FI77619B - SYSTEM FOER KRAFTOEVERFOERING I BANDFORDON. - Google Patents

Description

The present invention relates to an arrangement for the transmission of a tracked vehicle, the tracked vehicle comprising two carriages which turn to each other, allowing the whole vehicle to turn.

In the past, various cardan / articulated arrangements have been known for the transmission between the carriages enabling the frame control of two-car tracked vehicles, or a hydrostatic transmission has been used. This also applies to crawler vehicles in which the front wagon, as its own unit, is able to move and turn, e.g. with slip control. These solutions are expensive.

Furthermore, the advantages of SE patent publication No. 198 338 are known above the vertical pivot axis between the rear wagon, an articulation arrangement which allows the pivots to pivot relative to each other during transmission, except for other movements of vehicle parts which are strictly required in practice, and is impractical and expensive to implement.

The object of the present invention is therefore to provide a simple and inexpensive transmission between units of a trolley capable of turning relative to each other.

Achieving such an object of the invention means the possibility of building tracked vehicles with good off-road characteristics also for such purposes and types that have hitherto been unattainable.

The object of the invention is achieved by an arrangement, the features of which appear from the following description of the invention and the claims.

The invention is described in more detail below with reference to the accompanying figures, in which:

Figure 1 schematically shows a two-car tracked vehicle.

Figure 2 shows on a larger scale a side-by-side transmission arrangement between carriages.

Figure 3 shows a top view of the arrangement of Figure 2.

Figure i e. It ':?:' Detail of the arrangement of Figures 2 and 3.

Figure 5 shows a detail of an embodiment of the arrangement according to the invention.

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Figure 6 shows another embodiment of the arrangement according to the invention.

Figure 7 shows another embodiment of the arrangement according to the invention.

In Figure 1, the numbers 1 and 7 denote the parts of a two-part tracked vehicle. These parts 1 and 2 can, during the turning of the vehicle I, form the necessary turning angle with respect to each other, either in a forced manner (= frame control) or in such a way that, for example, the dark carriage 1 is guided by its two tracks 3 in different ways. by rotating at speeds. The front carriage 1 can also be equipped with one or more steering skis (= so-called snow cats or snowmobiles).

An embodiment of the invention shown in more detail in Figures 2 and 3 will now be considered. On the pivot shaft 5 behind the front carriage (this may well be the drive axle), gears 6 are placed inside the track mats 3, which, by joining the traction holes of the track mats 3: The shaft 5 is ‘-’7 mounted on the frame 8 of the front carriage 1 by bearings 9.

Attached to the central phases of the shaft 9 is a pivot gear 10 rotatable in the Karis of the shaft 5 (generally, for simplicity, the teeth of the various gears are not per se shown in the figures), which rotates the intermediate gear 11. This may be a bearing ak-, |; to the shaft 12 for free rotation with a bearing 13. Ak-! the spindle 12 is fixed to the frame 8 so that the correct contact of the gears 10 and 11 is maintained.

The idler gear 11 in turn rotates the drive gear wheel 14, which, as shown in Fig. 4 in more detail, is fixed to the constant velocity joint 15 (shown schematically, 4 7761 9; 1 ';

The constant gear joint 16 is forced to be located in the plane of the intermediate gear 11 by providing it with e.g. flanges 17 (of course the flanges 17 can be located in the intermediate gear 11, in which case they are not needed in the drive gear 14). The drive gear 14 thus rotates the traction gears 18 attached to its through-shaft 16 and finally these to the traction tower 7 by joining the tracks 4. Thus, in principle, we have achieved a very simple transmission between the front and rear carriages 1 and 2.

The particular advantages of the features of the invention will now become apparent further with reference to Figures 2 and 3. A pivot hook 19 is rotatably attached to the shaft 12, the rearmost, upper end 20 of which can rotate about an approximately vertical pivot axis 21. The center line 22 of the pivot shaft 21 passes through the center 23 of the constant velocity joint 15. Thus, the front and rear carriages 1 and 2 can, when viewed from above, rotate relative to each other about the center line 22 (pivot axis 21), enabling the vehicle to turn while at the same time constant speed: the joint 15 transmits traction evenly to the drive shaft 16 at all times. is, of course, so formed that the correct tooth contact of the gears 11 and 14 is maintained at all times.

The pivot fork 19 can of course be fixedly attached to the axle 12, in which case the axle 12 is rotatably attached to the frame 8. Such an arrangement allows the front and rear carriages 1 and 2 to rotate relative to each other around the axle 12, allowing the whole vehicle to follow the chassis precisely.

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Figures 2 and 3 still show a possible advantage of the invention. The pivot shaft 21 may be attached to the upper / front end of the special pivot member 24, and the pivot member is provided at the lower / rear end with a pivot shaft 25 which can rotate in a sleeve 26 attached to the rear carriage body 27. The center line 28 of the pivot shaft 25 passes through Thus, the front and rear carriages 1 and 2 can still rotate relative to each other about the axis of rotation 25, always allowing only better terrain tracking for the carriages 1 and 2 independently.

Fig. 5 shows an embodiment of the arrangement according to the invention, in which the track tracks 3 can have a different speed, e.g. in this case, the speeds of the oxygen cylinders 6 can be averaged by means of a differential 28 (shown only schematically), in which case an output gear 10 is now attached to the "housing part" of the differential.

The embodiment of Fig. 6 shows a situation in which the rotational movement of the rollers is first taken from outside the mats by gears 29 associated with the traction perforations 7 on the shaft 30, from which the rotation is transferred to the idler gear 11 by means of a chain drive 31, 32. it is possible to obtain the necessary distance / s from the rollers 3 and 4 (or body structures) from each other so that they do not collide with each other even at large turning angles (around the axis 21).

Fig. 7 further shows an embodiment in which the intermediate gear 11 is directly connected to the traction perforation 33 in the middle of the track 3 from outside it, whereby a compact structure is provided, e.g. in light off-road vehicles such as snowmobiles. In the case of snowmobile zinc, the application according to Fig. 6 is also advantageous when two traction perforation rows are available on one and the same track track.

It is clear that the direction of traction can also be opposite to that described above (from carriage 2 to carriage 1), as well as it is clear that different combinations of the presented applications, within the limits i - ': j, are possible. Furthermore, the output gear 10 can also be fastened to its shaft 5 by means of a constant / hinge joint 15, whereby, when the front carriage 1 is provided with a pivot shaft 21, an even greater possible angle of rotation between the carriages is provided without limiting the constant speed joints. In the latter case, it is advantageous to provide the arrangement with guides (not shown) which force the shaft 12 to take, from above, the approximate half of the total turning angle between the carriages with respect to both carriages. It is also clear that the gears 6 may well also be drive wheels resting on the running surface and supporting the carriage, in addition to their previously described turning task. Furthermore, although in the past only traction perforations 7, 33,.!.

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Figure 3 also shows an embodiment of the invention in which the traction force is applied to the entire arrangement, e.g. by a hydraulic motor 34, which rotates the shaft 1. • yf'i va interdial gear 11.

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Claims (7)

1. Power transmission system in a track vehicle consisting of two relatively pivotable carriages, characterized in that the substantially equally rapid rotational movements of the caterpillar belts (3,4) of the carriages (1,2) are forcibly controlled with each other by means of an intermediate drive (11). the intermediate drive (11) being in contact with a drive gear (14) arranged on at least the drive shaft (16) of at least the second carriage (2) by means of a constant-speed universal joint (15), the constant-speed universal joint (15) permitting a continuous, smooth force transmission between the carriages (1,2) as they pivot relative to one another about an axis (22) running through the constant-speed universal joint (15) pivot point (23), while the intermediate drive (11) and the gear gear (14) rotate in the same, controlled by the intermediate drive (11) by means of a control device (17). 2. A system according to claim 1, characterized in that the caterpillar belt (3) in the front carriage (1) containing the primary power source is in direct gear contact (33) with the intermediate drive (11). 3. A system according to claim 1, characterized in that: the intermediate drive (11) is in contact with the gear, except with the drive :: wheel (14), also with a pinion gear (10). 4. A system according to claim 1, characterized in that any differences in the speed of rotation between the two caterpillar belts (3) of one carriage (1) are equalized to one. . average speed by means of differential (28) for transmission to the intermediate drive (11).