WO1986007324A1 - Systeme de direction a recouvrement pour vehicules a chenilles - Google Patents

Systeme de direction a recouvrement pour vehicules a chenilles Download PDF

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Publication number
WO1986007324A1
WO1986007324A1 PCT/EP1986/000331 EP8600331W WO8607324A1 WO 1986007324 A1 WO1986007324 A1 WO 1986007324A1 EP 8600331 W EP8600331 W EP 8600331W WO 8607324 A1 WO8607324 A1 WO 8607324A1
Authority
WO
WIPO (PCT)
Prior art keywords
gear
steering
radius
hydrostatic
drive
Prior art date
Application number
PCT/EP1986/000331
Other languages
German (de)
English (en)
Inventor
Hans-Jürgen EICKHOFF
Original Assignee
Zahnradfabrik Friedrichshafen Ag
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 Zahnradfabrik Friedrichshafen Ag filed Critical Zahnradfabrik Friedrichshafen Ag
Publication of WO1986007324A1 publication Critical patent/WO1986007324A1/fr

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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

Definitions

  • This invention relates to a superimposed steering gear for caterpillars according to the preamble of claim 1.
  • Steering gearboxes of this type have proven themselves because the two drive sprockets are additionally and counter-driven in a simple manner via summation gearboxes when cornering. If the main drive, which is guided to the two planetary gears via the gearshift gearbox, is shut down, there is no parallel drive of the chain wheels, this same but opposite drive from the steering gear causes the caterpillar to rotate about the vertical axis. But even when the propulsion via the main drive acts at the same time, such superimposed steering gears arranged in this way lead to a high maneuverability of the tracked vehicle.
  • a hydrostatic / mechanical or hydrodynamic steering gear is known in which, in a first embodiment, the hydrostatic and hydrodynamic and in a second embodiment the hydrostatic and mechanical steering gear in terms of power in a first embodiment in all occurring curve radii the zero wave work. Steering is stepless across the entire range. This is favorable for the operation of the steering of the tracked vehicle, especially on the road, where sensitive steering is important because the contact of the road with the chain has little slip and where the necessary steering movements are recognized in good time.
  • a hydrostatic / mechanical steering gear is known from DE-PS 11 74 182, in which the mechanical drive drives the zero shaft in the case of a selected smaller curve radius and the hydrostatic transmission in the case of a larger curve radius.
  • the mechanical steering gear responds very quickly to all steering movements and also works with a high degree of efficiency, so that a high degree of mobility is possible with economical driving in the field.
  • the transition from the hydrostatic to the mechanical steering area is not entirely unproblematic and therefore requires practice for the driver.
  • the steering lever deflection In the first radius area there is a clear assignment between the steering lever deflection and the theoretical curve radius. Because the steering radius area expands according to the gear jump tighter curve radii can also be driven with a lower gear, so that this first radius range is particularly suitable for road travel. The efficiency of the hydrostatic unit is getting better and better with speeds that increase in accordance with the steering deflection, and since the steering power required is low with large steering radii, the absolute power losses are also low.
  • relatively tight curves e.g. 24 m radius in 4th gear
  • there are also off-road areas with radii between 87 and 24 m in 4th Gear a favorable maneuverability with relatively good efficiency due to the steering power summation from the mechanical and hydrostatic partial transmissions.
  • Fig. 4 is a diagram of the swivel angle of the control pump in connection with the radius areas.
  • FIG. 1 schematically shows an arrangement of the superimposed steering gear with the hydrostatic 1 and mechanical 2 partial transmissions, the mechanical partial transmission 2 being axially parallel to the main drive axis 45.
  • a hydrodynamic torque converter 43 and the gearshift transmission 44 with the retarder 47 are located coaxially to the main drive axis 45.
  • the drive of the hydrostatic sub-transmission 1 and takes place via a drive assembly 41 which is connected to the motor 4 of the tracked vehicle a branching gear 42 on which, in addition to the hydrodynamic torque converter 43 and the mechanical sub-gear 2, other consumers not shown, such as. B. fans and supply pumps are connected.
  • the main drive takes place from the engine 4 via the drive assembly 41 to the hydrodynamic torque converter 43 and from there via a hollow shaft 46 to the gear shift transmission 44.
  • the main drive shaft 45 Via the main drive shaft 45, the two summation gears 3 z. B. driven via the ring gear 31, the retarder 47, ie between the gearbox 44 and the summation gears 3, being arranged on the main drive shaft 45.
  • the mechanical sub-transmission 2 is driven purely mechanically, depending on the engine speed, via the branching gear 42 and once via the hydrostatic sub-transmission 1, the pivoting angle of a control pump 11 being adjusted as a function of a steering and control unit, which is not shown.
  • the steering drive from the mechanical sub-transmission 2 of the superposition steering gear takes place via the zero shaft 21 on the z. B. sun gears 32 of the summation gear 3, the required opposite drive direction being generated via intermediate gears 22.
  • the main drive guided via the ring gear 31 is superimposed with the steering drive which is the same on both sides, runs in opposite directions on the inside of the bend and rotates in the same direction on the outside of the bend, so that when cornering, the two output shafts 34 connected to the planet carrier 33 of the summing gear 3 are connected, have different speeds - on the one hand drive speed plus speed from the superimposed steering gear, and on the other hand drive speed minus speed from the superimposed steering gear.
  • the control valve 11 driven by the motor 4 and the oil motor 12 are arranged in the hydrostatic partial transmission 1 in a known manner.
  • the mechanical sub-transmission 2 consists of three simple planetary gear sets 23, 24, 25 as well as the clutches A and B and the brake C for switching the superimposed steering gear 1 plus 2 and the right-hand drive clutch D and the left-hand steering clutch E, for connection to the neutral shaft 21 , depending on the desired direction of travel z.
  • the table in FIG. 3 indicates with an X the clutches A, B, brakes C, directional clutches D, E and the effective freewheels as they are in the radius ranges RI, RII and the fixed radius RF at one Right curve, a left curve and when driving straight ahead are effective.
  • RI is the first purely hydrostatically achievable radius range and RII is the hydro- called static / mechanical radius range. RF is the small fixed radius.
  • the two subcurves r2a and r2b correspond to the hydrostatic / mechanical radius range, r2a resulting from the maximum swivel angle plus to 0 and the subcurve r2b from 0 to maximum minus as the control pump swivels.
  • the sub-curve r2a reduces the radius from 89 to 38 m and the sub-curve r2b from 38 to 24 m.
  • the fixed radius r3 is reached with about 15 m in the fourth gear, which corresponds to a curve radius in the first gear of about 3.3 m.
  • the three-wheel superimposed steering gear works as follows: When driving straight ahead, the right-hand steering clutch D and the left-hand steering clutch E are closed. The zero shaft 21 is thus blocked, and the drive torque which is applied to the summation gear 3 on the ring gear 31 is supported on the sun gear 32. Only the main drive coming from the manual transmission thus acts on the output shafts 34 and thus via the side gear on the chain wheels. When initiating z. B. a right turn, clutch E is released and clutch A is closed. This applies to a small steering deflection on the steering and control unit 5. Up to a theoretical curve radius of z. B. 89 m, as shown in Fig. 4, the steering overlap purely hydrostatically in the area RI corresponding to the curve rl.
  • the drive from the hydrostatic transmission 1 is superimposed by the drive, which is dependent on the throttle lever but is otherwise constant, via the input gear 29B, since the brake C is closed and the planetary gear sets 23, 24 of the mechanical sub-transmission come into effect.
  • the possible drive in this area from the hydrostatic transmission of z. B. plus z. B. 580 to minus 580 rpm is passed via the drive gear 29A and the planetary gear set 23 to the ring gear 242 of the planetary gear set 24.
  • the constant drive from the motor 4 is via the drive gear 29B to the sun gear 240.
  • Part of the steering power thus flows from the drive gear 29A via the first planetary gear set 23 to the ring gear 242 of the second planetary gear set 24, and a second part flows from the drive gear 29B to the sun gear 240 of the second planetary gear set 24.
  • Both partial powers are summed in the planetary gear set 24.
  • the size of the two partial powers can be influenced by the design of the planetary gear sets.
  • the output takes place via the planet carrier 241 and the freewheel F, depending on the steering deflection, with a right turn via the clutch D and the reversing gear 26 to the zero shaft and with a left turn from the freewheel F via the hollow shaft 27 and the clutch E also to the Zero wave.

Abstract

Un système à mécanisme de direction à recouvrement à rayon triple (1 plus 2) où se trouvent un mécanisme partiel hydrostatique (1) et un mécanisme partiel mécanique (2). Un arbre zéro (21) commande, par l'intermédiaire d'un mécanisme de totalisation (3) et des arbres de sortie (34), les roues à chenilles d'un véhicule à chenilles afin d'effectuer une trajectoire courbe. Pour ce système, dans la gamme du premier rayon (RI) seul le mécanisme partiel hydrostatique (1) fonctionne, dans la gamme du deuxième rayon (RII) les mécanismes partiels hydrostatique (1) et mécanique (2) fonctionnent, et dans un troisième rayon fixe (RF) seuls les mécanismes partiels mécaniques (2) fonctionnent, de sorte que la vitesse de rotation de l'arbre zéro (21) assure, dans la gamme du premier et du deuxième rayon (RI et RII), une action de direction progressive, et dans la gamme du troisième rayon, une action de direction avec un faible rayon fixe (RF). Le mécanisme partiel mécanique (2) est un système de mécanisme planétaire doté de trois ensembles de roues simples (23, 24 et 25), qui, de préférence, possèdent les mêmes roues solaires et les mêmes roues à denture intérieure.
PCT/EP1986/000331 1985-06-15 1986-06-04 Systeme de direction a recouvrement pour vehicules a chenilles WO1986007324A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
EP8500290 1985-06-15
LUPCT/EP85/00290 1985-06-15

Publications (1)

Publication Number Publication Date
WO1986007324A1 true WO1986007324A1 (fr) 1986-12-18

Family

ID=8165042

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP1986/000331 WO1986007324A1 (fr) 1985-06-15 1986-06-04 Systeme de direction a recouvrement pour vehicules a chenilles

Country Status (3)

Country Link
EP (1) EP0227761A1 (fr)
DE (1) DE3619055C2 (fr)
WO (1) WO1986007324A1 (fr)

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1989003335A1 (fr) * 1987-10-09 1989-04-20 Zahnradfabrik Friedrichshafen Ag Boite de direction superposee pour vehicules a chenilles
US5076377A (en) * 1985-11-11 1991-12-31 Ifield Engineering Pty. Limited Steering system for vehicles
DE19631014A1 (de) * 1996-08-01 1998-02-05 Zahnradfabrik Friedrichshafen Hydrostatisch-mechanisches Lenkgetriebe
DE19631011A1 (de) * 1996-08-01 1998-02-05 Zahnradfabrik Friedrichshafen Hydrostatisch-mechanisches Lenkgetriebe
US5730677A (en) * 1993-12-03 1998-03-24 Zf Friedrichshafen Ag Protection device for a steering transmission of a tracked vehicle
DE19646344A1 (de) * 1996-11-09 1998-05-14 Zahnradfabrik Friedrichshafen Kettenfahrzeuggetriebe
DE19646343A1 (de) * 1996-11-09 1998-05-14 Zahnradfabrik Friedrichshafen Kettenfahrzeuggetriebe
CN114148152A (zh) * 2021-10-18 2022-03-08 东风德纳车桥有限公司 双电机机械耦合电驱桥及车辆

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19521795A1 (de) * 1995-06-16 1996-12-19 Zahnradfabrik Friedrichshafen Elektro-mechanisches Überlagerungslenkgetriebe für ein Kettenfahrzeug
DE10314956B4 (de) * 2003-04-02 2007-08-23 Zf Friedrichshafen Ag Überlagerungs-Lenkgetriebe, insbesondere für Gleiskettenfahrzeuge
DE102022201638B3 (de) 2022-02-17 2023-02-23 Zf Friedrichshafen Ag Getriebesystem für einen Kettenfahrzeugantriebsstrang
DE102022212998B3 (de) 2022-12-02 2024-05-08 Zf Friedrichshafen Ag Getriebesystem für einen Kettenfahrzeugantriebsstrang

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1174182B (de) * 1962-07-28 1964-07-16 Zahnradfabrik Friedrichshafen UEberlagerungslenkgetriebe fuer Gleis-kettenfahrzeuge
GB1155867A (en) * 1965-09-08 1969-06-25 Renk Ag Zahnraeder An Improved Steering Gear For Tracked Vehicles
DE1929380A1 (de) * 1969-06-10 1970-12-23 Zahnradfabrik Friedrichshafen UEberlagerungslenkgetriebe fuer Gleiskettenfahrzeuge
EP0014122A1 (fr) * 1979-01-16 1980-08-06 ETAT-FRANCAIS représenté par le Délégué Général pour l' Armement Dispositif de direction hydromécanique par dérapage
US4420991A (en) * 1980-03-28 1983-12-20 Zahnradfabrik Friedrichshafen, Ag Drive system for track-laying vehicle

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2412562C3 (de) * 1974-03-15 1979-06-07 Zahnraederfabrik Renk Ag, 8900 Augsburg Überlagerungslenkgetriebe für Gleiskettenfahrzeuge

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1174182B (de) * 1962-07-28 1964-07-16 Zahnradfabrik Friedrichshafen UEberlagerungslenkgetriebe fuer Gleis-kettenfahrzeuge
GB1155867A (en) * 1965-09-08 1969-06-25 Renk Ag Zahnraeder An Improved Steering Gear For Tracked Vehicles
DE1929380A1 (de) * 1969-06-10 1970-12-23 Zahnradfabrik Friedrichshafen UEberlagerungslenkgetriebe fuer Gleiskettenfahrzeuge
EP0014122A1 (fr) * 1979-01-16 1980-08-06 ETAT-FRANCAIS représenté par le Délégué Général pour l' Armement Dispositif de direction hydromécanique par dérapage
US4420991A (en) * 1980-03-28 1983-12-20 Zahnradfabrik Friedrichshafen, Ag Drive system for track-laying vehicle

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5076377A (en) * 1985-11-11 1991-12-31 Ifield Engineering Pty. Limited Steering system for vehicles
WO1989003335A1 (fr) * 1987-10-09 1989-04-20 Zahnradfabrik Friedrichshafen Ag Boite de direction superposee pour vehicules a chenilles
US5041064A (en) * 1987-10-09 1991-08-20 Zahnradfabrik Friedrichshafen Ag Superimposed steering gear for tracklaying vehicles
US5730677A (en) * 1993-12-03 1998-03-24 Zf Friedrichshafen Ag Protection device for a steering transmission of a tracked vehicle
DE19631014A1 (de) * 1996-08-01 1998-02-05 Zahnradfabrik Friedrichshafen Hydrostatisch-mechanisches Lenkgetriebe
DE19631011A1 (de) * 1996-08-01 1998-02-05 Zahnradfabrik Friedrichshafen Hydrostatisch-mechanisches Lenkgetriebe
DE19631014C2 (de) * 1996-08-01 2003-05-28 Zahnradfabrik Friedrichshafen Hydrostatisch-mechanisches Lenkgetriebe
DE19631011C2 (de) * 1996-08-01 2003-11-13 Zahnradfabrik Friedrichshafen Hydrostatisch-mechanisches Lenkgetriebe
DE19646344A1 (de) * 1996-11-09 1998-05-14 Zahnradfabrik Friedrichshafen Kettenfahrzeuggetriebe
DE19646343A1 (de) * 1996-11-09 1998-05-14 Zahnradfabrik Friedrichshafen Kettenfahrzeuggetriebe
DE19646344B4 (de) * 1996-11-09 2006-08-17 Zf Friedrichshafen Ag Kettenfahrzeuggetriebe
CN114148152A (zh) * 2021-10-18 2022-03-08 东风德纳车桥有限公司 双电机机械耦合电驱桥及车辆

Also Published As

Publication number Publication date
EP0227761A1 (fr) 1987-07-08
DE3619055A1 (de) 1986-12-18
DE3619055C2 (de) 1995-10-12

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