US3604284A - Control device for applying balanced forces to a pair of servient mechanisms - Google Patents

Control device for applying balanced forces to a pair of servient mechanisms Download PDF

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Publication number
US3604284A
US3604284A US40320A US3604284DA US3604284A US 3604284 A US3604284 A US 3604284A US 40320 A US40320 A US 40320A US 3604284D A US3604284D A US 3604284DA US 3604284 A US3604284 A US 3604284A
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United States
Prior art keywords
control device
control shaft
pair
housing
set forth
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 - Lifetime
Application number
US40320A
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English (en)
Inventor
Richard D Houk
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.)
Boeing North American Inc
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North American Rockwell Corp
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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
    • B62D11/06—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
    • B62D11/08—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 brakes or clutches as main steering-effecting means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/02—Brake-action initiating means for personal initiation
    • B60T7/08—Brake-action initiating means for personal initiation hand actuated
    • 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
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20012—Multiple controlled elements
    • 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
    • Y10T74/20—Control lever and linkage systems
    • Y10T74/20396—Hand operated

Definitions

  • the control device has a control shaft mounted for rotation and axial translation in a housing.
  • a pair of force-transmitting devices in the form of a push-pull control cables operatively connect the control device to the corresponding servient mechanisms, which may be located remotely of the control device.
  • the control device has a pair of throw members in the form of bellcranks rotatably mounted on the housing for applying compressive or tensile stresses to the core of each push-pull cable.
  • the control device also has a pair of link arms. One end of each link arm is operatively connected to a corresponding bellcrank by a universal joint spaced radially of the control shaft. The opposite end of each link arm is operatively attached to a lever arm, also by universal joints, and the lever arm is affixed to the control shaft for movement therewith.
  • This second pair of universal joints is preferably also spaced radially of the control shaft in order to preclude interference between the two link arms and the control shaft or the housing, particularly as the latter moves through its rotational range.
  • the second pair of universal joints may not be located in a common plane with both the control shaft and the first pair of universal joints and at the same time be spaced at the same radial distance from the control shaft as the first pair of universal joints if all the objectives of the present invention are to be achieved.
  • PATENTED SEP 4197! sum 1 OF 4 RICHARD 0. HOUK ATTORNEYS PATENTED SEP] 4 am 3,604,284
  • Track-laying vehicles in particular have long employed such steering, but it is as equally adaptable to any vehicle wherein rotation of one or more wheels about a substantially vertical axis is neither desired nor possible to effect steering and wherein power and/or braking can be independently provided to the track, wheels or the like, i.e., the drive means, on either side of the vehicle.
  • skid-steering operates by selectively braking the drive means on that side of the vehicle to which the turn is to be made while maintaining power to the drive means on the opposite side of the vehicle.
  • skid-steering is effected by selectively declutching and sequentially braking the drive means on that side of the vehicle to which the turn is to be made while maintaining, or even applying, power to the drive means on the opposite side of the vehicle.
  • sequential clutching and braking can, at least for the most part, be generally described as having individual clutch elements, one connected to the drive means on each side of the vehicle. These clutch elements are individually movable in one direction from a neutral position into contact with a power element that is operatively connected to the prime mover of the vehicle and in the opposite direction from neutral into contact with a braking element.
  • a control mechanism embodying the concept of the present invention has a control shaft mounted for both rotation and axial translation in a housing.
  • a pair of forcetransmitting devices operatively connect the control mechanism to a pair of servient mechanisms that may be located remotely of the control device.
  • the control device has a throw member for actuating each force-transmitting device, the throw member being movably mounted on the housing.
  • the control device also has a pair of link means. One end of each link means is operatively connected to the corresponding throw member by a first pair of individual universal joints spaced radially of the control shaft. The opposite end of each link means is operatively connected to the control shaft by a second pair of individual universal joints.
  • the second pair of universal joints are preferably spaced radially of the control shaft, and housing, in order to preclude the link means from bindingly engaging the control shaft and/or the housing when the control shaft is moved through its normal range, the location of the second pair of universal joints may be rather freely selected.
  • control shaft 40 about which the lever arm 50 rotates and when both pair of universal joints are, at the same time, located at an equal radial distance from that axis, rotation of the lever arm 50 when either bellcrank remains relatively fixed will effect a translatory motion to the lever arm without imparting an attendant motion to the other bellcrank, as is required to balance the forces applied by the bellcrank to their corresponding servient mechanisms.
  • FIG. I is a side elevation of a control device embodying the concept of the present invention operatively connected, by a pair of push-pull control cables, to a pair of remote, servient mechanisms such as the dual output clutch-brake device depicted in top plan and 'used for effecting skid-steering;
  • FIG. 2 is an enlarged side elevation of the control device depicted in FIG. 1;
  • FIG. 3 is a top plan of the control device, partly broken away and partly in section, taken substantially on line 3-3 of FIG. 2;
  • FIG. 4 is a perspective view of the subject control device with the components oriented in what is designated the neutral position;
  • FIG. 5 is a view similar to FIG. 4i with the components being depicted as having been moved in response to pure translation of the steering wheel (not shown) from the neutral position of FIG. 4 so as to apply simultaneous actuation of the cores of the two push-pull cables in the same direction;
  • FIG. 6 is a view similar to FIGS. 4 and 5 with the components of the control device being depicted as having been moved in response to pure translation of the steering wheel (not shown) from the neutral position of FIG. 4 so as to apply simultaneous actuation of the two push-pull cable cores in a direction oppositely of that depicted in FIG. 5; and,
  • FIG. 7 is a view similar to FIGS. 4-6, but appearing on the same sheet of drawings as FIG. 1, with the components of the control device being depicted as having been moved in response to rotation and sequential compound rotation and translation of the steering wheel (not shown) from the neutral position of FIG. 4 so as to apply equal and opposite actuation of the two push-pull cable cores.
  • a control device embodying the concept of the present invention is indicated generally by the numeral 10 and is depicted, in FIG. 1, as being operatively connected to actuate a pair of servient mechanisms in the form of the dual output clutch-brake device 11 by a pair of motion-transmitting devices 12A and 128, respectively.
  • the selection of the servient mechanism to be operated by a particular push-pull cable 12A or 128 may not be important. In other environments, however, a definite preference may exist. For example, in the environment where the control device is operatively connected to a clutch-brake device 11 having dual outlets R and L for the individual operation of the drive means on the right and left side of the vehicle, respectively, the selection should be made in order to achieve substantial conformity between the direction in which the wheel 13 is moved and the resulting direction in which the vehicle moves.
  • the push-pull cables 12A and 12B be crossed between their connection to the control 10 and the clutch-brake device 11. That is, even though the push-pull cable 12A is connected to the right hand side of the control 10, as viewed by an operator grasping wheel 13, that push-pull cable should be connected to the output L of the clutch-brake device I l, and vice versa.
  • the motion transmitting devices 12 may each well be a push-pull control cable in which a core 14 slidably reciprocates with a casing I5 to transmit mechanical motion by the application of either t nsile or compressive forces to the core 14 when at least the ends of the casing 15 are held in a fixed position relative to the core.
  • each cable has an end fitting I6 affixed thereto.
  • Each end fitting I6 is preferably provided with some interfitting means (not shown) by which it can be operatively engaged, as by the dimple 17 (FIG. 2) on clamp 18, for securing the casing 15 to the housing 20 of the control 10.
  • An extension tube 21 (FIGS. 1 and 2) may be mounted to swivel on end fitting 16, as by a socket arrangement not shown.
  • the extension tube 21 slidably receives an end rod 22, one end of which is connected to the core 14 interiorly of the tube 21.
  • the extension tube 21 is closely fitted around the end rod 22 in order to guide the end rod and also to prevent excessive deflection of that portion of the core 14 sliding therein, particularly when subjected to compressive loads.
  • end rods 22A and 22B are secured to corresponding throw members in the form of bellcranks 23A and 238, as by individual clevis connectors 24.
  • the housing 20 comprises a pair of laterally spaced sideplates 25A and 258 each secured to a mounting block 28 (FIGS. 1 and 2) as by a plurality of mounting bolts 29 cooperating with the corresponding flanges 30A and 308 on the respective sideplates 25A and 253.
  • the pushpull cable casing 15A is depicted as being secured to sideplate 25A, and casing 158 is secured to sideplate 258.
  • a support shaft 31 is secured transversely between the sideplates 25 with the opposed ends extending transversely therebeyond.
  • the two bellcranks 23A and 23B are rotatably mounted on the exposed ends of the support shaft 31 for interconnection with the corresponding end rods 22A and 228, respectively, by the clevis connectors 24.
  • a spacer sleeve 32 is received over the support shaft 31 between the sideplates 25A and 25B.
  • Spacer sleeves 33A and 33B are also received over the support shaft 31 exteriorly of the housing 20 to space the bellcranks 23 and clevis connectors 24 at a convenient working distance clear of the housing 20.
  • Nuts 34A and 34B retain the bellcranks rotatably mounted on support shaft 31.
  • a pair of longitudinally spaced bearing blocks 35 and 36 in which a control shaft 40 is mounted for both rotation and axial translation.
  • a pair of longitudinally spaced stop collars 41 and 42 are fastened to the control shaft 40 for cooperative interengagement with the bearing blocks 35 and 36, respectively, to limit the range through which the control shaft 40 may be axially translated.
  • the control shaft 40 may also pass through a bore 43 in an instrument panel 44 to carry the control wheel 13 on the end thereof. As shown, a grommet 45 may well be interposed between the edge of the bore 43 through the instrument panel 44 and the control shaft 40 in order to provide a low friction support for the control shaft.
  • a lever arm in the form of a beam 50 is secured to the control shaft 40 and extends transversely thereof.
  • a link rod 51A connects the lever arm 50, at a point spaced radially of the control shaft 40, to bellcrank 23A, and a second link rod 518 similarly connects the lever arm 50 to bellcrank 233.
  • Each connector means 52 between the lever arm 50 and the corresponding link rod 51, as well as the connector means 53 between each link rod 51 and the corresponding bellcrank 23 is in the form of a universal joint.
  • the connector means 52 may each comprise a clevis 54 secured to the lever arm 50 for rotation about a first axis and a swing block 55 secured to the clevis 54 for swinging movement about a second axis oriented transversely of the first axis.
  • the first axis may be defined by the post portion 56 of clevis 54, and the second axis may be defined by the wristpin 58 that connects the swing block 55 to the clevis 54.
  • One end of each link rod 51 is anchored in the corresponding swing block.
  • each link rod SI is fastened within a similar, second swing block 59 comprising an element of each connector means 53.
  • Each connector means 53 also incorporates a clevis 60 secured to the corresponding bellcrank 23 for rotation about a first axis that is preferably parallel to the axis of the support shaft 31 on which the bellcranks are rotatably mounted.
  • Each swing block 59 is secured to the corresponding clevis 60 for swinging movement about a second axis oriented transversely of the first axis.
  • the first axis may be defined by the post portion 61 of clevis 60
  • the second axis may be defined by the wristpin 62 that connects the swing block 59 to the clevis 60.
  • the connector means 53 must be spaced radially of the control shaft 40 to effect the desired rotation of the bellcranks 23 in response to rotation and/or translation of the control shaft 40, which motions are hereinafter more fully described.
  • the link rods 51 in the preferred embodiment are oriented angularly with respect to the planes in which the individual bellcranks 23 rotate so that a thrust stabilizer is highly desirable to preclude binding of the bellcranks.
  • the post portion 61 of each clevis 60 may extend through an arcuate guide slot 65 in the adjacent sideplate 25.
  • a pair of spaced flanges 66 and 68 extend radially from the post portion 61 of each clevis 60 to engage the opposite faces 69 and 70, respectively, of the corresponding sideplate 25.
  • the operator would first translate the control shaft 40 rearwardly from the position depicted in FIG. 5 to the position depicted in FIG. 4 in order to disengage the clutch mechanisms.
  • rearward translation from the position depicted in FIG. 4 to the position depicted in FIG. 6 actuates the braking mechanisms.
  • the bellcrank 23A has rotated in a clockwise direction to apply a compressive force to the core 14 in push-pull cable 12A, and the bellcrank 238 (not shown in FIG. 4-6) will be similarly rotated to apply an equal compressive force to the core 14 of the push-pull cable 128.
  • control shaft 40 and the lever arm 50 are rotated therewith. Assuming that the operator wishes to turn the vehicle, for example, to the right, the control shaft and lever arm would be rotated in a clockwise direction as viewed in FIGS. 4 and 7.
  • lever arm 50 will rotate bellcrank 23A to apply a tensile stress in core 14 of push-pull cable 12A to engage the clutch mechanism associated with the drive means on the left side of the vehicle (output L), and will, at the same time, rotate bellcrank 238 to apply a compressive stress in core 14 of push-pull cable 128 to engage the braking mechanism associated with the drive means on the right side of the vehicle (output R) and will continue until either the clutch mechanism or the braking mechanism first offers resistance against rotation of the control shaft 40 and lever arm 50. At that point the control shaft and lever arm (as represented by chain lines in FIG. 7) will not only rotate but will also translate axially in a compound motion until the resistance offered against their rotation by the two servient mechanisms equalizes.
  • the braking mechanism for the drive means on the right side of the vehicle first oflers resistance to rotation of the control shaft 40 and lever arm 50.
  • the bellcrank 238 will tend to resist further rotation.
  • the impartation of a further rotative force to the control shaft 40 and lever arm 50 will, by compound rotation and translation of the lever arm 50, nevertheless continue to rotate bellcrank 23A until the clutch mechanism for the drive means on the left side of the vehicle offers a resistance to the rotation of the control shaft and lever arm equal to that previously offered by the brake mechanism for the drive means on the right side of the vehicle.
  • a control device embodying the concept of the present invention will, when operatively connected to servient mechanisms, divide a single input force into a pair of balanced forces directed either in the same direction or, selectively, in opposite directions and will otherwise accomplish the objects of the invention.
  • a control device for applying balanced forces to a pair of servient mechanisms by a pair of force-transmitting means connected respectively therebetween comprising, a housing, a throw member for each force-transmitting means, each throw member being movably mounted on said housing, a control shaft mounted in said housing for rotation and axial translation, a pair of link means having opposed ends, one end of each link means connected to a corresponding throw member at a location spaced radially of said control shaft, the other end of each link means operatively connected to the control shaft.
  • a control device as set forth in claim I, in which the operative connection of each link means to the control shaft is accomplished by first universal joints.
  • each throw member is in the form of a bellcrank rotatably mounted on said housing and in which second universal joints connect each link means to the corresponding bellcrank.
  • a control device as set forth in claim 2, in which a lever arm is secured to said control shaft for mounting said first universal joints radially of said control shaft.
  • a controi device as set forth in claim 4, in which said lever arm is disposed to mount said first universal joints on opposite sides of said control shaft.
  • a control device as set forth in claim 5, in which said throw members are mounted on said housing to be disposed on opposite sides of said control shaft.
  • a control device as set forth in claim 6, in which said throw members are each in the form of a bellcrank rotatably mounted on said housing and in which second universal joints connect each link means to the corresponding bellcrank.
  • a control device as set forth in claim 1, in which the ends of said link means operatively connected to said control shaft are spaced a greater radial distance from said control shaft than the ends of said link means connected to said throw member and in which a thrust stabilization means is operatively connected between each said throw member and said housing.
  • a control device as set forth in claim 8, in which a universal joint connects each said link means to the corresponding throw member, said stabilization means comprising, a post portion on each said universal joint, and flange means on said post portion for engaging said housing.
  • a control device as set forth in claim 9, in which said housing has plate means, a pair of slot means in said plate means, each said post portion passing through one of said slot means and said flange means engaging opposite sides of said plate means.
  • each slot means is arcuate with respect to the axis about which the throw member is in the form ofa bellcrank mounted for rotabellcrank to which the post portion received therein is operation about an axis. lively cqnnected.
  • a control device as set fo 'th in c lgi r l l ig vhjgl i sz a iji

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Control Devices (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)
  • Flexible Shafts (AREA)
  • Non-Deflectable Wheels, Steering Of Trailers, Or Other Steering (AREA)
US40320A 1970-05-25 1970-05-25 Control device for applying balanced forces to a pair of servient mechanisms Expired - Lifetime US3604284A (en)

Applications Claiming Priority (1)

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US4032070A 1970-05-25 1970-05-25

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US3604284A true US3604284A (en) 1971-09-14

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US40320A Expired - Lifetime US3604284A (en) 1970-05-25 1970-05-25 Control device for applying balanced forces to a pair of servient mechanisms

Country Status (8)

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US (1) US3604284A (de)
BE (1) BE767567A (de)
CA (1) CA932621A (de)
DE (1) DE2119405A1 (de)
FR (1) FR2090253A1 (de)
GB (1) GB1329034A (de)
NL (1) NL7105289A (de)
SE (1) SE371156B (de)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3765720A (en) * 1971-07-02 1973-10-16 Nissan Motor Position adjustable support mechanism
US3913695A (en) * 1973-08-11 1975-10-21 Zahnradfabrik Friedrichshafen Fluid-actuated drive system for automotive vehicle
US4152950A (en) * 1977-05-10 1979-05-08 Incom International Inc. Differential and push-pull control system
US4483211A (en) * 1982-01-19 1984-11-20 Cablecraft, Inc. Dual cable transmission gearshift mechanism
US4583417A (en) * 1984-06-25 1986-04-22 Cablecraft, Inc. Two-cable shifting mechanism for transmissions
US4603752A (en) * 1984-12-12 1986-08-05 Figgie International Inc. Speed and direction control apparatus for a vehicle
US4671131A (en) * 1986-02-18 1987-06-09 Cablecraft, Inc. Transmitter for use with a two-cable shifting mechanism for a transmission
US6021687A (en) * 1996-01-26 2000-02-08 Daf Bus International B.V. Selector mechanism for operating a gearbox

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3909854C2 (de) * 1989-03-25 1996-08-22 Opel Adam Ag Biegsame Übertragungseinrichtung

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2197671A (en) * 1939-06-07 1940-04-16 Jr Jose Ramon Vergara Control mechanism for motor vehicles
US3517569A (en) * 1968-04-22 1970-06-30 Lockheed Aircraft Corp Control-actuating device

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2197671A (en) * 1939-06-07 1940-04-16 Jr Jose Ramon Vergara Control mechanism for motor vehicles
US3517569A (en) * 1968-04-22 1970-06-30 Lockheed Aircraft Corp Control-actuating device

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3765720A (en) * 1971-07-02 1973-10-16 Nissan Motor Position adjustable support mechanism
US3913695A (en) * 1973-08-11 1975-10-21 Zahnradfabrik Friedrichshafen Fluid-actuated drive system for automotive vehicle
US4152950A (en) * 1977-05-10 1979-05-08 Incom International Inc. Differential and push-pull control system
US4483211A (en) * 1982-01-19 1984-11-20 Cablecraft, Inc. Dual cable transmission gearshift mechanism
US4583417A (en) * 1984-06-25 1986-04-22 Cablecraft, Inc. Two-cable shifting mechanism for transmissions
US4603752A (en) * 1984-12-12 1986-08-05 Figgie International Inc. Speed and direction control apparatus for a vehicle
US4671131A (en) * 1986-02-18 1987-06-09 Cablecraft, Inc. Transmitter for use with a two-cable shifting mechanism for a transmission
US6021687A (en) * 1996-01-26 2000-02-08 Daf Bus International B.V. Selector mechanism for operating a gearbox

Also Published As

Publication number Publication date
FR2090253A1 (de) 1972-01-14
CA932621A (en) 1973-08-28
DE2119405A1 (de) 1971-12-09
NL7105289A (de) 1971-11-29
GB1329034A (en) 1973-09-05
BE767567A (fr) 1971-10-18
SE371156B (de) 1974-11-11

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