GB2118644A - Transmission for tracked vehicles - Google Patents
Transmission for tracked vehicles Download PDFInfo
- Publication number
- GB2118644A GB2118644A GB08308808A GB8308808A GB2118644A GB 2118644 A GB2118644 A GB 2118644A GB 08308808 A GB08308808 A GB 08308808A GB 8308808 A GB8308808 A GB 8308808A GB 2118644 A GB2118644 A GB 2118644A
- Authority
- GB
- United Kingdom
- Prior art keywords
- assembly group
- gear
- input assembly
- gear box
- disposed
- 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.)
- Granted
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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/04—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing
- B60K17/06—Arrangement or mounting of transmissions in vehicles characterised by arrangement, location or kind of gearing of change-speed gearing
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- General Details Of Gearings (AREA)
Abstract
A gear apparatus for full-track vehicles comprises a basic gear box (G) with disposed in and on a main housing (1), shift gears 12, steering gears 3 and two output assembly groups 2 which lead to the drive tracks. The gear box is disposed transverse to the longitudinal axis of the full-track vehicle and adaptation to different prime movers or full-track vehicles only takes place in an input assembly group (A) so that use may be made of a gear box which is always identical in the case of differing requirements. The gear apparatus also has a torque converter (11), a fluid brake (13) and an auxiliary output (14). <IMAGE>
Description
SPECIFICATION
Gear apparatus for track vehicles
The invention relates to a gear apparatus for full-track vehicles having assembly groups in and on the main housing, in the housing cover and in both side covers of the output and having an input assembly group which is disposed between the output groups, the basic gear box lying transverse to the longitudinal axis of the full-track vehicle and the gear apparatus further comprising a torque converter, a fluid brake and at least one auxiliary output.
A gear apparatus of this type is known from the
German Offenlegungsschrift No. 2920820, in which several assembly groups are joined together to a gear apparatus, also partly pre-fabricated, predominantly for the improvement of manufacture and assembly. This modern construction has proved successful and has led to considerable improvements in relatively complex gear apparatus of this type in which not only the transfer and adaptation of the prime mover to the chain drive takes place, but also a turning and steering gear and a torque converter and often, as can be seen in the above-mentioned publication, also a fluid brake and an auxiliary output are disposed therewith.The development and testing of an extensive gear apparatus of this type is very time-consuming and costly and use may only be made for a comparatively small number of components, measured with respect to the very extensive development costs, as a result of the optimum design and adaptation.
For other and comparable or similar requirements, new gear apparatus has been developed and built or, tasking into account considerations of time and cost, existing gear apparatus has been used whilst dispensing with optimum adaptation.
An object of the invention is therefore to provide a gear apparatus of the above-mentioned type, which may be adapted to a plurality of different prime movers and alsq to a plurality of possible full-track vehicles for different uses in an optimum manner in a simple and advantageous way.
This object is achieved in that the input assembly group is a completely independent assembly group which may be adapted to the basic gear box, which is otherwise closed and only divided into assembly groups for the purposes of assembly in a wide variety of ways.
Whilst all the components in the basic gear box and the assembly groups of the output in the side covers and the steering gear in the basic housing cover remain completely identical in shape and arrangement, all modifications of the gear apparatus with respect, to different prime movers and the various full-track vehicles provided for different uses take place solely in the input assembly group. Only the relatively small input assembly group has therefore to be redeveloped, as the remaining and therefore greater portion of the gear apparatus remains completely identical and may be manufactured for a substantially greater number of components for a wider range of uses as a result of the modification in the input assembly group.The basic housing itself remains unchanged so that high ievels of cost reduction for tools and appliances required for the manufacture of a large component of this type may be achieved in addition to great savings in development time and costs.
As a result of the drive connection of the input assembly group with the basic gear box via spur gears and the mounting of these spur gears parallel to the central shaft disposed transversely in the full-track vehicle and the respective mounting of these spur gears solely in the basic gear box (or solely in the housing of the input assembly group) a very simple construction is provided in this area.
The embodiment of the input assembly group as an insert in the main housing disposed with a lateral spacing with respect to the central shaft enables optimum adaptation if the position of the coupling flange is suitably designed.
It is therefore possible to carry out vertical adaptation from zero (gear box input at the same height as the gear box output), the adaptation being limited solely by the size of the two spur gears associated at times with the basic gear box and at times with the input assembly group and naturally by the position and size of the coupling flange.
No restrictions have to be taken into account with respect to the embodiment of the gear ratio and the speed inverter for the direction of rotation originating from the prime mover, as the gear wheel drive may not only be adapted in the area of the-input assembly group, but also because a correspondingly newly designed housing is a reasonable and simple solution for this relatively small assembly group. As the position of the prime mover transverse or longitudinal to the full-track vehicle exerts a considerable effect on space conditions and therefore also determines applicability, an optimum modification is also possible in this case with the same construction and the same arrangement of the basic gear box.
It may also be advantageous to include a torque converter and at least one auxiliary output in the input assembly group, as these components may also then be adapted: for example the torque converter may be adapted to the prime mover.
An embodiment of gear apparatus in accordance with the invention is described with reference to the accompanying drawings, in which:
Figure 1 is a diagram of a simplified form of the gear apparatus,
Figure 2 shows a gear apparatus of the type of
Figure 1, with a further input assembly group as a detail,
Figure 3 is a top view of an assembly group arrangement,
Figure 4 is a side view of the assembly group arrangement of Figure 3.
The gear apparatus shown in Figure 1
comprises a basic gear box G, all of whose
components, up to an input assembly group A, are
designed to remain unchanged in the case of
adaptation of the gear apparatus to different prime
movers and different full-track vehicles provided
for varying uses. This includes therefore, for
example, the assembly groups disposed in a main
housing 1, such as a torque converter 11, a manual gear box 12, a fluid brake 13 3 and the components for auxiliary -supply 14 (for example
hydraulic pumps), and a central shaft 15, the main
housing 1 therefore being disposed transverse to
the longitudinal axis of the vehicle. The basic gear
box G also includes output assembly groups 2
disposed on both sides in side covers 21, a
steering gear 3 disposed in a gearbox cover 31
and a supply assembly group.
The input assembly group A comprises an
independent housing Al which is connected to
the main housing 1 by a flange 16 which is always
identical with respect to position and size and
which contains all the gear wheels, for example
bevel gears A3 and the axle A4. The output spur
gear A2 of the input assembly group A is also
mounted in the housing Al such that it meshes
with the input spur gear 17, whose axis is
arranged coaxially to the central shaft 1 5. The
entire input assembly group A is disposed
between the two output assembly groups 2 with a
lateral spacing from the central shaft such that no
components, for example shafts or gearwheels
etc., extend into the area of this central shaft 15,
i.e. below or above the latter.As a result of this formation in the area of the basic gear box G,
predominantly of the input spur gear 1 7 and the
flange 1 6 for the fastening of the housing Al of
the input assembly group A, the gear apparatus is not, in practice, subject to any actual restriction
with respect to the vertical offset between the
basic gear box G and the drive shaft A5 of the
input assembly group A and the transmission of
the prime mover 4 up to the output shaft 22 on
the output assembly group 2. The gear apparatus
may also be adapted to another direction of
rotation of the prime mover or to another direction
of rotation of the main output.The prime mover 4
may be disposed both longitudinally (Figure 1) and
transversely (Figure 2) in the direction of travel in
the basic gear box G, without modification, which
provides this gear apparatus with a particularly
large range of uses. In the case of relatively slight
modifications it is only necessary in this respect to
alter the housing Al, whilst for larger
modifications a new housing Al is required which,
in terms of the extent of the entire gear apparatus,
is still relatively simple and economic.
In Figure 2 the prime mover 4 is disposed parallel to the gear apparatus, i.e. transverse to the direction of travel, such that an input assembly
group solely with spur gears A6 is provided for the
overall adaptation. The input assembly group between the prime mover 4 and the basic gear
box is in this respect conveniently divided so that a ,further output assembly group 42, which is
directly flanged on the motor 4, is produced, the
drive connection of the two assembly groups
disposed between the prime mover and the basic
gear box taking place via universal shaft 41. The
entire basic gear box G including the input gear
wheel 1 7 is not modified in this respect and is
already illustrated in construction in Figure 1.
Figures 3 and 4 show top (Figure 3) and side
(Figure 4) views, predominantly of the mutually
arranged assembly groups in the basic gear box G
with the main housing 1 , the steering gear 3 in the
gearbox cover 31 and the two output assembly
groups 2 in the side covers 21.
The input assembly group A with the housing
Al is disposed on the main housing such that a
relatively large housing section A7 projects as an
insert into the main housing Al and only the flange A8 for the prime mover is outside.
It is also possible to dispose the torque
converter and at least one auxiliary output in the
area of the input assembly group, if, for example,
the torque converter would be better fitted on the
prime mover.
Claims (10)
1. Gear apparatus for full-track vehicles having
assembly groups in and on the main housing, in the housing cover and in both side covers of the output and having an input assembly group which
is disposed between the output groups, the basic gear box lying transverse to the longitudinal axis of the full-track vehicle and the gear apparatus further comprising a torque converter, a fluid brake and at least one auxiliary output, characterised in that the input assembly group is a completely independent assembly group which may be adapted to the basic gear box, which is otherwise closed and only divided into assembly groups for the purposes of assembly in a wide variety of ways.
2. Gear apparatus as claimed in claim 1, characterised in that the drive connection between the input assembly group and the basic gear box takes place via spur gears mounted parallel to a central shaft disposed transversely in the full-track vehicle and in that a spur gear is always identically mounted in the basic gear box and only in the basic gear box and in that an output spur gear of the input assembly group is only mounted in the housing of this assembly group.
3. Gear apparatus as claimed in any one of the preceding claims, characterised in that a coupling flange of the basic gear box is dimensioned in accordance with position and size for all the different and possible housings of the input assembly group and is always identically embodied.
4. Gear apparatus as claimed in any one of the preceding claims, characterised in that the entire input assembly group is disposed with a lateral spacing with respect to a central shaft lying transverse in the full-track vehicle and comprises all the drive components required for driving an input spur gear mounted coaxially to the central shaft in the basic gear box.
5. Gear apparatus as claimed in any one of the preceding claims, characterised in that a coupling flange in the basic gear box for the possible different housings of the respective input assembly group is disposed such that there is a vertical offset between a transversely disposed central shaft and the centre of the drive shaft of the input assembly group of O to +/-- a predetermined maximum possible vertical offset.
6. Gear apparatus as claimed in any one of the preceding claims, characterised in that the input assembly group enables every transmission modification which may be practically conceived by modification of elements of the drive connection and possibly by a new housing.
7. Gear apparatus as claimed in any one of the preceding claims characterised in that the input assembly group enables a variation of the direction of rotation by means of a modification of elements of the drive connection.
8. Gear apparatus as claimed in any one of the preceding claims, characterised in that a prime mover is disposed transverse or parallel to a central shaft of the basic gear box and adaptation is obtained only by modifying the housing and gear wheels of the input assembly group.
9. Gear apparatus as claimed in any one of the preceding claims, characterised in that a torque converter and an auxiliary output are also disposed in the input assembly group.
10. Gear apparatus substantially as hereinbefore described with reference to the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE19823214709 DE3214709A1 (en) | 1982-04-21 | 1982-04-21 | TRANSMISSION SYSTEM FOR FULL-CHAIN VEHICLES |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB2118644A true GB2118644A (en) | 1983-11-02 |
| GB2118644B GB2118644B (en) | 1985-10-23 |
Family
ID=6161461
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08308808A Expired GB2118644B (en) | 1982-04-21 | 1983-03-30 | Transmission for tracked vehicles |
Country Status (3)
| Country | Link |
|---|---|
| DE (1) | DE3214709A1 (en) |
| FR (1) | FR2525537B1 (en) |
| GB (1) | GB2118644B (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2606713A1 (en) * | 1985-11-20 | 1988-05-20 | Soma Europ Transmissions | TRANSMISSION FOR WHEELED OR CRAWLER VEHICLE COMPRISING A BRAKING DEVICE AND A STEERING GROUP |
| WO1988006990A1 (en) * | 1987-03-10 | 1988-09-22 | Zahnradfabrik Friedrichshafen Ag | Braking system for full-track vehicles |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3612047A1 (en) * | 1986-04-10 | 1987-10-15 | Ford Werke Ag | DRIVE UNIT FOR MOTOR VEHICLES |
| DE4002791C2 (en) * | 1990-01-31 | 2000-06-29 | Renk Ag | Drive system for a vehicle, in particular for a full-track vehicle |
| DE4127609A1 (en) * | 1990-08-24 | 1992-02-27 | Zahnradfabrik Friedrichshafen | GEAR-GEARED GEARBOX GEARBOX FOR A MOTOR VEHICLE |
Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1050283A (en) * | 1900-01-01 | |||
| GB560981A (en) * | 1939-09-16 | 1944-05-01 | Walter Gordon Wilson | Improvements in and relating to the steering of vehicles having endless tracks |
| GB784120A (en) * | 1953-10-30 | 1957-10-02 | Rolls Royce | Improvements in or relating to vehicle driving arrangements |
| GB819418A (en) * | 1956-12-28 | 1959-09-02 | Gen Motors Corp | Improved control system for a power transmission mechanism |
| GB1552464A (en) * | 1975-10-24 | 1979-09-12 | Int Harvester Co | Clutch-brake drive-steering mechanisms |
| GB2036671A (en) * | 1977-07-13 | 1980-07-02 | Caterpillar Tractor Co | Vehicle cross drive |
Family Cites Families (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE754099C (en) * | 1936-02-22 | 1960-11-17 | Ringhoffer Tatra Werke Ag | Engine mounts for motor vehicles |
| DE1655674A1 (en) * | 1968-02-29 | 1971-08-12 | Volkswagenwerk Ag | Drive set for motor vehicles |
| FR1595776A (en) * | 1968-11-26 | 1970-06-15 | ||
| FR2186109A5 (en) * | 1972-05-25 | 1974-01-04 | Herwaythorn Sa | |
| IT1071288B (en) * | 1976-05-26 | 1985-04-02 | Fiat Spa | MOTORCYCLE DISTRIBUTOR BOX |
| DE2920820C2 (en) * | 1979-05-23 | 1985-06-13 | Zahnräderfabrik Renk AG, 8900 Augsburg | Transmission system for full-track vehicles |
| GR78336B (en) * | 1980-02-23 | 1984-09-26 | Interparte Ag |
-
1982
- 1982-04-21 DE DE19823214709 patent/DE3214709A1/en not_active Ceased
-
1983
- 1983-03-30 GB GB08308808A patent/GB2118644B/en not_active Expired
- 1983-04-20 FR FR8306607A patent/FR2525537B1/en not_active Expired
Patent Citations (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB1050283A (en) * | 1900-01-01 | |||
| GB560981A (en) * | 1939-09-16 | 1944-05-01 | Walter Gordon Wilson | Improvements in and relating to the steering of vehicles having endless tracks |
| GB784120A (en) * | 1953-10-30 | 1957-10-02 | Rolls Royce | Improvements in or relating to vehicle driving arrangements |
| GB819418A (en) * | 1956-12-28 | 1959-09-02 | Gen Motors Corp | Improved control system for a power transmission mechanism |
| GB1552464A (en) * | 1975-10-24 | 1979-09-12 | Int Harvester Co | Clutch-brake drive-steering mechanisms |
| GB2036671A (en) * | 1977-07-13 | 1980-07-02 | Caterpillar Tractor Co | Vehicle cross drive |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2606713A1 (en) * | 1985-11-20 | 1988-05-20 | Soma Europ Transmissions | TRANSMISSION FOR WHEELED OR CRAWLER VEHICLE COMPRISING A BRAKING DEVICE AND A STEERING GROUP |
| WO1988006990A1 (en) * | 1987-03-10 | 1988-09-22 | Zahnradfabrik Friedrichshafen Ag | Braking system for full-track vehicles |
| US5029682A (en) * | 1987-03-10 | 1991-07-09 | Zahnradfabrik Friedrichshafen Ag | Brake system for full-track vehicles |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2525537B1 (en) | 1985-06-28 |
| FR2525537A1 (en) | 1983-10-28 |
| GB2118644B (en) | 1985-10-23 |
| DE3214709A1 (en) | 1983-11-03 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PCNP | Patent ceased through non-payment of renewal fee |
Effective date: 19970330 |