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WO1991010585A1 - Systeme de propulsion/direction avec entrainement a reduction, pour vehicules a chenilles - Google Patents

Systeme de propulsion/direction avec entrainement a reduction, pour vehicules a chenilles Download PDF

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Publication number
WO1991010585A1
WO1991010585A1 PCT/US1990/000297 US9000297W WO9110585A1 WO 1991010585 A1 WO1991010585 A1 WO 1991010585A1 US 9000297 W US9000297 W US 9000297W WO 9110585 A1 WO9110585 A1 WO 9110585A1
Authority
WO
WIPO (PCT)
Prior art keywords
gears
torque
worm
steering control
steering
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1990/000297
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English (en)
Inventor
Vernon E. Gleasman
Keith E. Gleasman
James Y. Gleasman
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to KR1019910700898A priority Critical patent/KR920702840A/ko
Priority to PCT/US1990/000297 priority patent/WO1991010585A1/fr
Publication of WO1991010585A1 publication Critical patent/WO1991010585A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B62D11/10—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears
    • B62D11/14—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source

Definitions

  • Track-laying vehicles such as tractors
  • a clutch and brake system that can unclutch the power to one track and brake one track while another track drives.
  • Such arrangements are expensive and troublesome for many reasons, however.
  • Our steer drive system uses a first unlimited slip differential connected for driving a pair of axle shafts and a second unlimited slip differential connected
  • One of the control shafts is connected to one of the axle shafts for rotation in the same direction, and the other control shaft is connected to the other axle shaft for rotation in opposite directions.
  • An input control gear meshed with a ring
  • the control gear is preferably a worm gear, and the ring gear for the second differential is prefer ⁇ ably a worm wheel. Turning the control gear steers the vehicle because of the differential rotation this imposes on the vehicle's axle shafts driving wheels or tracks on
  • the two differentials can be replaced by the differential capability of a pair of right and left differential reduction gears. Both driving and steering control
  • torque can be supplied to the differential reduction gears on opposite sides of the vehicle, where the torques combine in a reduced drive for wheels or tracks.
  • steering control be input so as to turn, but not be turned by, the differential reduction gears.
  • a rotational intercon ⁇ nection between the worm gears it requires a rotational intercon ⁇ nection between the worm gears, and this can be a single steering control shaft with bevel gear sets on its ends.
  • a single steering motor can rotate the steering control shafting, and a power take-off can help this rotation for propulsion drive-assisted pivot turns.
  • a pair of steering control motors rotating the worm gears can divide the steering load, if desired.
  • a pivot-turning brake, applied to the drive torque train, can prevent rotation of drive inputs during pivot turning, to ensure that pivot turns are precisely made.
  • Figure 1 is a partially schematic view of a preferred embodiment of a no-slip, imposed differential according to our invention.
  • Figure 2 is a partially schematic view of our imposed differential applied to a wheel dynamometer.
  • Figure 3 is a schematic view of a vehicle pivot turn made possible by our imposed differential.
  • Figure 4 is a schematic view of our no-slip, imposed differential applied to a reduction gear drive system.
  • Figure 5 is a partially schematic cross-sec ⁇ tional view of a planetary reduction gear system for applying our invention to a sprung vehicle.
  • Figure 6 is a partially schematic cross-sec ⁇ tional view of a planetary reduction gear system applying our invention to an unsprung vehicle.
  • Figures 7 and 8 are schematic views of alterna ⁇ tive drive arrangements for differential reduction gears systems.
  • Figure 9 is a schematic view of a clutch system for a power take-off applying drive torque to the steer- ing control input for powering pivot turns.
  • Figure 10 is a partially schematic cross-sec ⁇ tional view of a planetary reduction gear drive, similar to the drive of FIG. 6, and showing worm wheel and worm gear input of steering control torque.
  • Figures 11-14 are schematic views of alterna ⁇ tive variations of our steer driven reduction drive system, using pairs of worm gears and worm wheels for input of steering torque.
  • Diff- erential 15 is generally known and well understood in the power transmission art and is suitably sized to the vehicle being driven. This can range from small garden tractors and tillers up to large tractors and earth movers.
  • Differential 15 is preferably a bevel gear differential lacking any limited slip devices so as not to impair differential rotation of axle shafts 16 and 17.
  • a second differential 20, also of a conven ⁇ tional unlimited slip design, is connected between a pair of control shafts 22 and 23 that are interconnected in a . . . . driving relationship with axle shafts 16 and 17.
  • One control shaft 23 and one axle shaft 17 are connected for rotation in the same direction, and another control shaft
  • axle shafts 22 and another axle shaft 16 are connected for rotation in opposite directions. This causes counter or differen ⁇ tial rotation of control shafts 22 and -23 as axle shafts 16 and 17 rotate in the same direction and conversely causes differential rotation of axle shafts 16 and 17 as control shafts 22 and 23 rotate in the same direction.
  • Gear connections between control shafts and axle shafts as shown in FIG. 1 are preferred for larger and more powerful vehicles. These include axle shaft gears 26 and 27 fixed respectively to axle shafts 16 and 17 and control shaft gears 32 and 33 fixed respectively to control shafts 22 and 23. Meshing axle shaft gear 26 with control shaft gear 32 provides opposite rotation between axle shaft 16 and control shaft 22, and meshing both axle shaft gear 27 and control shaft gear 33 with idler gear 25 provides same direction rotation for axle shaft 17 and control shaft 23.
  • Gear connections between control shafts and axle shafts are preferably incorporated into an enlarged housing containing both axle differential 15 and control differential 20.
  • control differential 20 can be sized to bear half the force borne by axle differential 15 so that the complete assembly can be fitted within a differential housing that is not unduly large.
  • Smaller or less powerful vehicles can use shaft interconnections such as belts or chains in place of gearing.
  • shaft interconnections need not be limited to the region of the axle differential and can be made toward the outer ends of the axle shafts.
  • a gear or drive ratio between control shafts and axle shafts is preferably 1:1. This ratio can vary, however, so long as it is the same on opposite sides of the axle and control differentials.
  • An input control gear 40 meshes with a ring gear 21 of control differential 20 for imposing differ ⁇ ential rotation on the system.
  • Gear 40 is preferably a worm gear
  • ring gear 21 is preferably a worm wheel so that ring gear 21 turns only when gear 40 turns.
  • Gear 40 can be turned by several mechanisms, depending on the objective. For steering purposes, gear
  • control gear 40 can be turned by a steering shaft joined to control gear 40 and manually turned by a driver.
  • Steering mechanisms can also use motors for turning gear 40.
  • Alternatives include a DC starter motor 41 electrically turned via a rheostat in a steering system and a hydraulic or pneumatic motor 41 turned by a vehicle's hydraulic or pneumatic system in response to a steering control.
  • our invention can also be applied to a wheel dynamometer 50 as schematically shown in FIG. 2.
  • the drive axle 51 being tested by the dynamometer provides axle shafts 16 and 17 and axle differential 15, which need not be an unlimited slip differential and can be a no-slip differential such as disclosed in U.S. Patent No. 2,859,641.
  • Power applied via input shaft 11 turns axle shafts 16 and 17, which can be subjected to varying loads by wheel dynamometer 50.
  • axle shafts 16 and 17 can apply differential rotation directly and realistically to axle shafts 16 and 17 vi control differential 20 and its control shafts 22 and 23. These are connected to axle shafts 16 and 17 for same and opposite direction rotation as explained above; and when turned by control gear 40 rotated by motor 41, control shafts 22 and 23 impose differential rotation on axle shafts 16 and 17.
  • axle differential 15 and axle shafts 16 and 17 are a no-slip drive that prevents wheels or tracks from slipping unless slippage occurs on both sides of the vehicle at once.
  • the other effect is imposed differential rotation that can accomplish steering to pivot or turn a vehicle.
  • the no-slip drive occurs because axle shafts 16 and 17 are geared together via differential 20. Power applied to an axle shaft on a side of the vehicle that has lost traction is transmitted to the connecting con ⁇ trol shaft on that side, through differential 20 to the opposite control shaft, and back to the opposite axle shaft where it is added to the side having traction. So if one axle shaft loses traction, the opposite axle shaft drives harder; and the only way slippage can occur is if both axle shafts lose traction simultaneously.
  • Control gear 40 is stationary for straight ahead motion; and since control gear 40 is preferably a worm gear, worm wheel 21 of control differential 20 cannot turn.
  • Axle differential 15 equally divides the power input from shaft 11 and applies one-half of the input power to each axle shaft 16 and 17. If the track or wheel being driven by axle shaft 16 loses traction, it cannot apply the power available on shaft 16 and tends to slip. Actual slippage cannot occur, however, because axle shaft 16 is geared to control shaft 22. So if a wheel or track without traction cannot apply the power on shaft 16, this is transmitted to control shaft 22, which rotates in an opposite direction from axle shaft 16. Since ring gear 21 cannot turn, rotational power on control shaft 22 is transmitted through differential 20 to produce oppo- site rotation of control shaft 23.
  • axle shaft 17 This is geared to axle shaft 17 via idler gear 25 so that power on control shaft 23 is applied to axle shaft 17 to urge shaft 17 in a forward direction driving the wheel or track that has traction and can accept the available power. Since only one-half of the full available power can be transmitted from one axle shaft to another via differential 20 and its control shafts, these can be sized to bear one-half the force borne by axle differential 15 and its axle shafts. Of course, unusable power available on axle shaft 17 because of a loss of traction on that side of the vehicle is transmitted through the same control shaft and control differential route to opposite axle shaft 16. This arrangement applies the most power to the wheel or track having the best traction, which is ideal for advancing the vehicle. The wheel or track that has lost traction will maintain rolling engagement with the ground while the other wheel or track drives. The only time wheels or tracks can slip is when they both lose traction simultaneously.
  • axle shafts 16 and 17 For pivoting or turning the vehicle, it is only necessary to rotate control gear 40.
  • Steering controlled by rotating gear 40 can be applied to track-laying vehicles and wheeled vehicles that steer without using turning wheels. It can also be used for differentially rotating drive wheels or tracks to provide power-assisted steering for a vehicle that also has turning wheels.
  • control gear 40 Whenever control gear 40 turns, it rotates ring gear 21, which turns the casing of differential 20 to rotate control shafts 22 and 23 in the same direction.
  • the connection of control shafts 22 and 23 with axle shafts 16 and 17 converts the same direction rotation of control shafts 22 and 23 to opposite differential rotation of axle shafts 16 and 17, as accommodated by axle differential 15. This drives wheels or tracks forward on one side of the vehicle and rearward on the other side of the vehicle, depending on the direction of rotation of control gear 40.
  • wheels or tracks go forward on one side and backward on the other side so that the vehicle pivots on a central point.
  • This is schematically illustrated in FIG. 3 for a vehicle having a pair of tracks 75 and 76. Both tracks can have a rolling engage ⁇ ment with the ground as the vehicle rotates around a center point 77 by driving right track 76 forward and left track 75 rearward.
  • the tracks experience some heel and toe scuffing, but this is less stress than if one track were braked still and the other driven.
  • the pivot turn also spins the vehicle on one point 77, without re ⁇ quiring motion in any direction as must occur when one track is braked and another is driven.
  • Pivot turns can also be made with wheeled vehicles, such as tractors, loaders, forklifts, etc. Many of these now have turning wheels that could advanta ⁇ geously be replaced by non-turning wheels steered by imposed differential rotation according to our invention. To accommodate such vehicles, our invention can be applied to more than one drive axle powering more than one pair of drive wheels. Evidence indicates that pivot-turning capability can save considerable time for loaders, trac ⁇ tors, and forklifts compared to turning patterns requiring forward and rearward motion. REDUCTION DRIVE SYSTEMS
  • both driving and steering control torque can be input directly into differential reduction gears
  • __ can be wheels or track sprockets that advance and steer a vehicle in the way described above.
  • Driving torque can input same direction rotation into differential reduction gears 60 and 61 directly from drive shaft 11, gear 12, and gear 18 turning shaft 48 as D shown by the arrows from moving the vehicle either forward or reverse.
  • Steering control torque derived from • steering control motor 41 turning worm 40 and worm wheel 42, can be input via gears 43-45 to produce counter- rotation of steering control shafts 46 and 47 oppositely 5 turning elements of differential reduction gear systems 60 and 61 to produce differential rotation for steering purposes.
  • Gear systems 60 and 61 differentially combine and reduce the driving and steering control torques and apply the result to drive elements 62 and 63.
  • same direction driving torque and opposite direction steering control torque can be input to differential reduction gears 60 and 61. Among them is a solid shaft inputting steering torque to one differential reduction gear directly and to another 5 differential reduction gear via a torque reversing idler gear.
  • shafts 46 and 47 can be rotated by steering control input to turn, but not be turned by elements of reduction gear systems 60 and 61.
  • Another way to accomplish the same effect is to make steering motor 41 a hydraulic motor driving gear
  • Differential reduction gear systems 60 and 61 can have many different forms as shown in FIGS. 5-8. Both planetary and non-planetary differential reduction gears are possible, and inputs and outputs for these can be arranged in various ways.
  • FIG. 5 schematically shows one preferred way of applying our invention to a planetary reduction drive suitable for a sprung vehicle.
  • Drive shaft 48 extends through axle housing 49 and drives sun gear 66.
  • Steering shaft 46 extends through a brake assembly 70 secured to housing 49 and turns a gear 71 meshed with a gear 69 keyed to planetary ring gear 68.
  • In between these is an array of preferably three planet gears 67 (one of which is shown) that turn a housing hub 64 at a reduced speed applied to drive element 62 in the form of a wheel (only the inner portion of which is shown) .
  • a brake 72 in brake assembly 70 can brake wheel 62, and the planetary reduction gear system is arranged well outboard into the wheel to allow a wide stance for springs supporting the vehicle.
  • FIG. 6 A similar planetary reduction gear arrangement is shown in FIG. 6 for an unsprung vehicle having a main support housing 80 suitable for a track-laying vehicle.
  • driving torque is applied via shaft 48 to sun gear 66 and steering control torque is applied via shaft 46 to gear 71 meshed with a gear 69 that turns planetary ring gear 68.
  • Planet gears 67 rotating at a reduced speed between sun gear 66 and ring gear 68, turn rotor 73 and shaft 64, which can mount a drive sprocket (not shown) for advancing an endless track.
  • a brake 72 can brake rotor 73.
  • FIG. 6 A similar planetary reduction gear arrangement is shown in FIG. 6 for an unsprung vehicle having a main support housing 80 suitable for a track-laying vehicle.
  • driving torque is applied via shaft 48 to sun gear 66 and steering control torque is applied via shaft 46 to gear 71 meshed with a gear 69 that turns planetary ring gear 68.
  • Planet gears 67 rotating at a reduced speed between sun gear 66
  • steering control torque via shaft 46, gear 71, .and ring gear 69 can also be applied to planet gears 67 of * a planetary reduction gear system receiving driving torque from shaft 548 to sun gear 66.
  • Bevel and spur gear differentials can also be used in reduction drive systems according to our inven- tion, as schematically suggested in FIG. 8.
  • Driving torque on shaft 48 can be input to side gear 82, and steering control torque on shaft 46 can be input via gear 71 and ring gear 69 to opposite side gear 83.
  • Differen ⁇ tial rotation of side gears 82 and 83 provides a reduced drive output at the differential hub casing 84 for turning a sprocket or wheel 85.
  • Spur gear differentials can also be used in place of a bevel gear differential such as shown in FIG. 8, and the two drive and steering control torques can be input to different elements to cause diff- erential and reduced rotation of an output.
  • Pivot turns can be power assisted or powered totally by driving torque to be executed more rapidly.
  • FIG. 9 schematically shows a preferred way of accomplishing this.
  • a power take-off 92 from a transmission 91 or main propulsion engine 90 rotates clutch parts 93 and
  • clutch part 95 and 96 each of which are meshed with bevel gear 97 rotating with worm gear 40.
  • clutch part 93 is meshed with clutch part 95 to turn bevel gear 97 in the desired direction for rotating worm gear 40 and worm wheel 42.
  • Steering control motor 41 can be unclutched for engine powered pivot turns or can combine its torque with the torque provided via bevel gear 97.
  • clutch part 94 meshes with its counterpart 96, driving bevel gear 97 in an opposite direction and turning worm 40 and worm wheel 42 in an opposite direction.
  • a power take-off can be derived from many points along the main propulsion drive train, including engine 90, transmission 91, and other points.
  • a power take-off can be made to turn continuously or be operated only when needed for pivot turns.
  • the engagement of clutch parts 93 and 94 can be made responsive to full turn of a steer- _ __. ing wheel, calling for a pivot turn; and any engagement
  • clutch parts 93 and 94 can be locked out during f rward or rearward movement of the vehicle, if desired.
  • Propul ⁇ sion assisted pivot turning can also be applied to worm wheel 42 by a worm gear separate from steering control input worm gear 40, and different clutch arrangements can be used for engaging and disengaging the diversion of drive torque for pivot turning. Applying drive torque to the steering control input allows pivot turns to be accomplished more rapidly than would be possible with a _ small sized steering control motor 41, adequate for forward and rearward steering.
  • FIG. 10 shows how a simple modification can be made to the embodiment of FIG. 6 to convert the reduction drives to receive steering torque from worm gears.
  • ring gear 69 meshing with spur gear 71 as shown in FIG. 6, ring gear 69 is converted to worm wheel 111 and is meshed with worm gear 110, which is rotated by steering control shaft 46, via a meshed set of bevel gears 112 and 113.
  • worm gear 110 which is rotated by steering control shaft 46, via a meshed set of bevel gears 112 and 113.
  • FIGS. 7 and 8 can be converted to worm gear and worm wheel input, in a way similar to that shown in FIG. 10, for the embodiment of FIG. 6.
  • ring gear 69 is converted to worm wheel 111
  • spur gear 71 on shaft 46 is converted to worm gear 110, driven by bevel gears 112 and 113 that rotate with shaft 46.
  • any element to a differential reduction gear or planetary reduction gear can be combined with a worm wheel to receive steering control torque via a worm gear.
  • worm and worm wheel inputs are provided to each of the differential reduction gears, on each side of the vehicle; and the gearing is arranged so that steering torque ⁇ ounterrotates input elements of opposite reduction drives.
  • worm input of steering control torque to opposite differential reduction drives is schematically shown in the embodiment of FIG. 11.
  • An input element of each of the reduction drives is combined with a worm wheel 111, and each of these is meshed with a worm gear 110.
  • Bevel gears 112 and 113 rotate worm gears 110, when steering control shaft 46 rotates, and this produces counterrotation of worm wheels 111 for equal and opposite steering input to the reduction drives, as explained above.
  • bevel gears 112 With a single steering control shaft 46 turning bevel gears 113 arranged inside of bevel gears 112, as shown in solid lines in FIG. 11, bevel gears 112 counterrotate. Then if each worm gear 110 is right hand threaded, worm wheels 111 counterrotate, as desired.
  • Right and left hand worm gears can also be used in pairs, and counterrotation of worm wheels 111 can be established by moving one of the bevel gears 113 to the opposite side of one of the bevel gears 112, as shown in broken lines at the right side of FIG. 11.
  • Steering control motor 41 turns steering con ⁇ trol shaft 46 via bevel gear 114 to accomplish differen ⁇ tial rotation of the reduction drives, for steering the vehicle.
  • steering control shaft 46 does not rotate, and the steering input worm gears 110 are held still. This locks worm wheels 111 against differential rotation so that the reduction drives respond only to driving torque and advance equally, moving the vehicle straight ahead.
  • a power take-off 115 from the main propulsion drive is preferably clutched and unclutched for rotating bevel gear 114 and steering control shaft 46, for propul ⁇ sion drive-assisted pivot turning, as explained above.
  • pivot turn brake 120 can be applied to transverse drive shaft 48, to ensure that drive torque inputs to the reduction drives are held still as steering torque is applied for pivot turning. There are several locations along the drive train where pivot turn brake 120 can be applied.
  • FIG. 12 Another embodiment of worm input of steering control torque to differential reduction drives is shown in FIG. 12. Since a worm input of steering control torque naturally spaces transverse drive shaft 48 and steering control shaft 46 well apart, the drive train can take advantage of the well-known expedient of arranging a drive transmission on a hollow shaft 101 so that transmission 91 and shaft 101 are concentric with transverse drive shaft 48.
  • Main propulsion engine 90 can also be arranged transversely, as is common in front wheel drive vehicles, so that transmission 91 is along- side engine 90 on drive shaft 48 and is connected to engine 90 by suitable gears 102 and 103.
  • Power take-off 115 can conveniently be derived 5 from transmission 91, for applying drive torque to steer ⁇ ing control shaft 46, which steering motor 41 normally turns.
  • Power take-off 115 is preferably clutched and unclutched for pivot turning purposes, as explained above; and suitable gears 104, 105, and 106 can apply 0 either driving torque from power take-off 115 or steering torque from motor 41 to rotation steering control shaft 46.
  • This is input to worm wheels 111 by worm gears 110 rotating with meshed bevel gears 112 and 113, as explained above. 5
  • FIG. 5 The arrangement of FIG.
  • FIG. 13 uses counterrotating steering control shafts 46 and 47, similar to the ones illustrated in FIG. 4. These are rotated through bevel gears 114 by steering control motor 41, for normal turning, and by power take-off 115, for power-assisted pivot turns.
  • the counterrotation of shafts 46 and 47 turns bevel gears 112 in the same direction so that right hand and left hand worm gears 110 are needed to counter- rotate worm wheels 111.
  • An alternative possibility is to make both worm gears the same and to mesh one of the bevel gears 113 on the opposite side of one of the bevel gears 112, as shown in broken lines, to establish counterrotation of worm wheels 111.
  • a pair of steering control motors 141 are arranged coaxially with worm gears 110 for sharing the steering control load.
  • Worm gears 110 are rotationally interconnected by steering control shaft 46 and sets of meshed bevel gears 112 and 113, at end regions of control shafting 46.
  • Drive torque from power take-off 115 is used to rotate steering control shaft 46, via bevel gear 114, for propulsion drive-assisted pivot turning.
  • a single steering control motor In addition to a pair of steering control motors 141, directly rotating worm gears 110, as shown in FIG. 14, it is also possible for a single steering control motor to have rotatable shafting extending from each end and spanning the distance between worm gears 110. Such a steering control motor would then be concentric with steering control shaft 46, like transmission 91 is con ⁇ centric with transverse drive shaft 48, in the embodiment of FIG. 12. In any of the above embodiments, it is possible to use variations.
  • gearing angles For example, it is possible to change gearing angles, to substitute hypoid gears for bevel gears, to use different forms of gearing, to arrange pivot turn brake 120 at various places along the drive torque train, to derive torque for power take-off 115 from various places along the drive torque train, and to establish the desired direction of rotation by varying the gearing.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)

Abstract

Des systèmes d'entraînement à réduction différentielle disposés de part et d'autre d'un véhicule sont mûs par deux vis sans fin (110) s'engrènant dans des roues à denture hélicoïdale (111), qui transmettent un couple de direction à chaque entraînement à réduction. Les roues à denture hélicoïdale sont reliées en rotation, de sorte que le couple de direction transmis aux entraînement à réduction est de valeur égale et opposée. De ce fait, un simple arbre de commande de direction (46) peut recevoir le couple de direction pour les man÷uvres de direction normales et le couple d'entraînement pour effectuer par pivotement des man÷uvres de virage assistées par l'entraînement. L'utilisation d'un frein pour les man÷uvres de direction, appliqué à la transmission recevant le couple d'entraînement, peut rendre précises les man÷uvres de direction par pivotement.
PCT/US1990/000297 1990-01-16 1990-01-16 Systeme de propulsion/direction avec entrainement a reduction, pour vehicules a chenilles Ceased WO1991010585A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
KR1019910700898A KR920702840A (ko) 1990-01-16 1990-01-16 조향 감속 구동시스템
PCT/US1990/000297 WO1991010585A1 (fr) 1990-01-16 1990-01-16 Systeme de propulsion/direction avec entrainement a reduction, pour vehicules a chenilles

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1990/000297 WO1991010585A1 (fr) 1990-01-16 1990-01-16 Systeme de propulsion/direction avec entrainement a reduction, pour vehicules a chenilles

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WO1991010585A1 true WO1991010585A1 (fr) 1991-07-25

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004033272A1 (fr) * 2002-10-08 2004-04-22 Renk Aktiengesellschaft Direction de superposition electro-hydrodynamique

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1387208A (en) * 1919-11-07 1921-08-09 Norman C Storey Control device for driven members
US1878855A (en) * 1929-06-17 1932-09-20 Int Harvester Co Tractor
US1984830A (en) * 1933-05-05 1934-12-18 Frank R Higley Vehicle drive
US2332838A (en) * 1939-04-21 1943-10-26 Borgward Carl Friedric Wilhelm Steering gear

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1387208A (en) * 1919-11-07 1921-08-09 Norman C Storey Control device for driven members
US1878855A (en) * 1929-06-17 1932-09-20 Int Harvester Co Tractor
US1984830A (en) * 1933-05-05 1934-12-18 Frank R Higley Vehicle drive
US2332838A (en) * 1939-04-21 1943-10-26 Borgward Carl Friedric Wilhelm Steering gear

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004033272A1 (fr) * 2002-10-08 2004-04-22 Renk Aktiengesellschaft Direction de superposition electro-hydrodynamique
US7201691B2 (en) 2002-10-08 2007-04-10 Renk Aktiengesellschaft Electro-hydrodynamic superimposed steering system

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Publication number Publication date
KR920702840A (ko) 1992-10-28

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