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United States Patent 11» Loichinger et al. (54] (75) (73] [87] [30] Jun, (51) [52] (58] Inventors: Walter Loichinger, Friedrichshafen; Johannes Sorg, Ravensburg, both of Germany Assigaee: ZF Friedrichshafen AG, Friedrichshafen, Germany Appl. Nox 08/982,759 PCT Filed: Jun. 11, 1996 PCTNos — PCT/EP96/02524 §371 Date: Nov. 18, 1997 §102(e) Date: PCT Pub, No, Nov. 18, 1997 wo97/00190 PCT Pub, Date: Jan, 3, 1997 Foreign Application Priority Data 16,1995 [DE] Germany os 21 795 Int. CL? B62D 102 US. Cl 180/6.7, 180/9.44; 701/41; 701/42; 701/50 Field of Search 180/400, 402, 180/443, 446, 168, 62, 6.7, 9.44, 421, 6.66; 280/71, 774; 364/142, 148, 166, 167.01, 180, 188, 190, 318/447, 456, 461, 465, 166, 468, 469, 489; 701/41, 42, 43, 44, 50 uu} (45) [56] 5,569,109 10/1996 Okada USOD6032751A Patent Number: 6,032,751 Date of Patent: Mar. 7, 2000 References Cited US. PATENT DOCUMENTS 475/08 FOREIGN PATENT DOCUMENTS 1176002 8/1964 Germany 36 19055 C2 12/1966. Germany 4341 202AL 6/1995 Germany Primary Examiner—Cbeistopher P. Assistant Examiner —C. Schwartz T, Bartz Attorney, Agent, or Firm—Davis and Bujold (571 ABSTRACT A cross-drive steering transmission serves for steering a ttacklaying vehicle and has the following characteristics: at least two fixed mechanical reduction gears which act accord- ing to at least two tuming radii; in addition an automatic steering radius switching mechanism is provided between the fixed reduetion gears (fixed steering radii) and a device for the driver inputting desired steering radius. Also provided is a control unit which, depending on the steering radius input by the driver, switches among a plurality of the fixed steering radii and approximates the desired steering radius. Electronic Transmission Control 1 Claim, 13 Drawing Sheets @ pe erie Steering Transmission ["rAnsex | Driving Logic Irene eae . cu t 4] g |_| g Be ~ gl Ele) 8/2) g) ele)? 2 g L e] 5) 3/8 z z : = 4 i a 3 2 | Steering Transmission z 3 H rt Driving Transmission US. Patent Fig. 1 Mar. 7, 2000 Sheet 1 of 13 Wyss +g Nn K N 24 Kst.R K3 6,032,751 USS. Patent Mar. 7, 2000 Sheet 2 of 13 6,032,751 :£ Fig. 2 EG o 25 c & fe | - D 2\€ Accumulation ‘> |O 2 (0 T G |e S q C «—NAn_Stab_ti ‘alla! oS < 1 8 5 n_An_Steering Transm. c € ‘a (n_Motor .. & 29 | x Sl r= EL < oat } " oO 6. e £q = D ln © a! = ii 2 c = a TE DAN stab_re. —> =F —n_Ab Steering Transm. n_Ab_Driving Transm. _Ab_$ Accumulation 6,032,751 Sheet 3 of 13 Mar. 7, 2000 US. Patent arqeis Steering Control Piston 4 USS. Patent Mar. 7, 2000 Sheet 4 of 13 6,032,751 Signals Driving Transm. Control Selector Switch _Ab_Tresnm. n_An._Steer Pivot [Switch Emergency} Steering ission U_Safe n_Ab_ Steer n_An_Stab_re n_An_Stab_li n_An_Steer U_Radius_2 U_Radus_1 7 Tyr Steerng Logic Electronic Transm Steering Transmission Driving Transmission Steering Transmission Steering Sig. (analog) Steering (mech.) Warning Light Parking Brake Fig. 4 6,032,751 Sheet 5 of 13 Mar. 7, 2000 US. Patent qw6ly “xey 994M BulJeaig ejBuy UoeI0y 0 eT “xe snipey Buieais 4een'g ulus Yy yeap'e uw Y Jeapn’'z ulm y Jeep", ul Yy g “B14 6,032,751 Sheet 6 of 13 Mar. 7, 2000 US. Patent ez 9 “Bly << zb ——_ aL —— bar p_KR1/2/3 s wn Buel oigeuen Ajeyuyut jen6ip —— aBues ajqeven Ajayuyul Bojeue fk 6,032,751 Sheet 7 of 13 Mar. 7, 2000 US. Patent qysiy “xeW jeaym Buljaerg a[6uy UoneioY le eBues aiqeuen Buel aiqeuen Apuuyul ,Bojeuy,, 0 snipey Bunesis, ‘a6ue1 @qeuen ——+| eT xeW ‘eBues alqeven Ajouuyut + 4eeD"9 uw y Jeap’g uly dea" ul Y a seap’e uly jeay'z uy jeap, uu y £614 USS. Patent Mar. 7, 2000 Sheet 8 of 13 6,032,751 R_nominal © 2 ic Twre7i USS. Patent Mar. 7, 2000 Sheet 9 of 13 6,032,751 R2 R_nominal | Ri / M_nominal Fig. 9 6,032,751 Sheet 10 of 13 Mar. 7, 2000 US. Patent queisuos = A ‘2H g°0 = siseg’y :'dsg t ‘ b ey eH OF G oO i %9 t 1 zu ‘ ta eu eux | e/zua felz/tun HE ab OL 8 9 + 0 4 0 6/24a |. Wo mee a a OL 8 9 v O +0 . e/2/Luy jeunou"y ~——--— L OL “614 USS. Patent Mar. 7, 2000 Sheet 11 of 13 6,032,751 R_endless R_nominal Ral B & E § 5 = Fig. 11 6,032,751 Sheet 12 of 13 Mar. 7, 2000 US. Patent |= OW - 440 :0 . 0 = €W GNV ZW NV LW yunt 9 = 17A yuensja! ON :x ZL “Bld :UO|}NeUUONSIG ujw/} ogg = | u NO‘t x w> | xX freude-<| x vue ler uonoauuoosiq | x pa> xX |veude->] xX vue Tey x ba> xX Leydie - < 1 x ze uonoauuoosiq x ba> x Veudye - > L X re uonoeuu0osig x yas [§ i x x x A uonseuuossiq #13 <| e-qeicay 7 sul) Xe) o weangeay-u LA> |N <> |, eude-< x xX zh 4oy aBuey}— —— _ | dijg-uoN Buiaais qeig uy U > i e> | reuse - > : aBsey umog} 4883S qy u N Oh Xx Xx b “wisues| Buyeers geig uy u YM Tou aBseyd umoq 4981§ qy U) paadg | Jean | Sueeis pe pads or Jo uojdeuU0DsIG aredwio3) gibuy |Supyed | u/6u3 6,032,751 Sheet 13 of 13 Mar. 7, 2000 US. Patent y/wy4g= ZA NO'+ N uonoauuossiqg ‘wisues) Buueajg| P8EdS Buues9 eum Bul9eis | sea | ‘on ajbuy €L ‘Bly 6,032,751 1 ELECTROMECHANICAL CROSS-DRIVE STEERING TRANSMISSION FOR ‘TRACKLAYING VEHICLES ‘The invention concerns a cross-drve steering tansmis- sion for a tracklaying vehicle, in particular a cross-drive steering transmission having several fixed reduction gears. For the control of tracklaying vehicles, a difference of speed of the two driving chains i produced, whereby a turning radius appears in whieh the ratio of the inner radius to the outer radius corresponds tothe speed ratio ofthe inner to the outer ehain. To produce ssid speed difference, cross- ) hydrostatic of hydrodynamic steering transmission structures which work infinitely variably over the entire, or at least a large, range. ‘The mechanical steering. transmission advantageously stands out by its low cost, high eficiency, simple design and short reaction time, but has the disadvantage of possessing no infinitely variable range, or only a very small one, which results in stiff demands on the driver and relatively expen- sive safety devices against torque overioads The hydrostatic or hydrodynamic stering transmissions, as result oftheir large, infinitely variable steering range, impose only slight demands on the deiver and can be easily secured against torque overloads, but due to the complex ‘design, the costs are elevated, the effieieney is ow and the reaction time long DE-A 36 19 055 has disclosed a mechanical eross-drive steering transmission with three radius ranges. Said trans- mission is comprised of a partial hydrostatic and a partial mechanical transmission. A zero shaft of the steering trans- mission cooperates with summarizing gears of the main transmission Ina first radius range, the patil hydrostatic transmission is exclusively active, in a second radius range the partial mechanical transmission is additionally active and in a third fixed radius the partial mechanical transmis- sion is exclusively active. “The problem 10 be solved by the invention is to develop 4 mechanical erossdrive transmission so that, on one hand, the above described advantages are retained and, on the other, a larg infinitely variable steering range results. ‘The problem is solved by the features of elaim 1 Accordingly, a conventionally designed mechanical steer- ing transmission is used which has an automatic steering radius switching means and a coniol wherein, according 10 the driver's stering radius input, switching is automatically produced by the control between the existing fixed steering radi in such a manner thatthe desired are (with a eorre- sponding radius) is approximated by a plurality of are segments (with fixed radi. “The invention is described in more detail in the figures with the aid of an embodiment having one mechanical three-radi steering transmission. There is, in addition, rep- resented what follows. In the drawings FIG. 1 is a gear diagram of a steering transmission; FIG. 2 is a diagram of the tracklaying vehicle transmis- FIG. 3 is a hydraulic diagram; as 20 os ss 4s ss 6s 2 FIG. 4 is an operation diagram; FIG. § shows steering radius =f (rotation angle on the steering pear); FIG. 6 is a digital/analog change-over ranges FIG. 7 is a break down of steering angle; FIGS. 8 and 9 show stecring strategy; FIG. 10 shows cornering; FIG. 11 shows steering strategy; FIG. 12 shows the steering transmission disconnection conditions; and FIG. 13 shows the steering transmission protection “reset” condition, FIG. 1 shows a gear diagram of the steering transmission as an example. The steering transmission is comprised essentially of a conventional, primarily driven theee-radii steering transmission with three fixed radius reduction gears and an infinitely variable radius range for large steering radii. The infinitely variable radius is obtained by driven slippage in the clutch KR1/2/3 and controlled by a mechani- cally actuated, hydraulic steering control piston. FIG. 2 shows the diagram of the tracklaying transmission Said steering transmission has been enlarged and has one speed sensor, respectively, on the steering transmission input, on the input shaft forthe stabilizing clutches tothe left and right, and on the steering transmission output for mea- suring the corresponding speeds. FIG, 3 shows a hydraulic diagram based on the system. ‘The control of the steering transmission clutches KRL2/3 and K3 and of the brake BRa’3 has been expanded by the solenoid valves MO, Mi, M2 and M3 and by the control valves No. 11, 21, 31, 12,22, 32. Arotation angle transmitter is installed, fastened to the transmission, upon the actuating shaft for the steering position transmitter for measuring the steering gear angle (driver's wish). . FIG. 4 shows an operation diagram of the electronic transmission control. Relative to the system this has been expanded, according 10 hardware and software, by the operation periphery “steering transmission logic.” The appertaining hardware and the software has the function of processing the electric input signals issuing fom the steer- ing transmission or from the periphery and from the “driving transmission logic." FIG. 5 shows the functional connection between the rotation angle on the steering wheel and the steering radius. ‘The nominal turning radius of the driver is continuously ‘communicated to the electronic control via the rotation angle tansmitter on the actuating shalt of the steering control piston, From said information the position of the nominal turning radius, relative to the fixed radii made available by the steering transmission, is caleulated and the control siategy is thus determined. Herebelow are described the different steering conditions: Straight-ahead coasting. For the siraight-ahead coasting, the stabilizing clutches stabs, liand stab_re (FIG. 3) are controlled by the hydraulic steering control piston. Thereby a straight ahead driving is forced even under differing driving resistances. To ensure a quick steering reaction, the clutch KRI/23 jis likewise pulse-width modulated by the solenoid valve MI and the valve 11 with a corresponding pulse width so that a pressure Of about 0.8 to 1.0 bar appears. ‘Analog infinitely variable steering range. ‘The clutch KRI2/3 is thermally designed so that it ean generate, with slippage, an infinitely variable range within certain limits. If the desired turning radius is within this range, the pressure of the clutch KR12/3, depending on the clutch differential speed, is raised by pulse-width modula- 6,032,751 3 tion within the admissible pressure limits uatil the nominal turning radius corresponds to the actual turning radius— measured by the output speed of the steering transmission and of the output speed of the driving transmission. This is ‘shown in FIGS, 6 and 7, Digital infinitely variable steering range. If the desired turning radius lies upon a smaller radius than obtainable by the analog infinitely variable steering range, the following steering strategy is applied. From the information of the desired turning radius and of the fixed radii made available to the steering transmission, the elec- twonie control calculates with which partial turaing radii from the adjacent fixed radii can be obtained the desired turning radius with the smallest admissible preset turning radius divergence, Such approximation is shown in FIGS. 8 and 9. The tracklaying vehicle must here travel a turning radius which is between the fixed radii RI and R2 made available by the steering transmission beginning at point 1 with the radius R_nominal around the central point M_nominal wherein the maximum divergence from desired radius, delta_R_max, may not be exeeeded. The electronic ‘control now calculates for the maximum admissible turning radius divergence, delta_R_max, the road portions for the fixed radii of the steering transmission and controls the ‘corresponding steering transmission clutches or brakes. The fixed radii are bere opened from the equation R_theK*n_ ‘Ab_driving transmn/n_Ab_stecring transm. Since the ratio n_Ab_driving transm/n_Ab_steering transm. and there~ with the theoretical fixed radius can change as a result of an ‘open lock-up cluteh, the slippage measured at the beginning ‘of the road interval in the driven speed of the driving transmission over the distance from point 1 10 point 4 is assumed as constant (FIG. 10), ‘This strategy is also applied in cases where the nominal turning radius is smaller than the turning radius attainable, via the analog process, and lager than the largest fixed turning radius, as shown ia FIG. 1 ‘The maximum turning radius divergence is a function of the switching frequency of the steering transmission ‘clutches, The minimum attainable turning ra gence,

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