ACTIVE MECHANICAL BRAKE-FORCE DISTRIBUTION WITH EXCLUSIVE MECHANICAL ANTI-LOCKING FUNCTION

Abstract

An active mechanical brake-force distributor with exclusively mechanical anti-locking function, which is installable inside braking systems in the technical-engineering field, actuated by motors and/or generators of various types, characterized in that it is provided with at least one distribution free wheel and a plurality of interconnections consisting of gears or pulleys with belts, interconnection shafts and motion transmission, modulation and inversion devices or clutches adapted to provide rapid accelerations and equally efficient decelerations; the elements being operatively connected to one another to form the mechanical distributor, which is configured to optimize, in an exclusively mechanical and non-electronic manner, the controlled rotation under acceleration and deceleration of the vehicle wheels according to a mere rolling motion without slipping on any type of road surface, and to modulate the speed itself of the vehicle under acceleration and deceleration with full control of the directional stability thereof.

Claims

1. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, which is installable inside braking systems in the technical-engineering field, actuated by motors and/or generators of various types (21, 22), wherein it is provided with a single distribution free wheel (12) and a plurality of interconnections consisting of gears or pulleys with belts (2, 3, 4, 5, 7, 14, 16, 19, 26, 27, 32, 33, 38, 39, 40, 41), interconnection shafts (3, 6, 11, 13, 17, 20) and motion transmission, modulation and inversion means or clutches adapted to provide rapid accelerations and equally efficient decelerations (10, 12, 15, 18, 22, 23, 24, 25, 29, 30, 31, 34, 35, 36, 37); said elements being operatively connected to one another to form various types of transmissions within said mechanical distributor (1), which is configured to optimize, in an exclusively mechanical and non-electronic manner, the controlled rotation under acceleration and deceleration of the vehicle wheels according to a mere rolling motion without slipping up to the maximum available friction coefficient on any type of road surface, and to modulate the speed itself of the vehicle under acceleration and deceleration with full control of the directional stability thereof, and wherein, for the 4WD configuration, said single distribution free wheel (12) is arranged in a position between the front axle and the point in which the engine transmits motion to the rear axle, and in the case of front 2WD, said single distribution free wheel (12) is positioned after the gear or member responsible for motion transmission so that such a configuration does not require additional braking means which act on one or more of the rear axles or wheels.

2. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein said plurality of interconnections consisting of gears or pulleys with belts (2, 3, 4, 5, 6, 7, 11, 12, 13, 14, 16, 19, 25, 26, 27, 29, 30, 31, 32, 33, 38, 39, 40, 41) comprises one or more of the following elements: a propulsion motion/braking motion gear (2), a gear and torque multiplier shaft (3), a propulsion motion gear (4), a braking motion or reverse gear (5), a propulsion motion gear (7, 25), a gear with multi-disc brake bell (14), a front differential bevel gear (16), a rear differential bevel gear (19), a drive pinion (26) for the disconnection crown (24), a propulsion motion drive pinion (27) for connecting the coupling (23) to the axle shaft (11) by means of a crown (25), a drive pinion (32) for the braking motion crown (30), a drive pinion (33) for the disconnection of the coupling (29) to the axle shaft (13) for the crown (31) when the propulsion is activated, a rear differential bevel gear pinion (19), a rear differential (38), a front differential bevel gear pinion (16) and a front differential (40) or, as an alternative to said gears, a plurality of pulleys (39) with belts (41).

3. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein said plurality of interconnections shafts (3, 6, 11, 13, 17, 20) comprises: a torque multiplier shaft (3), a propulsion motion and/or braking torque multiplier and/or torque demultiplier shaft (6), a central rear half-shaft (11), a central front half-shaft (13), a front axle (17) and a rear axle (20).

4. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein said plurality of motion transmission, modulation and inversion means (8, 9, 10, 12, 15, 18, 22, 23, 24, 25, 28, 29, 30, 31, 34, 35, 36) comprises: an interlocking reversing bell (8), a bell disconnection spring (9), a distribution free wheel (12), a free wheel inserted in the central rear half-shaft required to transmit the propulsion motion and/or disconnect the propulsion motion for optimizing the system (10, 23), a multi-disc pack (15), at least one parking brake completed with various optional equipment in case of emergency (18), an energy recovery device applied to the active mechanical brake-force distributor (21), a disconnection crown (24) to make the active brake-force distributor (1) operational, a propulsion motion transmission crown (25), a central free wheel (12), acting as a torque and brake-force distributor, a free wheel (29), inserted within the central front half-shaft (13), a disconnection crown for the propulsion motion operation (31), a braking motion crown (30), at least one sliding selector (35) for the propulsion pinions or the braking disconnection, control means (34) for the operational selection of the pinions or at least one sliding reverse selector (36).

5. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising a pair of speed ratios fully optimizing the torque at any rpm.

6. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein, if said ratios have a significant reduction coefficient, the installation of a gearbox is provided, which gearbox is adapted to operate in relation with the various acceleration and braking steps required by the motor (21-22), positioning said plurality of gears or pulleys with belts (2, 3, 4, 5, 7, 14, 16, 19, 26, 27, 32, 33, 38, 39, 40, 41), interconnection shafts (3, 6, 11, 13, 17, 20) and motion transmission, modulation and inversion means (8, 9, 12, 15, 18, 22, 23, 24, 25, 28, 29, 30, 31, 34, 35, 36), both before and after the central free wheel distributor (12).

7. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising an energy recovery device (21), thus without providing the engine with reverse, said energy recovery device thus being configured to also act as an electric motor (21), the electric motor acting on an axle according to the design choice.

8. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein, for a second 4WD mixed type hybrid configuration, further comprises an energy recovery device (21) with the insertion of a single distribution free wheel (12), the endothermic engine (22) being provided with a clutch adapted to disconnect the propulsion coupling, thus making reverse active only on the rear wheels of the vehicle, with said electric motor (21) being connectable either in an independent manner with respect to the endothermic engine (22) or not.

9. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein, for a hybrid configuration, further comprises an energy recovery device (21), a torque multiplier shaft (3), a free wheel (12) and a multi-disk pack (15); said elements being inserted between the front axle (17) and the rear axle (20).

10. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising a motor/generator (21) having the axis parallel to the axis of the multi-disc pack (15) and to the front axle (17) and the rear axle (20) of the vehicle.

11. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising a motor/generator (21) having the axis parallel to the front axle (17) and rear axle (20) of the vehicle, but perpendicular to the axis of the multi-disc pack (15).

12. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising a motor/generator (21) having the axis parallel to the front axle (17) and rear axle (20) of the vehicle, but perpendicular to the axis of the multi-disc pack (15), with said generator (21) positioned with bevel gear in intermediate position with respect to the shaft connecting the multi-disc pack (15) to the propulsion motion crown (25).

13. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein, for a 4WD-type configuration without clutches, further comprises a motor/generator (21) having the axis parallel to the front axle (17) and rear axle (20) of the vehicle, with said generator (21) being provided with bevel gear with respect to s shaft orthogonal to the axis thereof provided with a single free wheel required for the operation as a brake-force distributor (12), while the further free wheels are required for optimization during the braking (23, 29), said configuration allowing no consumables other than those of the conventional service or parking brake or brakes.

14. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising at least two central half-shafts (11, 13), connected to each other by means of a distribution free wheel (12) with braking originating from the body of the central free wheel on the central front half-shaft (13), and thus on the differential body, by one gear or both gears of the front differential bevel gear (16), or by the two brakes (18) acting on the two front half-shafts (17) on their body or on their transfer spigots, or on the two conventional-type brakes, from the front differential (40) to the wheels, which may however be used for greater safety, reliability and increased braking power.

15. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, further comprising the insertion of a single distribution free wheel (12) positioned between the central axles (11, 13) and the brake positioned and/or operating on the front part of the mechanical system thus conceived.

16. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein the brake-force distributor is usable with configurations provided with at least two wheels, a front wheel and a rear wheel, whereas in the case of configurations with more than four wheels, it is possible to have the same distribution with anti-locking function of the active mechanical braking system by providing a configuration such as to reiterate the installation of the distribution free wheel (12) together with the reiteration of the pair of half-shafts (11, 13), wherein there are provided a front axle (17), a central front half-shaft (13), a distribution free wheel (12), an further central front half-shaft (13), a central axle, a central half-shaft, a central free wheel, a further central half-shaft, a rear half-shaft (11), a rear free wheel (10, 23), a further rear half-shaft (11) and a rear axle (20), either by not reiterating but implementing any known mechanical connection after the insertion of a single free wheel acting as a distributor (12), such that with this configuration no further brakes operating after the first front axle or front wheel are required.

17. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein the brake-force distributor is usable with configurations provided with at least two wheels, either provided with traditional braking means or not, with rear 2WD or 4WD of any insertion frequency type according to the constructional choice and any type of propulsion motor, either endothermic, or electric, or pneumatic, or fuel cell or other.

18. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein only one distribution free wheel (12) is sufficient to operate the entire mechanical system; numbers higher than one being required only if the system has several axles or to actuate different configurations.

19. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein said free wheels (10, 23, 29) either connect or disconnect the propulsion motion mechanisms in order to avoid contrary torques with respect to the braking system to maximize and improve the stopping effect.

20. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein whenever a different rotation speed of the front axle or half-shaft or wheel or movable part (17) is activated with respect to the rear axle or half-shaft or wheel or movable part (20), a slowing of the rotation of the rear axle or half-shaft or wheel or movable part (20) is achieved without requiring other components and/or the assistance of additional rear brakes.

21. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein whenever a different rotation speed of the front axle or half-shaft or wheel or movable part (17) is activated with respect to the rear axle or half-shaft or wheel or movable part (20), a synchronized self-adaption and self-modulation of the rotation speeds of the two front and rear axles or half-shafts or wheels (17, 20) is implemented.

22. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein the brake-force distributor is configured to implement at least one torque transmission interruption at the insertion point of said distribution free wheel (12), which is varyingly positionable even by means of transfer gears within the vehicle motor or transmission apparatus, providing that the braking torque is sent upstream of the distribution free wheel (12) and towards the forecarriage.

23. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein if a front 2WD is desired, it is sufficient to send the torque from the central distribution free wheel (12) and upstream up to the front wheels (17).

24. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein if any other drive configuration is desired, it is sufficient to send the torque from the distribution free wheel (12) up to the rear wheels (20).

25. An active mechanical brake-force distributor (1) with exclusively mechanical anti-locking function, according to claim 1, wherein if a front 2WD with endothermic engine (22) is desired, it is sufficient to install a front bevel gear for the connection to the endothermic engine (22), a braking system without energy recovery, a distribution free wheel (12) and a rear bevel gear.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0055] Such objects and the consequent advantages, as well as the features of the invention according to the present invention, will become more apparent from the following detailed description of a preferred solution, given by way of a non-limiting example with reference to the accompanying drawings, in which:

[0056] FIG. 1 is an example diagram of a first front 2WD configuration according to the present invention, wherein it is possible to infer the assembly of an active mechanical brake-force distributor 1 together with an energy recovery device 21, as well as at least one distribution free wheel 12; the latter can be mounted in all the points indicated in the figure, i.e. either to the gears mounted on the shaft 6, or at any point after the propulsion/braking gear, including one of the gears forming the bevel gear of the rear differential, or by mounting two free wheels after the output of the rear differential, up to the rear wheel hub. If shaft 6 is not fitted, wheels with different diameters or a different bevel gear on the axles different from the front one must be fitted to use reverse in order not to equalize the rotation of the remaining rear transmission, so as to allow a rotational difference to avoid locking the transmission;

[0057] FIG. 2 is an example diagram of the same front 2WD configuration according to the present invention, wherein it is possible to infer the assembly of an active mechanical brake-force distributor 1 together with an energy recovery device 21, as well as a distribution free wheel 12; again, in this case, the free wheel 12 can also be installed in other positions in FIG. 2 and the transmission of the reverse motion is possible as described above;

[0058] FIG. 3 is an example diagram of a same front 2WD configuration according to the present invention, wherein it is possible to infer the assembly of an active mechanical brake-force distributor 1 (or possibly more than one) together with an energy recovery device 21; the particularity is now given by the possibility of operation via inverter and control unit to differentiate braking and traction; indeed, the braking transmission is truncated according to the position of the distribution free wheel 12 (the distribution free wheel may be connected to the central rear half-shaft 11 or later, i.e. after the point in which the braking torque is applied); this allows the utilization of all the friction available to apply the braking torque, without needing a braking system on the rear axle. An interesting alternative to the present solution is shown in FIG. 10 below, to which reference is made, which does not require the installation of any differential, but of a pair of countershafts on the rear axle in order to utilize the characteristics of the system now known. Moreover, as previously mentioned, it is possible to adopt the necessary measures for the correct operation of the present configuration designed, as well as to take advantage of various configurations of system 1, because it is possible to position the distribution free wheel 12 in various points similar to that indicated above in the previous figures;

[0059] FIG. 4 is a sample diagram of another possible front 2WD hybrid configuration, with active mechanical brake-force distributor 1 provided with energy recovery 21; said new configuration requires the endothermic engine 22 to be equipped with a clutch to disconnect the propulsion coupling, in order to optimize the operation of the mechanical brake distributor and without the need to equip the endothermic engine with reverse. The powertrains 21-22 may be installed in various manners, e.g. both longitudinally or both transversely or again one in one direction and the other in another direction and vice versa. Moreover, it is possible to adopt the necessary measures for the correct operation of the present configuration, as well as to take advantage of various configurations of system 1, as it is possible to position the distribution free wheel 12 in various points similar to that indicated above in the previous figures;

[0060] FIG. 5 is a further exemplary diagram of a possible assembly method of the active mechanical brake-force distributor 1 without energy recovery inserted in the belt drive 41 provided in known scale competition cars, equipped with pulleys 39. It can be understood how the distribution free wheel 12 can be inserted in any point of the transmission which is affected by the different rotational speed of the components, while the point in which one wants to apply the braking torque can be located as close to the front wheels with respect to the position of the free wheel 12.

[0061] FIG. 6a is an example diagram of a 4WD hybrid configuration used with different types of traction and therefore a further possible assembly method of the active mechanical brake-force distributor 1 with energy recovery device 21 with braking system equipped with mechanical anti-locking function active on all four wheels (and also electric front 2WD propulsion), this time again using a single distribution free wheel 12 in the case of configuration and use in conjunction with endothermic engine operating in 4WD mode and is driven in this case only by the endothermic engine 22, with active mechanical brake distributor 1 equipped, as in the previous case, with an energy recovery device 21; it is possible to operate the assembly using a single distribution free wheel 12; the electric motor is used to reverse acting on the front axle or the thermal engine on the rear wheels according to the choice to be engineered, during the design, also given the ratio between the axles; it is also provided that the endothermic engine is duly equipped with an actuator, also of the clutch type, capable of isolating, in case of braking, the connection to the rear half-shaft 11, so as to avoid resistances and parasitic drag, thus optimizing the operation of the active mechanical anti-locking, or alternatively insert a free wheel in the connection of said motor 22 to said transmission, in which reverse cannot be operated by motor 22 but by motor/generator 21; furthermore, as previously mentioned, it is possible to adopt the necessary measures for the correct operation of the present configuration designed, as well as to take advantage of various configurations of system 1, as it is possible to position the distribution free wheel 12 in various points similar to that indicated above in the previous figures;

[0062] FIG. 6b is a variant in FIG. 6a, in which the propulsion is placed on the rear axle and the free wheel is inserted in the crown of the axle;

[0063] FIG. 7 is an example diagram of a further configuration equipped with a transmission with active mechanical brake-force distributor 1 equipped with energy recovery 21 with 4WD hybrid configuration (or, if desired, only electric, excluding the endothermic engine 22); from this figure, it can be inferred that the rear transmission has a shorter ratio with respect to the remaining front part, if there is only one distribution free wheel 12, in which case the multi-disc brake bell 14 is not fitted with the free wheel as in the present case shown; said bell 14 does not transmit any motion, because it is not connected to the transmission, because the discs are attached to the central front transmission half-shaft 13 and not the bell 14;

[0064] FIG. 8 is an example of another possible 4WD hybrid configuration with active mechanical brake-force distributor 1 on the transmission, characterized by the fact that all the axles are parallel and that some components can be excluded as well as, as already mentioned, it is always possible to take the necessary measures for the correct functioning of this configuration, as well as take advantage of various configurations of system 1, it being possible to position the distribution free wheel 12 in various points similar to what was already indicated in the previous figures. It is worth noting that the configuration with only two gears is possible by virtue of the different internal ratios of the transmission and the different speeds of the two half-shafts 11 and 13 due to different bevel gears or different wheel diameters, assisted only by virtue of the possibility of being able to control the clutch to maintain the characteristics of the active mechanical brake-force distributor 1 unchanged;

[0065] FIG. 9 is an example of a further possible assembly configuration of the active mechanical brake-force distributor 1 of the transmission, with energy recovery 21; in the case shown, the crown 30 is not attached to the central front half-shaft 13, and the gear of the propulsion motor 25 is not attached to the central rear shaft 11. Another possible solution is to use clutches for both uses or even, for one component, a clutch and for the other component, another mechanism or vice versa, thus allowing the creation of a number of other configurations not illustrated below for brevity; as previously mentioned, it is always possible to adopt the necessary measures for the correct operation of the present configuration designed, as well as to take advantage of various configurations of system 1, as it is possible to position the distribution free wheel 12 in various points similar to that indicated above in the previous figures;

[0066] FIG. 10 is an example of another possible assembly configuration method of the active mechanical brake-force distributor 1 of the transmission with energy recovery device 21 with the difference that now there are two operating systems, one for each side. The system is similar to the previous ones if taken only one side at a time and is feasible in any configuration of those already shown. It is worth noting that this configuration does not provide for the adoption of any differential within the transmission, as instead adopted in FIG. 3, but in both cases a dedicated inverter control unit is needed in order to handle the bends easily; as previously mentioned, it is always possible to adopt the necessary measures for the correct operation of the present configuration, as well as to take advantage of various configurations of system 1, as it is possible to position the distribution free wheel 12 in various points similar to that indicated above in the previous figures;

[0067] FIG. 11 is an example diagram of another possible assembly configuration of the active mechanical brake-force distributor 1, in particular of the 4WD type, without clutches, but with three free wheels 23, 28, 29; this configuration now allows having no consumables except for the conventional supporting or parking brake(s).

DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0068] It is worth noting that in the figures shown, the free wheels shown with a circle represent some possible positions where to insert the free wheel.

[0069] In particular, from the accompanying eleven figures, it is easy for those skilled in the art to understand how the present active mechanical brake-force distributor 1 and the respective innovative configurations of its insertion into endothermic, electric or any other existing engine or motor with an exclusively mechanical automatic anti-lock function is completely innovative and inventive, preferably applicable to the technical-engineering field, are suited to optimize the operation and response of the respective braking systems, without needing the installation of further electronic, electromechanical, hydraulic devices and sensors, etc.

[0070] From the various configurations shown in the eleven accompanying figures of the active mechanical brake-force distributor 1 with exclusively mechanical anti-locking function, it can be easily inferred that it is equipped with at least one distribution free wheel 12, the latter shown in the accompanying drawings by way of a non-limiting example, as well as a plurality of interconnections consisting of gears or pulleys with belts (2, 3, 4, 5, 7, 14, 16, 19, 26, 27, 32, 33, 38, 39, 40, 41), interconnection shafts (3, 6, 11, 13, 17, 20) and motion transmission, modulation and inversion means or clutches adapted to provide rapid accelerations and equally efficient decelerations (8, 9, 10, 12, 15, 18, 22, 23, 24, 25, 28, 29, 30, 31, 34, 35, 36). Said plurality of elements is adapted, in a plurality of possible configurations and methods of installation of said mechanical distributor 1, to optimize in a exclusively mechanical and non-electronic manner, the controlled rotation of the wheels of the vehicle according to a mere rolling motion without slipping on any type of road surface, in relation to the speed of the vehicle and its directional stability.

[0071] Said plurality of interconnections consisting of gears or pulleys with belts (2, 3, 4, 5, 7, 14, 16, 19, 26, 27, 32, 33, 38, 39, 40, 41) consists respectively of: a propulsion motion/braking motion gear 2, a torque multiplier gear 3, a propulsion motion gear 4, a braking motion gear 5, a propulsion motion gear 7, a gear with a multi-disc brake bell 14, a front differential bevel gear 16, a rear differential bevel gear 19, a drive pinion 26 for the disconnection crown 24, a propulsion motion drive pinion 27, a drive pinion 32 for the braking motion crown, sliding selector for drive pinion 33 for disconnecting the front half-shaft during propulsion, to operate the torque distributor under acceleration, a bevel gear pinion 19 for the rear differential, a rear differential 38, a plurality of pulleys 39 with respective belts 41, a bevel gear pinion 16 for the front differential and a front differential 40. Said plurality of interconnection shafts (3, 6, 11, 13, 17, 20) consists respectively of: a torque multiplier shaft 3, a motion and torque multiplier shaft 6, a central rear half-shaft 11, a central front half-shaft 13, a front axle 17 and a rear axle 20. Said plurality of motion transmission, modulation and inversion means (8, 9, 10, 12, 15, 18, 22, 23, 24, 25, 28, 29, 30, 31, 34, 35, 36) respectively consists of: an interlocking reversing bell 8, a bell disconnection spring 9, a distribution free wheel 10 or 12, a multi-disc pack 15 of the parking brake completed with various optional equipment in case of emergency 18, an energy recovery device applied to the active mechanical braking distributor 21, a free wheel 23 connected to the central rear half-shaft 11, a disconnection crown 24 to make the active braking distributor 1 operational, a propulsion motion transmission crown 25, a distribution free wheel 12, acting as a torque and braking distributor, a free wheel 29 connected to the central front half-shaft 13, a disconnection crown for the braking motion operation 30, a crown for front shaft disconnection when the propulsion 31 is activated, at least one sliding synchronizer selector 34 for the propulsion pinions or the braking disconnection, control means 35 for the operational selection of the pinions and at least one reverse sliding selector 36.

[0072] A first configuration of the present invention allows the integration and optimization of the 2WD propulsion system and AWD braking system in a single and efficient system (FIG. 1), because it is also possible, but not necessary, to connect a further shaft to the electric motor for motion transmission by means of gears for the braking connection on both axles or, alternatively, to differentiate the rotation of the axles by means of choices already mentioned (pulleys driven by belts can also be provided instead of gears).

[0073] The pair of gears to be inserted, in the preferred but not limiting solutions shown, do not have the same number of teeth, because a first gear 3, provided to transmit the braking motion (or rather the deceleration), may have a number of teeth greater or less than the gear 5 provided for connecting the braking torque, the latter equipped with a lower or higher number of teeth all in relation how it is intended to operate the system. Obviously, the present invention does not provide the installation of the central differential and the respective subsystems thereof currently used, brakes on the rear axle no longer necessary for system operation, except in a particular configuration, if one wanted to help the correction and stabilization of the vehicle subjected to particular driving conditions. Instead of the central differential, a distribution free wheel 12 is inserted, of suitable resistance in relation to the mechanical stresses it will have to withstand, in particular, the torque generated by the vehicle during braking and acceleration, also according to its strategic positioning. For some of the designed configurations, further free wheels can also be installed, e.g. on the main gear guide or at the ratios forming part of a possible gearbox, or to assist braking if installed on the ratios of a possible gearbox for braking or for the bell-shaped braking crown, or only at the gearbox replacing the said bell-shaped gear to brake as already mentioned in the commentary on the descriptions of the individual figures in the tables attached hereto, even if said free wheel can also be positioned in another position, but always performing the identical function, as it is adapted to abundantly withstanding the dynamic torque of the propulsion 21 or 22 used.

[0074] Said free wheel (10 or 12 or 23 or 28 or 29) can also act as a guide of a plurality of operational ratios and may be supported by normal radial bearings adapted to balance the entire configuration of the mechanical distribution system 1, making the various centers of the assembly coincide with the center of the central axis. The same preferred configuration of the mechanical distribution system 1 can be enclosed in a wet oil sump in order to contribute to a longer life of the gear system itself.

[0075] Furthermore, in order to respect the different optimal torque required to transmit during the step of acceleration, it is possible to install a different bevel gear between the front differential 40 and the rear differential 38, such as to imply a different reduction ratio, or it is possible to use a different diameter of the front wheels compared to the rear ones, thus generating the different rotational speed implying a different space covered, the time being the same and torque transmitted to the ground being different. Said dimensional parameters will be determined specifically during the design of the vehicle, on the basis of the characteristics to be obtained in order to determine the best compromise as a function also of the specific vehicle.

[0076] However, in whatever manner it is chosen to operate, during the step of acceleration, as soon as the power sent becomes excessive and the rear wheels start to slip, when the free wheel 12 operates, the rear axle 20 (FIGS. 5, 6, 7, 8, 9, 10, 11) instantaneously transfers the excess power of the rear axle to the front axle and its front wheels.

[0077] Therefore, by inserting the free wheel 12, the torque and traction of the axles 17, 20 are optimized, without any disadvantage due to, for example, delayed reading of the sensors, interpretations of the control unit chip and energizing of the actuators provided for the control. Therefore, with the present invention, the best traction conditions of the vehicle are instantly achieved, with the further characterization of an optimal behavior of the rotation without wheel slipping in all steps of acceleration, constant speed and braking of the vehicle itself, up to the maximum total friction coefficient available even when not in straight motion conditions without causing parasite drag with the related energy expenditure.

[0078] In the case of centripetal acceleration in curvilinear motion, the front axle 17, being constantly ahead of the rear axle 20, now turns slightly faster, being at a more advanced stage of the bend: said difference in rotation is now possible by virtue of the different rotation of the two central half-shafts due to the choice of the difference in ratio between the axles. In such a case, the configuration of the mechanical distribution system 1 will remove the torque from the rear axle without delay in relation to the available friction, so as not to lose the directional stability of the vehicle. In this regard, it is worth taking into particular consideration the fact that when entering a bend at speed, the particular insertion configuration of the mechanical distributor 1, by means of the presence of at least one free wheel 12, allows taking advantage of the entire module of the transverse component of the grip vector, because the active or passive longitudinal component of the torque vector is zero and, therefore, zero the result of the stress which can affect the vehicle thus changing its attitude.

[0079] If any type of powertrain is used or if a newly designed electric propulsion motor is employed, the present invention has the peculiarity of optimizing the vehicle parameters both in terms of acceleration and maximum achievable speed, always in rolling conditions without the wheel slipping.

[0080] This is due to the simple fact that, when the rotational speed of the wheels exceeds on the basis of ratio used according to the step of propulsion/braking, the free wheel (12 or other types of free wheel) used instead of the central differential, autonomously and instantaneously re-couples the transmission of the torque still usable to the wheels which are using the different ratio. Therefore, the rear axle 20 contributes to reaching maximum speed by virtue of the versatility of the system, which cannot be achieved by the current fixed direct ratios mounted on the vehicles currently in production, and the two existing speed ratios fully optimize the torque at any speed in relation to grip. Since these ratios have a significant reduction coefficient, it is also possible to install said further gearbox, capable of operating in relation to the different acceleration and braking steps required by the motor 21 and/or 22, by positioning the various gears and interconnecting shafts both before and after the distribution free wheel 12.

[0081] The vehicle can be fitted with traditional brakes either on the front axle 17 or brake on the front differential body 40 or from after the free wheel 12 to the bevel gear of the front differential 16 or the two traditional parking brakes 18. Said device is an efficient solution in order to optimize the driving safety of the vehicle, representing an enhancement of its passive safety, as well as means equivalent to the parking brake, adapted to block the vehicle on a sloping road efficiently, thereby significantly increasing its levels of passive safety in all cases.

[0082] The present invention in its various possible configurations has the peculiarity of having an anti-locking system on the forecarriage 17 until the maximum friction available on all wheels is reached which is very similar to the ABS, some of the components of which it could possibly use, because the stabilization offered by the present invention on the front axle always allows the maximum braking on the front axle 17, the latter being uniformly modulated. Indeed, the step of braking is more efficient in relation to the various types of configuration of the assembly of the component elements of the present invention.

[0083] When using an electric motor 21 equipped with sensors, no ABS components are required.

[0084] Another component characterizing the present invention consists of a clutch or multi-disc pack 15 of a similar type to that used in the motorcycle field, but of a completely opposite conception to the current ones in that, instead of transmitting the motion required for the advancement of the vehicle, it is used to transmit the braking torque; so, it is constructed in the same manner but it works in an opposite manner, i.e. in the opposite direction, by using stresses of the opposite direction to the usual ones. Its positioning for optimum use is located between the distribution free wheel 12 and the bevel gear existing at the front along the central axis.

[0085] Said clutch bell 14 may or may not be attached to the shaft or to the gear acting as a pinion and therefore some of the discs may or may not be attached to the shaft 13 or to the gear of the bell 14, respectively (FIGS. 6a, 7, 8, 9, 10 and 11). The dimensions of the gear of this bell can be either slightly smaller or slightly larger (according to the choices made during the design for the use or not of a further free wheel) to the crown which transmits the propulsion motion (so that the central rear half-shaft 11, located behind the distribution free wheel, is free to turn up to the maximum design value), which is installed, where necessary, on radial bearings, and supported by a thrust bearing, which transfers to another gear.

[0086] The entire braking/reverse gear assembly of the multi-disc clutch 14, 15 is connected to the braking or reversing motion pinion 5 (if provided during the design), the latter in turn connected to the electric motor.

[0087] When clutch 15 makes the assembly integral, the small difference in speed generates little heat, making material wear almost nil.

[0088] In the case of traditional brakes, it is known that the front brakes are larger than the rear ones: the reason is due to the load transfer. In light of said observation, the necessary force applied is greater in relation to the different rotation and this indeed emulates an efficiently sized traditional brake system.

[0089] Therefore, said configurations shown in the eleven accompanying figures allow obtaining a plurality of efficient active transmission systems configuration solutions by applying various powertrains and at the same time a suitably sized active mechanical brake-force distributor with anti-locking function.

[0090] If during the braking the front axle tends to lock, the system is adapted to prevent locking by re-balancing the stresses and allowing instantaneous distribution of the torque applied between the axles.

[0091] It is further specified that the possible configurations of the present invention can also be achieved in a plurality of variants even for the same type of configuration. By way of a non-limiting example, a particularly interesting first application is that of a hybrid system, for which all the advantages of both powertrains (endothermic and electric) are achieved, without the need to install the brakes, achieving optimal conditions of traction, braking and energy recovery.

[0092] Correct positioning is achieved in the configuration with transverse motors and transfer of the motions by means of bevel gear to minimize the gyroscopic effects with forces that are certainly not negligible, but this does not detract from the fact that every created configuration can be designed and implemented longitudinally, transversally, with Cardan joints, belts, chains and anything else required. The designed configurations also allow eliminating a shaft in low-end cars with low power ratings, helping to generate less friction, or even to split the transmission shaft between motor and central shaft and then position the free wheels in places other from those described so far.

[0093] In the attached configurations, even in the case of complete locking of all wheels, none of the free wheels will ever receive an excessively high rotational speed such as to compromise their integrity and, therefore, their durability.

[0094] As already mentioned, said configurations can be enclosed in the casing of the vehicle in a wet sump to improve the operating conditions of the free wheels, their durability and thus optimize their performance.

[0095] Other possible embodiments in other new configurations, may be related to: [0096] not mounting the free wheel 10 or 23 on the crown 24 but on the bearings and have a disc pack 15 operating on a further bell, both for the case of acceleration, for the case of braking, and for the case of reverse; [0097] the crown 30 can be integral to the shaft 13 or also controlled by a multi-disc clutch type assembly 14 and 15 or the disc actuated by electric control 15, or vice versa for the assembly 14 and 15.

[0098] In both cases, only the installation of the free wheel 12 is sufficient to operate the system.

[0099] It is worth noting that the solutions described in the present description, which are exclusively mechanical, have never been adopted in the field of model cars, go-karts, quads, cars, trains, coaches, articulated vehicles and motor vehicles in general. Moreover, such solutions do not provide the use of electronics, sensors or anything else, distributing the braking torque, without any delay of any kind, between the axles (which may even be more than two), are applicable to any type of motorization and to any scale, as well as with any background and/or motorsport.

[0100] As far as the free wheel is concerned, it has been inserted in the configurations designed for system 1, shown in the attached figures, because it is adapted to connect the braking shaft to the driven shaft and vice versa. Such a free wheel can be fixed mounted on both the live half-shaft and on the driven half-shaft. The precaution must consist in that it is important to position the free wheel so that the integral connection, the direction and the torque to be transmitted are respected.

[0101] The free wheel can also be fitted into drives with belt pulleys 39 41, chain pulleys or similar.

[0102] Another possible configuration is that related to the connection made so that the front wheels of the vehicle, simply by rolling, turn at an rpm considerably higher than the rear wheels, thus obtaining a rear 2WD, the maximum speed being determined by the rear gear with the torque during acceleration provided to the central rear half-shaft: said configuration creates a rear 2WD of the “Formula one” type, with a four-wheel braking system, with total energy recovery, if necessary, and with a balanced active mechanical brake-force distributor, given its peculiarity of being autonomously self-adapting.

[0103] When driving the vehicle on bends and even in the imminent insertion in a bend of the vehicle itself, the device indeed has the front wheels disconnected from the transmission through the central free wheel 12 and behaves as a 2WD system with rear-wheel drive and the possibility of applying the usual most characteristic high caster angles (angles formed by the vertical to the ground with the axle of the hub holder pin) for this type of transmission, with the advantage of a consequent greater rapidity and insertion speed.

[0104] In 4WD configuration, the switch takes place with a frequency, determined by the rotational difference of the two half-shafts where the distribution free wheel is installed, according to the dimensioning of the said difference in relation to the usable friction.

[0105] A further possible solution is to construct the gearbox by managing the grip/torque ratio in the best possible manner, together with a second free wheel that allows the rear wheels to be driven until it is considered appropriate to exclude it by means of a precise sizing of the ratios chosen at the design stage. Besides torque management in relation to the wheel grip, such a gearbox on the transmission also allows the possibility of controlling braking system and reverse and, therefore, also the possibility of optimizing response times.

[0106] In order to create a 4WD configuration with a 1-to-1 ratio, prevalently rear 4WD, semi-permanent 4WD, rear 2WD, semi-rear 2WD, front 2WD, with gearbox to manage torque and speed based on grip, with sequential or synchronous gearbox with brake already applied, with the addition of other free wheels to allow such configurations, with transmission redirection to the rear after front use for front to rear transmission speed change, even if an endothermic engine, electric motor, with or without energy recovery during braking, is used, this plurality of configurations is fully achievable having as reference base the initial configuration shown in FIGS. 1 and 2 and the subsequent opportunities in a variant provided only by way of example present in all the accompanying drawings.

[0107] Another possible configuration is 4WD (with two clutches installed either at the front on the central front axle 13, or at the rear on the central rear half-shaft 11) or without clutches, but with three free wheels (FIG. 11). This configuration allows having no consumable material except (but only to increase passive safety) of that consisting of the brake or service or parking conventional brakes or one were to forgo energy recovery.

[0108] It is worth noting that the crown of the front differential 40 (FIG. 11) is smaller than the crown of the rear differential 38 (or, alternatively, as mentioned, it is possible to install also wheels of different diameter), to allow having two different speeds of rotation on the two half-shafts 11 and 13, connected between them by means of the central free wheel 12, which carries out its task by locking the two half-shafts when the first one 11 turns at a speed equal to or tendentially higher than the second half-shaft 13, thus allowing the integral connection.

[0109] The central free wheel 12 also, until both shafts reach the same speed, does not transmit any torque, whether propulsion or braking, and this is what allows the operation of the active brake-force distributor up to the maximum available grip coefficient.

[0110] At constant speed, all the systems offer the maximum smoothness not found in any of the previous configurations known until now, while braking is like a well-dimensioned braking system. Only during acceleration, in addition to the grip friction of the rear axle, the configuration provides a vehicle 4WD with a variation of torque related to the traction which is usable to the rear axle 20. The crowns 24 and 25 (FIG. 11) are attached to the rear free wheel 23 which performs its task by locking clockwise, observing the car from the rear, and not locking in the opposite direction counterclockwise; crown 25, which is the largest, is used for traction, while crown 24, which is the smallest, turns the free wheel 23 faster than the half-shaft 11 of the configuration with the active brake-force distribution device 1.

[0111] The crowns 30 and 31 are integral with the front free wheel 29, which performs its task by locking counterclockwise, observing at the car from the rear, and not locking in the opposite clockwise direction, wherein crown 30, which is the larger crown of the two, is in charge of braking, while crown 31, which is smaller, turns the free wheel 29 faster than the half-shaft 13 and, therefore, allows the disconnection of the free wheel 29, if the latter must not apply any force so as not to compromise the torque distribution system when the transmission is transformed into 4WD.

[0112] Proceeding with said configuration at a constant speed or starting without exceeding, the friction available on the rear axle is the same as that of a rear 2WD configuration.

[0113] Using the selection control 35, both twin sliding selectors 34 are positioned, using clutches to synchronize the rotational speed of the pinions 27 and 33 to the shaft 6.

[0114] The drive torque sent to the multiplier shaft 6 is assisted by a synchronized double sequential gearbox.

[0115] The pinions 27 and 33 turn at the same speed as the shaft 6, while the pinions 26 and 32 are disconnected from shaft 6, but turn at a slightly higher speed because they are connected by their respective gear cascades. The pinions 25 and 31 turn at different speeds determined by the degree of reduction induced by the pinions connected thereto, i.e. 27 and 33. The pinions 26 and 27 do not turn at the same speed because they are bound to the free wheel 23, as the pinions 32 and 33, the latter being bound to the free wheel 29. The pinion 27 turns the pinion 26 idly, because it is not integral from the shaft 6, therefore, the motion is transmitted by means of pinion reduction 27 to crown 25.

[0116] Crowns 30 and 31 turn at the same speed because they are rigidly constrained to the free wheel 29. The pinion 33 connected to the crown 31 rotates the free wheel 29 on the central front half-shaft 11, while the pinion 32 turns freely because it is not attached to the shaft 6.

[0117] So, the torque coming out of the motor 21, passes through the shaft 6 (FIG. 11), now connected to the pinion 27 and to the crown 25, which is attached to the free wheel 23 which sends it to the shaft 11. The central free wheel 28 does not join the two half-shafts 11 and 13, because the half-shaft 13 is turning faster than the half-shaft 11. This is due to the different reduction ratio installed due to either the different bevel gears of the differentials or due to the different diameter of the wheels or induced by other design choices and this indeed makes the two half-shafts not integral with each other. The free wheel 29, in the present configuration, is turning a little faster than the half-shaft 13, because of the ratio calculated during the design, resulting from the pinion 33, which turns the crown 31 attached to the said free wheel. In the instant in which there is a driving torque greater than the friction which can be managed from the rear axle, the vehicle becomes 4WD, without any need for operation by the driver or by any electronic or electromechanical system.

[0118] When the half-shaft 11 reaches a rotational speed of the half-shaft 13, through the free wheel 28 or 12, the whole system becomes integral and the torques are equally distributed until the initial conditions of friction between the front and rear axles are recreated. It is also possible, by means of the ratio 33 and 31 with the free wheel 29, to choose during the design that the free wheel 28 biases the half-shaft 11 more or less markedly by means of the choice of the different speed of the free wheels 28 and 29.

[0119] To apply the brake, simply move the linkage 35 or an electromechanical actuator in the opposite direction, in which case the twin selectors 34 disconnect the pinions 27 and 33 from the torque multiplier shaft, connecting them to the pinions 26 and 32. The pinion 32 is then connected to the crown 30, sending the braking torque to the front wheels only, but these cannot be locked even if the force is greater than their friction, since the half-shaft 11, as soon as it reaches the same number of turns as the drive shaft 13, is made integral therewith by means of the central free wheel 28. In practice, the system balances itself in a continuous and proportionate manner.

[0120] The pinion 26 (which is now connected to the crown 24) makes the free wheel 23 turn faster than the half-shaft 11, effectively disconnecting all mechanical action, thus leaving operational only that due to the rotation of the rear wheels, returned by the bevel gear to the shaft 13, which becomes integral to the shaft 11, when the relative speeds are equal.

[0121] To engage reverse, the system remains set as when braking, if correctly proportioned the components, or selectors 34 are placed in the rest position or only selector 34 (near selector 36), can remain in the place where it was when braking. Alternatively, the selectors both remain at rest in order to make a new element operate, the reverse sliding selector 36, which indeed changes all the transmission speeds of the connected mechanical components and allows the vehicle to reverse. The sliding reverse gear selector 36 is connected to the crown 24, which receives the drive torque from the pinion 26; when reversing, pinion 26, connected to crown 24, turns the central rear half-shaft 11 more quickly by means of the sliding selector 36; the central free wheel 28 disconnects the front half-shaft 13; the latter, although controlled by the pinion 32 and crown 30 coupling, which determine the rotation of the free wheel 29, while rotating more slowly is in fact disconnected from the central half-shaft 13, because said shaft now turns at a higher speed, determined by the design choice of the ratio entered either on the bevel gear or on the diameter of the front wheels. Said speed is in any case lower than the speed of the rear half-shaft 11, thus achieving rear 2WD reversing (in case of poor grip on the rear axle, the front ones reach the same speed of rotation as the rear ones), or at the most equal, thus achieving 4WD reversing in case of poor grip.

[0122] In light of that described and illustrated above, together with the reading of the eleven figures attached, it can be inferred that the invention consists of a single braking device (of any type) with or without energy recovery and strategically positioned in the same transmission system adapted traction and deceleration, with free click or free wheel or one-way free wheel bearing and non-return bearing (whichever), appropriately placed as widely described in the transmission system.

[0123] The originality of the idea, which places the free wheel one-way mechanism, which has always been used to transmit the propulsion motion or used in reciprocating motions, in a condition of operating in the opposite mode, bringing benefits not observed and not used so far, is apparent.

[0124] By using the free wheel during deceleration, it is possible to recover the surplus energy introduced, obtaining as an anti-slip effect of the wheels, which instantly send the excess force to the following wheels, when they can be connected on more than one axle in cascade, until the maximum applicable force, determined by known factors and formulas, is reached.

[0125] The front wheels turn more than the rear wheels, and this determines the fact that, when the front wheel starts to lock, the one-way bearing immediately operates, diverting synchronously the braking force to the rear axle.

[0126] The invention thus designed in its multiple configurations of insertion of the mechanical distributor 1, allows a number of advantages: [0127] reduction in overall weight and of the consumable materials, given the reduction in braking elements, [0128] reduction of the rotating masses, given the reduction of the integral parts forced to rotate, [0129] possibility of allowing an anti-locking behavior due to its particular mechanical configuration, [0130] no need for adjustment or accurate post-design and post-manufacturing in order to carry out the above mentioned operational tasks. [0131] To be able to streamline and simplify all the current mechanics by virtue of the fact that there is no need to install any electrical sensor and/or other non-mechanical detection systems.

[0132] These advantages allow the creation of configurations or transmission and braking systems directly connected to each other (single system), able to operate in the right and appropriate manner in any required driving condition.

[0133] The advantages provided by the present invention are, therefore, first and foremost apparent in terms of costs, as well as in performance and simplicity of construction applicable to all vehicles with wheels made of rubber, iron or other material, for the transport of people or goods, including remote control type.

[0134] Due to the type of components used, capable of withstanding much higher torques than those actually reached due to the real contact frictions, the present invention is also applicable on trams, trains, underground trains, as well as, on smaller scales, on quad vehicles, go-karts, radio-controlled machines of all scales and all fields of interest, as well as three-wheeled vehicles and two or more mentioned in this report.

[0135] The further advantages provided by this invention are: [0136] applicability to any type of motorization and any vehicle scale; [0137] applicability to any type of road surface and/or motorsport; [0138] applicability of the operation with any braking system, in particular, the application to systems supported by the principle of conservation of the momentum, by virtue of the maximum force capable of being applied and therefore taken.

[0139] Another advantage of this invention is that it can be applied to all types of vehicles on the market today and those to come.

[0140] A further advantage of the present invention is that it does not generate hidden resistances in the transmission, usually caused by connection delays between current mechanical and electromechanical actuators, thus helping to minimize energy expenditure in all steps of use.

[0141] It is also apparent that many adjustments, adaptations, additions, variations and replacements of elements with others which are operationally equivalent can be made to the exemplary embodiment described and illustrated above in a non-limiting manner, without departing from the scope of protection of the following claims, e.g. such as providing, during the reverse movement, the selector 34 positioned between the pinions 32 and 33 to be positioned differently from its twin positioned between pinions 27 and 26 in order to use different ratios or have a different operation for reversing or using multiple ratios.

KEY

[0142] 1. ACTIVE MECHANICAL BRAKE-FORCE DISTRIBUTOR WITH LOCKING FUNCTION IN VARIOUS INSERTION CONFIGURATIONS [0143] 2. PROPULSION MOTION/BRAKING MOTION GEAR [0144] 3. TORQUE MULTIPLIER SHAFT [0145] 4. PROPULSION MOTION GEAR [0146] 5. BRAKING MOTION GEAR AND/OR ALSO REVERSING GEAR [0147] 6. PROPULSION MOTION/BRAKING MOTION GEAR TORQUE MULTIPLIER AND/OR DEMULTIPLIER SHAFT [0148] 7. PROPULSION MOTION GEAR [0149] 10. PROPULSION MOTION AND DISCONNECTION FREE WHEEL FOR SYSTEM OPTIMIZATION [0150] 11. CENTRAL REAR HALF-SHAFT [0151] 12. ACTIVE DISTRIBUTION FREE WHEEL (FOR BRAKING AND TORQUE) [0152] 13. FRONT CENTRAL HALF-SHAFT OF GEAR [0153] 14. MULTI-DISC BRAKE BELL [0154] 15. MULTI-DISC PACK [0155] 16. FRONT DIFFERENTIAL BEVEL GEAR PINION [0156] 17. FRONT AXLE OR FRONT HALF-SHAFTS [0157] 18. PARKING BRAKES AND/OR EMERGENCY OPTIONAL EQUIPMENT [0158] 19. REAR DIFFERENTIAL BEVEL GEAR PINION [0159] 20. REAR AXLE OR REAR HALF-SHAFTS [0160] 21. ELECTRIC AND ENERGY RECOVERY MOTOR/GENERATOR [0161] 22. ENDOTHERMIC MOTOR [0162] 23. REAR FREE WHEEL ON WHICH BOTH THE PROPULSION CROWN AND THE CROWN WHICH ALLOWS DISCONNECTION TO OPERATE THE ACTIVE BRAKE-FORCE DISTRIBUTOR ARE MOUNTED [0163] 24. CROWN WHICH ALLOWS DISCONNECTION TO OPERATE THE ACTIVE BRAKE-FORCE DISTRIBUTOR [0164] 25. PROPULSION MOTION CROWN [0165] 26. DRIVE PINION WHICH ALLOWS DISCONNECTION OF FREE WHEEL 23 FROM HALF-SHAFT 11 BY MEANS OF CROWN 24 OR FOR REVERSING [0166] 27. DRIVE PINION WHICH ALLOWS PROPULSION MOTION BY MEANS OF CROWN 25 [0167] 29. FRONT FREE WHEEL ON WHICH THE BRAKING CROWN, THE CROWN WHICH ALLOWS THE DISCONNECTION, AND THE MULTI-DISC BELL FOR OPERATING THE DISTRIBUTOR UNDER BRAKING AND ACCELERATION CAN BE MOUNTED [0168] 30. BRAKING MOTION CROWN [0169] 31. CROWN FOR FRONT SHAFT DISCONNECTION WHEN PROPULSION IS ACTIVATED [0170] 32. DRIVE PINION FOR THE BRAKING MOTION CROWN [0171] 33. SLIDING CONTROL SYNCHRONIZER SELECTOR FOR DISCONNECTION OF THE FRONT HALF-SHAFT UNDER PROPULSION TO OPERATE THE TORQUE DISTRIBUTOR UNDER ACCELERATION AND/OR VICE VERSA [0172] 34. PINION OR CROWN OPERATIONAL SELECTION CONTROL [0173] 35. SLIDING SELECTOR FOR ACCELERATING OR BRAKING [0174] 36. SLIDING REVERSE SELECTOR [0175] 37. BRAKE DISC OR ENERGY RECOVERY GEAR [0176] 38. REAR DIFFERENTIAL [0177] 39. PULLEYS [0178] 40. FRONT DIFFERENTIAL [0179] 41. BELTS