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WO1997002975A1 - Systeme d'entrainement par differentiel - Google Patents

Systeme d'entrainement par differentiel Download PDF

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Publication number
WO1997002975A1
WO1997002975A1 PCT/GB1996/001600 GB9601600W WO9702975A1 WO 1997002975 A1 WO1997002975 A1 WO 1997002975A1 GB 9601600 W GB9601600 W GB 9601600W WO 9702975 A1 WO9702975 A1 WO 9702975A1
Authority
WO
WIPO (PCT)
Prior art keywords
differential
ofthe
steering
propulsion
shaft
Prior art date
Application number
PCT/GB1996/001600
Other languages
English (en)
Inventor
Peter James Gibson
Original Assignee
The Secretary Of State For Defence
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 The Secretary Of State For Defence filed Critical The Secretary Of State For Defence
Priority to GB9800254A priority Critical patent/GB2317662B/en
Priority to AU63133/96A priority patent/AU6313396A/en
Publication of WO1997002975A1 publication Critical patent/WO1997002975A1/fr
Priority to NO19980124A priority patent/NO316065B1/no
Priority to SE9800045A priority patent/SE9800045L/xx

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
    • B62D11/14—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 differential power outputs being effected by additional power supply to one side, e.g. power originating from secondary power source

Definitions

  • This invention relates to a differential driving system, in particular a differential driving system capable for use as a steering system for skid steer vehicles.
  • Steering of tracked vehicles is most usually effected by causing one side ofthe vehicle to travel faster than the other, a method known as skid steer.
  • Skid steer systems offer good manoeuvrability with very tight turns being possible and have other advantages such as robust suspension linkages and efficient use of space with no need for wheel arches to allow wheels to steer.
  • Various mechanisms have been produced to enable skid steer but many require complex and expensive systems.
  • Skid steer can be effected by having twin engines or twin gearboxes driven from a common power source, each driving one side ofthe vehicle but this can be expensive in terms of cost and weight, can occupy a large volume and for all these reasons can be unsuitable for small vehicles.
  • Other systems use a single power source and gearbox with clutch and brake mechanisms where steering is achieved by declutching and applying a brake to one side ofthe vehicle.
  • this type of system only works well on slow vehicles and results in large power losses.
  • US-A-5,004,060 discloses a tracked vehicle having a differential skid steer system having two epicyclic trains, each having sun, ring and planet gear elements.
  • the vehicle motor drives elements ofthe first and second trains, the ring gear and planet carrier respectively, whilst the sun gears of both trains are driven by a hydraulic steering motor.
  • the remaining elements, the planet carrier ofthe first train and ring gear ofthe second, drive the track drive wheels.
  • systems using such epicyclic trains have the disadvantage that specialist manufacture ofthe epicyclic trains is required, resulting in higher costs and low availability of spare parts.
  • sun gear annular gear and planet carrier shall be applied to the elements of a differential but that the term annular gear does not in any way restrict a gear to being a ring gear with internal teeth and is used in conjunction with the term sun gear to distinguish between the non planet carrier gears.
  • skid steer systems to small or inexpensive vehicles can be a problem.
  • Cost constraints often contribute to crude steering mechanisms.
  • Autonomous vehicles are often supplied with tracks and skid steering because ofthe desirability to turn in confined spaces and cope with a variety of terrain.
  • such vehicles require precise steering means with good control at high and low speeds because there is no onboard driver capable of compensating for the inherent non-linearities in conventional drive mechanisms.
  • the system may need to be relatively small and inexpensive.
  • Such vehicles may be used, for example, in a hazardous environment.
  • Patent application WO 85/01784 discloses a differential system having two differentials which are connected for rotation in the same direction on one side and opposed rotation on the other.
  • the system is capable of operating as a skid steer system with one differential being driven by a vehicle engine and the other differential being driven by some steer means.
  • European Patent application EP0267983 discloses a track-laying vehicle which has a steering system comprising two differentials connected for opposed rotation on one side and rotation in the same direction on the other with one differential being driven by the vehicle motor and the other by a motor controlled by a steer means.
  • systems having one side connected for rotation in the same direction and the other side connected for opposed rotation necessitate the use of an idler gear.
  • Use of an idler gear increases the cost and complexity ofthe system both in terms of having an extra component but also in the required supporting structure to enable the idler gear to resist the considerable loads experienced.
  • the versatility of arrangement of such systems is also correspondingly reduced.
  • a differential driving system comprising a variable speed reversible motor, a propulsion differential adapted to be driven by a driving motor and connected to two propulsion shafts to provide left and right drive shafts and a steering differential driven by the variable speed reversible motor wherein each ofthe propulsions shafts is connected, via a shaft connection means, to rotate with a gear of the steering differential such that when the propulsion shafts are rotating in the same direction as one another then the gears ofthe steering differential connected with the propulsion shafts are rotating in the same direction as one another and the propulsion differential, steering differential and shaft connections means are adapted such that when the variable speed reversible motor is not rotating the propulsion shafts have equal angular velocity and rotation ofthe variable speed reversible motor causes an equal and opposite change in the angular velocities ofthe propulsion shafts.
  • Advantages of this system include the low cost and mechanical simplicity. Also the system can easily inco ⁇ orate conventional existing differentials without requiring specialist manufacture of components, resulting in lower costs, good availability of spares and a flexibility of use for a wide range of vehicles.
  • the system also demonstrates desirable control characteristics.
  • the velocity difference between the rates of rotation ofthe two drive shafts is constant for a certain steer input, whatever the input from the driving ' motor, therefore, in use where the left and right drive means provide drive for the two sides of a vehicle the steer rate is the same for a certain steer input irrespective ofthe forward velocity.
  • the steering differential input is driven by the variable speed reversible motor which is usefully adapted not to rotate for no steer input.
  • the propulsion shafts For straight running the propulsion shafts must have equal angular velocity and so the shaft connection means are selected to introduce predetermined ratios into the rates of rotation ofthe propulsion shafts and the gears ofthe steering differential to ensure that the propulsion shafts are rotating at the same rate when the variable speed reversible motor is not rotating.
  • the propulsion shafts may either be connected for rotation in the same direction as the gears ofthe steering differential or may be connected for opposed rotation.
  • the type of connection is the same for each propulsion shaft however. Having the same type of connection for each shaft means that the driving system is versatile in the way it can- be arranged and it can be easily adapted for a particular application. Further, different types of connection on each side would lead to problems such as the ability to co ⁇ ectly tension each connection means whereas maintenance and repair is easier with the same type of connection being on both sides.
  • Each ofthe differentials has a planet carrier, a sun gear and an annular gear and the propulsion differential preferably has its sun and annular gears each connected to rotate with a propulsion shaft and has its planet carrier adapted to be driven by a driving motor, the propulsion differential being such that no rotation ofthe planet carrier ensures that rotation of one ofthe gears connected to a propulsion shaft causes the other gear to rotate in the opposite direction.
  • the steering differential is such that with no rotation ofthe planet carrier, rotation ofthe sun gear causes the annular gear to rotate in the opposite direction and the steering differential has its sun and annular gears each connected to rotate with a steering shaft, the planet carrier ofthe steering differential is driven, via a carrier driving means, by one ofthe propulsion shafts, the other propulsion shaft being adapted to drive, via a shaft driving means, one ofthe steering shafts, the other steering shaft being driven by the variable speed reversible motor and the shaft driving means and carrier driving means introduce predetermined drive ratios such that, in use, when the variable speed reversible motor is not rotating then the angular velocities ofthe two propulsion shafts are equal.
  • the steering differential can be ofthe same type as the propulsion differential thus reducing complexity and the potential number of spare parts required.
  • Rotation ofthe steering shaft driven by the variable speed reversible motor causes the rotation ofthe other steering shaft to either increase or decrease and the rotation ofthe planet carrier to do the opposite, meaning that a velocity differential is imparted to the propulsion shafts.
  • the steering differential is such that with no rotation ofthe planet carrier, rotation ofthe sun gear causes the annular gear to rotate in the same direction and the steering differential has its sun and annular gears each connected to rotate with a steering shaft, each steering shaft being driven, via a shaft driving means, by one ofthe propulsion half shafts, the planet carrier being driven, via a carrier driving means, by the variable speed reversible motor and the shaft driving means introduce predetermined drive ratios such that, in use, when the variable speed reversible motor is not rotating then the angular velocities ofthe two propulsion shafts are equal.
  • the steering differential is of a different type to the propulsion differential which means that the two steering shafts are driven by the two propulsion shafts which allows for non complex and space efficient interconnection ofthe two differentials.
  • No rotation ofthe planet carrier corresponds to no steer input and means that the two steering shafts will be rotating in the same direction.
  • the shaft driving means introduce ratios such that the angular velocity imparted to a propulsion shaft, via a shaft driving means, is the same as the angular velocity imparted to the other propulsion shaft via the other shaft driving means.
  • the variable speed reversible motor is preferably a hydraulic motor.
  • the propulsion differential is a conventional differential having an internal ratio between its sun and annular gears of 1 : 1.
  • the steering differential may be a bevel gear differential.
  • the steering differential is a conventional bevel gear differential with an internal ratio between its sun and annular gears of 1 : 1 and where the ratio, introduced by the carrier driving means, ofthe angular velocity ofthe propulsion half shaft which drives the steering differential planet carrier and the angular velocity ofthe steering differential planet carrier itself is 1 :2X when the ratio of the angular velocity ofthe steering half shaft to the propulsion half shaft linked by the shaft driving means is 1:X, where X is some real number.
  • the system may be used as a steering system by adapting the variable speed reversible motor to be controllable by a vehicle steer means and not to rotate for straight running and to rotate in opposite directions for left and right steer.
  • the variable speed motor is preferably calibrated to increase linearly with increased steer input, up to a pre-set maximum value.
  • the steering system may be used in a tracked vehicle comprising two parallel, independently drivable tracks driven by a track drive wheel, a vehicle motor and a steering system as described herein, wherein one propulsion half shaft connects to the track drive wheel of one track and the other propulsion half shaft connects to the track drive wheel of the other track.
  • Figure 1 shows a schematic representation of a specific embodiment ofthe first arrangement of the invention.
  • Figure 2 shows a kinematic representation ofthe linking ofthe system shown in Figure 1.
  • Figure 3 shows a schematic representation of a tracked vehicle inco ⁇ orating a steering system according to an embodiment ofthe second arrangement ofthe invention
  • the propulsion differential 1 is a conventional bevel gear differential and has a planet carrier 2 driven, via a chain drive mechanism 3, by a drive wheel 4 ofthe driving motor 5.
  • the annular gear ofthe propulsion differential 1 is connected to rotate with a first drive shaft 6 and the sun gear of propulsion differential 1 is connected to rotate with a second drive shaft 7, first and second drive shafts 6, 7 extending along a common axis and providing left and right drive means.
  • first drive shaft 6 has a first toothed wheel 8 connected to it, said toothed wheel being aligned in a plane pe ⁇ endicular the axis ofthe first drive shaft and having said axis at its centre.
  • a second toothed wheel 9 is connected to the second drive shaft 7 along its length, the toothed wheel being aligned pe ⁇ endicular to the axis ofthe second drive shaft and centred upon said axis.
  • the steering differential 10 is a bevel gear differential having a planet carrier 11 which is driven, via a chain 12 by the second toothed wheel 9, chain 12 and toothed wheel 9 comprising the carrier driving means.
  • the ratio of rotational velocity ofthe second drive shaft to the rotational velocity ofthe planet carrier is determined by the ratio ofthe number of teeth ofthe planet carrier to the number of teeth ofthe second toothed wheel.
  • the steering differential 10 also has a propulsion input shaft 13 connected to its annular gear and a steer input shaft 14 connected to its sun gear.
  • the propulsion input shaft 13 ends in a third toothed wheel 15 aligned pe ⁇ endicular to the propulsion input shaft 13 and centred thereon, said toothed wheel 15 also being in the same plane as first toothed wheel 8 and driven thereby via a chain 16, the chain 16 and toothed wheels 8, 15 making up the shaft driving means and introducing a ratio in the rate of rotation ofthe propulsion input shaft to the rate of rotation ofthe first drive shaft equal to the ratio ofthe number of teeth ofthe first toothed wheel 8 to the number of teeth ofthe third toothed wheel 15.
  • the steer input shaft 14 is driven directly by a variable speed reversible hydraulic motor 17 which is in tum driven via a hydraulic pump (not shown) driven by the driving motor 5.
  • the propulsion differential is represented by P and the steering differential by S.
  • Each differential has a carrier rotating at an angular velocity c, a sun gear rotating at an angular velocity s and an annular gear rotating at an angular velocity of a.
  • Ra (l+R)c - s (1) where the value of R depends upon the rotational rates ofthe annular gear to the sun gear when the rotational velocity ofthe carrier is zero.
  • the value of R is positive, whereas for a differential in which no rotation ofthe carrier ensures that the rotation ofthe sun and annular gears is in the same direction, such as in the second arrangement ofthe invention, the value of R must be negative.
  • the value of R is equal to N s / N a where N s is the number of teeth ofthe sun gear and N a is the number of teeth ofthe annular gear.
  • the carrier ofthe propulsion differential of figure 1 is driven by the driving motor at some angular velocity M.
  • the half shaft connected to the annular gear provides a first drive shaft with an angular velocity of Vi and the half shaft connected to the sun gear provides a second drive shaft with an angular velocity of V 2 . Therefore the propulsion differential, being a conventional bevel gear differential with an intemal ratio of 1 ; 1 and hence of value of R equal to one, satisfies the equation;
  • the carrier ofthe steering differential S is driven by the rotation ofthe second drive shaft with a ratio in the rates of rotation introduced so that the angular velocity ofthe . carrier equals V 2 la.
  • the propulsion input shaft is connected to the annular gear ofthe steering differential and is driven by the rotation ofthe first drive shaft with a ratio between the rates of rotation introduced so that the angular velocity ofthe propulsion input shaft equals Vi / ⁇ .
  • the steer input shaft is connected to the sun gear ofthe steering differential and is driven at an angular velocity of I by the variable speed reversible motor. Therefore the steering differential satisfies the equation;
  • V 1 V 2 - I. ⁇ /(l+R s ) (4)
  • V 1 M - I. ⁇ 2(1+R s )
  • V 2 M + I. ⁇ 2(1+Rs)
  • any steer input I causes the angular velocity of one drive shaft to increase by I. ⁇ /2(1+Rs) and the angular velocity ofthe other to decrease by the same amount.
  • the steering effect is dependant upon the intemal ratio ofthe steering differential and the value ofthe ratios ⁇ and ⁇ .
  • the propulsion differential 1 is a bevel gear differential having a bevel gear planet carrier 20.
  • the planet carrier 20 is driven by the vehicle motor 5 via a motor drive shaft 22.
  • the annular and sun gears ofthe propulsion differential are connected to rotate with first and second drive shafts 6 and 7 respectively, drive shafts 6, 7 having spur gears 50, 51 disposed along their axes.
  • Drive shafts 6 and 7 are connected to rotate with track drive wheels 24 and 26 respectively and provide drive for tracks 28 and 30.
  • the steering differential 32 is a spur gear differential having its annular gear connected to rotate with first steering shaft 34 which terminates in spur gear 38.
  • the sun gear ofthe steering differential 32 is connected to rotate with second steering shaft 36 which ends in spur gear 40.
  • the planet carrier 42 of steering differential 32 is chain driven, via chain 43, by drive wheel 44 ofthe hydraulic motor 17.
  • the hydraulic motor is controlled by a vehicle steer means (not shown) and is adapted not to rotate for straight running and to rotate in opposite directions for left and right steer.
  • Spur gear 50 connects with spur gear 38 so that rotation ofthe first drive shaft 6 causes opposed rotation ofthe first steering shaft 34 Likewise spur gear 51 ofthe second drive shaft connects with spur gear 40 ofthe second steering shaft.
  • the kinematics ofthe system shown in figure 3 are very similar to the kinetics of the first arrangement.
  • the propulsion differential is again a conventional bevel gear differential with an intemal ratio of 1 : 1 and has its planet carrier driven at some angular velocity M by the vehicle motor and so satisfies the equation
  • V, 2M - V 2 (5)
  • Vi is the angular velocity ofthe first drive shaft 6 and V 2 is the angular velocity of the second drive shaft 7.
  • the steering differential is such that with no rotation ofthe planet carrier the rotation ofthe sun and annular gears are in the same direction. This means that in the equation given above which describes differentials the value of R is negative.
  • the annular gear ofthe steering differential 32 is driven by steering shaft 34 which is connected to rotate with first drive shaft 6 which rotates at an angular velocity Vi.
  • the connection means namely spur gears 50 and 38, introduce a ratio into the rates of rotation such that steering shaft 34 rotates at -Vi/ ⁇ , where ⁇ is positive.
  • the value of rotation of the steering shaft 34 has a negative value as it is connected for opposed rotation with first drive shaft 6.
  • a ratio is introduced between the rates of rotation of second drive shaft 7 and steering shaft 36 such that steering shaft 36 and therefore the sun gear ofthe steering differential rotate at an angular velocity of -V 2 / ⁇ where ⁇ is positive.
  • the planet carrier 42 ofthe steering differential 32 is driven by the hydraulic 17 motor at some angular velocity I dependant upon the steer input.
  • V, I. ⁇ .(l-Rs) + V 2 (8)
  • Vi M - I. ⁇ .(l-Rs)/2
  • V 2 M + I. ⁇ .(l-Rs)/2
  • any steer input I results in a change ofthe angular velocity ofthe two drive shafts by an equal and opposite amount.
  • the values of ⁇ and ⁇ can be chosen to ensure a sensible steering effect. It should be apparent that where steering shafts and drive shafts connected for rotation in the same direction then the steering effect would have the same value but that the steer effect would be added to Vi and taken away from V 2 . It can also be seen that the total velocity ofthe track drive wheels is constant for constant motor input M and therefore the forward velocity ofthe vehicle is not changed by steering.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Retarders (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Power Steering Mechanism (AREA)

Abstract

Système d'entraînement par différentiel pouvant fonctionner comme un système de direction pour véhicules équipés d'un système de glissement possédant deux différentiels, un différentiel de direction (11) affecté à la direction et un différentiel de propulsion (1) dont le porte-pignons satellite (2) est conçu pour être entraîné par un moteur (5) et qui comporte des arbres d'entraînement (6, 7) destinés aux côtés opposés du véhicule. L'un des engrenages du différentiel de direction est entraîné par un moteur réversible à vitesse variable (17), les deux autres engrenages étant chacun raccordés de façon à tourner avec l'un des arbres d'entraînement (6, 7). La non-rotation de l'engrenage du différentiel de direction entraîné par le moteur réversible (17) signifie que les deux autres engrenages tournent dans le même sens et que les rapports d'entraînement des dispositifs de connexion permettent d'égaliser les vitesses angulaires des deux arbres d'entraînement (6, 7).
PCT/GB1996/001600 1995-07-12 1996-07-05 Systeme d'entrainement par differentiel WO1997002975A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
GB9800254A GB2317662B (en) 1995-07-12 1996-07-05 Differential driving system
AU63133/96A AU6313396A (en) 1995-07-12 1996-07-05 Differential driving system
NO19980124A NO316065B1 (no) 1995-07-12 1998-01-12 Differensial-drivsystem, styresystem med slikt differensial- drivsystem, samt et beltekjöretöy med et slikt styresystem
SE9800045A SE9800045L (sv) 1995-07-12 1998-01-12 Differentialdrivsystem

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GBGB9514213.9A GB9514213D0 (en) 1995-07-12 1995-07-12 Steering system for skid steer vehicles
GB9514213.9 1995-07-12

Publications (1)

Publication Number Publication Date
WO1997002975A1 true WO1997002975A1 (fr) 1997-01-30

Family

ID=10777519

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB1996/001600 WO1997002975A1 (fr) 1995-07-12 1996-07-05 Systeme d'entrainement par differentiel

Country Status (5)

Country Link
AU (1) AU6313396A (fr)
GB (1) GB9514213D0 (fr)
NO (1) NO316065B1 (fr)
SE (1) SE9800045L (fr)
WO (1) WO1997002975A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999055574A1 (fr) * 1998-04-27 1999-11-04 Caterpillar Inc. Differentiel de direction planetaire
EP1345805A4 (fr) * 2000-12-08 2007-10-31 Torvec Inc Systeme de propulsion/direction pour vehicules
WO2009082828A2 (fr) 2007-12-27 2009-07-09 Wenko Ag Burgdorf Véhicule tout terrain à direction par glissement
ITMO20110232A1 (it) * 2011-09-15 2013-03-16 Oto Mills Spa Assale di trazione perfezionato per macchine operatrici.

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2730182A (en) * 1952-11-21 1956-01-10 Goodman Mfg Co Control differential transmission gearing
FR2382362A1 (fr) * 1977-03-04 1978-09-29 Anvar Dispositif de direction pour engin sur chenilles ou analogue
WO1985001784A1 (fr) * 1983-10-21 1985-04-25 Gleasman Vernon E Differentiel impose sans glissement

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2730182A (en) * 1952-11-21 1956-01-10 Goodman Mfg Co Control differential transmission gearing
FR2382362A1 (fr) * 1977-03-04 1978-09-29 Anvar Dispositif de direction pour engin sur chenilles ou analogue
WO1985001784A1 (fr) * 1983-10-21 1985-04-25 Gleasman Vernon E Differentiel impose sans glissement

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1999055574A1 (fr) * 1998-04-27 1999-11-04 Caterpillar Inc. Differentiel de direction planetaire
EP1345805A4 (fr) * 2000-12-08 2007-10-31 Torvec Inc Systeme de propulsion/direction pour vehicules
WO2009082828A2 (fr) 2007-12-27 2009-07-09 Wenko Ag Burgdorf Véhicule tout terrain à direction par glissement
US8844665B2 (en) 2007-12-27 2014-09-30 Swissauto Powersport Llc Skid steered all terrain vehicle
ITMO20110232A1 (it) * 2011-09-15 2013-03-16 Oto Mills Spa Assale di trazione perfezionato per macchine operatrici.
EP2570332A1 (fr) * 2011-09-15 2013-03-20 OTO S.p.A. Essieu de traction amélioré pour machine de travail

Also Published As

Publication number Publication date
NO980124D0 (no) 1998-01-12
NO980124L (no) 1998-02-17
SE9800045L (sv) 1998-03-12
GB9514213D0 (en) 1995-09-13
AU6313396A (en) 1997-02-10
SE9800045D0 (sv) 1998-01-12
NO316065B1 (no) 2003-12-08

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