CA1054026A - Hydrostatic transmission with differential steering - Google Patents
Hydrostatic transmission with differential steeringInfo
- Publication number
- CA1054026A CA1054026A CA288,181A CA288181A CA1054026A CA 1054026 A CA1054026 A CA 1054026A CA 288181 A CA288181 A CA 288181A CA 1054026 A CA1054026 A CA 1054026A
- Authority
- CA
- Canada
- Prior art keywords
- motor
- tracks
- drive
- valve
- fluid
- 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.)
- Expired
Links
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
- B62D11/18—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 the additional power supply being supplied hydraulically
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
- Motor Power Transmission Devices (AREA)
Abstract
HYDROSTATIC TRANSMISSION WITH DIFFERENTIAL STEERING
Abstract of the Disclosure A vehicle includes a variable displacement fluid pump and a variable displacement hydrostatic motor for driving the tracks of the vehicle. An auxiliary hydrostatic motor may be actuated in one and the other directions to provide steering of the vehicle through planetary drives associated with the tracks of the vehicle.
Abstract of the Disclosure A vehicle includes a variable displacement fluid pump and a variable displacement hydrostatic motor for driving the tracks of the vehicle. An auxiliary hydrostatic motor may be actuated in one and the other directions to provide steering of the vehicle through planetary drives associated with the tracks of the vehicle.
Description
Background of the Invention This invention relates to drive for vehicles, and more particularly to a fluid drive system for providing steering oE a track-type vehlcle.
In the use of a track-type vehicle, it is of course important that effective driving of the vehicle in a straight direction take place. Furthermore, it will be understood that effective steering of the vehicle, in either the forward or reverse direction of vehicle drive, must be accomplished. Generally, it is well known to provide two separate hydrostatic motor units for driving the wheels or tracks on the respective sides of the vehicle. Such a system is disclosed in U.S. Patent No. 3,655,00~. It will be understood that it would be advantageous to provide a system wherein a single pump can be used to provide proper ;~
driving and actuation for steering of wheels or tracks of a vehicle.
U.S. Patent No. 2,560,554 discloses a drive system wherein shafts can be locked relatively together to drive a ;- 20 vehicle through planetary drive systems. Such shafts can also be made to rotate in opposite directions to provide a steering effect. It is to be seen in such patent that a relatively complicated electrical and mechanical system is ; used for providing such steering effect of the vehicle.
U.S. Patent No. 3,612,167 discloses a hydrostatic transmission and a motor which is used to drive a differential for drivlng a pair of wheels. However, there is no steering system disclosed therein.
U.S. Patent No. 3,782,~88 discloses a pair of hydrostatic transmissions with a single control for .~ .
~ , ~)S~ 6 controlling the displacement of a pair of pumps to achieve a steering effect. Thus, similar to U.S. Patent No. 3,655,042, a pair of pumps are used in the operation of the system.
ummary of the Inventivn It is accordingly an object of this invention to provide a drive and steering system for a track-type vehicle which utilizes fluid motors for providing drive and steering of the track-type vehicles.
It is a further object of this invention to provide a system which, while fulfilling the above object, is extremely simple in design and effective in use.
Broadly stated, the invention comprises a drive and steering system for a vehicle havinq a pair o~ tracks com-prising a first motor, and means for operatively couplin~ the first motor and tracks to drive the tracks of the vehicle.
Further included is a second motor, the second motor being a fluid motor. Means are included for selectively providing pressurized fluid to the second motor to selectively drive the second motor. Means are included for operatively ;i;~
coupling he second motor and at least one of the tracks for ~ providing a relatively differential movement between the tracks different from the relative differential movement thereof provided by the first motor. ~ -Brief Description of the Drawing These and other objects of the invention will become apparent from a study of the following specification and drawing, which is a schematic drawing of a vehicle drive and steering system in accordance with the present -invention :' ' ~
~ -3-:
S~ 6 Description of the Preferred Embodlment Shown in the drawing is the overall system 10 for providing drive and steering of a track-type vehicle, the drive sprockets of whlch are shown at 12, 14. As shown therein, a vehlcle engine 15 drives a pump 16 through a gear trairl 18. The pump 16 draws fluid from a reservoir 20 and pumps such fluid through a line 21 and through a filter 22 and into and from a venturi 24 to an orifice 26 and thence to the hydrostatic controls 28 of the vehicle. The engine 10 15 also drives a reversible variable displacement hydro-static pump 30. The pump 30 is connected with a variable displacement hydrostatic motor 32 by conduit 34 and conduit 36.
The variable displacement pump 30 is operatively coupled with the hydrostatic controls 28 by conduit means 38 as is well known, so that actuation of the hydrostatic controls 28 in a chosen manner varies the displacement of the pump 30 to in turn drive the motor 32 in a chosen manner.
The output shaft 40 of the motor drives a gear 42 which in engaged with a gear 411 in turn driving a shaft 46. The ends of the shaft 46 are operatively associated with identical planetary gear systems 48, 50 to couple them with the respective sproc~ets 12, 14 of the vehicle, and consequently only one planetary gear system 48 and its association with the end of the shaft 46 will be described in detail.
That end of the shaft 46 has fixed thereto a sun gear 52, which is in engagement with a plurality of planetary gears 54 rotatably mounted to an intermediate member 56. The inter-mediate member or carrier 56 has fixed thereto an outwardly .. . . .
`"
: .:
, : :
,: ~ , . , extending shaft 58 having a gear 60 fixed thereto. Such gear 60 is in drlving engagement wlth a gear 62 fixed to the shaft 64 of the sprocket 12. The plurality of gears 5li is also engaged w:Lth a ring gear 66. The ring gear 66 has outwardly proJecting teeth 68 which ar-e in engagement with the teeth of a gear 70 of a pa:lr 70, 72 thereof secured together by a shaft 74.
The other gear 72 oE the palr is ln engagement with a gear 76 secured to a shaft 78, the opposite end of which has fixed thereto a bevel gear 80.
As set forth above, the planetary gear system 50 is identical in configuration, associated with the sprocket 14.
A relief and replenishing valve 82 generally as disclosedin U. S. Patent No. 3,477,225 issued No. 11, 1969 to Cryder, et al is in operative association wlth the pump 30 and motor 32 by means of conduits 84, 86, 88, 90. The relief and replenishing valve 82 is capable of supplying fluld from the ~ ;
line 21 through a line 92 to the low pressure conduit of the conduits 311~ 36, and also of drawing additional fluid from the .
low pressure conduit of the conduits 34, 36 and supplying fluid -` 20 from the relief and replenishing valve 82 into a conduit 94 under ;
conditions to be further described.
The conduit 94 communicates with a 2-position valve ~-96 which in turn communicates with a reversible fluid motor 98 through conduits 100, 102. The output drive shaft 104 ` of the motor 98 has a bevel gear 106 fixed thereto which is in engagement with the bevel gears 80, 80', so that the bevel gears 80, 80', 106 form a differential 108. A conduit 110 leads from the valve 96 to a variable pressure .
`
- .
,: ' ~ - ' ' ' ~i4~
compensated meter out flow control valve 112, which is-not sensitive to veh:lcle loads determining pressure in the drlve system, which valve 112 may be opened and shut by controls to be further described. Ir the valve 112 is in the open posLtlon, f]uld t'r-om the relief` and replenishirlg va]ve 82 w:lll be allowcd to tr-avel through motor 98 in one and the other directlons to drlve the motor 98 in one and the other directions, through the flow control valve 112, and into the conduit 92 back to the relief and replenishing va]ve 82.
A pair of pilot valves 114, 116 are included, for selectively directing fluid from the conduit 118 to the valve 96 for positioning the valve 96 in one and the other respective positions. The valve 114 is a steering valve actuated by, for example, a lever in the cab of the vehicle (not shown). The valve 114 is always in one or the other positions to dlrect fluid to one or the other sides of the valve 96. However, it will be ur.derstood that fluid flow cannot take place through the motor 98 and valve 96 if the valve 112 is closed. The motor 98 is thereby locked for a non-steer effect. The lever may be chosen to be, for example, in a vertical position to determine a closed position of the valve 112. Moving the lever in one direction opens the valve 112 and moves the steering valve 114 to the chosen steering position, or if the steering valve 114 is already in such chosen position, causes such steering valve 114 to remain in such position. Moving the lever in the other direction from the neutral position of course moves the steering valve 114 to its other position and opens the orifice 112. Moving the lever back to its .
:
~ S~2 6 neutral position leaves the steering valve 114 i.n the position it has occupled, but closes the valve 112.
The valve l:L6 is in series with the valve 114 for provl.dlrlg arl overall reversal of the flow o r p.L:I.ot Llu.Ld to the valve 96.
Under normal operation, with no steering effect chosen, the engine 15 drives the pump 30 which in turn drives the motor 32 to drive the shaft 46. The relief and replenishing valve 82 supplies fluid to the lower pressure conduit of the conduits 34, 36. Fluid cannot flow from the conduit 94 through the motor 98, since the valve 11? is closed. Thus, the differential 108 is locked, i. e., the shafts 78, 78 ~ are held from rotation. Thus, the shaft 46 rotates the gears 52, 52~ to rotate the planetary gears 54, 54~.
The ring gears 66, 66 ~ are held from rotation since the '.,~,,.
shafts 78, 78' are not rotating, and consequently the planetary gears 54, 54~ rotate within the ring gears 66, 66' to drive the shafts 58, 58 ~ to in turn drive the track-driving sprockets 12, 14 at the same speed. This provides straight ~ 20 driving of the vehicle. It will be understood that reversal of the pump 30 drives the motor in reverse 32 to drive the - track-driving sprockets 12, 14 in the reverse direction at equal speeds.
Assuming that the track-driving sprockets 12, 14 are indeed being driven at the same speed, and also assuming that steering of the vehicle is desired, the lever described above may be actuated to open the valve 112 and to move the steering valve 114 to -the proper position, if it is not already in such proper position, for steering of the vehicle 30 as chosen. Assuming, for example, that the steering ~alve . ' ' .
_7_ ~
.... .
~4~
114 is moved upward, pilot fluid will be supplied to the right side of the valve 96 so that the valve 96 is in its first position as shown. Fluid will then be allowed to exit Erom the relief and replenishing valve 82 through the conduit 94, through the valve 96, to drive the motor 98 in one direction. Such driving of the motor 98 provides a di~ferential movement of the shafts 78,78', rotating one in one direction and one in the opposite direction, so that through the planetary gear systems 48,50, a differential movement is provided between the track-driving sprockets 12,14 of the vehicle, one such drive sprocket in fact relatively slowing down. It will be seen that steering of the vehicle is thereby provided, through differential movement of the tracks being driven by the track-driving sprockets 12,14.
It will be seen that movement of the steering valve 114 to its other position provides pilot fluid to the other side of the valve 96 to move such valve 96 to its second position to provide pressurized fluid to the motor 98 to drive the motor 98 in the other direction. Thus, the track which was relatively slowed down before will speed up to the normal drive speed, and the track which was previously at normal drive speed will slow down.
If the vehicle is being operated in the reverse direction, the forward/reverse valve 116 is actuated to provide reverse flow of pilot fluid to the valve 96. This reverses the output drive of the motor 98, which is necessary when driving in the reverse vehicle mode, to provide that the same operation of the above-described lever will provide consistent left or right steering as chosen.
In the use of a track-type vehicle, it is of course important that effective driving of the vehicle in a straight direction take place. Furthermore, it will be understood that effective steering of the vehicle, in either the forward or reverse direction of vehicle drive, must be accomplished. Generally, it is well known to provide two separate hydrostatic motor units for driving the wheels or tracks on the respective sides of the vehicle. Such a system is disclosed in U.S. Patent No. 3,655,00~. It will be understood that it would be advantageous to provide a system wherein a single pump can be used to provide proper ;~
driving and actuation for steering of wheels or tracks of a vehicle.
U.S. Patent No. 2,560,554 discloses a drive system wherein shafts can be locked relatively together to drive a ;- 20 vehicle through planetary drive systems. Such shafts can also be made to rotate in opposite directions to provide a steering effect. It is to be seen in such patent that a relatively complicated electrical and mechanical system is ; used for providing such steering effect of the vehicle.
U.S. Patent No. 3,612,167 discloses a hydrostatic transmission and a motor which is used to drive a differential for drivlng a pair of wheels. However, there is no steering system disclosed therein.
U.S. Patent No. 3,782,~88 discloses a pair of hydrostatic transmissions with a single control for .~ .
~ , ~)S~ 6 controlling the displacement of a pair of pumps to achieve a steering effect. Thus, similar to U.S. Patent No. 3,655,042, a pair of pumps are used in the operation of the system.
ummary of the Inventivn It is accordingly an object of this invention to provide a drive and steering system for a track-type vehicle which utilizes fluid motors for providing drive and steering of the track-type vehicles.
It is a further object of this invention to provide a system which, while fulfilling the above object, is extremely simple in design and effective in use.
Broadly stated, the invention comprises a drive and steering system for a vehicle havinq a pair o~ tracks com-prising a first motor, and means for operatively couplin~ the first motor and tracks to drive the tracks of the vehicle.
Further included is a second motor, the second motor being a fluid motor. Means are included for selectively providing pressurized fluid to the second motor to selectively drive the second motor. Means are included for operatively ;i;~
coupling he second motor and at least one of the tracks for ~ providing a relatively differential movement between the tracks different from the relative differential movement thereof provided by the first motor. ~ -Brief Description of the Drawing These and other objects of the invention will become apparent from a study of the following specification and drawing, which is a schematic drawing of a vehicle drive and steering system in accordance with the present -invention :' ' ~
~ -3-:
S~ 6 Description of the Preferred Embodlment Shown in the drawing is the overall system 10 for providing drive and steering of a track-type vehicle, the drive sprockets of whlch are shown at 12, 14. As shown therein, a vehlcle engine 15 drives a pump 16 through a gear trairl 18. The pump 16 draws fluid from a reservoir 20 and pumps such fluid through a line 21 and through a filter 22 and into and from a venturi 24 to an orifice 26 and thence to the hydrostatic controls 28 of the vehicle. The engine 10 15 also drives a reversible variable displacement hydro-static pump 30. The pump 30 is connected with a variable displacement hydrostatic motor 32 by conduit 34 and conduit 36.
The variable displacement pump 30 is operatively coupled with the hydrostatic controls 28 by conduit means 38 as is well known, so that actuation of the hydrostatic controls 28 in a chosen manner varies the displacement of the pump 30 to in turn drive the motor 32 in a chosen manner.
The output shaft 40 of the motor drives a gear 42 which in engaged with a gear 411 in turn driving a shaft 46. The ends of the shaft 46 are operatively associated with identical planetary gear systems 48, 50 to couple them with the respective sproc~ets 12, 14 of the vehicle, and consequently only one planetary gear system 48 and its association with the end of the shaft 46 will be described in detail.
That end of the shaft 46 has fixed thereto a sun gear 52, which is in engagement with a plurality of planetary gears 54 rotatably mounted to an intermediate member 56. The inter-mediate member or carrier 56 has fixed thereto an outwardly .. . . .
`"
: .:
, : :
,: ~ , . , extending shaft 58 having a gear 60 fixed thereto. Such gear 60 is in drlving engagement wlth a gear 62 fixed to the shaft 64 of the sprocket 12. The plurality of gears 5li is also engaged w:Lth a ring gear 66. The ring gear 66 has outwardly proJecting teeth 68 which ar-e in engagement with the teeth of a gear 70 of a pa:lr 70, 72 thereof secured together by a shaft 74.
The other gear 72 oE the palr is ln engagement with a gear 76 secured to a shaft 78, the opposite end of which has fixed thereto a bevel gear 80.
As set forth above, the planetary gear system 50 is identical in configuration, associated with the sprocket 14.
A relief and replenishing valve 82 generally as disclosedin U. S. Patent No. 3,477,225 issued No. 11, 1969 to Cryder, et al is in operative association wlth the pump 30 and motor 32 by means of conduits 84, 86, 88, 90. The relief and replenishing valve 82 is capable of supplying fluld from the ~ ;
line 21 through a line 92 to the low pressure conduit of the conduits 311~ 36, and also of drawing additional fluid from the .
low pressure conduit of the conduits 34, 36 and supplying fluid -` 20 from the relief and replenishing valve 82 into a conduit 94 under ;
conditions to be further described.
The conduit 94 communicates with a 2-position valve ~-96 which in turn communicates with a reversible fluid motor 98 through conduits 100, 102. The output drive shaft 104 ` of the motor 98 has a bevel gear 106 fixed thereto which is in engagement with the bevel gears 80, 80', so that the bevel gears 80, 80', 106 form a differential 108. A conduit 110 leads from the valve 96 to a variable pressure .
`
- .
,: ' ~ - ' ' ' ~i4~
compensated meter out flow control valve 112, which is-not sensitive to veh:lcle loads determining pressure in the drlve system, which valve 112 may be opened and shut by controls to be further described. Ir the valve 112 is in the open posLtlon, f]uld t'r-om the relief` and replenishirlg va]ve 82 w:lll be allowcd to tr-avel through motor 98 in one and the other directlons to drlve the motor 98 in one and the other directions, through the flow control valve 112, and into the conduit 92 back to the relief and replenishing va]ve 82.
A pair of pilot valves 114, 116 are included, for selectively directing fluid from the conduit 118 to the valve 96 for positioning the valve 96 in one and the other respective positions. The valve 114 is a steering valve actuated by, for example, a lever in the cab of the vehicle (not shown). The valve 114 is always in one or the other positions to dlrect fluid to one or the other sides of the valve 96. However, it will be ur.derstood that fluid flow cannot take place through the motor 98 and valve 96 if the valve 112 is closed. The motor 98 is thereby locked for a non-steer effect. The lever may be chosen to be, for example, in a vertical position to determine a closed position of the valve 112. Moving the lever in one direction opens the valve 112 and moves the steering valve 114 to the chosen steering position, or if the steering valve 114 is already in such chosen position, causes such steering valve 114 to remain in such position. Moving the lever in the other direction from the neutral position of course moves the steering valve 114 to its other position and opens the orifice 112. Moving the lever back to its .
:
~ S~2 6 neutral position leaves the steering valve 114 i.n the position it has occupled, but closes the valve 112.
The valve l:L6 is in series with the valve 114 for provl.dlrlg arl overall reversal of the flow o r p.L:I.ot Llu.Ld to the valve 96.
Under normal operation, with no steering effect chosen, the engine 15 drives the pump 30 which in turn drives the motor 32 to drive the shaft 46. The relief and replenishing valve 82 supplies fluid to the lower pressure conduit of the conduits 34, 36. Fluid cannot flow from the conduit 94 through the motor 98, since the valve 11? is closed. Thus, the differential 108 is locked, i. e., the shafts 78, 78 ~ are held from rotation. Thus, the shaft 46 rotates the gears 52, 52~ to rotate the planetary gears 54, 54~.
The ring gears 66, 66 ~ are held from rotation since the '.,~,,.
shafts 78, 78' are not rotating, and consequently the planetary gears 54, 54~ rotate within the ring gears 66, 66' to drive the shafts 58, 58 ~ to in turn drive the track-driving sprockets 12, 14 at the same speed. This provides straight ~ 20 driving of the vehicle. It will be understood that reversal of the pump 30 drives the motor in reverse 32 to drive the - track-driving sprockets 12, 14 in the reverse direction at equal speeds.
Assuming that the track-driving sprockets 12, 14 are indeed being driven at the same speed, and also assuming that steering of the vehicle is desired, the lever described above may be actuated to open the valve 112 and to move the steering valve 114 to -the proper position, if it is not already in such proper position, for steering of the vehicle 30 as chosen. Assuming, for example, that the steering ~alve . ' ' .
_7_ ~
.... .
~4~
114 is moved upward, pilot fluid will be supplied to the right side of the valve 96 so that the valve 96 is in its first position as shown. Fluid will then be allowed to exit Erom the relief and replenishing valve 82 through the conduit 94, through the valve 96, to drive the motor 98 in one direction. Such driving of the motor 98 provides a di~ferential movement of the shafts 78,78', rotating one in one direction and one in the opposite direction, so that through the planetary gear systems 48,50, a differential movement is provided between the track-driving sprockets 12,14 of the vehicle, one such drive sprocket in fact relatively slowing down. It will be seen that steering of the vehicle is thereby provided, through differential movement of the tracks being driven by the track-driving sprockets 12,14.
It will be seen that movement of the steering valve 114 to its other position provides pilot fluid to the other side of the valve 96 to move such valve 96 to its second position to provide pressurized fluid to the motor 98 to drive the motor 98 in the other direction. Thus, the track which was relatively slowed down before will speed up to the normal drive speed, and the track which was previously at normal drive speed will slow down.
If the vehicle is being operated in the reverse direction, the forward/reverse valve 116 is actuated to provide reverse flow of pilot fluid to the valve 96. This reverses the output drive of the motor 98, which is necessary when driving in the reverse vehicle mode, to provide that the same operation of the above-described lever will provide consistent left or right steering as chosen.
Claims (9)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A drive and steering system for a vehicle having a pair of tracks or the like comprising:
a first motor;
means for operatively coupling the first motor and tracks to drive the tracks of the vehicle;
a second motor, said second motor being a fluid motor;
means for selectively providing pressurized fluid to the second motor to selectively drive the second motor;
and means for operatively coupling the second motor and at least one of the tracks for providing a relative differential movement between the tracks different from the relative driving movement thereof provided by the first motor.
a first motor;
means for operatively coupling the first motor and tracks to drive the tracks of the vehicle;
a second motor, said second motor being a fluid motor;
means for selectively providing pressurized fluid to the second motor to selectively drive the second motor;
and means for operatively coupling the second motor and at least one of the tracks for providing a relative differential movement between the tracks different from the relative driving movement thereof provided by the first motor.
2. The apparatus of claim 1 wherein the first motor comprises a fluid motor.
3. The apparatus of claim 1 and comprising means for operatively coupling the second motor and both tracks for providing a relative driving movement between the tracks different from the relative driving movement thereof provided by the first motor.
4. The apparatus of claim 3 wherein the second motor is a reversible fluid motor, and wherein the means for selectively providing pressurized fluid to the second motor comprise means for selectively providing pressurized fluid to the second motor to selectively drive the second motor in one and the other directions.
5. The apparatus of claim 4 wherein the means for selectively providing pressurized fluid to the second motor comprise valve means movable to a first position to provide pressurized fluid to the second motor to drive the second motor in one direction and movable to a second position to provide pressurized fluid to the second motor to drive the second motor in the other direction.
6. The apparatus of claim 5 and further comprising a pilot pressure system operatively coupled with said valve means, and a selector valve operatively coupled with said pilot pressure system to provide shifting of the valve means to the first and second positions thereof.
7. The apparatus of claim 6 wherein the first motor comprises a fluid motor.
8. The apparatus of claim 2 and comprising means for operatively coupling the second motor and both tracks for providing a relative driving movement between the tracks different from the relative driving movement thereof provided by the first motor.
9. A drive and steering system for a vehicle, comprising:
a pair of tracks;
a first motor;
means operatively coupling the first motor and tracks to drive the tracks;
a second motor, said second motor being a fluid motor;
means for selectively providing pressurized fluid to the second motor to selectively drive the second motor;
and means operatively coupling the second motor and at least one of the tracks for providing a relative differential movement between the tracks different from the relative driving movement thereof provided by the first motor.
a pair of tracks;
a first motor;
means operatively coupling the first motor and tracks to drive the tracks;
a second motor, said second motor being a fluid motor;
means for selectively providing pressurized fluid to the second motor to selectively drive the second motor;
and means operatively coupling the second motor and at least one of the tracks for providing a relative differential movement between the tracks different from the relative driving movement thereof provided by the first motor.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US76494677A | 1977-02-02 | 1977-02-02 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1054026A true CA1054026A (en) | 1979-05-08 |
Family
ID=25072238
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA288,181A Expired CA1054026A (en) | 1977-02-02 | 1977-10-05 | Hydrostatic transmission with differential steering |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS5396131A (en) |
| CA (1) | CA1054026A (en) |
| DE (1) | DE2800487A1 (en) |
| GB (1) | GB1559225A (en) |
Families Citing this family (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2445258A1 (en) * | 1978-12-26 | 1980-07-25 | France Etat | HYDRAULIC PROPELLER FOR VEHICLE, WITH MECHANICAL RECYCLING OF TURNED POWER |
| FR2464869A1 (en) * | 1979-09-10 | 1981-03-20 | France Etat | HYDROSTATIC TRANSMISSION PROPELLER GROUP FOR TRANSLATION AND STEERING WITH HYDRAULIC RECYCLING OF CURRENT POWER |
| GB2154963A (en) * | 1984-02-27 | 1985-09-18 | Nat Res Dev | Drive systems for automobile vehicles |
| US4729257A (en) * | 1986-07-28 | 1988-03-08 | Nelson Donald F | Balanced steerable transmission |
| JPS63255562A (en) * | 1987-04-14 | 1988-10-21 | Honda Motor Co Ltd | Fuel pump unit immersed in tank |
| WO1993005995A1 (en) * | 1991-09-25 | 1993-04-01 | Hoefflinger Werner | Drive for differential-speed-steered vehicles |
| DE4230534C2 (en) * | 1991-09-25 | 1994-11-10 | Werner Prof Dr Ing Hoefflinger | Vehicle drive |
| US5529136A (en) * | 1995-04-13 | 1996-06-25 | Caterpillar Inc. | Articulated machine with powered differential steering |
| DE19631012C2 (en) * | 1996-08-01 | 2003-12-11 | Zahnradfabrik Friedrichshafen | Device for steering a tracked vehicle and method for operating this device |
| DE10052018A1 (en) * | 2000-10-20 | 2002-04-25 | Zahnradfabrik Friedrichshafen | Gearboxes for rail vehicles |
| JP5100999B2 (en) * | 2005-10-27 | 2012-12-19 | ヤンマー株式会社 | Crawler work vehicle |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US3492891A (en) * | 1968-07-03 | 1970-02-03 | Gen Motors Corp | Single speed range input-split-power drive,multispeed range compound-split-power drive,power train |
| US3627070A (en) * | 1970-04-30 | 1971-12-14 | Gen Motors Corp | Hydrostatic transmission for steer by driving vehicles |
-
1977
- 1977-09-07 GB GB3730777A patent/GB1559225A/en not_active Expired
- 1977-10-05 CA CA288,181A patent/CA1054026A/en not_active Expired
- 1977-11-04 JP JP13162077A patent/JPS5396131A/en active Granted
-
1978
- 1978-01-05 DE DE19782800487 patent/DE2800487A1/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| JPS6124225B2 (en) | 1986-06-10 |
| JPS5396131A (en) | 1978-08-23 |
| DE2800487A1 (en) | 1978-08-03 |
| GB1559225A (en) | 1980-01-16 |
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