Asymmetrical Steering Differential for Customizable Skid-Steer Vehicles
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Solution Overview
Problem
Current double differential steering systems for skid-steered vehicles are complex, require custom transmission parts, and are difficult to customize for specific applications, making them challenging to maintain and configure for various vehicles.
Innovation Solution
A steering system with a variable-speed steering power input device and an asymmetrical steering differential that separates propulsion and steering power sources, using simple transmission parts and allowing for independent design of propulsion and steering systems, enabling smooth steering and easy maintenance.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Manufacturing precision
If double differential steering systems are used for skid-steered vehicles, then steering precision and efficiency are improved, but device complexity and manufacturing difficulty increase due to custom transmission parts
Solution Approach 1:
The system separates the steering function from the propulsion function by using an independent steering power source (steering motor 103) and steering transmission (planetary reducers 105, 107) that operates separately from the propulsion system. This segmentation allows each subsystem to be optimized independently, reducing overall complexity while maintaining steering precision.
Solution Approach 2:
The steering system uses standard planetary reducer components that can be universally applied across different vehicle configurations. The asymmetrical steering differential design allows the same basic components to serve multiple functions (steering and speed control) without requiring custom-made parts for each application.
2Productivity
If double differential steering systems are used, then steering efficiency is improved, but ease of manufacture and customization decrease due to complex transmission parts
Solution Approach 1:
The system employs standard planetary reducer components and off-the-shelf steering motors that can be universally purchased and installed. The modular design with separate steering and propulsion systems allows easy customization for different vehicle types without requiring custom transmission manufacturing.
Solution Approach 2:
The system uses variable speed control of the steering motor to dynamically adjust steering characteristics. The asymmetrical steering differential provides dynamic speed distribution to left and right tracks, enabling efficient steering while maintaining ease of manufacture through standard components.
3Volume of moving object
If integrated steering and propulsion transmission are used, then system compactness is improved, but maintenance difficulty and complexity increase
Solution Approach 1:
The steering transmission (planetary reducers 105, 107) and propulsion transmission are physically separated into different locations on the vehicle. The steering differential is mounted on one side of the vehicle, allowing independent access and maintenance of steering components without interfering with propulsion system maintenance.
Solution Approach 2:
The steering power source and steering transmission are extracted as independent subsystems from the propulsion system. This extraction allows the steering system to be maintained, repaired, or replaced separately, significantly improving ease of repair while maintaining reasonable system compactness through strategic component placement.
Data Source
AI summary
A steering system for a skid steered vehicle has a variable-speed steering motor, and an asymmetrical steering differential operatively connected to the steering motor and rotatably mounted on a first side of the chassis separately from the propulsion system. The steering differential has a first differential shaft and a second differential shaft, where the asymmetrical differential imparts a greater speed change on the second differential shaft than the first differential shaft. The first differential shaft is connected to a first steering output shaft operatively connected to at least one ground-engaging element on the first side of the vehicle. A speed reducer mounted fixedly on the chassis connects the second differential shaft to a second steering output shaft operatively connected to at least one ground-engaging element on the second side of the vehicle so that the second steering output shaft experiences the same speed change but in an opposite rotational direction as the first steering output shaft.