EP2417004A1 - Système de commande de direction et véhicule à roues non orientables ainsi équipé - Google Patents

Système de commande de direction et véhicule à roues non orientables ainsi équipé

Info

Publication number
EP2417004A1
EP2417004A1 EP09805911A EP09805911A EP2417004A1 EP 2417004 A1 EP2417004 A1 EP 2417004A1 EP 09805911 A EP09805911 A EP 09805911A EP 09805911 A EP09805911 A EP 09805911A EP 2417004 A1 EP2417004 A1 EP 2417004A1
Authority
EP
European Patent Office
Prior art keywords
drive
steering
gear
drives
summation
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.)
Withdrawn
Application number
EP09805911A
Other languages
German (de)
English (en)
Inventor
Jörg-Peter KARRIE
Nikolaus Müller
Dieter Schwarz
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.)
Renk GmbH
Original Assignee
Renk GmbH
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 Renk GmbH filed Critical Renk GmbH
Publication of EP2417004A1 publication Critical patent/EP2417004A1/fr
Withdrawn legal-status Critical Current

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
    • B62D11/16—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 mechanically
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19023—Plural power paths to and/or from gearing
    • Y10T74/19051—Single driven plural drives

Definitions

  • the invention relates to a steering drive system for a Rad geienktes vehicle and ®m so equipped Rad geienktes vehicle, such as a tracked vehicle.
  • Steering drive systems for wheel-steered vehicles are known from the prior art, wherein a trans-axial drive for the vehicle is superimposed by a steering speed.
  • various configurations are known, che either use their own drives for each wheel side of radiquegelertkten vehicle or superimposed alternately on a central drive via differential gear drives.
  • Example «for such steering drive systems are described in DE 2446727 A1 and DE 2 009256 A1.
  • Multi-circuit or Lenkantriebsredundanz offering steering drive systems are not currently known, the existing steering drive systems accordingly have the disadvantage that they can no longer ensure a precise or undisturbed steerability of the vehicle in case of failure of a steering drive.
  • the invention has for its object to provide a steering drive system, in particular a superimposed steering drive system for a radtypicalgelenktes vehicle, the steering drive system ensures a precise Notlenkles the vehicle-
  • the invention is further the object of a equipped with such a steering lifting system radiquegelenktes vehicle, in particular Tracked vehicle to provide.
  • a steering propulsion system in particular a superposed steering assisting system, for a wheel-steered vehicle, the steering propulsion system comprising: a drive assembly having a first drive and a second drive formed as separate tackles, a summation gear for summing respective drive torques of the two drives to an output field of the summation gear, a first drive connection
  • the first drive and the second drive may, according to one embodiment of the invention, be separated and separated from each other by separate and independent drive lines, e.g. separate batteries / fuel cells in drives designed as electric motors or e.g. Separate fuel tanks in engines designed as internal combustion engines, be operated independently,
  • the two drive connection directions are self-locking for drive torques directed at the drives from the summing gear. Furthermore, a steering drive system designed in this way is particularly reliable and fail-safe, since the self-locking is triggered without any separate drive signal or drive element at any drive torque or backdrive torque applied to the drives.
  • the two drive connection devices each toothed Eiemente and / or each have a worm gear and / or in each case a screw drive and / or in each case a planetary gear.
  • the first drive connection to a first Ein ⁇ chtung Srems healthy, d * e is arranged a drive train of the first drive tz ⁇ bremsen fe ⁇ .
  • the second drive connection device has a second brake device configured to decelerate a drive train of the second drive, and rotational speed detection means are provided for detecting respective drive speeds d & r of both drives, wherein the brake devices are each set based on the drive speeds of both drives and one off this determined DJfference speed! to be selectively activated.
  • the features according to this embodiment d & T invention may additionally or alternatively be provided.
  • the respective braking devices provide an easy to control and integrate and thus also inexpensive alternative or redundancy for self-locking! ready. Preference is given to the touch-sensitive speed sensors, arranged in the summing gear.
  • an electronic control unit can be provided, which evaluates the speed signal of the speed sensors and the difference speed! determined and soft with the Bremseinriehtungen for driving (Einschaiten / Ausschaiten) this is signal oppeit.
  • the centrifugal transmission is a planetary transmission.
  • the first input shaft of the summing gear is drivingly connected directly to a PSanetenradisme the summation, wherein the second inventorswelie of the summing gear is directly connected to a sun gear of the summation gear, and wherein the tillleiife of the summing directly with a Hohirad the summation gear drive is verbustsverbtmden.
  • a wheel-side vehicle in particular a tracked vehicle, comprising a steering drive system in accordance with any one of several combinations, as well as a first steering differential, a second steering differential gear, a prime mover for realizing a translational drive of the Vehicle and a Kopplungseiement, wherein the prime mover is a ⁇ technischsverbundenben with both Lenkdifferentiaigetrteben, and wherein the Koppiungseiement both mrt both Steering differential gears as well as aniriebsverbunden with the output shaft of the summation.
  • the Lenkdiffereniiaigetriebe and the Lenfcantriebssystem cooperate so that the Koppl ⁇ ngseiement behaves neutrally when driving straight ahead of the vehicle, wherein the Kopplungseiement is preferably formed by a Nullweile and the Unkdrfferentialgetriebe are preferably each formed by a planetary gear, the Nuilweüe in a straight run of the vehicle resting
  • FIG. 1 shows a schematic view of a steering drive system according to the invention of a wheel-side steering vehicle
  • FIG. 1 shows, in a schematic view, a drive belting system 1 of a wheeled vehicle formed in the form of a tracked vehicle (not completely shown and not separately designated) according to embodiments of the invention.
  • the Radergeienkte vehicle has a steering drive system 10 and a Fahra ⁇ technischssystem 20, wherein the steering drive system 10 is for influencing the traction drive system 20 with the Fahrantriebssystern 20 in Antriebsverbind ⁇ ng.
  • the steering drive system 10 has an Antrielbsan Aunt 11 with a first drive 11a and a second drive 11b 4 a formed in the form of a Pla ⁇ ete ⁇ getriebes or planetary gear summation gear 12 for summing respective drive Momenie the two drives 11 B 1 11 b on an output shaft 13c around Surnm & rtrte & es 12, a first anti-fraud device 14, by means of which de?
  • the first drive 11a is drivingly connected to a first output shaft 13b of the summing gear 12, so that the second drive 11b is drivably connected to a second input shaft 13a of the summing gear 12 by means of a second drive connection device 1S.
  • the first input line 13b of the summing 12 is directly connected to a planetary gear carrier 12b of the summation 12
  • the second input line 13a of the summing 12 is directly connected to a sun gear 12a of the summing 12
  • the output shaft 13c of the summing 12 is directly connected to a ring gear 12c of Totalizer «12 drive connected.
  • the first drive 11a and the second drive 11b z, B. each formed by an electric motor or a hydraulic motor.
  • the two drive connection devices 14, 15 are each set up, so that with continuously produced drive connection (ie without disconnection or decoupling of the respective drives 11a, 11b from the summing gear) between the drives 11a, 11b and the summing gear 12, none of the summation gear 12 directed to the drives 11a, 11b Antri ⁇ bsmorne ⁇ te to the drives 11a, 11b are transferable.
  • the first drive linkage device 14 has toothed elements in the form of a self-locking worm drive 14a and a first brake device 14b disposed in a drive train of the first drive 11a and in front of the worm drive 14a. so that the first braking device 14b can firmly brake the drive train of the first drive 11a with a corresponding control.
  • the second drive connection device 15 has toothed elements in the form of a self-locking worm drive 15a and a second braking device 15b, which is arranged in one rear section of the second drive 11b and in front of the worm drive 15a so that the second braking device 15b drives the second drive device accordingly Drive 11b can brake.
  • the steering drive system 10 also has not shown Dreh2ahterutz ⁇ mgsrnitte in the summation! in the form of speed sensors operating on the basis of contactors for detecting respective drive speeds of the two drives. Furthermore, the steering drive system 10 has an electronic control unit (not shown), which evaluates Drshieresignale the speed sensors and determines a differential speed between them, wherein the control unit with the braking means 14a, 15a for driving (turn on / off) this nota Stgnalleit ⁇ ngen signaigekoppe ⁇ t is.
  • the control unit is set up by hardware and / or software, the brakes directions 14b, 15b respectively based on their input speeds and Differenzfitzah! to selectively activate, so that when one of the drives 11 a, 11 b fails automatically its associated braking device 14 b or 15 b is activated or braked.
  • the traction drive system 20 comprises a first in the form of a Pianetengetriebes or epicyclic trained Lenkdiffere ⁇ tiaigetriebe 21, a second formed in the form of a Pianetengetriebes or epicyclic gear differential 22, for example, designed in the form of an internal combustion engine or hydraulic motor prime mover 23 for realizing a translational drive of the vehicle and a trained as Nuilwelle coupling element 24.
  • the Antnebsmaschine 23 is via respective first portssweHen 23a and 23b directly with respective Mohitivn 21c and 22c ⁇ w two steering differential gear 21 22 drive-connected ⁇ Respective P ⁇ anet ⁇ nradarna 21b and 22b of the two Lenkdifferentiaigetriebe 21, 22 are directly with a first output width 25a and a second Abretesw ⁇ fle 25b for the transiatorischert traction drive connected
  • a So ⁇ nenrad 21a of the first Lenkdifferentiaigetriebes 21 is drivingly connected via a second input shaft 26a of the first Lenkdifferentiategetriebes 21 and two gears 28, 27 with a first rotatably connected to the coupling element 24 gear 24a drivingly connected.
  • a sun gear 22a of the second steering differential gear 22 is drive-connected via a second input shaft 28a of the second Lenkdifferentiaigetriebes 22 and a gear 28 with a second rotating test connected to the coupling element 24 gear 24b.
  • the second non-rotatably connected to the K ⁇ ppiungseiement 24 gear 24b is in driving engagement with a non-rotatably connected to the output shaft 13c of the summing gear 12 gear 16,
  • the brake means 14b, 15b, the rotational speed detection means and the electronic control unit may also be omitted.
  • Rg. 1 drives the drive machine 23 via the first input shafts 23a, 23b and the respective ring gears 21c, 22c in the Lenkdifferentiaigetriebe 21, 22 a.
  • the prime mover 23 When driving straight ahead of the vehicle drives only the prime mover 23 whose drive torque on the
  • Lenkdifferentiaigeiriebe 21, 22 is distributed to the two output shafts 25a, 25b.
  • the coupling element 24 stands still or behaves neutrally so that the vehicle is executing a carriage, then a differential torque is generated by means of the drive connection devices 14, 11a, 11b of the steering system 10. 15, via the summation gear 12, arranged on the output shaft 13c of the summing gear 12 gear 16, the Koppiungselement 24 and the attached gears 24a, 24b and the gears 26, 27, 28 acts on the Lenkdifferentialgeiriebe 21, 22 and different moments on the Abtriebswelien 25a, 25b generated.
  • the different moments on the output shafts 25a, 25b produce a yaw moment which results in different speeds at the output times 23a, 25b and a curve movement of the vehicle,
  • the drives 11a, 11b of the steering drive system 10 are over the summation 12 together aufurnmiert on the output 13c and thus on the gear 16 attached thereto.
  • the two input shafts 13a, 13b of the summation 12 are based on torque from each other from each other.
  • the output 13c of the summing gear 12 is still subjected to the same nominal torque by the transmission conditions in the transmission gearbox 12, despite the failure of one of the drives 11a, 11b.
  • a stalling of the failed drive 11a or 11b can additionally or alternatively be ensured to the respective worm drive 14a, 15a by the respective braking device 14b or 15b (if provided).
  • secondary states ⁇ ar drives 11a, 11b such as a pressure drop in a failed hydrostatic drive 11a or 11b, or the respective speeds at their differential speed (as described above), can be used as a brake release.

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)
  • Retarders (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Control In Accordance With Driving Conditions (AREA)

Abstract

L'invention concerne un système de commande de direction (10) et un véhicule à roues non orientables ainsi équipé, le système de commande de direction (10) comprenant: un système d'entraînement (11) avec un premier et un deuxième entraînement (11a, 11b), une transmission sommatrice (12) pour faire la somme des couples d'entraînement des entraînements (11a, 11b) sur un arbre de sortie (13c) de la transmission sommatrice (12), un premier dispositif de liaison d'entraînement (14) au moyen duquel le premier entraînement (11a) est relié en entraînement au premier arbre d'entrée (13b) de la transmission sommatrice (12), un deuxième dispositif de liaison d'entraînement (15) au moyen duquel le deuxième entraînement (11b) est relié en entraînement avec un deuxième arbre d'entrée (13a) de la transmission sommatrice (12), les dispositifs de liaison d'entraînement (14, 15) étant conçus de telle manière que lors d'une liaison d'entraînement continuellement établie entre les entraînements (11a, 11b) et la transmission sommatrice (12), aucun couple d'entraînement dirigé de la transmission sommatrice (12) sur les entraînements (11a, 11b) ne puisse être transmis aux entraînements (11a, 11b).
EP09805911A 2009-04-07 2009-12-08 Système de commande de direction et véhicule à roues non orientables ainsi équipé Withdrawn EP2417004A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009016639A DE102009016639A1 (de) 2009-04-07 2009-04-07 Lenkantriebssystem und damit ausgerüstetes radseitengelenktes Fahrzeug
PCT/DE2009/050068 WO2010115387A1 (fr) 2009-04-07 2009-12-08 Système de commande de direction et véhicule à roues non orientables ainsi équipé

Publications (1)

Publication Number Publication Date
EP2417004A1 true EP2417004A1 (fr) 2012-02-15

Family

ID=41682518

Family Applications (1)

Application Number Title Priority Date Filing Date
EP09805911A Withdrawn EP2417004A1 (fr) 2009-04-07 2009-12-08 Système de commande de direction et véhicule à roues non orientables ainsi équipé

Country Status (6)

Country Link
US (1) US8627907B2 (fr)
EP (1) EP2417004A1 (fr)
KR (1) KR101324330B1 (fr)
CA (1) CA2785700C (fr)
DE (1) DE102009016639A1 (fr)
WO (1) WO2010115387A1 (fr)

Families Citing this family (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2016079556A1 (fr) * 2014-11-20 2016-05-26 Szöllösi Sándor Moteur de transducteur d'énergie par la transformation d'énergie turbulente
US10604200B2 (en) 2016-12-14 2020-03-31 Ontario Drive & Gear Limited All-terrain vehicle
CA2967149C (fr) 2016-12-21 2024-04-30 Peter Derek Visscher Transmission d'entrainement de vehicule et systeme de direction assistee electriquement
CN106763635A (zh) * 2016-12-31 2017-05-31 湖南省农友农业装备股份有限公司 一种传动机构
CN110939702B (zh) * 2019-12-18 2021-01-08 中国北方车辆研究所 复合行星排汇流机构
DE102021107419A1 (de) 2021-03-24 2022-09-29 Renk Gmbh Lenkantriebssystem eines radseitengelenkten Fahrzeugs, radseitengelenktes Fahrzeug und Verfahren zum Betreiben desselben

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DE679337C (de) * 1934-01-05 1939-08-03 Fried Krupp Akt Ges Antriebs- und Lenkvorrichtung fuer Fahrzeuge, insbesondere fuer Gleiskettenfahrzeuge
DE2009255C3 (de) 1970-02-27 1979-05-23 Voith Getriebe Kg, 7920 Heidenheim Drehzahlverhältnissteuerung für ein differenzdrehzahlgelenktes Fahrzeug
DE2446727A1 (de) 1974-09-30 1976-04-15 Serck Industries Ltd Lenkungssystem fuer ein kettenfahrzeug
DE3202880A1 (de) * 1982-01-29 1983-08-18 Zahnräderfabrik Renk AG, 8900 Augsburg Antriebsanlage zum antrieb und zur lenkung von fahrzeugen durch steuerung der drehzahl der antriebsraeder
US4998591A (en) * 1987-08-24 1991-03-12 Renk Aktiengesellschaft Electro-mechanical drive system for a full-track vehicle
US5041064A (en) * 1987-10-09 1991-08-20 Zahnradfabrik Friedrichshafen Ag Superimposed steering gear for tracklaying vehicles
DE3832529C2 (de) * 1988-09-24 1997-05-28 Renk Ag Überlagerungs-Lenkantrieb für ein Gleiskettenfahrzeug
JPH0262152U (fr) * 1988-10-31 1990-05-09
DE19718743A1 (de) * 1997-05-02 1998-11-05 Zahnradfabrik Friedrichshafen Antriebssystem für Gleiskettenfahrzeuge
DE10246870B3 (de) * 2002-10-08 2004-04-29 Renk Aktiengesellschaft Elektro-Hydrodynamische Überlagerungslenkung
AU2003289963A1 (en) * 2003-12-04 2005-06-24 Renk Aktiengesellschaft Electric steering and driving system for a lateral wheel-steering vehicle
JP4079185B1 (ja) * 2006-10-31 2008-04-23 トヨタ自動車株式会社 動力出力装置、それを備えたハイブリッド自動車、および動力出力装置の制御方法
US7942220B2 (en) * 2006-12-22 2011-05-17 Caterpillar Inc. Differential steering control for a continuously variable transmission machine

Non-Patent Citations (1)

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See references of WO2010115387A1 *

Also Published As

Publication number Publication date
KR20120005022A (ko) 2012-01-13
CA2785700C (fr) 2015-03-24
US20120205167A1 (en) 2012-08-16
US8627907B2 (en) 2014-01-14
WO2010115387A1 (fr) 2010-10-14
CA2785700A1 (fr) 2010-10-14
DE102009016639A1 (de) 2010-10-14
KR101324330B1 (ko) 2013-10-31

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