US20090250270A1 - Steering and Driving Systems and Related Vehicles - Google Patents
Steering and Driving Systems and Related Vehicles Download PDFInfo
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- US20090250270A1 US20090250270A1 US12/483,825 US48382509A US2009250270A1 US 20090250270 A1 US20090250270 A1 US 20090250270A1 US 48382509 A US48382509 A US 48382509A US 2009250270 A1 US2009250270 A1 US 2009250270A1
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- steering
- push
- pull rod
- vehicle
- members
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- 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
- B62D11/04—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of separate power sources
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- 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
- B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
- B62D11/006—Mechanical control systems
Definitions
- the present invention relates to the art of Zero Turn Radius vehicles and more specifically to Zero Turn Radius mowers incorporating mechanical steering systems.
- Zero Turn Radius (ZTR) vehicles including mowers work well for their intended purpose.
- ZTR vehicles are capable of making very tight (zero radius) turns.
- One disadvantage of most ZTR vehicles is that their operation is not intuitive for most operators because steering of the vehicles is accomplished by steering levers, rather than a steering wheel.
- steering wheels have been incorporated onto ZTR vehicles.
- known ZTR vehicles using a steering wheel steer the vehicle differently in the forward direction of travel than in reverse. That is to say, that with the steering wheel steered to turn the vehicle right, and upon depressing the accelerator, the vehicle will make a forward right turn. But, when the accelerator is depressed to drive the vehicle in reverse, the vehicle makes a rearward left turn, rather than a rearward right turn. What is needed is a reliable mechanical ZTR steering system that steers the vehicle consistently in the direction that the steering wheel is turned in forward as well as the reverse directions.
- the present invention includes a ZTR vehicle that provides for proper steering of the ZTR vehicle in the forward and reverse directions.
- Another aspect of the present invention includes a ZTR vehicle having a steering wheel that controls the steering of the vehicle.
- Yet another aspect of the present invention includes hydrostatic drives that drive each respective rear ground engaging wheel independently from the other.
- Still another aspect of the present invention includes an asynchronously actuated set of two steering input members that engage the hydrostatic drives.
- Still yet another aspect of the present invention includes a speed and direction input member that maneuvers pintle links of the hydrostatic drive substantially in unison.
- a ZTR vehicle that steers the same in the forward and reverse directions.
- the vehicle includes a steering wheel operatively connected to independently steer two (2) drive control members.
- the drive control members provide input to two (2) locomotive drive units that propel and steer the vehicle.
- An accelerator pedal or speed input device is rotatably disposed about the vehicle to provide speed and direction input to drive the vehicle.
- the accelerator pedal is connected to a rotating shaft that pivots two (2) speed input members.
- the steering wheel provides steering input to two (2) steering input members.
- the steering input members each have sleeves that slide longitudinally about the drive control members to provide independent shifting of the drive control members in the forward and reverse directions.
- FIG. 1 is a side view of a ZTR vehicle.
- FIG. 2 is a partial cutaway view of the power train of the ZTR vehicle, including Hydrostatic Drives.
- FIG. 3 is a top view of the mechanical ZTR control linkage.
- FIG. 4 is a close up side view of the mechanical ZTR control linkage.
- FIG. 5 is a perspective view of the steering wheel and steering mechanism.
- FIG. 6 a is a schematic side view of the ZTR control assembly with no steering input and no speed input.
- FIG. 6 b is a schematic side view of the ZTR control assembly with no steering input and speed input driving the vehicle in a forward direction.
- FIG. 6 c is a schematic side view of the ZTR control assembly with no steering input and speed input driving the vehicle in a reverse direction.
- FIG. 7 a is a schematic side view of the ZTR control assembly with the steering wheel fully turned and no speed input.
- FIG. 7 b is a schematic side view of the ZTR control assembly with the steering wheel fully turned and speed input actuated to drive the vehicle in forward direction resulting in a forward ZTR turn.
- FIG. 7 c is a schematic side view of the ZTR control assembly with the steering wheel fully tuned and speed input actuated to drive the vehicle in reverse direction resulting in a reverse ZTR turn.
- FIG. 8 is schematic representation of the drive control members and the speed input members engaged in the forward direction.
- FIG. 9 is schematic representation of the drive control members and the speed input members engaged in the reverse direction.
- FIG. 10 is schematic representation of the drive control members and a series of trajectories for the control members.
- FIG. 11 a is schematic representation of the drive control members and the speed input members engaged in the forward direction.
- FIG. 11 b is schematic representation of the drive control members and the speed input members engaged in the forward direction.
- FIG. 1 depicts a ZTR vehicle 1 .
- the ZTR vehicle 1 includes a frame 3 supporting two rotatably-mounted front ground engaging wheels 4 , 5 and two rotatably-mounted rear ground engaging wheels 6 , 7 .
- the rear ground engaging wheels 6 , 7 provide steering and mobility to maneuver the vehicle 1 as desired.
- the vehicle 1 may include an engine 7 , which may be an internal combustion engine 8 . However, any type of engine may be chosen with sound engineering judgment that provides power to operate the vehicle 1 .
- the vehicle 1 may also include a steering wheel 10 that is operatively connected to steer the vehicle 1 as will be discussed in greater detail in a subsequent paragraph.
- a speed control member 11 may be rotatably attached to the vehicle 1 , which is operable to provide variable speed control input in first and second directions, as will be discussed subsequently. Additionally, the ZTR vehicle 1 may include a mower deck 13 wherein the ZTR vehicle 1 is a ZTR mower 2 .
- a pair of locomotive drive units, 16 , 18 are shown operatively connected to drive rear ground engaging wheels 6 , 7 respectively.
- the drive units 16 , 18 are hydrostatic drives (HDs) but it is to be understood that other drive units are also contemplated, such electric and mechanical drive units.
- the drive units 16 , 18 are used to independently drive the rear wheels 6 , 7 as is well known for ZTR vehicles and which will not be discussed further.
- the hydrostatic drives 16 , 18 may include pivotally attached pintle links 22 , 24 that when pivoted in first and second directions control power that drives the respective wheels in first and second directions.
- First ends 26 a , 28 a of input shafts 26 , 28 may be connected to the pintle links 22 , 24 respectively and may translate tension and compression forces for use in pivoting the pintle links 22 , 24 in the first and second directions. It is noted that the input shafts 26 , 28 may be independently shifted with respect to the other. By “shifted” it is meant that the input shafts 26 , 28 may be separately longitudinally moved whereby the pintle links 22 , 24 are pivoted respectively.
- the input shafts 26 , 28 may be pivotally attached at the first ends 26 a , 28 a to the pintle links 22 , 24 in such a manner so as to allow for pivotal movement of the input shafts 26 , 28 with respect to the pintle links 22 , 24 .
- the first ends 26 a , 28 a of the input shafts 26 , 28 may be pivoted with respect to the pintle links 26 , 28 .
- the ZTR control assembly 31 includes a linkage, which in the preferred embodiment may be mechanical members, interconnected to receive steering input from the steering wheel 10 and speed control input from the speed control member 11 for use together in providing control to shift the input shafts 26 , 28 .
- the speed control member 11 may be a foot pedal or hand lever for controlling the magnitude and direction of the speed input by pivoting the member 11 . It is noted that any member may be used to provide speed input as chosen with sound engineering judgment.
- the steering wheel 10 may also be exchanged with other steering members as is appropriate for use with the present invention.
- the linkage 31 is configured to steer the vehicle the same in the forward as in the reverse direction.
- the ZTR control linkage 31 is interconnected to the steering wheel 10 and the speed control member 11 to provide proper steering in the reverse and forward directions of travel. That is to say that when the vehicle is being driven in a first, or forward, direction and when the steering wheel 10 is turned in a first steering direction, to the right for example, the left rear ground engaging wheel will drive faster than the right rear ground engaging wheel thereby steering the vehicle in the first direction, or right direction.
- the left rear ground-engaging wheel may drive forward and the right rear ground-engaging wheel may drive backward.
- the left rear ground-engaging wheel may still drive faster than the right rear ground engaging wheel accept in the opposite direction causing the vehicle to steer properly in the forward and reverse direction.
- steering properly in the forward and reverse directions it is meant that the steering of the ZTR vehicle responds similarly to a vehicle having drive wheels driven at a constant rate and wherein steering wheels are pivoted with respect to the frame of the vehicle.
- the ZTR control linkage 31 may include a rod member 38 that is rotatably attached with respect to the frame 3 .
- the rod member 38 has a first end 39 that is fixedly attached to a speed control member 11 or pedal member 41 .
- the pedal member 41 is therefore also pivotally attached with respect to the frame 3 , which is allowed to rotate in first and second directions.
- the pedal member 41 may be biased via a spring or other mechanism toward a neutral or non-driving position.
- the first direction may represent the forward direction of travel, which when member 11 is depressed will drive the vehicle forward. With the steering wheel not steered in a first or second direction, the drive units will drive equally at the same magnitude propelling the vehicle straight forward, not steering in either direction.
- the second or reverse direction functions in a similar manner.
- depressing the pedal member 41 in a first direction rotates the rod member 38 in a first rotational direction 42 and likewise depressing the pedal member 41 in a second direction rotates the rod member 38 in a second rotational direction 43 .
- the two control members 34 , 35 may function as a single speed-control member 34 a . In this way, actuation of the pedal member 41 applies rotational force equally to both of the speed input members 54 , 55 .
- the ZTR control assembly 31 may also include two second members 44 , 45 , which may be steering input members 64 , 65 .
- the steering members 64 , 65 at a first end 64 a , 65 a thereof, are received onto the rod member 38 in such a manner that the steering members 64 , 65 may rotate with respect to the rod member 38 . In this way, depressing the pedal member 41 in either direction does not affect the rotational movement or adjustment of the steering members 64 , 65 .
- the sleeve members 51 , 52 are also respectively received onto the input shafts 26 , 28 and may slide longitudinally thereon for use in providing input steering forces as will be discussed in a subsequent paragraph. As the steering members 64 , 65 are rotated, the sleeve members 64 , 65 may independently rotate with respect to the first ends 64 a , 65 a of the steering members 64 , 65 and will further be longitudinally adjusted along the input shafts 26 , 28 .
- FIG. 4 depicts a close up side view of only one section of the mechanical ZTR control linkage 31 for the purpose of clarity. It is understood that the opposite side of the linkage functions in a similar manner.
- the rod member 38 has a U-shaped portion 38 a whereon the speed input members 54 , 55 are fixedly attached.
- the speed input members 54 , 55 may have an aperture 36 fashioned therein that receives the rod member 38 . Subsequently, the speed input members 54 , 55 may be welded to the rod member 38 a .
- any configuration of the speed input member and any means of fixedly securing the speed input members 54 , 55 to the rod member 38 a may be chosen with sound engineering judgment. It is noted that FIG.
- FIG. 4 shows the cross section of the U-shaped portion 38 a of the rod member 38 disposed in the plane of the speed input members 54 , 55 .
- FIG. 4 shows the cross section of the rod member 38 in the plane of the steering members 64 , 65 at the first end 64 a , 65 a of the steering members 64 , 65 .
- the second ends 26 b , 28 b are fashioned to form slot pins 58 , 59 .
- the slot pins 58 , 59 are curved so as to engage a slot 37 formed in the speed input members 54 , 55 as will be discussed in the following paragraphs.
- the slot pins 58 , 59 are fashioned to sliding engage the speed input members 54 , 55 along the length of the slot 37 formed in the speed input members 54 , 55 .
- the input shafts 26 , 28 may be pulled or shifted in a first direction rotating the pintle links and engaging the driving units.
- the steering wheel 10 may be fixedly connected to a pinion gear 70 that meshingly engages a steering disk 72 having coordinating gear teeth 73 .
- the steering disk 72 is pivotally attached with respect to the frame 3 . In this manner, turning the steering wheel 10 rotates the pinion gear 70 that in turn rotates the steering disk 72 .
- the operation of steering wheels and steering mechanisms are well known, no further explanation will be offered at this point.
- First and second tension cables 77 , 78 are further included and fixedly attach at first ends 77 a , 78 a to the steering disk 72 , as clearly shown in Figures, and at second ends 77 b , 78 b to the steering members 64 , 65 . It is noted that the tension cables 77 , 78 translate tension force only. In this way, rotating the steering wheel 10 applies force to only one of the tension cables 77 , 78 at a time. In other words, rotating the steering wheel 10 in a first direction applies tension force to tension cable 77 , while allowing tension cable 78 to be slack or be in a state having no tension applied to the cable.
- rotating the steering wheel 10 in the second direction applies tension force to cable 78 , while allowing cable 77 to be slack.
- rotating the steering wheel 10 applies tension force to one of the steering member 64 , 65 .
- the steering members 64 , 65 may be biased toward a default position by any means chosen with sound engineering judgment. In this way, the steering member 64 , 65 may be preloaded with predetermined amount of force, taking up slack in the cables 77 , 78 during rotation of the steering wheel 10 .
- FIGS. 6 and 7 schematically show the various positions of the steering members 64 , 65 , the speed input members 54 , 55 and the input shafts 26 , 28 as related to steering and accelerating the vehicle 1 .
- FIG. 6 refers to a first mode of operation where the vehicle 1 is driving straight, that is to say that the vehicle 1 is being driven forward without steering input.
- the driver depresses the pedal member 41 (Reference FIG. 3 ) in a first direction 42 , which causes rotation of the speed input members 54 , 55 .
- FIG. 6 b This is clearly depicted in FIG. 6 b .
- FIG. 7 a shows the steering wheel 10 rotated in a first direction to a maximum position. In this manner, the tension cable 77 applies force to rotate steering member 64 , whereby the bias force holding the steering member 64 is overcome. This shifts slot pin 58 to a distal end of slot 37 .
- the vehicle 1 may include front steerable wheels 4 , 5 that are rotated proportionately to the turning radius of the vehicle. Any manner of steering the front wheels 4 , 5 may be chosen with sound engineering judgment. In this way, the front steerable wheels 4 , 5 may be rotated to be substantially tangent to an arc defined at one point by the radius of turning and by the other point at the center of each wheel 4 , 5 .
- the input shafts 26 , 28 may be rigid rods connected at respective first ends 26 a , 28 a to the pintle links 22 , 24 , reference FIG. 2 .
- the pintle links 22 , 24 as well known in the art, actuate the drive units, or stroke the hydrostatic drive, in first and second directions and at selectively varying magnitudes of speed.
- the distal ends of the input shafts 26 , 28 , or drive control members may be communicated to the speed input members 54 , 55 and the steering members 64 , 65 as previously described.
- the drive control member 26 , 28 may have a neutral or non-engaging position N wherein the respective locomotive drive 16 , 18 is substantially not engaged to drive in either the forward or reverse direction.
- the drive control member 26 , 28 is shown received in the slot 37 of the speed control member 54 , 55 at a top position 37 a . This may be the default or biased position.
- the pedal member 41 is rotated in a first direction 42
- the drive control member 26 , 28 is shifted in a first direction to engage the respective locomotive drive unit 16 , 18 to drive in a first direction and speed.
- FIG. 9 shows the same shifted in a second direction.
- the first direction 42 may coordinate with a forward direction of travel and second direction 43 may coordinate with the reverse direction of travel.
- any configuration of engaging the drive units 16 , 18 and shifting the control members 26 , 28 may be chosen with sound engineering judgment.
- the drive control members 26 , 28 may be adjusted through the slot 37 applying a force F to overcome the bias force, which may be a spring force not shown, operatively connected in a manner well known in the art.
- the force F may be applied via the slidably engaging steering members 64 , 65 actuated by selectively steering the steering wheel 10 , which will be discussed further in a subsequent paragraph.
- the drive control members 26 , 28 may selectively pivot through the slot 37 to cross from a first direction 42 position through the neutral position N to a second direction position 43 .
- the speed input members 54 , 55 may be rotated, in an analog fashion, at any point from a first maximum position 42 a to a second maximum position 43 a establishing a series or a plurality of trajectories through which the drive control members 26 , 28 may be selectively maneuvered.
- FIG. 10 shows one such series of trajectories.
- the drive control members 26 , 28 may be selectively shifted from a top or upper slot position to a lower or bottom slot position.
- pivoting from the top to the bottom position may shift the respective drive control member 26 , 28 from the first direction 42 to the second 43 or from the second direction 43 to the first 42 depending upon the position of the speed control members 54 , 55 .
- top and bottom positions of slot 37 may be selectively positioned at various points between the first and second maximum positions 42 a , 43 a .
- the speed input members 54 , 55 shift both of the drive control members 26 , 28 in unison and in that the steering members 64 , 65 can be rotated independently or asynchronously, it can be seen that the shifting of the drive control members 26 , 28 may resultantly actuate the locomotive drives 16 , 18 to steer and propel the ZTR vehicle 1 in a manner consistent with proper steering in the forward and reverse directions.
- the drive control members 26 , 28 are shown steered in a first direction and driven in a first direction 42 .
- the steering members 64 , 65 are replaced with force vectors F 1 to show the operation of the present invention more clearly.
- the present configuration is representative of FIG. 7 c .
- the tension cable 77 which may also be rigid rod members configured to translate tension force only, pull on the first rotatable steering members 64 , overcoming bias forces, thereby rotating the steering member 64 in a first direction, which may be clockwise.
- FIG. 11 a shows the drive control member 26 shifted a distance X in the first direction and shows drive control member 28 shifted in the second direction a distance Y.
- the slot 37 may be slightly curved to compensate for differences in actuating the locomotive drives 16 , 18 due to hysteresis and other non-linear factors.
- any configuration of slot 37 fashioned in the speed control members 54 , 55 may be chosen with sound engineering judgment.
- Distance X may be greater than distance Y, representing that drive 16 has a greater magnitude of speed than drive 18 .
- the first wheel 6 may be rotating forward at a speed proportionate to distance X and the second wheel 7 may be rotating in reverse at a speed proportionate to distance Y, thus resulting in a turning radius that resides within the wheelbase or at the center of the wheelbase.
- the pedal member 41 is pivoted in the second direction 43 and with the steering in the same position, that is to say that forces F and F 1 remain constant, the magnitude of the ratio of XJY remains the same although the direction of each drive is reversed. This results in proper steering in the forward and reverse directions as previously mentioned.
Abstract
A ZTR vehicle includes true or proper ZTR steering in the forward and reverse directions. The vehicle has independently driven locomotive drives that drive the wheels to provide mobility and steering to the vehicle. A steering wheel is included that pivots one of two steering input members that rotate to independently shift the drive units. A speed and direction pedal is also included, which is communicated to provide direction and magnitude input to the drive units. The steering input and speed and direction inputs coordinate propelling the vehicle such the vehicle turns in the same direction when traveling forward as well as in reverse.
Description
- The present application is a continuation of co-pending U.S. patent application Ser. No. 11/269,899, filed Nov. 8, 2005 which is a continuation of U.S. patent application Ser. No. 10/245,158, filed Sep. 11, 2002, now issued as U.S. Pat. No. 6,962,219, which claims priority to U.S. Provisional Application Ser. No. 60/322,943, filed on Sep. 17, 2001. U.S. patent application Ser. Nos. 10/245,158 and 11/269,899 are incorporated by reference.
- A. Field of Invention
- The present invention relates to the art of Zero Turn Radius vehicles and more specifically to Zero Turn Radius mowers incorporating mechanical steering systems.
- B. Description of the Related Art
- Zero Turn Radius (ZTR) vehicles including mowers work well for their intended purpose. One advantage of ZTR vehicles is that they are capable of making very tight (zero radius) turns. One disadvantage of most ZTR vehicles is that their operation is not intuitive for most operators because steering of the vehicles is accomplished by steering levers, rather than a steering wheel. Recently, steering wheels have been incorporated onto ZTR vehicles. However, known ZTR vehicles using a steering wheel steer the vehicle differently in the forward direction of travel than in reverse. That is to say, that with the steering wheel steered to turn the vehicle right, and upon depressing the accelerator, the vehicle will make a forward right turn. But, when the accelerator is depressed to drive the vehicle in reverse, the vehicle makes a rearward left turn, rather than a rearward right turn. What is needed is a reliable mechanical ZTR steering system that steers the vehicle consistently in the direction that the steering wheel is turned in forward as well as the reverse directions.
- Other objects and advantages of the invention will appear from the following detailed description of the preferred embodiment of the invention with reference being made to the accompanying drawings.
- The present invention includes a ZTR vehicle that provides for proper steering of the ZTR vehicle in the forward and reverse directions.
- Another aspect of the present invention includes a ZTR vehicle having a steering wheel that controls the steering of the vehicle.
- Yet another aspect of the present invention includes hydrostatic drives that drive each respective rear ground engaging wheel independently from the other.
- Still another aspect of the present invention includes an asynchronously actuated set of two steering input members that engage the hydrostatic drives.
- Still yet another aspect of the present invention includes a speed and direction input member that maneuvers pintle links of the hydrostatic drive substantially in unison.
- A ZTR vehicle is provided that steers the same in the forward and reverse directions. The vehicle includes a steering wheel operatively connected to independently steer two (2) drive control members. The drive control members provide input to two (2) locomotive drive units that propel and steer the vehicle. An accelerator pedal or speed input device is rotatably disposed about the vehicle to provide speed and direction input to drive the vehicle. The accelerator pedal is connected to a rotating shaft that pivots two (2) speed input members. The steering wheel provides steering input to two (2) steering input members. The steering input members each have sleeves that slide longitudinally about the drive control members to provide independent shifting of the drive control members in the forward and reverse directions.
- The invention may take physical form in certain parts and arrangement of parts, a preferred embodiment of which will be described in detail in this specification and illustrated in the accompanying drawings which form a part hereof and wherein:
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FIG. 1 is a side view of a ZTR vehicle. -
FIG. 2 is a partial cutaway view of the power train of the ZTR vehicle, including Hydrostatic Drives. -
FIG. 3 is a top view of the mechanical ZTR control linkage. -
FIG. 4 is a close up side view of the mechanical ZTR control linkage. -
FIG. 5 is a perspective view of the steering wheel and steering mechanism. -
FIG. 6 a is a schematic side view of the ZTR control assembly with no steering input and no speed input. -
FIG. 6 b is a schematic side view of the ZTR control assembly with no steering input and speed input driving the vehicle in a forward direction. -
FIG. 6 c is a schematic side view of the ZTR control assembly with no steering input and speed input driving the vehicle in a reverse direction. -
FIG. 7 a is a schematic side view of the ZTR control assembly with the steering wheel fully turned and no speed input. -
FIG. 7 b is a schematic side view of the ZTR control assembly with the steering wheel fully turned and speed input actuated to drive the vehicle in forward direction resulting in a forward ZTR turn. -
FIG. 7 c is a schematic side view of the ZTR control assembly with the steering wheel fully tuned and speed input actuated to drive the vehicle in reverse direction resulting in a reverse ZTR turn. -
FIG. 8 is schematic representation of the drive control members and the speed input members engaged in the forward direction. -
FIG. 9 is schematic representation of the drive control members and the speed input members engaged in the reverse direction. -
FIG. 10 is schematic representation of the drive control members and a series of trajectories for the control members. -
FIG. 11 a is schematic representation of the drive control members and the speed input members engaged in the forward direction. -
FIG. 11 b is schematic representation of the drive control members and the speed input members engaged in the forward direction. - Referring now to the drawings wherein the showings are for purposes of illustrating a preferred embodiment of the invention only and not for purposes of limiting the same,
FIG. 1 depicts a ZTRvehicle 1. The ZTRvehicle 1 includes aframe 3 supporting two rotatably-mounted front groundengaging wheels 4, 5 and two rotatably-mounted rear groundengaging wheels engaging wheels vehicle 1 as desired. Thevehicle 1 may include anengine 7, which may be aninternal combustion engine 8. However, any type of engine may be chosen with sound engineering judgment that provides power to operate thevehicle 1. Thevehicle 1 may also include asteering wheel 10 that is operatively connected to steer thevehicle 1 as will be discussed in greater detail in a subsequent paragraph. Aspeed control member 11 may be rotatably attached to thevehicle 1, which is operable to provide variable speed control input in first and second directions, as will be discussed subsequently. Additionally, the ZTRvehicle 1 may include a mower deck 13 wherein the ZTRvehicle 1 is a ZTRmower 2. - With reference now to
FIG. 2 , a pair of locomotive drive units, 16, 18 are shown operatively connected to drive rear groundengaging wheels drive units drive units rear wheels hydrostatic drives pintle links input shafts input shafts input shafts input shafts input shafts input shafts - With reference now to
FIGS. 2 and 3 , a ZTR control assembly is shown generally at 31. TheZTR control assembly 31 includes a linkage, which in the preferred embodiment may be mechanical members, interconnected to receive steering input from thesteering wheel 10 and speed control input from thespeed control member 11 for use together in providing control to shift theinput shafts speed control member 11 may be a foot pedal or hand lever for controlling the magnitude and direction of the speed input by pivoting themember 11. It is noted that any member may be used to provide speed input as chosen with sound engineering judgment. Thesteering wheel 10 may also be exchanged with other steering members as is appropriate for use with the present invention. Thelinkage 31 is configured to steer the vehicle the same in the forward as in the reverse direction. In other words, theZTR control linkage 31 is interconnected to thesteering wheel 10 and thespeed control member 11 to provide proper steering in the reverse and forward directions of travel. That is to say that when the vehicle is being driven in a first, or forward, direction and when thesteering wheel 10 is turned in a first steering direction, to the right for example, the left rear ground engaging wheel will drive faster than the right rear ground engaging wheel thereby steering the vehicle in the first direction, or right direction. For true ZTR steering in this case, the left rear ground-engaging wheel may drive forward and the right rear ground-engaging wheel may drive backward. When the vehicle is driven in the reverse, or second, direction, and with the steering wheel still turned in the first steering direction, which may be to the right, the left rear ground-engaging wheel may still drive faster than the right rear ground engaging wheel accept in the opposite direction causing the vehicle to steer properly in the forward and reverse direction. By steering properly in the forward and reverse directions it is meant that the steering of the ZTR vehicle responds similarly to a vehicle having drive wheels driven at a constant rate and wherein steering wheels are pivoted with respect to the frame of the vehicle. - With continued reference to
FIGS. 2 and 3 , theZTR control linkage 31 may include arod member 38 that is rotatably attached with respect to theframe 3. Therod member 38 has afirst end 39 that is fixedly attached to aspeed control member 11 orpedal member 41. Thepedal member 41 is therefore also pivotally attached with respect to theframe 3, which is allowed to rotate in first and second directions. It is noted thepedal member 41 may be biased via a spring or other mechanism toward a neutral or non-driving position. The first direction may represent the forward direction of travel, which whenmember 11 is depressed will drive the vehicle forward. With the steering wheel not steered in a first or second direction, the drive units will drive equally at the same magnitude propelling the vehicle straight forward, not steering in either direction. Likewise, the second or reverse direction functions in a similar manner. In this way, depressing thepedal member 41 in a first direction rotates therod member 38 in a firstrotational direction 42 and likewise depressing thepedal member 41 in a second direction rotates therod member 38 in a secondrotational direction 43. There is also fixedly attached to therod member 38 twocontrol members speed input members members control members control member 34 a. In this way, actuation of thepedal member 41 applies rotational force equally to both of thespeed input members speed input members ZTR control assembly 31 may also include twosecond members input members steering members first end rod member 38 in such a manner that thesteering members rod member 38. In this way, depressing thepedal member 41 in either direction does not affect the rotational movement or adjustment of thesteering members tubular sleeve members steering members sleeve members input shafts steering members sleeve members steering members input shafts - With reference now to
FIGS. 3 and 4 ,FIG. 4 depicts a close up side view of only one section of the mechanicalZTR control linkage 31 for the purpose of clarity. It is understood that the opposite side of the linkage functions in a similar manner. Therod member 38 has aU-shaped portion 38 a whereon thespeed input members speed input members aperture 36 fashioned therein that receives therod member 38. Subsequently, thespeed input members rod member 38 a. However, any configuration of the speed input member and any means of fixedly securing thespeed input members rod member 38 a may be chosen with sound engineering judgment. It is noted thatFIG. 4 shows the cross section of theU-shaped portion 38 a of therod member 38 disposed in the plane of thespeed input members FIG. 4 shows the cross section of therod member 38 in the plane of thesteering members first end steering members input shafts slot 37 formed in thespeed input members speed input members slot 37 formed in thespeed input members input input shafts - With continued reference to
FIG. 4 and now toFIG. 5 , thesteering wheel 10 may be fixedly connected to apinion gear 70 that meshingly engages asteering disk 72 havingcoordinating gear teeth 73. At adistal end 75 of thesteering disk 72, thesteering disk 72 is pivotally attached with respect to theframe 3. In this manner, turning thesteering wheel 10 rotates thepinion gear 70 that in turn rotates thesteering disk 72. In that the operation of steering wheels and steering mechanisms are well known, no further explanation will be offered at this point. First andsecond tension cables 77, 78 are further included and fixedly attach at first ends 77 a, 78 a to thesteering disk 72, as clearly shown in Figures, and at second ends 77 b, 78 b to thesteering members tension cables 77, 78 translate tension force only. In this way, rotating thesteering wheel 10 applies force to only one of thetension cables 77, 78 at a time. In other words, rotating thesteering wheel 10 in a first direction applies tension force to tension cable 77, while allowingtension cable 78 to be slack or be in a state having no tension applied to the cable. Consequently, rotating thesteering wheel 10 in the second direction applies tension force tocable 78, while allowing cable 77 to be slack. In this manner, rotating thesteering wheel 10 applies tension force to one of the steeringmember steering members member cables 77, 78 during rotation of thesteering wheel 10. - With continued reference to
FIGS. 2 through 5 and now toFIGS. 6 and 7 , the operation of the present invention will now be discussed.FIGS. 6 and 7 schematically show the various positions of thesteering members speed input members input shafts vehicle 1. Specifically,FIG. 6 refers to a first mode of operation where thevehicle 1 is driving straight, that is to say that thevehicle 1 is being driven forward without steering input. In this mode, the driver depresses the pedal member 41 (ReferenceFIG. 3 ) in afirst direction 42, which causes rotation of thespeed input members FIG. 6 b. As previously described, this action results in the pintle links 22, 24 being shifted, which drives thevehicle 1 forward. It is noted that thesteering members end 37 a of theslot 37. In a similar manner, depressing thepedal member 41 in thesecond direction 43 drives thevehicle 1 in reverse. Referring now toFIG. 7 ,FIG. 7 a shows thesteering wheel 10 rotated in a first direction to a maximum position. In this manner, the tension cable 77 applies force to rotate steeringmember 64, whereby the bias force holding the steeringmember 64 is overcome. This shiftsslot pin 58 to a distal end ofslot 37. In this manner, depressing thepedal member 41 in a first direction causes rotation of pintle link 22 in a reverse direction than whenslot pin 58 was biased in the default position. In other words, depressing thepedal member 41 to drive the vehicle forward, with thesteering wheel 10 fully turned in the first direction, causes pintle link 22 to drive that respective wheel in reverse. Noting that the opposing wheel is driven forward, this results in a Zero Radius turn. Thus, it can be seen that ZTR steering in forward and reverse is accomplished. It is noted that thevehicle 1 may include frontsteerable wheels 4, 5 that are rotated proportionately to the turning radius of the vehicle. Any manner of steering thefront wheels 4, 5 may be chosen with sound engineering judgment. In this way, the frontsteerable wheels 4, 5 may be rotated to be substantially tangent to an arc defined at one point by the radius of turning and by the other point at the center of eachwheel 4, 5. - With reference again to
FIG. 4 and now toFIGS. 8 and 9 , the shifting of theinput shafts input shafts FIG. 2 . The pintle links 22, 24, as well known in the art, actuate the drive units, or stroke the hydrostatic drive, in first and second directions and at selectively varying magnitudes of speed. The distal ends of theinput shafts speed input members steering members FIG. 8 shows only one of thespeed input members input shaft drive control member respective locomotive drive drive control member slot 37 of thespeed control member top position 37 a. This may be the default or biased position. When thepedal member 41 is rotated in afirst direction 42, thedrive control member locomotive drive unit FIG. 9 shows the same shifted in a second direction. Thefirst direction 42 may coordinate with a forward direction of travel andsecond direction 43 may coordinate with the reverse direction of travel. However, any configuration of engaging thedrive units control members - It can be observed from
FIGS. 8 and 9 , that thedrive control members slot 37 applying a force F to overcome the bias force, which may be a spring force not shown, operatively connected in a manner well known in the art. In the preferred embodiment, the force F may be applied via the slidably engagingsteering members steering wheel 10, which will be discussed further in a subsequent paragraph. Continuing, thedrive control members slot 37 to cross from afirst direction 42 position through the neutral position N to asecond direction position 43. Thespeed input members maximum position 42 a to a secondmaximum position 43 a establishing a series or a plurality of trajectories through which thedrive control members FIG. 10 shows one such series of trajectories. In this manner, thedrive control members drive control member first direction 42 to the second 43 or from thesecond direction 43 to the first 42 depending upon the position of thespeed control members slot 37 may be selectively positioned at various points between the first and secondmaximum positions speed input members drive control members steering members drive control members ZTR vehicle 1 in a manner consistent with proper steering in the forward and reverse directions. - With reference now to
FIGS. 11 a and 11 b, thedrive control members first direction 42. For purposes of clarity, thesteering members FIG. 7 c. In this case, the tension cable 77, which may also be rigid rod members configured to translate tension force only, pull on the firstrotatable steering members 64, overcoming bias forces, thereby rotating the steeringmember 64 in a first direction, which may be clockwise. Since the opposingcable 78 is not under tension, no steering force is supplied to the steeringmember 65, although the steeringmember 65 may include a force means to bias the steeringmember 65 substantially in a second direction, which may be a counter clockwise direction. In this manner, thedrive control members FIG. 11 a shows thedrive control member 26 shifted a distance X in the first direction and showsdrive control member 28 shifted in the second direction a distance Y. It is noted that theslot 37 may be slightly curved to compensate for differences in actuating the locomotive drives 16, 18 due to hysteresis and other non-linear factors. However, any configuration ofslot 37 fashioned in thespeed control members drive 16 has a greater magnitude of speed thandrive 18. In that the directions are opposite, thefirst wheel 6 may be rotating forward at a speed proportionate to distance X and thesecond wheel 7 may be rotating in reverse at a speed proportionate to distance Y, thus resulting in a turning radius that resides within the wheelbase or at the center of the wheelbase. When thepedal member 41 is pivoted in thesecond direction 43 and with the steering in the same position, that is to say that forces F and F1 remain constant, the magnitude of the ratio of XJY remains the same although the direction of each drive is reversed. This results in proper steering in the forward and reverse directions as previously mentioned. - While specific embodiments of the invention have been described and illustrated, it is to be understood that these embodiments are provided by way of example only and that the invention is not to be construed as being limited thereto but only by proper scope of the following claims.
Claims (10)
1. A steering and drive control mechanism for a zero turn radius vehicle that includes a vehicle chassis and a pair of transmission systems for independently driving at least two traction elements that are spaced from each other and each define two parallel drive directions for driving said vehicle, said steering and drive control mechanism comprising
a drive assembly comprising
a pivoting member mounted to pivot about a pivot axis relative said chassis,
a pair of control linkage members engaged to the pivoting member in a movable manner so that the connection point for each control linkage member with said pivoting member can be moved relative said pivot axis, each said control linkage member in operative connection with a respective transmission systems to control the respective transmission system,
a foot operated pedal assembly, operatively coupled to the drive assembly so that movement of the pedal assembly results in pivotal movement of the pivoting member about the pivot axis;
a steering member pivotally connected to the vehicle chassis,
a steering assembly coupling the steering member with the control linkage members so that pivoting movement of the steering member can vary the position of one or both of the connection points of the control linkage members relative the pivot axis to thereby effect a change in operation of one of both of the transmission systems.
2. The steering and drive control mechanism as claimed in claim 1 wherein the location of each of the connection points at the pivoting member of each of the control linkage members can be varied by independently.
3. The steering and drive control mechanism as claimed in claim 1 wherein biasing means is provided to bias the control linkage members to a location relative the pivoting member where the location of the connection points in the same distance from the pivot axis.
4. The steering and drive control mechanism as claimed in claim 1 wherein each said control linkage member is mounted relative said chassis by a mount that allow the control linkage member to displace in a manner rotationally unconstrained by said mount upon (a) the rotation of said pivoting member about the pivot axis and/or (b) movement of the steering member to vary the position of one or both of the connection points of the control linkage members relative the pivot axis.
5. The steering and drive control mechanism as claimed in claim 1 wherein the traction elements be wheels.
6. The zero turning radius lawnmower that includes the mechanism as claimed in claim 1 .
7. The zero turning radius lawnmower, said lawnmower comprising
a pair of transmissions to drive at least two drivers independently of each other;
a chassis;
a steering and drive control mechanism as claimed in claim 1 .
8. The lawnmower as claimed in claim 7 wherein the steering member is a steering wheel.
9. A control mechanism to control the speed and direction of travel of a vehicle that includes a steering wheel and an accelerator pedal, said vehicle capable of being propelled by two spaced apart traction elements each independently driven by a respective motor, the output torque of each motor controlled by a displaceable input device, said control mechanism comprising;
a first push-pull rod having a first distal end and a second distal end, said first distal end engaged to said input device of one of said motors (hereinafter “first motor”),
a second push-pull rod having a first distal end and a second distal end, said first distal end engaged to said input device of the other of said motors (hereinafter “second motor”),
a pivot member mounted from said vehicle pivotable about a pivot axis in a manner responsive to the position of the accelerator pedal, said pivot member including at least one lever arm to which and along at least part of which at least one of said first and push-pull rod members and second push-pull rod members can traverse by being slidingly coupled thereto at or towards said second distal end, such that when said pivot member is pivoted about pivot axis, the first push-pull rod can, when in at least one position along said lever arm, displace the input device of said first motor and said second push-pull rod can, when in at least one position along said lever arm, displace the input device of said second motor,
a first coupling member operatively extending between said steering wheel and said first push-pull rod and
a second coupling member operatively extending between said steering wheel and said second push-pull rod, wherein the movement of said steering wheel is, via said coupling members, capable of displacing both said first push-pull rod and said second push-pull rod along said lever arm to displace first push-pull rod and/or said second push-pull rod relative said pivot axis to thereby change the effective lever arm effect of said pivot member on said first push-pull rod and/or said second push-pull rod and thereby vary its effect on its respective input device.
10. The mechanism as claimed in claim 9 wherein the pivot member includes two lever arms, one for each of said first push-pull rod and said second push-pull rod, each said lever arm movable in unison.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/483,825 US20090250270A1 (en) | 2001-09-17 | 2009-06-12 | Steering and Driving Systems and Related Vehicles |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US32294301P | 2001-09-17 | 2001-09-17 | |
US10/245,158 US6962219B2 (en) | 2001-09-17 | 2002-09-11 | Mechanical ZTR system with steering wheel |
US11/269,899 US8011458B2 (en) | 2001-09-17 | 2005-11-08 | Steering and driving systems and related vehicles |
US12/483,825 US20090250270A1 (en) | 2001-09-17 | 2009-06-12 | Steering and Driving Systems and Related Vehicles |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US11/269,899 Continuation US8011458B2 (en) | 2001-09-17 | 2005-11-08 | Steering and driving systems and related vehicles |
Publications (1)
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US20090250270A1 true US20090250270A1 (en) | 2009-10-08 |
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US10/245,158 Expired - Lifetime US6962219B2 (en) | 2001-09-17 | 2002-09-11 | Mechanical ZTR system with steering wheel |
US11/269,899 Expired - Fee Related US8011458B2 (en) | 2001-09-17 | 2005-11-08 | Steering and driving systems and related vehicles |
US12/483,825 Abandoned US20090250270A1 (en) | 2001-09-17 | 2009-06-12 | Steering and Driving Systems and Related Vehicles |
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Application Number | Title | Priority Date | Filing Date |
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US10/245,158 Expired - Lifetime US6962219B2 (en) | 2001-09-17 | 2002-09-11 | Mechanical ZTR system with steering wheel |
US11/269,899 Expired - Fee Related US8011458B2 (en) | 2001-09-17 | 2005-11-08 | Steering and driving systems and related vehicles |
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US20070235232A1 (en) * | 2006-04-07 | 2007-10-11 | Honda Motor Co., Ltd. | Hydraulically driven vehicle |
US7789173B2 (en) * | 2006-04-07 | 2010-09-07 | Honda Motor Co., Ltd. | Hydraulically driven vehicle |
WO2013043181A1 (en) * | 2011-09-22 | 2013-03-28 | Mtd Products Inc | Vehicle control systems and methods and related vehicles |
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US11958558B2 (en) | 2011-09-22 | 2024-04-16 | Mtd Products Inc | Vehicle control systems and methods and related vehicles |
US8855861B2 (en) | 2012-04-24 | 2014-10-07 | Mtd Products Inc | Vehicle drive control systems and the related vehicles |
US9944316B2 (en) | 2012-04-24 | 2018-04-17 | Mtd Products Inc | Vehicle drive control systems and the related vehicles |
US10836426B1 (en) | 2015-04-06 | 2020-11-17 | Exmark Manufacturing Company, Incorporated | Active steering system and grounds maintenance vehicle including same |
US11365525B2 (en) * | 2017-08-24 | 2022-06-21 | Ihi Corporation | Remote control device |
Also Published As
Publication number | Publication date |
---|---|
US20030102171A1 (en) | 2003-06-05 |
US6962219B2 (en) | 2005-11-08 |
US8011458B2 (en) | 2011-09-06 |
US20060185910A1 (en) | 2006-08-24 |
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