Centrifugal force prevention system

Abstract

The invention relates to a centrifugal force prevention system, which is applied to the body (1) of new and old vehicles to prevent the vehicles from deflecting due to the centrifugal force. The system of the invention consists of a central shaft (8), which fits onto the body (1) of the vehicle either along the body (1) on the left and right sides thereof, or across the body (1). The system with the use of levers and struts, or with the use of pneumatic suspensions (29) achieves the maintenance of the wheels (3) of the vehicle in continuous contact with the road surface.

Description

CENTRIFUGAL FORCE PREVENTION SYSTEM. THE FIELD OF TECHNOLOG Y The invention refers to the field of technical work execution and transport in general. It specifically refers to vehicles in general and even more specifically to vehicle suspension setups. Even more specifically it refers to a centrifugal force prevention system. BACKGROUND OF THE INVENTION The centrifugal force prevention system disclosed in the present invention has not been disclosed in the prior art. To date, one of the major problems encountered in vehicles is the risk of their deviation, especially during turns, due to the developing centrifugal force. This problem is larger mainly for long vehicles, or for vehicles with a high height, given that their center of gravity is not low enough and close to the road surface. The result of these deviations is mainly the causing of accidents, with the risk of bodily harm for the occupants, passers-by or even for drivers and passengers of other vehicles. Drivers usually try' to reduce their speed when cornering to compensate for the centrifugal force and avoid danger, but this is not always possible, as sometimes they may miscalculate, the prevailing weather conditions may exacerbate the problem, or they may even make corrective movements, due to unforeseeable factors during the turn, which would shift the center of gravity and put their vehicle at risk of yaw. It is thus an object of the present invention to advantageously address the aforementioned disadvantages and shortcomings of the prior art by proposing a centrifugal force prevention system. It is a further object of the present invention to provide a centrifugal force prevention system which achieves vehicle rigidity' front and rear as well as left and right. It is a further object of the present invention to provide a centrifugal force prevention system which succeeds in keeping the four wheels of the vehicle always in contact with the road surface. A further advantage of the invention is to provide a centrifugal force prevention system in vehicles, which ensures the protection of the occupants of the vehicle with mechanical parts and without the use of electronic systems. A further object of the invention is the presentation of a system to avoid centrifugal force, which can be installed both to older type vehicles and to new generation ones designed to have it incorporated by construction. These and other objects, features and advantages of the invention will become apparent in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS The invention will become apparent to those skilled in the art by reference to the accompanying drawings, in which it is illustrated in an illustrative non-limiting manner. Figures 1 (a) - (b) show a body not being provided with the system of the present invention. Figures 2 (a) - (b) show the body of a vehicle, with a long strut, on its front and rear sides, along the body, before the front wheels and behind the rear wheels. Figures 3 (a) - (b) show the body of a vehicle, with short struts, with the system applied behind both the front and rear wheels. Figures 4 (a) - (b) show the system of the invention when implemented using levers and struts. Figures 5 (a) -- (b) show the body of a vehicle, with small struts on its right and left sides, across the width of the body. Figures 6 (a) - (b) show the long lever-strut system, operating in reverse to the body tilting. Figures 7 (a) -- (b) show the body of a vehicle, using two knees, to operate the system. Figures 8 (a) -- (b) show the system of the invention, when implemented using two knees. Figures 9 (a) -- (b) show the body of a vehicle, using a pneumatic suspension on the right and left sides, for the operation of the system. Figures 10 (a) - (b) present the system of the invention, with the application of pneumatic suspension, right and left of the vehicle. Figures 11 (a) - (b) show the body of a vehicle, using a lever and brake, to operate the system. Figures 12 (a) - (b) show the system of the invention, with the application of the lever and the brake. Figures 13 (a) - (b) show a bodywork using one ball per wheel for the operation and appl ication of the system. Figures 14 (a) - (b) show the one-ball-per-wheel system as applied to a vehicle. Figures 15 (a) ~ (b) show a body using a two-ball system to prevent centrifugal force. Figures 16 (a) -- (b) show the system with two balls per wheel, as it can be applied to vehicles. DETAILED DESCRIPTION OF PREFERRED EMBODIMENT Referring now to the accompanying drawings we will describe illustrative embodiments of the centrifugal force prevention system, so as to make apparent both its mode of operation and its advantageous features. The basic structure of a vehicle consists of a body (1), Fig. 1 (a), with four wheels (2), Fig. 1 (b), each of which is connected to the body (1) of the vehicle by using a pneumatic shock absorber (3). The transmission of movement to the wheels (2) of the vehicle is done through a transmission box (4), which is connected to the front wheels using a front differential (5) and to the rear wheels using a real- differential (6). At the rear of the vehicle body (1) there is a leaf spring pad (7). The system of the invention shown in Fig. 4 (a) consists of a central shaft (8), which fits to the body (1) of the vehicle both along the body (1), Fig. 2 (a), on the left and right side, in front of the front wheels (2) and behind the rear wheels (2) Fig. 2 (b), as well as along the body, Fig. 3 (a), behind the front and rear wheels (2). It can also be applied in pairs, across the width of the body (1), Fig. 5 (a) to the front and rear wheels (2), Fig. 5 (b). It can also be applied in short and long size pairs, so that for example the short size pair is placed on the left and right side of the body (1). Accordingly, the system with the long-sized pair will have longer levers, as much as the allowed width of the body (1) and thus we will have a greater downward pressure force, on the opposite side of the centrifugal force. Two vertical beams (9), (10) fit to the central shaft (8), the first using a ball bearing (11) and the second moving in a slot (12), Fig. 4 (b). Parallel to the central shaft (8) of the system, there is an intermediate base (32), at one end o f which there is a screw with a toothed gear (28), which abuts on a screw with a toothed gear (26), which bears at its end, a pneumatic suspension (29) and is firmly supported at the left end by the vertical beam (33) located on the pneumatic suspension (29). The vertical beam located above the pneumatic suspension (29) is connected by a ball bearing (11) above and below both to it and to the body (1). So it can lean back and forth. The lower end of the pneumatic suspension (29) is connected to one end of the shaft of each differential (5), (6), using a ball bearing (11). At the other end of the intermediate base (32) another pneumatic suspension (29) is directly connected, which ends on the same side of the axis of each differential (5), (6) and is connected again using a ball bearing (11). On the intermediate base (32) there is a vertical beam (33) firmly attached, where by the use of a ball bearing (11), it allows the movement of a straight plate (38), which is connected to the vertical beam (9) at one end, again by the use of another ball bearing (11), while at its other end it is firmly connected to another straight plate (38), which at its two ends has vertical connecting parts (39). The vertical beam (10) is connected by another ball bearing (11) to the corresponding vertical beam (33) located at the other end of the intermediate base (32). Finally, in the center of the intermediate base (32) there is a vertical extension (40) for the connection of the other straight plate (38) which carries at its ends the two vertical connecting parts (39). The installation of the system can be done both in front of each front wheel (2) and behind each rear wheel (2), so that it is connected to the corresponding differential (5), (6). However, it is possible to place it behind the front and rear wheels (2), Fig. 3 (b), but also perpendicular to each wheel (2), if this is desirable. The system of levers is placed with similar dimensions on the parts of the body (1), so that when the relevant braking takes place, only the central shaft (8) is pushed forward and, in combination with the rest of the system of levers and stmts to push down the rear part of the body (1). When the body (1) is facing uphill, only the central shaft (8) is pushed to the left and in combination with the rest of the lever and struts system, the front part of the body (1) is pushed down. Correspondingly, when going downhill or braking, the rear part of the body (1) is pushed down. In an alternative implementation of the invention, the centra! shaft (8) is supported on the body (1) of the vehicle with four ball bearings (11). There is a system of levers and struts supported by two vertical beams (9), (10) and one horizontal beam (13), Fig. 6 (a). The system of levers and struts consists of a vertical beam (14), Fig. 6 (b), which on its upper side rests on the central shaft (8), while with the horizontal beam (13) it is supported using a ball bearing (11). Thus when the weight of the body (1) during braking goes forward the vertical beam (14) leans forward and presses together with a short beam (15) down the vertical axis (16). The short beam (15) is fixedly connected at its left end to the vertical beam (14) and at its right end to the corresponding upper end of the vertical axis (16). In this way the vertical axis (16) creates a thrust towards the lower parallel axis (17), creating levers between the vertical beams (18), (19), (20) and (21), which 5 push do wn the rear part of the body (1). The lever (20) is connected to the horizontal beam (13) in a fixed way, while all other connections are made with ball bearings (11) to achieve the required movements. The way the system works with the use of levers and struts is that when the weight of the body (1) during braking goes forward, the vertical beam (10), with the io bottom comer right end, tilts down and presses with the vertical connector (39) down the right side of the other straight plate (38). And the other straight plate (38), which rests before its left end with a ball bearing (11), on the vertical extension (40), presses with its left end and with the one firmly connected to the vertical connecting part (39) upwards the other straight 15 plate (38). And the other straight plate (38) is supported by a ball bearing (11) in the intermediate distance of the length, in the intermediate upper part of the vertical beam (33). The vertical beam (33) is firmly supported with its lower part by the intermediate base (32). So when the other straight plate (38) is pushed from its right end upwards, its left end pushes down the 20 vertical beam (9), which because it is connected by a ball bearing (11) to its upper end with the body (1) and with its lower end also connected with another ball bearing (11) to the left end of the straight plate (38). In this way the straight plate (38) pulls down the vertical beam (9) and this correspondingly pulls down the front or rear part of the body (1). In another alternative embodiment of the invention, the adjustment of the inclination and the prevention of the centrifugal force is achieved by the system, using two knees, which are placed on the front and rear wheel systems (2). The system is supported on the body (I) of the vehicle with the central shaft (8) and a rotating plate (22), Fig. 7 (b). The rotating plate (22) has on it a screw with a toothed gear (23), Fig. 8 (a). The rotating plate (22) is connected to the first knee (24) by means of another screw with a toothed gear (25) which is fixedly connected to the first knee (24). The screw with the toothed gear (23) of the rotating plate (22) has a ball bearing (11), Fig. 8 (b), to be rotated by the other toothed gear (25) during the ascent and descent of the body (1). In thi s way when right or le ft pull of the body (1) is caused, the screw with the toothed gear (23) opposes the other screw with the toothed gear (25) reducing the effect of the centrifugal force. The upper part of the first knee (24) is connected to the rotating plate (22) through a. ball bearing (11), so that both parts can move freely, without opposing each other during the movement of the body (1). Correspondingly, the first knee (24) is connected in its lower part by means of a screw with a toothed gear (26) to a second screw (27), which also carries in its upper part another screw with a toothed gear (28), so that they oppose each other during the right or left inclination of the body (1). The first knee (24) and the second knee (27) are connected to each other, at an angle, by a ball bearing (11). Finally, in its lower part, the second knee (27), Fig. 7 (a), is connected to the shaft of the corresponding differential (5), (6) using another ball bearing (11), so that during the ascent and descent of the body (1) the knees (24), (27) adjust the distance between the body (1) and the shaft of the respective differential (5), (6). During the operation of the system, when the body (1) moves, due to a centrifugal force, for example, in the right direction, the central shaft (8) pulls the left rotating plate (22) to the right, together with its screw with the toothed gear (23). At the same time, while the body (1) moves to the right, s the rotating plate (22) pulls up the first knee (24) and at the same time the rotating plate (22) together with the screw with the toothed gear (23) push down the other gear screw (25) of the first knee (24) and to keep the top of the first knee (24) from tilting to the right, the gear screw (26) at the bottom of the first knee (24) pushes down the other gear screw (28) of the second io knee (27), instantaneously eliminating the centrifugal force developing to the right, as a result of which the body (1) remains firmly in a horizontal position. Consequently, the centrifugal force cannot shift the body's center of gravity (1) to the right or left, respectively, and the car is not at risk of deviation due to this force. Alternatively, the gears (23), (25), (26) and (28) 15 can have a smooth circumference, with the result that ball bearings (11) are not required, since there will be no relative friction between them during ascent and descent of the body (1). In an alternative embodiment of the invention, the knees (24), (27) can be replaced by a pneumatic suspension (29), Fig. 10 (a). The upper part 20   of the pneumatic suspension (29) is connected to the rotating plate (22), Fig. 10 (b), through a ball bearing (11), so that both parts can move freely, without opposing each other during the body’s movement (1), Accordingly, the lower part of the pneumatic suspension (29) is connected to the corresponding differential (5), (6) with another ball bearing (11), so as to 25 enable the pneumatic suspension (29) to perform both vertical and circular movement. The pneumatic suspension (29) consists of two parts, the head (30) and the cylinder (31), Fig. 9 (a). The head (30) enters 70% inside the cylinder (31). The insertion, of the head (30) into the cylinder (31) can be adjusted, because during the movement of the pneumatic suspension (29 ) it must be possible to adjust the axis of the head (30) so that it can follow the vertical movement of body (I), Fig. 9 (b). In an alternative embodiment of the invention, the above systems can be combined and a centrifugal force prevention system can be created, where by means of the central shaft (8) is connected to the body (1) of the vehicle, Fig. 11 (a). In front of each front wheel (2) and behind each rear wheel (2) such a system is placed. Fig. 11 (b). Parallel to the central shaft (8) of each system, there is an intermediate base (32), at one end of which there is a screw with a toothed gear (28), which abuts on a screw with a toothed gear (26), which bears at the end thereof a pneumatic suspension (29). The lower end of the pneumatic suspension (29) is connected to one end of the shaft of each differential (5), (6), using a ball bearing (11). At the other end of the intermediate base (32) another pneumatic suspension (29) is directly connected, which ends at the other end of the shaft of each differential ¢5), (6) and is connected again using a ball bearing (11). The central shaft (8) is connected to the intermediate base (32) with a vertical beam (33) fixedly attached to it, Fig. 12 (a), using a ball bearing (11), which allows the movement of a connecting part (34), while at the same time there are two more vertical beams (9), (10) at the two ends of the intermediate base (32), which are connected by other ball bearings (11) to the central shaft (8), Fig. 12(b). Furthermore, In yet another variant of the invention, with only one ball, which can be applied to many old models, but mainly to new bodies (1), Fig. 13 (a), between the pneumatic damper (3) of each wheel (2) and the body (1), a centrifugal force prevention system is placed, adjacent to the 5 suspension of each wheel (2), Fig. 13 (b), Each system consists of the central shaft (8) and the intermediate base parallel to it (32), connected at their ends, to each other, with two vertical beams (9), (10) using ball bearings (IE In the intermediate base (32) there is a supported circular base (35), Fig. 14 (a), in which nests a ball (36), Fig. 14 (b), which rests on a parallelogram plate io (37) in its upper part, which is attached to the central shaft (8). The ball (36) has the ability to rotate freely within the circular base (35), so that during the movement of the vehicle and its inclination to any side, it is smoothed by the general movement of the central shaft (8), the intermediate base (32) and the ball (36). Finally, with exactly the same logic, a variant of the invention can is also arise, with two balls, which can be applied to many old models, but mainly to new bodies (1), Fig. 15 (a), where between the pneumatic damper (3) of each wheel (2) and the body (1), two centrifugal force prevention systems are placed, one parallel to each wheel (2) and one perpendicular to it. 20         It should be noted here that the description, of the invention was made with reference to illustrative embodiments, to which it is not limited. Therefore, any change or modification in terms of shape, dimensions, morphology, materials used and construction and assembly components, as long as they do not constitute a new inventive step and do not contribute to to the technical development of what is already known, are considered included in the aims and objectives of the present invention.

Claims

L A centrifugal force prevention system, characterized in that it has a central shaft (8) that fits to the vehicle body (1) lengthwise and widthwise, two vertical beams (9), (10) fitted to the central shaft (8), an intermediate base (32) connected to the central shaft (8) and carrying two pneumatic suspensions (29) at its two ends, vertical beams (33) connected to the pneumatic suspensions (29) and to the body (1), straight plates (38) connected to the vertical beams (33) and carrying vertical connecting parts (39), a vertical extension (40) connected to the intermediate base (32) and to the straight plates (38).

2. The centrifugal force prevention system according to claim 1, characterized in that the central shaft (8) fits to the body (1) in front of each front wheel (2) and behind each rear wheel (2).

3. The centrifugal force prevention system according to claim 1, characterized in that the central shaft (8) fits to the body (1) behind the front and rear wheels (2).

4. The system according to claim 1, characterized in that the central shaft (8) fits to the body (1) perpendicular to each wheel (2).

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