FI95224C - Active Pin System - Google Patents

Description

> 95224 ACTIVATED PIN SYSTEM

The object of the invention is to increase the grip of the tire of a car or a vehicle by means of an active pin system so that the wear caused by pins or other anti-slip devices on the road is reduced, and braking performance is improved in risk situations caused by slippage. In addition, the controllability of the car is improved in surprising situations where slipperiness is an essential component.

N. S. Passive (traditional studs are, as the name implies, passive, ie the driving situation, and the risk of quite too high a speed cannot be made more positive by technology. Ice pins are fixed to the tire surface and do not work actively in relation to the driving situation. ai-15 road wear is a limiting factor for cost reasons and therefore cannot be allowed to be studded efficiently enough.

The solution to these problems is provided by the A.N.J.-1H ^ active pin system, which makes the pins available only when necessary. Thanks to the system, wear is substantially reduced. In addition, the controllability of the car is improved.

It is common knowledge that reversing is one of the traffic injuries that incurs considerable economic cost. It is also known that often the real cause of an initial 25 accident is too high a situation, which causes risk situations. The functional idea of the invention therefore positively addresses the aforementioned drawbacks. A.N.J. seeks to address and act with pre-determined solutions against excessive idle speed by improving traction when deficient, as well as improving vehicle controllability. As already mentioned, it does this while still saving the road surface.

The idea of active operation is to use a known vehicle tire, e.g. mentioned in DE 2215843, in which the pins can be exposed and hidden as a result of a change in system pressure and controlled by the invention, i.e. a combined inertia-vortex sensor. The aforementioned, suitably wheel-specific sensor, abbreviated as: IH sensor, monitors, detects, 40 and triggers said tire, or wheel movable pins.

Thus, when the driving situation requires it, anti-slip devices can be obtained out of and out of the wheel surface to correspond to the current driving situation. For example, when the driving situation does not require the use of .1 i ukue s tea, or nas-45 tan, they retract into the bike and when unwanted slip occurs, they come out to increase traction. How much they come out is determined by whether grip is enough. That is, if the bike does not hold, A.N.J. increase, for example, the length of the pin so that it starts to hold. The anti-slip devices are thus, in principle, kept inside 5C for as long as they are required when the driving situation so requires, in the event of a slip. This saves on the road surface, as well as pins.

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Assessing the actual need for anti-slip in relation to driving time in the light of the present investigation, it has been found that the actual need for anti-slip 55 for the entire driving time is relatively small. In the case of example, the real need for the use of an anti-slip device at 100 km is limited to small moments, or perhaps no more than a few minutes. Traditionally, pins are always on display, meaning most of the 60-hour time is wasted on road and pin consumption.

Salting does not seem to be a good solution in the future either. It is unnecessarily absorbed safely and efficiently into groundwater and thus pollutes valuable nature. as well as ultimately endangering the health of fauna and man himself.

65 Also, another friction-enhancing chemical to be applied, or comparable, would not seem possible for cost and environmental reasons. And the view that safety should only be increased by improving road conditions, i.e. by increasing the coefficient of friction on the road surface, 70 does not make sense. However, this is done in the traditional way of delivery.

The high costs often required by an extensive road network if measures are taken solely to improve the coefficient of friction on the road surface. 75 It cannot be certain, however, that the measures will be adequate in all unexpected situations.

Indeed, a whole new approach is needed when looking at safety and cost factors. However, if the situation is approached from the motorist's point of view, safety is the most important argument for him. And this is especially the case when, in a traffic situation, you notice that the grip is not enough when the speed is too high.

The invention provides a solution to the problem thus arising. The grip 85 is obtained just when it is really needed. The brake ho can be obtained considerably higher thanks to A.N.J.rn and in particular IH compared to the braking power of conventional anti-slip devices. The difference can be several tens of percent.

However, the difference between the conventional and the invention 90 is greatest when a longer e.g. pin and generally a higher pin power is used. This is made possible by the time-short need for operation in relation to the running time, since in the A.N.J.-IH system the pins are usually retracted and no wear then occurs.

95 The greatest increase in power is obtained by using the already known braking system with ABS in combination with A.N.J. In this case, ABS is able to take full advantage of the so-called the friction of the resting friction, because the high pin power gives a higher resistance and the braking power increases considerably precisely due to the reactive counterforce during the breaking of the large 100 resting friction. As the braking power increases, it follows that the steering power also increases due to the IH. And as brake-et steering power increases, vehicle controllability improves. Controllability is also improved in part directly thanks to technology 105. The IH reacts to sudden changes in the acceleration of the vehicle and the wheel separately, and in practice it is clear that since the reaction time is usually about 1 second for a person and the time required for actual operation must be added, the driver ANJ With the contribution of IH automation-110 for a better result.

Taken as a whole, it seems indisputable that the A.N.J.-IH system offers many advantages over the traditional procedure and does not rise in price. And in addition to the simplicity of the technology, it should be noted that since the IH is built on a wheel hub and does not require modifications to the rest of the vehicle, apart from a possible separate electronic central controller, it is possible and profitable to build it in an old vehicle. However, all the advantages provided by the system will not be available even when the vehicle is equipped with the already known ABS system, since the IH has been designed specifically for this purpose. Most of the features are available even with older brake types.

The main advantages of A: N: J.-IH are: 125 -Road, or chassis consumption is reduced.

-Bike grip improves in slippery conditions.

-Steerability is also improved.

-Fuel consumption and noise are reduced.

-The driver's driving load caused by winter time is reduced when the Liuk-130's road conditions are affected.

As -A.N.J.-IH devices become more common, slippery intersections and generally slippery glaciers decrease in a natural way because P.O. the equipment consumes just a slippery substrate and no salting is required as much as before.

135 -Road and groove hazards are reduced directly and secondarily thanks to technology.

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Fie.

1 Rim 2 Tire 3 IH sensor 140 4 Pressure generator cylinder 5 Tire pressure pipe 6 Operating pressure pipe leading to the pins 7 Pressure members 8 Pins 145 9-10 Rocker plates 11 Magnetic switch 12 Wheel axle hub 13 Pressure generator working pins Hoi kit 14 "working pins 150" mert pins 150 " "" working pin 18 "" opening fork 19 Swirl part valve opening lever 155 20 "valve 21 IH body 22 Pipe for vortex valve 23 I-function outlet pipe 24 Tire pressure pipe 160 25 H-part discharge pipe 26 Tire pressure 27 Cylinder for tire pressure control system" Drain valve "29 Outlet valve 165 30 Wheel bolts 31 J stop plate 32 Plate 33 IH suspension 5 95224

Fig

The ring 2 operates as follows: 170 When there is a high pressure in the channel 6 and in the pressure member 7, the pins 8 are retracted.

The inertia sensor works as follows:

When the vehicle starts to move, it follows the hub 21, according to the acceleration of the wheel, and the rotor 3 of the inertia sensor, because it is dependent on the spring of the valve 16, as well as the pushing of the working pin transmitting to it. If the acceleration is high, the moment of inertia of the rotor 3 overcomes the counter-spring torque of the valve 16 and the pin 17 pushes the valve 16 open. If the pipe, i.e. the pins 8, is at full operating pressure due to the previous run 180, it now discharges through the valve 16 and the pipe 23 into the suction duct 24, i.e. returns air to the ring from which it was previously taken, from which the pressure in the pipe 6 also decreases. The operating pressure of the pins 8 also drops, and it follows that the tire's own pressure forces the pins out.

185 In this way, the grip is set in motion when leaving. Each wheel works independently in this situation. That is, when the wheel starts to slip, the moment of inertia acting on the rotor 3 transmits the force to the valve 16 via the pin 17, and the operating pressure of the pins 8 drops and the pins protrude from the surface of the ring 2 under its own pressure.

If, now that the friction has improved, the clutch starts to lift further, the second drive wheel slips, its IH mechanism works, which results in the protrusion of its pins, and thus 195 friction improvement. In this way, the pins of both drive wheels are outside and a grip is obtained for both drive wheels. This function is very similar to the operation of the differential lock. The vehicle is now moving. When the angular acceleration of the wheels is low, (normal), the system does not respond.

200 The sensor responds in the situation described above, but when the wheel is normal and at a steady speed, the system does not respond and anti-slip devices do not appear. It's like a-, let's get k i t k a r e n hands.

, If slipping now occurs while driving, this wheel-specific sensor 205 will work and correct the lack of grip. Thus, even in the event of a sudden slip, when the stern of the vehicle "disengages", the sensor reacts: since the direction of the vehicle changes abruptly, the rotor 3 tends to continue to rotate in the same direction. It is affected by the moment of inertia according to the physics 1a-210, whereby it deviates from the radial 11a of the mouth with the wheel. Since the direction is different from that of the wheel, it causes a torque on the operating lever 19 of the valve 20. Since the valve 20 normally closes the pipe 22, i.e. the operating pressure of the pins, it is now released when the valve 20 opens. 215 Now, it is precisely on rear wheels that use more sensitive H-action that the pins on the rear wheels rise, increasing friction. The vehicle starts to recover from the slip. In order not to make the recovery from the 6 95224 skates too drastic, the front wheel pins can be triggered as a result of the action of the central controller or the driver 220 at the end of the situation, i.e. the "rotation". Now the situation is stabilizing. The situation described above and its sensible handling with the help of technology is possible through vehicle-specific adjustments and applications. Thus, when the situation is not under the control of the driver, the A.N.J.-IH 225 technology helps. If, in the situation described above, the driver reacts quickly to the situation and instinctively presses the brake pedal suddenly, or violently, the IH will act and the situation will be immediately controlled when the grip improves.

230 When the situations described above are over and stabilized, the operating pressure starts to rise at the pins 8. It is generated by a pressure generator consisting of a magnetic switch 11, a rocker plate 9-10, a cylinder 15, and a suction-exhaust valve 1 e i s t ä 4.

235 As driving continues, after a certain distance, the pressure on the studs 8 increases, i.e. the studs retract from the friction surface of the tire. In the situations described above, Inertia-H will take care of the increase in friction if necessary.

240 If the driver is generally temporarily unsure of the driving situation, or of the vehicle's behavior in slippery road conditions, a short sharp application of the brake is sufficient to ensure traction for a certain period of time. If the Vehicle is equipped with A.N.J. -IH- central controller, it is enough to press the switch to the ON position 245 to ensure longer holding of the pins. In this case, the pins are temporarily continuously operating and the driver does not have to take risks if he does not want to.

In general, only sudden movement in the steering, or with the brakes, is required to introduce anti-slip devices.

250 The cylinder 27 independently manages the control pressure of the tire, which is adjusted to the optimum by the control valve 29. Traditionally, the tire pressures are checked randomly at the hoisting stations, and in this way, of course, they cannot always be correct. The invention enables automatic monitoring of the tire pressure 255, as well as continuous adjustment. If the tire leaks slightly, it does not prevent normal driving. Said system monitors the pressures and corrects them, for example, to suit the temperature.

(I: irt i «Itu I.t i & t.:

Claims (9)

1. Automatic operation and control system for slip protection to move vehicles' moving slip protection, in particular to move pneumatically movable studs in and out according to road conditions and driving conditions, in which each tire system is provided with its own drive means, characterized in that the drive means is a cow -axially mounted with the tire (1), substantially rotationally symmetrical rotor (3) perpendicular to the axis mentioned above, which has been pivotally mounted on its plane in relation to the tire (1). 2. A system according to claim 1, characterized in that the rotor (3) is arranged to also pivot obliquely in relation to the axis of the tire (1). System according to claim 1, characterized in that the mechanism (16,17) between the rotor (3) and the tire (1) has been designed to project the studs (8) by means of the proportional of the rotor (3) and the tire (1). mutual movement. System according to claim 2, characterized in that the mechanism (19) between the rotor (3) and the tire (1) has been built to project the studs (8) by means of the mutually inclined movement of the rotor (3) and the tire (1). . Anti-slip system according to any of the preceding claims, in which the system uses compressed air to move the anti-slip device, characterized in that the air network of the system is constructed closed in such a way that the air located in the tire's actual air space (26) is pressurized to move the anti-slip device. and is brought back to the tire if necessary, the slip guard moving in a different direction. Anti-slip system according to any of the preceding claims, characterized in that the bellows (7) located in the tire for moving the anti-slip device or other corresponding air-compressing means derive their pressure from the tire plate of the tire itself, which is essentially built into the tire hub. - or radial piston pump (9 - 15). Anti-slip system according to any of the preceding claims, characterized in that each tire's own rotor (3) controls a valve 95224 (16,20), with which the high-pressure air is released back into the tire's actual air space (26). An anti-slip system according to any of the preceding claims, characterized in that, in addition to the tire's own rotors (3), an electronic central control means has been connected to the system as information from various sensors, for example from temperature, humidity, velocity. - and acceleration sensors. Anti-slip system according to any of the preceding claims, characterized in that information is taken at least from any of the tire's own rotors (3) by the central control means by providing it or the tire (1) with an electronic sensor for observing the tire (1) and the proportional movement of the rotor (3) and this information is used to control at least something other tire slip protection.