WO1987005574A1 - Systeme de transmission et de freinage - Google Patents

Systeme de transmission et de freinage Download PDF

Info

Publication number
WO1987005574A1
WO1987005574A1 PCT/AU1987/000066 AU8700066W WO8705574A1 WO 1987005574 A1 WO1987005574 A1 WO 1987005574A1 AU 8700066 W AU8700066 W AU 8700066W WO 8705574 A1 WO8705574 A1 WO 8705574A1
Authority
WO
WIPO (PCT)
Prior art keywords
hydraulic
braking
vehicle
clutch
steering
Prior art date
Application number
PCT/AU1987/000066
Other languages
English (en)
Inventor
Hugh Ivo Frazer
Original Assignee
Ifield Engineering Pty. Limited
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 Ifield Engineering Pty. Limited filed Critical Ifield Engineering Pty. Limited
Publication of WO1987005574A1 publication Critical patent/WO1987005574A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D11/00—Steering non-deflectable wheels; Steering endless tracks or the like
    • B62D11/02—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides
    • B62D11/06—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source
    • B62D11/10—Steering non-deflectable wheels; Steering endless tracks or the like by differentially driving ground-engaging elements on opposite vehicle sides by means of a single main power source using gearings with differential power outputs on opposite sides, e.g. twin-differential or epicyclic gears
    • B62D11/12—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 using separate change-speed gearings
    • 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
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/06—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels
    • B60T1/062—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels acting otherwise than on tread, e.g. employing rim, drum, disc, or transmission or on double wheels acting on transmission parts

Definitions

  • the invention relates to transmissions of the kind required to provide traction and steerinq to skid-steer vehicles, particularly armorry tracked vehicles. Such vehicles are sometimes very heavy (up to say 60 tonnes) , require to have maximum agility and be capable of operating at high speeds (say 80 k /hr) .
  • the transmission then requires to have a wide ratio range, to provide for efficient regeneration of power from the inner track to the outer track during a high speed turn, to provide for accurate and precise steering, and to provide safe and reliable means for braking, all within a minimum package size and weight.
  • skid-steer vehicles that use brakes on each track for steering purposes (see Paquini US Patent 3,899,058 for example) can provide braking by simultaneous actuation of the steering brakes.
  • steering sytems are only suitable for low-speed crawler drives and the like, as the use of such non-regenerative steering means is too inefficient to be used on high speed skid-steer applications such as military tanks.
  • the invention applies particularly to hydrostatic transmissions consisting of one or more hydraulic pumps driven by one or more engines, that drive two hydraulic motors that in turn drive one or more gearboxes that incorporate range changing clutches.
  • normal braking can be provided by the hydrostatic system, but in higher ranges such braking will be adequate for normal use but may be insufficient for emergency vehicle stops.
  • Emergency braking is also required in the event of a failure of the hydrostatic system or of its associated control system.
  • the object of the invention is to provide a more economic and compact construction than transmissions presently known and in use, while providing for the braking requirements with some improvements in efficiency and in performance when steering and braking at the same time. These objectives are achieved by using two or more of the range changing clutches to provide braking by simultaneous operation.
  • Figure 1 shows schematically a conventional drive and steer system
  • Figure 2 shows schematically a first form of the invention, using a hydrostatic transmission and two range clutches.
  • Figure 3 shows a second form of the invention using a preferred type of hydrostatic transmission and again two range clutches.
  • Figure 4 shows diagrammatically a syte for providing the necessary braking pressure to the clutches shown in Figures 2 and 3.
  • Figure 1 shows schematically a conventional drive and steer system as most commonly used in modern societyry tracked vehicles. There are many variations on this essential scheme, but the basic approach is almost universal.
  • a prime mover 1 drives a transmission 2, usually an automatic gear changing transmission with a ⁇ hydrokinetic torque converter.
  • the output from the transmission drives bevel pinion 3, which drives crown wheel 4 attached to combining shaft 5.
  • This shaft drives the annulus gears 6(A&B) of two epicyclic assemblies A and B.
  • the output shafts 7(A&B) are driven by the planetary carriers and are each provided by brakes 8(A&B).
  • the prime mover also drives hydraulic pump 9 which is connected by pipework not shown to hydraulic motor 10.
  • This hydraulic transmission provides the vehicle steering.
  • the hydraulic motor drives the steering layshaft 11 through bevel gear set 12.
  • the layshaft drives the sun gears of the epicylics A and B through gear trains 13(A&B). It can be seen that the gear train 13B has an additional idler gear to reverse the direction of rotation.
  • rotation of the hydraulic motor will cause opposite rotation of the sun gears.
  • the hydraulic pump normally used is of the variable overcentre type so that it may be controlled to provide motor rotation in either direction at any desired speed.
  • the transmission 2 While the vehicle is being driven straight ahead, the transmission 2 will provide drive through the gears to the output shafts 7(A&B) and the hydraulic motor 10 will be stationary. If the pump is subsequently operated to rotate the motor, this rotation will rotate the sun gears oppositely causing a speed difference between the output shafts. This speed difference will force the vehicle to turn. The rate of turn is easily and precisely controlled by control of the hydraulic pump.
  • brakes 8(A&B) on the output shafts may be disc type brakes but are more commonly of the multi-plate oil immersed type. They are usually hydraulically operated using pressure generated by the gearbox lubrication pump, not shown, or by a special pump for clutch and brake operation, also not shown. Such brakes are typically sized to provide a maximum vehicle retardation of 0.5g.
  • Parking and emergency brakes are often provided for by parallel mechanical operation of the same brake packs.
  • One potential disadvantage of this approach is that all braking is done on the same pair of brake packs, so a failure of the brake packs leads to a total loss of brakes.
  • a second disadvantage occurs when braking is required while steering. In an extreme case it may be necessary for the brakes to be applied during a hard slow speed turn, as when negotiating down a steep river bank. Possibly the inner track is being rotated in reverse for steering purposes. With this braking system the inner brake 8B is fighting the retardation of the inner track and introducing unnecessarily high forces and losses within the transmission system. Even under less severe turns, the brakes add to the load of the steering system. Under some circumstances it may even be necessary to apply engine power to turn while braking.
  • FIG. 2 shows an embodiment of the invention.
  • the essential difference between this and Figure 1 is that the transmission has been replaced by a hydrostatic transmission 2 consisting of a pump and motor and associated circuitry and controls, not shown, with two range changing clutches 14,15 used to extend the range of the hydrostatic tranmsission so that smaller hydrostatic components may be used. These range clutches also provide for emergency braking by being operated simultaneously.
  • Clutch 14 engages low range, while clutch 15 engages high range. Because they are constrained to rotate at different speeds by their associated gearing, a braking effect will occur if they are both engaged simultaneously. If low range is selected, clutch 14 may remain fully engaged while 15 is progressively operated to provide progressive braking. If high range is selected, 15 may remain fully engaged while 14 is progressively operated.
  • a sprag type brake illustrated as pins 16(A&B) engaging holes in drive plates 17(A&B) is provided for parking purposes.
  • This scheme provides for improved safety over the conventional system in Figure 1 in that three completely seperate and different means are provided for braking purposes.
  • the hydrostatic braking is conveniently controlled by a brake pedal (not shown) , the emergency braking can be readily brought in automatically by over-travel of the pedal, and a lever can operate the parking brake.
  • the hydraulic system to the clutches is readily made completely separate from the hydrostatic drive system, so the two systems are truly independent.
  • a system such as shown in Figure 2 has the capability of doing both at the same time even though it can never be used, so the components can not be ever fully utilised.
  • the prime mover 1 now drives one or two hydraulic pumps 18. If the hydraulic motors 20 are of variable displacement, it is possible to drive and steer the vehicle with only one variable displacement pump connected to the two motors in parallel, with pipework not shown, as steering can be achieved by setting the motors to different displacements, to suit the prevailing torgue demand at each gearbox input.
  • Two pumps can also be used, one connected to each motor, with pipework not shown.
  • the motors can be of fixed displacement, with steering being controlled by the relative displacements of the two pumps.
  • the single pump option has less parts and lower weight, although steering by motor control is much more complex than steering by pump control, and is best handled by a computer based control system. In some vehicle configurations this system can allow two smaller engines to be used each driving a single pump, with improved vehicle lay-out and utility.
  • the transmission circuitry and controls can be readily designed so that the vehicle can be driven with just one engine operative.
  • the two motors drive into the combining differential 21. This is shown as a bevel differential but may of spur gear type or any other known type.
  • the casing of the differential will rotate at the mean of the two motor speeds and this represents the traction part of the drive. This casing is connected to combining shaft 5 through either high 15 or low 14 clutches with their associated gearing.
  • FIG 4 shows a simple system to provide the necessary braking pressure to both clutches at the same time.
  • the two clutch actuating cylinders are represented by 23 and 24.
  • the clutch pump 25 charges the accumulator 26 through non-return valve 27.
  • Unloading valve 28 returns the pump flow to tank 29 when the accumulator is charged to the required pressure, as set by the spring adjustment on the unloading valve.
  • the unloading valve also acts as a relief valve protecting the pump from over-pressure.
  • the directional control valve has three states and is shown as solenoid operated, although it could well be operated by a lever or by other known means. With both solenoids de-energised, as shown, both clutches are connected to the return port of the solenoid valve. Actuation of either solenoid will direct accumulator pressure to the respective clutch cylinder.
  • Variable pressure reducing valve 31 controls the back pressure at the return port of the solenoid valve and provides the braking action. This valve acts to control the pressure in gallery 32, the pressure depending on the the force of the spring 33. This spring is progressively depressed by progressive actuation of the vehicle brake pedal, beyond the travel required for hydrostatic braking. by means not shown. The more the spring is loaded by the brake pedal, the higher the pressure in gallery 32 will be.
  • High range braking is done by the low range clutch.
  • the high clutch is used as the brake in low range.
  • the higher vehicle speeds achievable in high range require a greater brake thermal capacity and it is convenient that the low range clutch as indicated in Figures 2 and 3 would indeed require to have a greater capacity than the high range clutch.
  • the smaller high range clutch will be sufficient for braking at the lower speeds achievable in low range.
  • the invention is by way of illustration only and the same principles and operation of the invention can naturally be applied to other transmission configurations.
  • the invention is not limited to transmissions with two range clutches as the directional control valves can be readily configured to provide the necessary control of clutches for both drive and braking with more than two clutches.

Abstract

Un système de transmission pour un véhicule à direction par glissement comprend au moins une pompe hydraulique (9) entraînée par un moteur au moins (1), celui-ci entraînant à son tour une paire de moteurs hydrauliques, dont l'un est relié à chacune des chenilles ou des roues du véhicule par l'intermédiaire d'une boîte de vitesses. Celle-ci fournit au moins deux plages de transmission pouvant chacune être rendue active par un embrayage (14, 15), les embrayages (14, 15) pouvant être actionnés de façon indépendante afin de choisir une plage désirée ou pouvant être actionnés simultanément afin de permettre le freinage d'urgence des chenilles ou des roues.
PCT/AU1987/000066 1986-03-14 1987-03-11 Systeme de transmission et de freinage WO1987005574A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPH5043 1986-03-14
AU504386 1986-03-14

Publications (1)

Publication Number Publication Date
WO1987005574A1 true WO1987005574A1 (fr) 1987-09-24

Family

ID=3695501

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1987/000066 WO1987005574A1 (fr) 1986-03-14 1987-03-11 Systeme de transmission et de freinage

Country Status (2)

Country Link
EP (1) EP0273034A1 (fr)
WO (1) WO1987005574A1 (fr)

Cited By (15)

* 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
US5076380A (en) * 1988-10-19 1991-12-31 Honda Giken Kogyo Kabushiki Kaisha Apparatus for controlling the distribution of drive power in motor vehicle
EP0741289A2 (fr) * 1995-04-15 1996-11-06 MaK System Gesellschaft mbH Banc d'essai de véhicules à chenilles
DE19631012A1 (de) * 1996-08-01 1998-02-05 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Lenkung eines Kettenfarhzeuges
US7364409B2 (en) 2004-02-11 2008-04-29 Haldex Hydraulics Corporation Piston assembly for rotary hydraulic machines
US7380490B2 (en) 2004-02-11 2008-06-03 Haldex Hydraulics Corporation Housing for rotary hydraulic machines
US7402027B2 (en) 2004-02-11 2008-07-22 Haldex Hydraulics Corporation Rotating group of a hydraulic machine
US7856817B2 (en) 2004-12-01 2010-12-28 Haldex Hydraulics Corporation Hydraulic drive system
GB2472687A (en) * 2009-08-10 2011-02-16 Ontario Drive & Gear Ltd Vehicle drive transmission and steering apparatus
US7992484B2 (en) 2004-02-11 2011-08-09 Haldex Hydraulics Corporation Rotary hydraulic machine and controls
WO2018045791A1 (fr) * 2016-09-09 2018-03-15 傅江标 Mécanisme de direction de transmission à variation continue de véhicule chenillé
IT201700115950A1 (it) * 2017-10-13 2019-04-13 Fpt Ind Spa Trasmissione di un assale traente
CN111059224A (zh) * 2019-12-25 2020-04-24 柳工柳州传动件有限公司 一种回转减速机总成及电力驱动系统
US20210364074A1 (en) * 2018-12-27 2021-11-25 Kubota Corporation Work vehicle
EP4328100A1 (fr) * 2022-07-26 2024-02-28 CNH Industrial Italia S.p.A. Procédé et système de freinage d'urgence

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3785450A (en) * 1972-03-28 1974-01-15 Komatsu Mfg Co Ltd Steering system for an endless track type tractor
AU2057876A (en) * 1975-12-15 1978-06-22 Fiatallis Construction Machinery, Inc Crawler tractor combined steering-braking means
AU3265178A (en) * 1977-01-24 1979-08-02 Commercial Shearing Inc. Hydraulic drive Steering circuit for tracked vehicles
US4215755A (en) * 1977-10-25 1980-08-05 David Brown Gear Industries Limited Power transmission mechanisms

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3785450A (en) * 1972-03-28 1974-01-15 Komatsu Mfg Co Ltd Steering system for an endless track type tractor
AU2057876A (en) * 1975-12-15 1978-06-22 Fiatallis Construction Machinery, Inc Crawler tractor combined steering-braking means
AU3265178A (en) * 1977-01-24 1979-08-02 Commercial Shearing Inc. Hydraulic drive Steering circuit for tracked vehicles
US4215755A (en) * 1977-10-25 1980-08-05 David Brown Gear Industries Limited Power transmission mechanisms

Cited By (25)

* 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
US5076380A (en) * 1988-10-19 1991-12-31 Honda Giken Kogyo Kabushiki Kaisha Apparatus for controlling the distribution of drive power in motor vehicle
EP0741289A2 (fr) * 1995-04-15 1996-11-06 MaK System Gesellschaft mbH Banc d'essai de véhicules à chenilles
EP0741289A3 (fr) * 1995-04-15 1998-07-15 MaK System Gesellschaft mbH Banc d'essai de véhicules à chenilles
DE19631012A1 (de) * 1996-08-01 1998-02-05 Zahnradfabrik Friedrichshafen Verfahren und Vorrichtung zur Lenkung eines Kettenfarhzeuges
DE19631012C2 (de) * 1996-08-01 2003-12-11 Zahnradfabrik Friedrichshafen Vorrichtung zur Lenkung eines Kettenfahrzeuges und Verfahren zum Betrieb dieser Vorrichtung
US7992484B2 (en) 2004-02-11 2011-08-09 Haldex Hydraulics Corporation Rotary hydraulic machine and controls
US7364409B2 (en) 2004-02-11 2008-04-29 Haldex Hydraulics Corporation Piston assembly for rotary hydraulic machines
US7380490B2 (en) 2004-02-11 2008-06-03 Haldex Hydraulics Corporation Housing for rotary hydraulic machines
US7402027B2 (en) 2004-02-11 2008-07-22 Haldex Hydraulics Corporation Rotating group of a hydraulic machine
US9115770B2 (en) 2004-02-11 2015-08-25 Concentric Rockford Inc. Rotary hydraulic machine and controls
US8196397B2 (en) 2004-12-01 2012-06-12 Concentric Rockford, Inc. Hydraulic drive system
US8596055B2 (en) 2004-12-01 2013-12-03 Concentric Rockford Inc. Hydraulic drive system
US7856817B2 (en) 2004-12-01 2010-12-28 Haldex Hydraulics Corporation Hydraulic drive system
US8439152B2 (en) 2009-08-10 2013-05-14 Ontario Drive & Gear Limited Vehicle drive transmission and steering system
GB2472687B (en) * 2009-08-10 2016-06-08 Ontario Drive & Gear Ltd Vehicle drive transmission and steering system
GB2472687A (en) * 2009-08-10 2011-02-16 Ontario Drive & Gear Ltd Vehicle drive transmission and steering apparatus
RU2719112C1 (ru) * 2016-09-09 2020-04-17 Дженбнао Фу Бесступенчатый механизм поворота гусеничной машины
WO2018045791A1 (fr) * 2016-09-09 2018-03-15 傅江标 Mécanisme de direction de transmission à variation continue de véhicule chenillé
IT201700115950A1 (it) * 2017-10-13 2019-04-13 Fpt Ind Spa Trasmissione di un assale traente
US20210364074A1 (en) * 2018-12-27 2021-11-25 Kubota Corporation Work vehicle
US11629781B2 (en) * 2018-12-27 2023-04-18 Kubota Corporation Work vehicle
CN111059224A (zh) * 2019-12-25 2020-04-24 柳工柳州传动件有限公司 一种回转减速机总成及电力驱动系统
CN111059224B (zh) * 2019-12-25 2022-09-20 柳工柳州传动件有限公司 一种回转减速机总成及电力驱动系统
EP4328100A1 (fr) * 2022-07-26 2024-02-28 CNH Industrial Italia S.p.A. Procédé et système de freinage d'urgence

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