WO2005101945A2 - Off road vehicle steering systems - Google Patents
Off road vehicle steering systems Download PDFInfo
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- WO2005101945A2 WO2005101945A2 PCT/AU2005/000002 AU2005000002W WO2005101945A2 WO 2005101945 A2 WO2005101945 A2 WO 2005101945A2 AU 2005000002 W AU2005000002 W AU 2005000002W WO 2005101945 A2 WO2005101945 A2 WO 2005101945A2
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Classifications
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- 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
- B62D11/24—Endless track steering specially adapted for vehicles having both steerable wheels and endless track
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- A—HUMAN NECESSITIES
- A01—AGRICULTURE; FORESTRY; ANIMAL HUSBANDRY; HUNTING; TRAPPING; FISHING
- A01B—SOIL WORKING IN AGRICULTURE OR FORESTRY; PARTS, DETAILS, OR ACCESSORIES OF AGRICULTURAL MACHINES OR IMPLEMENTS, IN GENERAL
- A01B51/00—Undercarriages specially adapted for mounting-on various kinds of agricultural tools or apparatus
- A01B51/02—Undercarriages specially adapted for mounting-on various kinds of agricultural tools or apparatus propelled by a motor
- A01B51/026—Undercarriages specially adapted for mounting-on various kinds of agricultural tools or apparatus propelled by a motor of the automotive vehicle type, e.g. including driver accommodation
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- 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
- B62D11/001—Steering non-deflectable wheels; Steering endless tracks or the like control systems
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/1509—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels with different steering modes, e.g. crab-steering, or steering specially adapted for reversing of the vehicle
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D9/00—Steering deflectable wheels not otherwise provided for
Definitions
- the invention relates to a means of increasing the tractability, stability, manoeuvrability and safety of wheeled vehicles while at the same time minimising fuel consumption and damage to the ground traversed.
- One method is to turn one or more steerable wheels.
- the other method is to drive one or more left hand wheels independently of one or more right hand wheels.
- these two steering systems will conflict with one another when each tries to achieve a different centre of curvature for the path of the vehicle. This conflict causes a braking effect, which results in fuel wastage, scuffing ofthe ground traversed and associated tyre wear.
- the traditional method of avoiding conflict between the two basic steering systems is to disable one system so that it cannot conflict with the remaining system.
- the steering effect of driving the drive wheels at the same speed is eliminated by incorporating a differential into the drive train to the driving wheels.
- the steering effect of one or more non driven wheels is eliminated by rendering the latter free to turn to any angle. In other words, they are turned into castors.
- the Achilles' heel ofthe zero turn radius vehicle when traversing a steep slope are the non-driven castors. Because these castors cannot exert any sideways force on their end of the vehicle, the tendency for this end to swing down the hill can only be prevented by the two drive wheels applying opposing forces to the vehicle - even though they may be driven at the same speed. As the steepness ofthe slope traversed increases, the uphill drive wheel eventually loses traction and the front ofthe vehicle swings down the hill. In short, the grip ofthe drive wheels on the ground is exhausted by the drive wheels fighting against each other in providing the torque necessary to stop the castored end ofthe vehicle swinging down the hill.
- a method of overcoming the problems of traction and stability is to allow both steering systems to operate, but to allow one steering system to dominate the other.
- the stability and traction problems are reduced at the expense ofthe introduction of a scuffing problem on turning.
- the elimination ofthe differential from the rear axle of four wheeled motor bikes improves traction at the expense of introducing a scuffing problem.
- a more extreme example of conflict between the two basic methods of manoeuvring a vehicle occurs in skid steer vehicles (both wheeled and tracked).
- the dominant steering system is the independent drive to the right hand and left hand drive wheels or tracks.
- the second enabled but dominated steering system is the wheel or track angle which is usually fixed at zero degrees and tends to drive the vehicle straight ahead.
- the conflict between the two steering systems causes the vehicle to take a path which is a compromise between the paths that would be produced by each system alone.
- This method of manoeuvring causes extreme scuffing with associated ground damage, fuel wastage and tyre or track wear.
- the Solution proposed previously The essential feature of the invention previously proposed by Spark (Australian Provisional Application PR 0473 (03-10-2000) and Patent Cooperation Treaty Application PCT/AU01/01247 (03-10-2001)) is that both basic systems of manoeuvring a vehicle are to be used in unison so that they both try to produce the same centre of curvature for the path ofthe vehicle. With both systems reinforcing each other it will be possible to effectively manoeuvre the vehicle in much more difficult conditions than if only one system was used with the other system either disabled or dominated. Furthermore any centre of curvature can be selected by the driver, which further improves the manoeuvrability of the previous invention. This enables the invented vehicle to execute either pure rotation or pure translation or any combination of translation and rotation.
- the preferred means of driver control of the four wheel steering/four wheel drive variant of the previously proposed invention is by means of a rotatable joystick. This maximises the manoeuvrability of the vehicle by allowing independent translation and rotation ofthe vehicle.
- the direction of translation of the vehicle is determined by the direction of displacement of the joystick, whereas the rotation of the vehicle is determined by the degree of rotation of the joystick.
- the amount of displacement of the joystick determines the root mean square of the four wheel speeds. Pure translation occurs when the joystick is displaced but not rotated. Pure rotation occurs when the joystick is twisted as far as it will go.
- two separate devices could be used for driver control.
- One joystick could be used to determine the radius of curvature ofthe path of the vehicle and the root mean square wheel speed, and the second joystick could be used to determine the direction ofthe centre of curvature.
- a joystick, steering wheel, knob or lever could be used to determine the radius of curvature of the path of the vehicle, and a separate joystick could be used to determine the direction of the centre of curvature ofthe path of the vehicle and the root mean square wheel speed.
- V is the velocity ofthe centre of the wheel across the ground
- r e is the effective radius of the wheel
- ⁇ ' is the actual speed of rotation ofthe wheel. Note that the same equation can be used for both traction and braking, where i will be negative for the latter case. For wheel spinning and wheel skidding i will be positive and negative respectively.
- Figure 1(a) is a plan view of the most.general four wheel steering/four wheel drive variant ofthe invention.
- Figure 1 (b) shows three alternative driver interfaces for this vehicle.
- Figure 2(a) depicts the special case where the centre of curvature of the path of the path ofthe vehicle lies on the transverse axis ofthe vehicle.
- Figure 2(b) shows two alternative driver interfaces for this vehicle.
- Figure 3(a) depicts the special case where the centre of curvature of the path of the path ofthe vehicle lies on the axis ofthe rear wheels.
- Figure 3(b) shows two alternative driver interfaces for this vehicle.
- Figure 4(a) shows the three differentials and three steering differentials required to force all four wheels to rotate at the speeds where their steering effects are identical and identical to the steering effect of all the wheel angles.
- Figure 4(b) shows the detailed structure of each differential and its associated steering differential.
- Figure 5(a) shows that when the centre of curvature of the path of the vehicle lies on the transverse axis of the vehicle, the central differential and associated steering differential are not required.
- Figure 5(b) shows that when the centre of curvature ofthe path ofthe vehicle lies on the axis of the rear wheels, three differentials and three associated steering differentials are required.
- Figure 5(c) shows that when the centre of curvature ofthe path of the vehicle lies on the transverse axis ofthe vehicle, the front differential and associated steering differential can be replaced with two pair of right angle drives.
- Figure 5(d) shows that when the centre of curvature of the path of the vehicle lies on the transverse axis of the vehicle, the rear differential and associated steering differential can be replaced with two pair of right angle drives.
- Figure 6(a) shows a four wheel steering/four wheel drive vehicle where four speed-correcting differentials are integrated with four speed reduction gearboxes close coupled to the wheels.
- Figure 6(b) shows the construction of a combined speed reduction gearbox/ speed-correcting differential.
- Figure 7 shows the layout ofthe hydrostatic drives to the speed-correcting motors.
- Figure 8(a) shows the layout ofthe hydrostatic drive to the speed-correcting motors close coupled to the four rear wheels where the steering effect ofthe speed of all four wheels is identical to the steering effect ofthe angles of all six wheels.
- Figure 8(b) shows the construction of a combined speed reduction gearbox/ speed-correcting differential suitable for driving an inner drive wheel.
- Figure 9 shows the layout of a simplified hydrostatic drive to the speed-correcting motors close coupled to the four rear wheels.
- Figure 10 shows the layout of an improved simplified hydrostatic drive to the speed-correcting motors close coupled to the four rear wheels.
- Figure 11 shows the power train to a driven wheel which can be turned through 180 ° .
- Figure 12 shows the power train to a driven wheel which can be turned through 180 °where the wheel rolls around the axis of turning.
- Figure 13 shows the power train to a driven wheel which can be turned through 180 ° where a turn-correcting differential is mounted above the wheel.
- Figure 14 shows the power train to a driven wheel which can be turned through 180 ° where a combined speed-correcting/tum-correcting differential is mounted above the wheel.
- Figure 15 shows the power train to a driven wheel which can be turned through 180 ° where a steering differential also corrects for turning ofthe wheel.
- Figure 16 shows the power train to a driven wheel which can be turned through 180 ° where a combined speed-reducing gearbox/speed-correcting differential also corrects for turning of the wheel.
- Figure 17 shows the five possible error states of a guided vehicle.
- Figure 18 shows the ideal path for eliminating errors.
- Figure 19 shows the simultaneous correction of both translation and rotation errors.
- Figure 20 shows a gantry tractor made by latching four modules together.
- Figure 21 shows the unlatched gantry tractor manoeuvring around obstacles.
- Figure 22 shows the relationship between the desired path of the module and its centre of curvature.
- Figure 23 shows an alternative path through a gate.
- Figure 24 shows one means of latching the modules together.
- Figure 25 shows a second means of latching the modules together.
- Figure 26 shows the relationship between the hitch angle and length of actuators.
- Figure 27 shows telescoping hydraulic actuators.
- Figure 28 shows an alternative driver interface.
- Figure 29 shows the relationship between the position of driver controls and the centre of curvature of the path ofthe vehicle.
- Figure 30 shows the operation of a second alternative driver interface.
- an internal combustion engine 1 drives two right hand variable displacement hydraulic pumps 2 and 3 which in turn drive hydraulic motors 4 and 5 mounted in the steerable front and rear right hand wheels respectively.
- the internal combustion engine 1 also drives left hand variable displacement pumps 8 and 9 which in turn drive hydraulic motors 10 and 11 which are mounted in the steerable front and rear left hand wheels 12 and 13 respectively.
- the effective angles ofthe wheels 6,12, 7 and 13 are shown as ⁇ x , ⁇ 2 , ⁇ s and ⁇ 4 respectively.
- the effective rotational speed of the wheels 6, 12, 7 and 13 are ⁇ ⁇ , ⁇ 2 , ⁇ 3 and ⁇ respectively.
- the driver controls the vehicle by selecting the radius of curvature ofthe vehicle's path and the sense of rotation by rotating the joystick 14. If the joystick 14 is not turned the radius of curvature of the path ofthe vehicle will be infinity and the vehicle will move in a straight line parallel to the direction of displacement of the joystick 14. If the joystick 14 is twisted as far as it will go in a clockwise direction, the radius of curvature ofthe path ofthe vehicle will be zero and the vehicle will rotate clockwise about its own centre. Between these two extremes the radius of curvature of the path ofthe vehicle is given by:
- ⁇ is the rotation ofthe joystick and ⁇ msx is the maximum rotation of the joystick 14.
- the driver selects the direction of the centre of curvature by displacing the joystick 24 at right angles to this direction.
- the centre of curvature ofthe path ofthe vehicle is now specified by the two components R x and R 7 . He selects the root mean square ofthe four wheel speeds by the amount of displacement of the joystick 14.
- the control system then rotates the four drive wheels to the following angles:
- t ⁇ ⁇ (b/2-R r )/(R x -t/2)
- tan ⁇ 2 (b/2-R r )/(R x +t/2)
- tan ⁇ 3 b /2+R r )/(R x -t/2)
- tan ⁇ 4 (b/2+R r )/(R x +t/2)
- R r is the displacement of the centre of curvature forward ofthe centre of the vehicle
- R x is the displacement ofthe centre of curvature to the right of the centre ofthe vehicle.
- the amount of displacement ofthe joystick d determines the root mean square ofthe four wheel speeds (RMSWS) according to the equation:
- RMSR root mean square radius
- the technique of making the steering effect of wheel speeds identical to the steering effect ofthe wheel angles can also be applied to braking wheeled vehicles.
- the drive train consists of a motor driving two or more variable displacement hydraulic pumps, which in turn drive four hydraulic wheel motors. These vehicles are decelerated by the driver reducing the strokes ofthe (usually closed circuit) variable displacement pumps.
- the computer integrated steering/drive system ensures that the instantaneous wheel speeds, as well as the wheel angles, tend to rotate the vehicle about the centre selected by the driver. This system will function regardless of whether the vehicle is accelerating, travelling at constant speed or braking.
- the advantage of this cooperative redundant system is that as one steering system fails (as it inevitably must as operating conditions worsen) it is backed-up (or reinforced) by the other system. This cooperative redundancy will have a stabilising effect on a braking vehicle.
- Various electronic means have been proposed or implemented to overcome the problems outlined above.
- One example is a valve to reduce the clamping force applied to the rear wheels to compensate for the weight transfer to the front wheels.
- Another is an anti-skid braking system which momentarily reduces the clamping force applied to all wheels if one or more wheels stop turning. This enables the locked wheels to tur ⁇ and re-establish their grip on the road and their steering effect.
- the driver selects the desired radius of curvature with the steering wheel (or joystick) and root mean square wheel speed or rate of acceleration with the accelerator (or joystick).
- the on-board computer calculates the speed-time program for each wheel, so that these wheel speeds produce the same steering effect as the wheel angles.
- the clamping force acting on each wheel is modulated. If any wheel speed is too high the clamping force acting on this wheel will be increased. If any wheel speed is too low the clamping force acting on this wheel will be decreased. This can be achieved by means of four high speed valves , similar to Moog valves. Alternatively the wheel clamping force can be controlled by high speed electric motors.
- the vehicle should stop when all the wheels simultaneously stop turning. However if the rate of wheel deceleration selected by the driver is in excess of that that can be produced by the ground/wheel interaction, all wheels will simultaneously stop turning before the vehicle comes to rest.
- Fig 1(a) The general embodiment of the invention is shown in Fig 1(a).
- Alternative means of driver control are shown in Fig 1(b).
- the preferred means of driver control is by means of a rotatable joystick 14.
- one joystick 15 could be used to determine the radius of curvature of the path of the vehicle and the root mean square wheel speed, and a second joystick 16 could be used to determine the direction of the centre of curvature.
- a steering wheel 17 (or steering knob or lever) could be used to determine the radius of curvature ofthe path of the vehicle and the root mean square wheel speed, and a second joystick 18 could be used to determine the direction of the centre of curvature.
- a disadvantage of the variant ofthe invention described above is that four independent steering systems and four independent drive systems are required. It will be shown below that under special conditions the number of systems required can be reduced.
- the first special case is the first special case
- the rotatable joystick only needs to rotate and move forward and backwards in a single plane.
- the rotatable joystick 14 can be replaced with a normal joystick 15 where the forward displacement d determines the root mean square wheel speed and the lateral displacement determines the radius of curvature ofthe path of the vehicle where moving the joystick 15 as far as it will go to the right will reduce the radius of curvature to zero and the vehicle will rotate about its own centre in a clockwise direction.
- a steering wheel 17 can be used by the driver to select the radius of curvature ofthe path of the vehicle.
- the root mean square wheel speed can be selected with a speed control lever or pedal 18. See Figure 2(b)
- the vehicle is further simplified if either the front or rear wheels are not driven (that is are free wheels) so that only two speed control systems are required. See Figures 3(b) and 5(b).
- R SR (R 2 +t 2 /4) 1 2
- the system used to control the wheel angles may work as follows:
- the angle of a particular wheel will be measured.
- An on board computer will calculate (or approximate from a look up table) the correct angle from the driver's inputs of ⁇ and ⁇ . If an error exists between the actual angle and the desired angle an actuator will be energised so as to eliminate this error.
- the on board computer will adjust the angles of all the other steerable wheels before repeating the cycle.
- a similar system will be used to control the wheel speeds.
- the wheel speed of a particular wheel will be measured.
- the on board computer will calculate (or approximate from a look up table) the correct wheel speed from the driver's inputs of ⁇ , ⁇ and d (the latter determining the root mean square wheel speed). If an error exists between the actual speed and the desired speed the drive to the wheel be adjusted so as to eliminate the error.
- the on board computer will adjust the speed of all other wheel speeds before repeating the cycle.
- the actuators used to turn the wheels could be rotary hydraulic actuators.
- double acting cylinders connected to rack and pinions could be used.
- the engine 1 would also drive an auxiliary hydraulic pump (not shown in Figure 1) which would drive the actuators via control valves activated by the on board computer.
- the wheels could be driven by in built hydraulic motors which are powered by variable displacement hydraulic pumps. These pumps are driven by an internal combustion engine, which is governed to run at a constant speed. The speed of the wheels is controlled by varying the displacement of the pumps from a maximum flow in one direction to zero to maximum flow in the reverse direction. This allows the speed ofthe wheels to be varied from maximum forward to zero to maximum in reverse.
- the on board computer is used to alter the displacement ofthe pumps to produce the desired wheel speeds.
- the wheels could be conveniently driven by electric motors. Similariy the wheels could be turned by electrically powered actuators. Storage batteries could be used to power the motors and the actuators. The motors and actuators would be controlled by an on board computer as indicated above.
- the wheels could be driven by an internal combustion engine, via variable ratio friction drives.
- the wheels could be conveniently be turned by electric actuators.
- the friction drives and actuators would be controlled with the aid of an on board computer.
- the drive wheels would be driven mechanically by an internal combustion engine via a gear box and one or more traditional differentials where the wheel speeds are positively controlled by means of one or more steering differentials working in parallel with the one or more ofthe traditional differentials, where the speed of the electrically or hydraulically driven steering differentials are controlled by the on board computer.
- FIG. 4(a) shows the general arrangement of components required for computer integrated steering/drive system utilising a mechanical drive.
- An internal combustion engine 19 drives a gearbox 20 which in turn drives a central differential 21, which in turn drives both a front "tail” shaft 22 and a rear tail shaft 23.
- the front "tail” shaft 22 is linked to a steering differential 24 by a pair of gears 25 and 26
- the rear tail shaft 23 is linked to the steering differential 24 by means of a pair of gears 27 and 28 with the same speed ratio as gears 27 and 28, where gears 27 and 28 do not mesh, but are linked by means of an idler gear 29.
- the speed of the front tail shaft 22 When the vehicle turns it may be necessary for the speed of the front tail shaft 22 to be greater than the speed of the rear tail shaft 23 if wind up is to be avoided. This can be achieved by driving the hydraulic motor 30 at the right speed (in the right direction).
- a steering differential 31 is also linked in parallel with the front differential 32. This is driven at the appropriate speed by a hydraulic motor 36.
- a steering differential 34 is also linked in parallel with the rear differential 35. This steering differential 34 is also driven at the appropriate speed by a hydraulic motor 36. Note that the front and rear differentials are driven by front and rear tail shafts 22 and 23 respectively. The appropriate speeds are those where the steering effect of all the wheel speeds is identical to the steering effect of all the wheel angles.
- FIG. 4(b) shows the detailed layout ofthe rear differential 35 and the associated steering differential 34.
- the casings (or housings) have been omitted in the interests of clarity.
- bevel gear differentials 34 and 35 have been shown here, differentials using over lapping straight cut planetary gears can also be used.
- Figure 5(a) shows the layout for the mechanical drive when the centre of curvature of the path of the path of the vehicle lies on its transverse axis.
- the central differential and its associated steering differential can both be dispensed with.
- Figure 5(b) shows that when the centre of curvature of the path of the vehicle lies on the axis of the rear wheels, three differentials 21, 32 and 35 and their associated steering differentials 24, 31 and 34 are required.
- Figure 5(c) shows that when the centre of curvature ofthe path ofthe vehicle lies on the transverse axis of the vehicle the front differential 32 and associated steering differential 33 can be replaced with a pair of left hand right angle drives 37 and a pair of right hand right angle drives 38
- Figure 5(d) shows that when the centre of curvature of the path of the vehicle lies on the transverse axis of the vehicle the rear differential 35 and associated steering differential 34 can be replaced with a pair of left hand right angle drives 39 and a pair of right hand right angle drives 40
- Figure 6(a) shows the layout of a vehicle incorporating a computer integrated steering/drive system where the differentials and associated steering differentials have been replaced with speed-correcting differentials integrated into speed reduction gear boxes close coupled to each wheel.
- engine 19 drives gear box 20 which in turn drives an integrated front and rear tail shaft 44 by means of right angle drive 45 which in turn drives front and rear drive shafts 46 and 47 by means of right angle drives 48 and 49.
- the front and rear drive shafts 48 and 49 drive combined speed reduction gearboxes/speed-correcting differentials 50, 51 , 52 and 53.
- Each combined speed reduction gearbox/speed-correcting differential is also driven by wheel speed correcting hydraulic motors 54, 55, 56 and 57.
- the wheel speed correcting hydraulic motors ensure that the steering effect of all wheel speeds is identical to the steering effect of all the wheel angles.
- Figure 6(b) shows the detailed layout of the combined speed reduction gearbox/speed-correcting differential.
- This is a three stage compound epicyclic gearbox where the speed-correcting differential is incorporated into the first stage.
- Power is transmitted to the combined speed reduction gearbox/speed-correcting differential by means of drive shaft 58 which drives sun gear 59.
- Sun gear 59 drives planet gear 60, which is also driven by annular gear 61.
- Annular gear 61 is driven by the speed correcting hydraulic motor 62 as required.
- Planet gear 61 is supported by arm (or cage) 63, which drives the sun gear of stage two 64.
- Stage two 64 and stage three 65 are similar to stage one, except that the annular gears in the latter two stages are fixed to the housing and are thereby stationary.
- the arm (or cage) 65 ofthe last stage is connected to the drive wheel 66.
- Only one planet gear is shown in each stage. In practice more planet gears would be used to both balance the rotating parts and share the load.
- the hydraulic speed correcting motor could drive any one ofthe three annular gears. However if the first stage annular gear is driven, a more convenient higher speed low torque hydraulic motor can be used. Note that the hydraulic motor could be replaced by an electric motor with appropriate speed control.
- steering differentials have one input and two outputs
- speed-correcting differentials have two inputs and one output.
- the single input to a steering differential is the speed of the steering motor
- the two outputs are the equal but opposite speed corrections to the left hand and right hand wheels.
- the two inputs to a speed-correcting differential are the speed of the primary drive shaft and the speed ofthe speed-correcting motor
- the single output is the speed of the driven wheel.
- FIG. 7 shows a hydraulic circuit which would allow the wheel speed correcting hydraulic motors 54, 55, 56 and 57 to rotate at appropriate speeds.
- Each hydraulic motor is driven by a variable displacement pump.
- These pumps 67, 68, 69 and 70 are driven by a common shaft 85 at a speed proportional to the tail shaft speed by means of gears 86 and 87.
- This arrangement automatically compensates the speed of the pumps for the overall speed of the vehicle.
- the right hand pumps slow the right hand wheels and the left hand pumps speed up the left hand wheels.
- the amount of speeding up and slowing down is determined by the displacement of each of the variable displacement pumps. These displacements are determined by the squash plate angle of each pump.
- the driver selects the centre of curvature of the path of the vehicle and the root mean wheel speed RMSWS.
- the on board computer then calculates the angle and speed of each wheel that ensures that the steering effect ofthe wheel angles is identical to the steering effect of the wheel speeds.
- the on board computer then turns the wheels 88, 89, 90 and 91 to the calculated angles.
- the computer also calculates the appropriate speed for each wheel speed correcting hydraulic motors 54, 55, 56 and 57, and implements these speeds by adjusting the squash plate angles of the respective variable displacement hydraulic pumps 67, 68, 69 and 70.
- Figure 8(a) depicts a vehicle where the four rear drive wheels are driven independently so that the wheel speed steering effect of all four wheels is identical to the steering effect ofthe angles of all six wheels (i.e. the four coaxial drive wheels, and the two steerable non driven wheels).
- gearbox 20 drives gearbox 20, which in turn drives a tail shaft 23 via right angle drive 45.
- the tail shaft 23 drives a drive shaft 71 via a second right angle drive 72.
- the drive shaft 71 drives four combined speed reduction gearboxes/speed-correcting differentials 73, 74, 75 and 76.
- the speed correcting differentials 73, 74, 75 and 76 are also driven as required by four wheel speed correcting hydraulic motors 77, 78, 79 and 80.
- These hydraulic motors 77, 78, 79 and 80 are driven by variable displacement hydraulic pumps 81 , 82, 83 and 84 respectively.
- These hydraulic pumps are driven by a common shaft 85, which is driven at a speed proportional to the tail shaft speed by means of gears 86 and 87.
- the advantage of this arrangement is that it enables all four driven wheels to be positively driven at slightly different speeds on turning.
- the outer wheels 88 and 91 may be slowed down and speeded up more than the inner wheels 89 and 90
- Figure 8(b) shows the detailed layout of a combined speed reduction gear box/speed-correcting differential suitable for driving an inner wheel.
- the drive shaft 71 must pass through the combined speed reduction gearbox/speed-correcting differential so that it can also drive the outer wheel 91.
- Figure 9 shows a simplified version of a vehicle where the four rear drive wheels are driven at four different speeds on turning.
- a single variable displacement hydraulic pump 92 is used to drive all four speed correcting hydraulic motors 77, 78, 79 and 80 which are now connected in series.
- the displacement ofthe inner and outer speed correcting hydraulic motors is inversely proportional to the distance ofthe respective wheels from the centre line ofthe vehicle.
- the driver selects the radius of curvature ofthe path ofthe vehicle with a steering wheel and the root mean square wheel speed with a speed control lever or pedal.
- the on board computer calculates the appropriate angles ofthe front wheels and the individual speeds of the four rear drive wheels, and the required speed ofthe four wheel speed correcting hydraulic motors 77, 78, 79 and 80.
- the computer implements the calculated front wheel angles and calculated hydraulic motor speeds.
- the required hydraulic motor speeds are achieved by adjusting the squash plate angles of the four variable displacement pumps 81, 82, 83 and 84 or the single variable displacement pump 92.
- the speed ofthe drive wheels is positively controlled by any of the methods outlined above, the wheel speed steering effect applies when the vehicle is being braked (or decelerated) as well as when the vehicle is being driven (or accelerated).
- PCT/AU03/00035 describes large dump trucks with two steerable non-driven wheels at the front and four coaxial driven wheels at the rear where the speed of each driven wheel is positively controlled so that they tend to produce a radius of curvature for the path ofthe vehicle which is identical to the radius of curvature which is produced by the angles of the front wheels.
- a disadvantage of this configuration which is depicted in Figures 8 and 9, is that it would be difficult to remove the inner rear wheels, since such removal would require the removal of the outer rear wheel, the outer combined speed reduction gear box/speed correcting differential, the horizontal drive shaft and the arm that connects the combined speed reduction gear box/speed correcting differential to the chassis of the vehicle.
- FIG. 10 An improved configuration is shown in Figure 10.
- the inner supporting arms are deleted and the inner combined speed reduction gear box/speed correcting differentials 74 and 75 are connected to the inside ofthe two remaining arms 93 and 94.
- the inner and outer combined speed reduction gear box/speed correcting differentials 73, 74, 75 and 76 are driven by means of longitudinal shafts 95 and 96 located inside or adjacent to the left hand and right hand arms.
- the rear end ofthe longitudinal shafts are fitted with two bevel gears 97 and 98 of different diameters. These bevel gears drive the inner and outer combined speed reduction gear box/speed correcting differentials 73 and 74 respectively.
- the second input to each combined speed reduction gear box/speed-correcting differential is provided by hydraulic (or electric) motors 77, 78, 79 and 80.
- These pumps are driven at a speed proportional to the speed of the longitudinal drive shafts 95 and 96, and the squash plate angle of the pumps is controlled to produce the optimum speed ofthe front wheels, so that the steering effect of the speed of each front wheel is identical to the steering effect of all the wheel angles.
- the provision of six speed correcting hydraulic motors would enable the average speed of the speed correcting motors to be minimised.
- the driver would control the speed of the vehicle by selecting the root mean square wheel speed (RMSWS).
- RMSWS root mean square wheel speed
- the on board computer calculates the desired individual wheel speeds. The speed of each wheel is determined by the common speed of the drive shafts and the speed of each speed correcting hydraulic motor. If the speed of the shaft is made to correspond to the algebraic average of the desired wheel speeds then the average of the magnitude of the desired speeds of the six hydraulic motors will be minimised.
- ⁇ n K s ⁇ s + K c ⁇ c
- ⁇ n is the speed of the nth wheel
- ⁇ s and ⁇ c are the speeds of the common drive shaft and the nth speed-correcting hydraulic motor respectively
- a third option is to choose the algebraic average of the desired speed of the wheels on one axle for the speed of the common drive shaft ⁇ s .
- the advantage of this arrangement is that the desired speed ofthe left hand speed-correcting hydraulic motor will always be equal but opposite that of the corresponding right hand hydraulic motor. This means that a single variable displacement hydraulic motor can be used to drive both motors in series.
- the four rear speed correcting hydraulic motors shown in Figure 10 could be connected in series to a single variable displacement pump driven at a speed proportion to the common drive shaft speed, if this drive shaft speed corresponds to the average of the desired speed ofthe four rear wheels.
- the displacement of the inner hydraulic pumps would have to be greater than the displacement of the outer pumps, in proportion to the distance from the centre line ofthe vehicle of the outer and inner tyre contact patches.
- An alternative arrangement would be to make the capacity of the hydraulic motors constant, but to drive the outer hydraulic motors with a larger (or faster) variable displacement pump than that used to drive the inner hydraulic motors.
- the control protocol will be as follows:
- Driver selects RMSWS, R x and R y .
- On-board computer calculates all desired wheel speeds and angles.
- Computer calculates desired speed of common drive shaft and desired speed of each speed-correcting hydraulic motors.
- Control system implements the speed of common drive shaft, al! speed-correcting hydraulic motors and angles of all steerable wheels.
- PCT/AU03/00035 describes wheeled vehicles where the driven wheels are rotated about substantially horizontal axes by means of hydraulic wheel motors, electric wheel motors, or by means of drive shafts which connect the wheels to a prime mover (such as an internal combustion engine) via a gear box.
- a prime mover such as an internal combustion engine
- the advantage of hydraulic and electric wheel motors is that they allow the wheels to be turned (about substantially vertical axes) through large angles. Zero radius of curvature can be achieved if all or some of the wheels can turned through a total angle of 180 degrees.
- the disadvantage of the mechanical shaft drives depicted in PCT/AU03/00035 is that constant velocity joints are required to transmit power to the turned wheels. Unfortunately constant velocity joints experience very large forces if power is transferred between axes mutually inclined by more than 45 degrees. If constant velocity joints are used, an angle range of 180 degrees is not feasible.
- the horizontal drive shaft 107 can be located well above the driven wheels so that the drive shaft 107 does not interfere with the turning ofthe driven wheels 108 about substantially vertical axes.
- Reference to Figure 11 shows that power is transmitted from the horizontal shaft 107 to the vertical shaft 109 by means of a pair of bevel gears 100 and 101. Power is transmitted from the vertical shaft 109 to the horizontal axis of the wheel 112 by means of a second pair of bevel gears 113 and 114.
- the two pairs of bevel gears can be used to form a two-stage reduction gearbox.
- a potential problem with the basic arrangement described above is that the turning and rotation of the driven wheels are interlinked. If both the vehicle and the horizontal drive shaft 107 are stationary, turning ofthe wheel 108 (about a vertical axis) must be accompanied by rotation ofthe wheel 108 "on the spot" (about its horizontal axis). If the left and right hand driven wheels are turned the same amount in the same direction, they will rotate "on the spot" in opposite directions.
- the drive system above is used for the front wheel drive of some four wheel drive tractors and off-road trucks.
- the "rotation on the spot" problem is eliminated by the presence of a differential 115 between the left and right horizontal drive shafts.
- This differential allows the driven wheels be turned without on the spot rotation by allowing the left and right drive shafts to rotate equal amounts in opposite directions.
- a key feature ofthe computer integrated steering drive system described here is that the speed of each driven wheel is always positively controlled. If differentials are used they are always linked in parallel to matching steering differentials. See Figures 4 and 5.
- the alternative method of positively controlling the speed of the driven wheels is to use speed-correcting "differentials" close coupled to the driven wheels.
- the output of these speed-correcting differentials is the desired wheel speed, while the inputs are the drive shaft speed and the necessary speed correction by means of a hydraulic or electric speed-correcting motor.
- One method depicted in Figure 12 is to offset the centre of the tyre contact patch a distance r ⁇ from the vertical turning axis. If the ratio of the effective radius of the driven wheel r ⁇ to the said offset r ⁇ is equal to the ratio ofthe number of teeth N 2 on the gear attached to the wheel and the number of teeth N ⁇ on the pinion gear which engages the afore mentioned gear, then the turning driven wheel will roll over the ground with minimal scuffing.
- a second method of overcoming the linkage between the rotation ofthe driven wheels about vertical and horizontal axes depicted in Figure 13 is to mechanically link the rotation ofthe wheel about its vertical axis to the rotation ofthe secondary input shaft of a turn-correcting differential.
- the horizontal drive shaft is rotated at the correct speed and the turn-correcting differential merely counteracts the tendency of the driven wheel to rotate when it is turned.
- a third and much more elegant method of overcoming the troublesome linkage between the rotation ofthe driven wheel about vertical and horizontal axes is to take advantage of the presence of a steering differential or wheel mounted speed-correcting differentials.
- speed ⁇ 0 of the steering motor 116 or speed-correcting motor 117 will be a function of both the necessary speed correction and the rate of change of wheel angle ⁇ a (about the vertical axis) according to the equation:
- ⁇ c con /K c - K s ⁇ s /K c - K a ⁇ a /K c
- Kg ⁇ n / ⁇ s when ⁇ c and ⁇ a are zero
- Kc ⁇ n / ⁇ c when ⁇ s and ⁇ a are zero
- Ka ⁇ n / ⁇ a when ⁇ s and ⁇ c are zero
- Figure 14 depicts the case where speed-correcting differentials are close coupled to each turning driven wheel.
- Figure 15 depicts the case where a steering differential is used to correct the speed of the turning driven wheels.
- Figure 16 depicts the case where a combined speed-reducing gearbox/speed-correcting differential is mounted inside the turning driven wheel.
- TE translation error
- RE rotation error
- the essential feature ofthe error minimisation system proposed here is that corrective action should ensure that when the translation error is zero the rotation error should also be zero. This means that the corrective path of the vehicle must be tangential to the desired path ofthe vehicle.
- Figure 17 shows there are five possible vehicle states.
- Figure 17(a) shows a vehicle where both the translation and rotation error are zero. In this case no corrective action is required.
- Figure 17(b) shows a vehicle where the translation error is positive but the rotation error is negative. If no corrective action is taken the path of the vehicle will cross the desired path and the translation error will become increasingly negative.
- Figure 17(c) shows a vehicle where both the translation error and the rotation error are positive. If no corrective action is taken the path ofthe vehicle will diverge from the desired path and the translation error will become increasingly positive.
- Figure 17(d) shows a vehicle where the translation error is positive and the rotation error is zero. If no corrective action is taken the path of the vehicle will remain parallel to the desired path, so that the translation error will remain constant.
- Figure 17(e) shows a vehicle where the translation error is zero the rotation error is positive. If no corrective action is taken the path of the vehicle will diverge from the desired path, so that the translation error will become increasingly positive.
- the radius of curvature needs to suddenly decrease to the calculated value. It is then held constant until both the translation error and the rotation error become zero. The radius of curvature is then suddenly increased to infinity. This means that the steering wheel angle is suddenly increased, held constant, then suddenly decreased to zero.
- the steering wheel angle can best be controlled automatically with a control system, the cost could be reduced if the automatic control system is replaced with a system that assists the driver to turn the steering wheel to the correct angle.
- the correct steering wheel angle is calculated from the translation and rotation errors. If the driver has to turn the steering wheel to the right a laser dot will be projected on the windscreen to the left of one or more aiming marks, and vice versa. When the steering wheel is at the correct angle the laser dot will be centred with respect to one or more aiming marks.
- the driver prefers the first described "constant radius of curvature" strategy, his task would be aided by a strong steering wheel self-centring effect and a strong indication when the translation error is zero.
- the zero error state could be indicated by an audible tone.
- the size of the translation error could be indicated by the tone so that the zero error state would be indicated by silence.
- the centre of curvature ofthe path of the vehicle will always lie on the transverse axis of the vehicle.
- the speed ofthe right front wheel should be the same as the speed of the right rear wheel
- the speed ofthe left front wheel should be the same as the speed of the left rear wheel.
- Methods of compensating for slip angles and longitudinal slip have been described in PCT/AU03/00035.
- the error-correction strategy advocated above for two wheel steering vehicles can also be used for vehicles with a transverse axis of symmetry.
- the translation error is the distance of the centre ofthe vehicle from the desired path ofthe vehicle, measured perpendicular to the desired path (as shown in Figure 18(b)).
- the translation error could be eliminated followed by the rotation error or vice versa.
- the control system need not respond as rapidly if both are eliminated simultaneously. If the centre ofthe yehicle is driven along a circular path which is tangential to the desired path, the vehicle can be simultaneously rotated so that the rotation error becomes zero at the same time as the translation error. See Figure 19(a).
- Rx R 0 COS (R E + ⁇ a)
- V o is the velocity ofthe centre of the vehicle.
- the final position and path of the vehicle wheels are shown by the dashed lines. If only the translation error is corrected, the final position and path of the vehicle wheels are shown by the dashed lines. If the rotation error is simultaneously corrected the final position of the vehicle is shown by the solid lines. The path of the wheels in this case is shown by the dotted lines.
- the translation error can be maintained at zero by turning the wheels so they are initially parallel to the desired path.
- ⁇ i and ⁇ 2 will be - RE and ⁇ 3 and ⁇ will be + RE.
- the rotation error can be simultaneously be eliminated by rotating the vehicle as it proceeds along the desired path. This can be achieved by turning the front and rear wheels slightly less than the rotation error respectively. Note that sjnce the basic wheel angles of the front and rear wheels are negative and positive respectively, the modulus of the front and rear wheel angles will increase and decrease respectively. This strategy is shown in Figure 19(c).
- Gantry tractors have several advantages over traditional tractors.
- the essential feature of a gantry tractor is that it is slightly wider than the implements it "pulls". These implements are located between the front and rear wheels of the gantry tractor.
- Generally many pairs of wheels are used in order to distribute the weight between all wheels and the tractive force between the driving wheels.
- all wheels are driving wheels.
- the gantry tractor At the end of a pass (usually a straight line) the gantry tractor must be shifted sideways to face fresh ground. Since it is not generally feasible to rotate the gantry tractor 180 degrees, the implements themselves must be effectively rotated (or reversed).
- the essential feature of this gantry tractor is that is consists of a series of four wheel modules that are hitched together. In working configuration, the modules are also latched together to form a single rigid frame. Although four modules are shown in Figure 20, any number of modules can be employed.
- All wheels can be driven independently at any desired speed between maximum forward and maximum reverse. All wheels can be independently turned between +90 degrees and -90 degrees.
- Figure 20 shows the proposed gantry tractor is working mode. In this mode the modules are latched together to form a rigid truss. The position ofthe two uncoupled hitch points at either end will be monitored continuously by means of a geographic information system or some other positioning system. The orientation (or heading) ofthe gantry can be monitored by some form of compass, or it can be deduced from the position ofthe two said hitch points.
- the operating procedure is as follows:
- the gantry will start from the non-worked (e.g. unploughed) compacted lane probably adjacent to a fence.
- the implements will already be disengaged from the ground.
- the gantry will be positioned so that the translation error is zero. This can be done with the wheels at +/- 90 degrees.
- the rotation error will be eliminated by turning the wheels to 0 degrees, and driving the wheels at the opposite ends of the gantry in opposite directions until the rotation error is zero.
- the speed of the intervening wheels will be a linear interpolation between the speed of the end wheels. It is also possible to eliminate the translation and rotation errors simultaneously using the techniques described above for conventional tractors.
- the gantry will be driven forward onto the ground to be worked and the implements engaged with the soil.
- the gantry will be driven forward to work the soil. Translation, and rotation errors will be continuously monitored. Translation errors can best be corrected by turning all wheels in unison and crab steering the gantry along a circular path that is tangential to the desired path. Since all wheel angles are identical, all wheels will be driven at the same speed. Small rotation errors are less important, but these can be corrected by speeding up the lagging wheels. If the speed up ofthe leading wheels is zero, the speed up of the intervening wheels will be proportional to their distance from the leading wheels. Ideally the wheels should be turned so their centre of curvature is the same as that caused by the wheel speed differences. However if the rotation errors are small the scuffing caused by not turning the wheels will be negligible.
- Steps 2 to 7 are now repeated until the field is completely worked. If steps 5 and 6 are combined, say by driving and turning all wheels in unison so they move along a circular arc which is tangential to the desired side shift path, the problem of turning stationary wheels through 90 degrees is avoided.
- Figure 21 shows a gantry tractor passing through a gate. This is the most difficult manoeuvre. U turns and right angle turns (also shown in Figure 22 are easier to achieve.
- the control strategy to be used is as follows:
- the gantry tractor is moved along a lane adjacent to a fence.
- Translation errors can best be corrected by turning all the wheels in unison.
- Rotation errors can best be corrected by turning the leading and trailing wheels slightly in opposite directions.
- the wheels in between will be turned by amounts proportional to their distance along the gantry (by a process of linear interpolation).
- the desired path of the reference points (e.g. the GPS sensors) must be stored in the on board computer.
- the reference points will be all the hitch points of the four-wheel modules.
- the path of the hitch points through to gate will be circular arcs. In principle any path could be used, including straight lines. The disadvantage ofthe latter is they require sudden changes in the radius of curvature of the centre of the modules.
- the angular velocity of the module about its instant centre can be calculated.
- the speed ofthe centre of the module can be expressed as the speed of a notional castor located at the centre ofthe module.
- tan ⁇ 2 (bl2-R Y )/(R x +t/2)
- tan ⁇ 3 (b/2+R Y )/(R x -t/2)
- the velocity of the rear hitch point can be calculated from the angular velocity ⁇ of the module and its radius of curvature R 0 . This must be identical to the velocity ofthe front hitch of the second module. The centre of curvature, radius of curvature and velocity of the second module can now be deduced.
- Steps 4 to 8 are repeated until the appropriate wheel angles and wheel speeds for all modules are calculated.
- the control system implements the above wheel speeds and angles. 11. The calculations are repeated as the gantry tractor snakes its way through the gate.
- Figure 23 shows a slightly more complicated path through a gate, which allows narrower gates to be negotiated.
- the modules turn away from the fence slightly before they turn through the gate at a steeper angle.
- a gantry tractor has been described above where a plurality of four-wheeled modules 118 are hitched together.
- the modules 118 are latched together, by means of struts 119 , to form a rigid truss.
- the modules are unlatched by effectively disconnecting one end ofthe struts 119 that latch the modules together.
- Figure 24 shows one method of disconnecting one end of the strut 119 by lifting it vertically so that a vertical pin 120 on the end of the strut 119 no longer engages a vertical hole 121 at the corner of the adjacent module.
- Figure 25 shows an alternative method of unlatching the modules where a pin 122 latching one end of the strut 124 to a rotatable sleeve 123 attached to the corner of the adjacent module is withdrawn.
- the other end of the strut is connected to the first module by means of a vertical hinge 125.
- the essential feature ofthe computer integrated steering/drive system described above is that the steering effect ofthe positively controlled individual wheel angles is made identical to the steering effect ofthe positively controlled individual drive wheel speeds. This is a cooperative redundant system since conflict between the two steering systems has been eliminated. The advantage of this system is that if one steering system begins to fail it is backed up by the other system.
- the control strategy advocated for the gantry tractor (in transport mode) described above would result in zero forces transferred through the hitch points if the control system was free of errors.
- the fact that the hitch points are connected produces a level of redundancy with respect to the path ofthe centres of the modules. For example, if the trajectory of one module is in error, the trajectory ofthe leading and trailing modules must also be in error, by virtue of the connection of the hitch points.
- the correct angle for the hitch points can be calculated. See Figure 26.
- the hitch angle is 2 ⁇ , where ⁇ is the angle between the longitudinal axis ofthe module and the tangent to the desired circular path. This special case is shown in Figure 26.
- the total angle ofthe hitch points is the sum ofthe angle ofthe longitudinal axes of the leading and trailing modules to the desired path of the vehicle
- b R and b L are the required lengths ofthe right and left hand actuators respectively
- 2 ⁇ is the hitch angle
- ⁇ 0 is the angle subtended at the hitch point by the nearest wheel relative to the longitudinal axis ofthe module
- d 0 is the distance between the hitch point and the adjacent wheels
- t and b are the track and wheel base of each module respectively.
- the articulated vehicle is lined up at the beginning ofthe path so that all the hitch points lie on the correct position as indicated by means of a geographic positioning system (or some other navigation system).
- the driver selects the speed ofthe centre ofthe lead module.
- the on board computer calculates required linear and angular velocities ofthe first module. The computer then calculates the correct individual wheel speeds and wheel angles. It also calculates the correct rear hitch angle.
- the on board computer calculates the desired linear and angular velocities for the second module to keep it on the desired trajectory. The computer then calculates the correct individual wheel speeds and wheel angles and the rear hitch angle for the second module.
- Steps,2 and 3 are repeated for all modules in the train. 5.
- the control computer then proceeds to implement all individual wheel speeds and wheel angles and hitch angles.
- Errors detected in the path ofthe modules should be corrected in the cooperative manner described above in order to avoid conflict between the modules. Most errors will be due to small amounts of skidding ofthe driven wheels and scuffing of all wheels (where wheel spinning is regarded as negative skidding).
- driver interfaces were described for four wheeled vehicles incorporating computer integrated steering/drive systems.
- the object of the driver interface is to enable the driver to select the desired centre of curvature of the path of the vehicle and the root mean square wheel speed (RMSWS).
- RMSWS root mean square wheel speed
- the first driver interface described previously is a rotatable joystick where the direction ofthe centre of curvature is at right angles to the direction of displacement of the joystick and the root mean square wheel speed is determined by the magnitude of this displacement.
- the reciprocal of the radius of curvature is determined by the rotation of the joystick. If the joystick is rotated as far as it will go, the reciprocal ofthe radius of curvature will be infinity so that the radius of curvature will be zero.
- the second driver interface described previously employs two joysticks where the forward movement of one joystick determines the root mean square wheel speed and the sideways movement determines the reciprocal of the radius of curvature.
- the second joystick is used to determine the direction of the centre of curvature ofthe path ofthe vehicle where the latter is at right angles to the displacement ofthe second joystick.
- the third driver interface described previously employs a steering wheel, knob or lever, and a joystick.
- the reciprocal ofthe radius of curvature ofthe path ofthe vehicle is determined by the rotation of the said steering wheel, knob or lever, and the direction of displacement ofthe joystick will be at right angles to the direction of the centre of curvature.
- the magnitude of this displacement determines the root mean square wheel speed.
- An alternative driver interface is first described here consisting of one joystick 127 and one speed control lever or pedal 128. See Figure 28.
- the forward movement of the joystick 127 determines the distance of the centre of curvature of the path of the vehicle forward of the transverse axis through the centre of the vehicle (i.e. the midpoint ofthe vehicle wheelbase).
- the sideways movement of the joystick determines the reciprocal ofthe transverse component of the radius of curvature.
- this driver interface is that the driver can easily select how far the centre of curvature ofthe path ofthe vehicle will be forward ofthe centre of the vehicle. It is suggested that the forward movement ofthe joystick 127 will have at least four detent positions. In the null detent position depicted in Figure 29(a) the centre of curvature will always lie on the transverse axis through the centre ofthe vehicle. In the backwards detent position depicted in Figure 29(b) the centre of curvature will always lie on the axis of the rear wheels. In the first forward detent position depicted in Figure 29(c) the centre of curvature will always lie on the axis ofthe front wheels.
- a second alternative driver interface depicted in Figure 30 consists of a joystick 130 and a lever or switch 131.
- the lever or switch 131 controls how far the centre of curvature ofthe path of the vehicle is forward of the centre of the vehicle.
- the forward displacement of the joystick 130 determines the root mean square wheel speed and the sideways displacement of the joystick 130 determines the reciprocal ofthe transverse component ofthe radius of curvature of the path of the vehicle.
- One method is to displace the driver interface element that controls the radius of curvature ofthe path of the vehicle in the opposite direction.
- the second method is to displace the driver interface element that controls the root mean wheel speed in the opposite direction.
- the disadvantage ofthe first method of reversing the sense of rotation ofthe vehicle is that all or some of the wheels must be turned through 180 degrees while they are not rotating. This turning will require a large torque and will cause scuffing ofthe ground and wear of the tyres.
- the scuffing produced by the first method can be avoided if the second method of reversing the sense of rotation ofthe vehicle is used where the wheels are driven in reverse but not turned.
Abstract
Description
Claims
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AU2005235431A AU2005235431B2 (en) | 2004-04-21 | 2005-01-04 | Improved off road vehicle |
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US10/405,072 US7191865B2 (en) | 2000-10-03 | 2003-04-02 | Off road vehicle |
AU2004902095 | 2004-04-21 | ||
AU2004902095A AU2004902095A0 (en) | 2004-04-21 | Improved off road vehicle | |
US10/889,165 US7464785B2 (en) | 2002-01-15 | 2004-07-13 | Off road vehicle |
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WO2005101945A3 WO2005101945A3 (en) | 2006-05-11 |
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WO2005101945B1 (en) | 2006-06-22 |
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