2 one, one end connected to the driver's seat, which is pivotally mounted on the horizontal axis of the body, and the other end - pivotally with a vertical pillar, which also has one end hinged to the body and on which a support platform is mounted with a supporting curved surface for an erectar mass. The device for stabilization can also be equipped with a device for correcting the impact of side wind, m in the form of a plate, kinematically connected with the first lever. Fig. 1 shows the proposed device, a section along a horizontal plane passing through the horizontal axis of the body, and Fig. 2 shows section A-A in Fig. 1; Fig. 3 shows a section B-B in Fig. 2; Fig. 4 shows a partial section B-B in Fig. 1; Fig. 5 shows the position of the mechanisms of the device when the body is inclined, and Fig. 6 shows an embodiment of the couplings Fig. 7 is a schematic representation of a device for prior control of a pendulum deviation; in fig. 8 - the same, adapted to correct the effect of crosswind. The device according to the invention is designed for a transport machine balanced on three wheels. Such a transport vehicle comprises a body 1, which can be rotated about a longitudinal axis. The body 1, schematically shown by a dash-dotted line, is rigidly connected to the body 2, which has the possibility of rotation relative to the casing which covers the axis of the wheels 4. The chassis tilts the drive shaft 5, which is driven at high speed in one direction or directly by the engine, not shown in drawings, or through axis 4, for example, by means of a device transmitting movement, to which it can be placed inside to Zhukha 3. Shaft 5 rotates in bearing 6 mounted on cup 7 mounted on housing 2. Inclination The chassis is controlled by a mechanism which, in the example shown, consists of 96 gear 8 mounted on axis 9, mounted in housing 2 and rotated drive shaft 5 in one or the other direction through a gear system and two clutches, with gear 8 mentioned with a toothed sector 10, rigidly connected to the casing 3. The angle of the toothed sector 10 doubles the maximum tilt angle of the body, the gear system consists of a gear 1 1 with a tapered tooth engaging with a corresponding gear 12, installed at the end of the driven shaft 13 mounted in the housing 2 and perpendicular to the shaft 5. The driven shaft 13 is rotated by the driving shaft 5 in two directions by means of two triggered couplings, which allows it, as seen in the drawings, to control rotation of the gear 8 in one or the other direction and, therefore, an inclination in one or the other side from the middle plane. Both uncoupling shafts 14 are located on either side of the center of the output shaft 13. Each coupling sleeve 14 includes one of the gears 15 freely rotating on the end of the shaft 13, which are supplied with a friction flap that can interact with the clutch disc 16 connected to the driven shaft 13, for example, by means of splines allowing it to move axially along said shaft. Both gears 15 are mounted on bearings carried by body 2, and engage on one side and the other with gear 17 rotated by shaft 5 so that both gears 15 rotate in opposite directions. Thus, it can be seen that, by coupling one or the other of the discs 16 with the corresponding gear 15, the drive shaft 5 of the driven shaft 13 is driven in one or the other direction of rotation. In the rest state, the coupling 17 is disengaged and the rotational movement of the drive shaft 5 is not transmitted to the driven shaft 13. The coupling of one or the other of the coupling sleeves 14 to the gears 16 is controlled by moving the dipstick to one side or the other from the middle plane. Thus, the force of adhesion is proportional to the departure of the final mass and, therefore, the inclination required to compensate for the centrifugal force. In order to avoid overloading the transport vehicle, the weight of the mantle mass must be sufficient to create the necessary coupling force. Therefore, according to the invention, a force multiplication system is used schematically in the drawings. In order to increase the sensitivity of the mantle mass, the axis of its swing is placed as far as possible away from its gravity. For this, an imaginary swing axis is used, with the landing weight 18 rolling on the rollers 19 along the cylindrical surface 20 of large radius made in the bottom 2, the axis of which mainly lies in the median plane of the body 1. The movement of the landing weight 18 is converted into coupling force of one or the other uncoupled couplings by means of a system of levers with a large gear ratio. Indeed, the trough mass is connected with its center of gravity with the end of the primary lever 21, which with its other end is connected to the upper part of the housing 2 on the hinge axis 22, parallel to the p portal axis 3, and is in the mid-plane of the body. The primary lever 21 also carries a hinge axis 23 placed at a small distance from the hinge axis 22 and parallel to it, and around which the upper end of the lever 24, which passes between the oQont-tn clutch discs 16, rotates, the lower end of which is hinged on the body 2 through the pivot axis 25, parallel to the pivot axis 3 and placed in the center of the plane of the body on the other side of the driven shaft 13 relative to the pivot axis 23, and passing through a window filled in the lever 21. The secondary lever 24 consists of two branches, passing on both sides of the driven shaft 13. In addition, in the described embodiment, a fully mechanical solution was used. However, you can also use magnetic and hydraulic options for implementation. FIG. 6 shows, as an example, an embodiment of a magnetic action coupling. In this embodiment, the drive shaft 13, at the ends of which both gears 15 are also mounted, driven by a drive shaft, is surrounded by a nonmagnetic metal, for example copper, a sleeve 26 installed between both gears 15 and connected in rotation with the shaft 13 by means of splines . In its central part, the sleeve 26 contains a broadened part 27 with an outer diameter d, divided in two by a washer 28 made of a magnetic metal installed in the plane of symmetry. In addition, permanent magnets 29 are pressed into the central part 27 on both sides of the washer 28. Both extreme parts of the sleeve 30 are surrounded by end sleeves 31 made of a nonmagnetic metal, on the outer surfaces of which a layer 32 of magnetic metal is applied. The diameter of said sleeve is also equal to d, wherein between the extreme parts 30 of the sleeve and the end sleeves and 31 two annular cavities 33 are formed, filled with a powder of soft iron suspended in oil. Sealing devices (not shown) are located along flat surfaces in contact with the gears of the cylindrical parts and the coupling. These parts thus have the possibility of rotational movement relative to each other. The ia of the central part 27 of large diameter and 1 dylydric parts having the same outer diameter can slide with a very small friction a ring 34 made of magnetic metal and provided with its central part with an annular groove 35, which includes protrusions 36 made on two branches x of the lever 24, framing the node and the movement of which to the right and left can control the mass of the mass, similarly to what has been said. In one embodiment, the ring 34 may have sufficient weight to replace the spinning mass; the width of the ring 34 is equal to the width of the central part 27 of the coupling. Therefore, when the system is in equilibrium and the lever 24 is in the mid-plane of the coupling, the flat surfaces of the ring 34 are flush with the flat 91 surfaces of the large-diameter coupling part 27. Get a powder clutch, the action is already known. If (Fig. 6) the trough mass moves the lever 2D, for example, to one or the other side of the middle plane, the lever 24 actuates the ring 34, which gradually overlaps one of the sleeves 31, placed on both sides of the central part ( For example, the lines of force of the magnet 29 can be closed by the gear 14 by the outer part of the cylindrical sleeve 31, the ring 34 and the washer 28). Then the iron powder in the cavity 33 is magnetized and becomes a paste, thus driving the gear 1 to 5 into rotation, which gradually drives the shaft 13 through the joints connecting the sleeve to the shaft. When shaft 13, as indicated, controls the inclination of the body, striving to return its mid-plane to the center of the pile weight, lever 24 gradually returns to the right before arriving at the equilibrium position, in the plane of symmetry of the clutch. The lines of force can no longer close, therefore, no moment is transmitted between the M gear and the shaft 13. The use of powder bonding provides a gradual and unstressed tilting motion. In order for the driver to be able to influence the degree of inclination himself, the second idle wheel 37 can be installed between the drive shaft 5 and the top 17, so that the latter can rotate faster than pin 5 (but not vice versa). In this case, the driver may himself straighten the transport vehicle if, for example, the body is found to be tilted at a standstill, with the engine stopped, before the system of straightening the body position works. Similarly, the driver has the ability to somewhat pre-empt the action of centrifugal force, which causes the body to tilt when entering the curve, which additionally reduces the response time. Said advance has been successfully provided by the device shown in FIG. 7. Indeed, the human body has an advantage over any servo-mechanism in predicting movement. 9 For this purpose, the toe tilt control is designed so that the behavior of the tiller is influenced by the driver moving the center of his weight, which is usual when driving a two-wheeled vehicle. In this case, the driver can control the drift of the mass in one or the other direction from the mid-plane before it is affected by centrifugal force. In the specified embodiment (Fig. 7), the driver determines the deviation of the swing axis from that side of the middle plane, to which the centrifugal force will then be directed. For this, the driver’s seat 38 is rotatably mounted about a horizontal axis 39 in the mid-plane of the vehicle and suspended by means of elastic means 40 that allow the seat 38 to turn around its axis 39 when the driver moves his center of gravity. Turning the seat 38 determines the deviation in the opposite direction to the axis of the rocking mass. When it is a conventional tiller, the swing axis can be suspended from a part rigidly connected to the seat 38. However, to increase the tiller radius, its swing axis is imaginary, and the platter 18 can move on a cylindrical surface 41 big radius. According to FIG. 7, the cylindrical surface 41 is formed on a plate 42, which can tilt slightly relative to the bottom of the housing 2 near the rotary axis 43. The plate 42 is integral with the lever 44 extending upward from the axis 43 perpendicular to the plate and provided with a hinge head at its upper end 45, included in the plug 46, which is integral with the driver's seat 38. The inclination of the seat in one or in another direction, for example to the right, causes the inclination of the plate 42 and, therefore, the displacement of the imaginary axis of the hinge in the opposite direction, i.e. to the left, which affects the weir mass in the manner that a centrifugal force would have directed to the left. Since it is natural for a driver to tilt his body inward when the curve is approaching, this movement will therefore cause the precursor 11 I Hoe to move the tantalum mass outward before manifestation of centrifugal force. This movement of the rotor mass determines the tilt of the body in the direction set by the driver, which corresponds to the normal operation of two-wheel-drive vehicles. If necessary, it is possible to lock the seat either automatically when the speed drops below a predetermined limit, by means of an automatic system that also blocks the hinge, or by means of a device associated with handbrake braking, when stopped. The invention can be further improved by equipping it with a device (Fig. 8), acting directly on the wenter, a nagrimer, to amend the side wind, which can be dangerous for a light transport vehicle. Such a device may simply consist of a plate 47 forming a vane fixed outside the body 2 at the extension of the axis 22 of the lever 21. A side stream of air of a certain force acting through the vane 47 at the position of the lever 21 acts as a trough mass 18 and however, it is not controlled by this mass with the creation of a reactive force tilting the machine in the direction opposite to the side wind. It should be noted that the simultaneous use of a direct effect on the primary lever of the wind and on the swing axis from the driver makes these two actions completely independent of one another and, therefore, cumulative, which of course is desirable. The device works as follows. When the body 1 and, therefore, the body 2 (FIG. 2) is oriented in the direction of the imaginary vertical and the center of gravity of the mass 18 is at this time in the mid-plane of the body, the axles 22, 23, 25 and the hinge axis 26 lie in said middle plane. At this time, the lever 24 is in the plane of symmetry of the shaft 13 and at equal distance from both clutch plates 16. When entering the panel, the mass 18 is affected by the lateral force F caused by the centrifugal force, which in FIG. 2 pointing left. The primary lever 21 rotates around an axis and moves the axis 23, which in turn causes the secondary lever 24 to rotate slightly in the direction of the lateral force F. The lever 24 moves the clutch disc 16 on the same side, and the latter gradually engages the shaft 13 with the corresponding gear 15 rotated by the shaft 5. Through the gears 12, 11 of the shaft 13 and the gear 15, the rotation 8 is transmitted to the gear 8 relative to the stationary toothed sector 10 and, therefore, the body 1 is tilted in the direction that allows its mean plane in the direction of the imaginary vertical, passing through the center of gravity of the rotor mass. The secondary lever 24 gradually returns to the plane of symmetry of the shaft 13 and, therefore, controls the gradual disengagement of the disk 16. The divergence of the levers causes some change in the distance between the various axes 22, 23 and 25, but these changes can easily be absorbed by the backlash of the hinged joints. In addition, the secondary lever 24 acts on both clutch discs through the elements 48 provided with means for selecting the play. As seen in FIG. 3 and 4, the secondary lever 24 is provided with two weights 49 installed slidably one of the arms of the lever and which, under the influence of its weight, enters the space between two inclined surfaces made on both elements and forming a V-shaped cavity open upwards. The elements 27 abut against the discs 16 through the bearings, and their rotation is prevented by the cross member 50, which binds both branches of the lever 24. Thus, both weights 49, due to their own weight, select all backlashes and constantly have an effect The mechanism is triggered with an almost zero response time, and the lever 24 is ready to control the sliding of one of the clutch disks from the moment the moving mass 18 departs to one side or the other.
    13
    If the vehicle stops and the engine rotates, the device automatically rotates the car body to the vertical if it is tilted, for example, when stopped on a curve,
    When the engine stops, any tilting of the body causes movement of the prop mass 18 and, therefore, the coupling of the corresponding coupling, which tends to cause the drive shaft to rotate in the direction opposite to its normal rotation. Taking into account the high gear ratio of the gearing system, the reversing moment, which the body experiences, is expressed by a very weak moment on the drive shaft 5 and this moment is not able to turn the engine in the opposite direction. However, if there were a danger of non-receipt of these conditions, it would be possible to install a idle counter-wheel 51 on the drive shaft 5 supported on the body, which would prevent the rotation of the shaft 5 in the direction opposite to its normal rotation.
    Obviously, in order to restrict the movement of the tilt of the body, the caster mass 18 is provided with a protrusion 52. Two stops stationary relative to the wheelset and symmetrical about the vertical plane passing through the pivot axle can be provided to limit
    16791D
    mass movements 18. One of these stops may represent the bottom surface 53 of the stationary toothed sector 10, the other stop (not shown) consists in this case of a symmetrical stop element rigidly connected with this sector. These stops affect the mass 18, returning it to the plane passing through
    axles 22 and 25, and limiting its impact on the inclination of the body.
    In some cases, it is necessary that the device is unreversed. In this case, the gearbox between the control shaft 13 and the gear 11 must be a gearbox of the type, for example, a tangent screw. The axis of rotation of the double lever 24 also needs to be mounted on the eccentric to facilitate
    adjustment.
    The proposed device is applicable mainly to lightweight three-wheeled transport vehicles, but can also be used in heavier vehicles.
    transport vehicles, for which it is also of interest to be able to control the inclination of the machines directly by means of an ejector mass and from a drive shaft driven by the kinetic energy of the engine or of the transport vehicle itself.
    This device has a high reliability of stabilizing the position of the vehicle body, as it provides automation of the stabilization process.
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    权利要求:
    Claims (11)
    [1]
    1. A DEVICE FOR STABILIZING A POSITION OF A VEHICLE BODY, having three wheels, comprising a body alignment mechanism including a gear system placed in the housing, coupled to a drive shaft having a rotation drive, kinematically coupled to an intermediate shaft member on which two facing each other are mounted TO ANOTHER bevel gears, driven into rotation by an organ for engaging these gears, which is connected with the pendulum mass mounted on the horizontal longitudinal axis of the cuso VA, characterized in that, in order to expand the functionality by automating the stabilization of the vehicle body in the event of centrifugal forces, the alignment mechanism housing is pivotally mounted on a casing spanning an axis joining two wheels with the possibility of rotation around a horizontal longitudinal axis, and the mechanism is equipped with a gear sector mounted rigidly on the casing, which is connected through a system of reduction gears with an intermediate rod element, which is a lead a rotary shaft on which said gears facing each other are mounted freely.
    [2]
    2. The device according to claim 1, characterized in that the drive rotation of the drive shaft is made in the form of a transmission mechanism associated with the engine of the vehicle.
    [3]
    3. The device according to claim 1, characterized in that the drive rotation of the drive shaft is made in the form of a transmission mechanism associated with the specified axis. “.
    [4]
    4. The device according to claim 1, characterized in that the angle of the gear sector is two times greater than the maximum angle of inclination of the body.
    [5]
    5. The device according to claim 1, characterized in that the two facing gears are directly connected to the gear of the drive shaft, which is connected to it by a freewheel.
    [6]
    6. The device according to p. body, and in contact with two couplings with disks mounted for movement along the driven shaft and interacting with freely sitting gears, and a second lever, connected at one end through an articulated link
    111 with the end of the first lever pivotally hinged on the body, and the other end with the middle lever of the first lever.
    [7]
    7. The device according to claim 6, characterized in that the couplings are equipped with a backlash selection system made in the form of elements mounted on the couplings having inclined surfaces directed towards the second lever, forming a V-shaped cavity open upward and entering this cavity under the impact of its weight of the goods mounted with the possibility of sliding on the second lever, made in the form of two rigidly interconnected parts located on both sides of the first lever.
    [8]
    8. The device according to claims 6-7, characterized in that the couplings are made in the form of gears mounted on a driven shaft between freely sitting gears by means of a spline connection of a sleeve of non-magnetic metal, in the central thickened part of which are placed permanent magnets and which is divided into two symmetrical parts with a washer made of magnetic material, and the outermost sections of the sleeve of smaller thickness are covered by annular cavities filled with magnetic metal powder and laterally bounded laterally on one side of the side surfaces gears, and the other - the central part of the sleeve, and radially mounted coaxially with the nonmagnetic sleeve bushings of nonmagnetic metal to the outer surface
    1679 of them, having a thickness equal to the thickness of the central part of the sleeve of non-magnetic metal, is coated with a layer of magnetic metal, while a ring of magnetic metal is mounted coaxially with the possibility of sliding along their outer surfaces under the action of centrifugal forces, the width of which is equal to the width of the central part of the sleeve of non-magnetic material that is connected to the second lever.
    [9]
    9. The device according to claims 1 to 8, characterized in that it is equipped with a device for preliminary control of the deviation of the pendulum mass, driven by the driver.
    [10]
    10. The device according to claim 9, wherein the device for preliminary deviation of the pendulum mass is made in the form of a bracket, one end connected to the driver's seat, which is pivotally mounted on the horizontal longitudinal axis of the body, and the other end is pivotally with a vertical strut , which at one end is also pivotally connected to the housing and on which the supporting platform is mounted with the supporting curved surface under the pendulum mass.
    [11]
    11. The device according to claims 1-10, characterized in that it is equipped with a device for correcting the effect of crosswind, made in the form of a plate kinematically connected with the first lever. '
    I
    类似技术:
    公开号 | 公开日 | 专利标题
    SU1111679A3|1984-08-30|Device for stabilizing position of vehicle body
    US4361055A|1982-11-30|Torque converter
    US5040812A|1991-08-20|Inclinable vehicle
    CN104540732B|2018-02-06|actuator system and method
    NL1026658C1|2005-08-16|Tilt vehicle provided with a moment compensation device.
    WO1989012571A1|1989-12-28|Transmission for a vehicle with at least one driving wheel
    CN104210359A|2014-12-17|Modular power transfer unit assembly for a vehicle
    CN207758866U|2018-08-24|A kind of differential driving robot chassis structure
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    JPH05126167A|1993-05-21|Transmission gear
    US2725945A|1955-12-06|Selective brake control mechanism for tractor steering
    JP2020533530A|2020-11-19|Differential systems including stepped planetary gears with differential rates controlled by variable speed motors and related operating methods
    US3339468A|1967-09-05|Vibratory rollers
    JP2518665B2|1996-07-24|Differential
    KR850006675A|1985-10-16|Independent Wheel Suspension
    SU1661009A1|1991-07-07|Vehicle wheel drive mechanism
    CN101200166B|2010-09-22|Self-balancing tractor
    GB2208178A|1989-03-08|Continuously variable transmission
    EP0895927A3|2000-07-12|Hub transmission for a bicycle
    CN208376771U|2019-01-15|Wheel end assembly, bogie, rail vehicle and Rail Transit System
    RU2660100C1|2018-07-04|Snowmobile
    US4026374A|1977-05-31|Bicycle with an internal combustion engine
    RU2288120C1|2006-11-27|Traction device
    US1916283A|1933-07-04|Speed change transmission
    SU1255500A1|1986-09-07|Vehicle stabilizer
    同族专利:
    公开号 | 公开日
    EP0004230B1|1982-04-07|
    IN151191B|1983-03-05|
    US4368796A|1983-01-18|
    FR2418737B1|1981-11-27|
    WO1979000686A1|1979-09-20|
    EP0004230A1|1979-09-19|
    DE2962415D1|1982-05-19|
    JPS55500103A|1980-02-21|
    FR2418737A1|1979-09-28|
    JPH0117913B2|1989-04-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    BE496016A|
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    US1574691A|1924-05-28|1926-02-23|William W Ragsdale|Attachment for harvesters|
    US1821271A|1930-04-18|1931-09-01|Charles A Musgrove|Automatic stabilizer|
    US2417526A|1944-09-29|1947-03-18|Pennsylvania Railroad Co|Stabilizing mechanism for rail and other wheeled vehciles|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    FR7805978A|FR2418737B1|1978-03-02|1978-03-02|
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