Abstract: An electronic transmission control system that can achieve a transmission ratio based on the operator inputs and the current vehicle operating conditions. The transmission constantly connects the engine to the load, and the transmission ratio is only varied by a change in command from the present invention. The transmission's mechanical function is solely to vary the ratio between its input and output. In using the present invention, an operator must select an operating mode, either automatic or manual, using a two-position switch. While in the automatic mode, the present invention determines the vehicle speed by considering the position of the throttle and the operator's use of brakes. In the manual mode, the present invention further considers the operator's selection of a gear condition.

Abstract: An electronic transmission control system that can achieve a transmission ratio based on the operator inputs and the current vehicle operating conditions. The transmission constantly connects the engine to the load, and the transmission ratio is only varied by a change in command from the present invention. The transmission's mechanical function is solely to vary the ratio between its input and output. In using the present invention, an operator must select an operating mode, either automatic or manual, using a two-position switch. While in the automatic mode, the present invention determines the vehicle speed by considering the position of the throttle and the operator's use of brakes. In the manual mode, the present invention further considers the operator's selection of a gear condition.

Abstract: An electronic transmission control system is provided that can achieve a transmission ratio based on the operator inputs and the current vehicle operating conditions. The transmission constantly connects the engine to the load, and the transmission ratio is only varied by a change in command from the present invention. The transmission's mechanical function is solely to vary the ratio between its input and output. In using the present invention, an operator must select an operating mode, either automatic or manual, using a two-position switch. While in the automatic mode, the present invention determines the vehicle speed by considering the position of the throttle and the operator's use of brakes. In the manual mode, the present invention further considers the operator's selection of a gear condition.

Abstract: A method to provide a smooth shift during mode changes of an HMT when using mechanical clutches by reducing the power into the transmission momentarily when a shift is initiated by cutting fuel to the engine, and also reducing power in the hydrostatic transmission by crossporting the fluid circuit, and then reapplying power to both the engine and the transmission after the clutch has been shifted.

Abstract: A hydromechanical transmission includes a hydrostatic transmission with coaxially arranged fixed and variable displacement hydrostatic units connected to a planetary gear set. The input shaft of the variable unit extends coaxially through the hollow shaft member of the fixed unit to drive the ring gear of the planetary gear set. The hollow shaft member drives the sun gear of the planetary gear set. An input clutch can be provided to allow the hydromechanical transmission to achieve zero output speed. A charge pump driven by the input shaft of the variable unit can be utilized to insure that the hydraulic units are primed whenever the input shaft turns. The input torque can be applied from either end of the variable unit. A power takeoff shaft option is available from the end of the transmission opposite the input.

Abstract: A hydromechanical transmission includes a hydrostatic transmission with coaxially arranged fixed and variable displacement hydrostatic units connected to a planetary gear set. The input shaft of the variable unit extends coaxially through the hollow shaft member of the fixed unit to drive the ring gear of the planetary gear set. The hollow shaft member drives the sun gear of the planetary gear set. An input clutch can be provided to allow the hydromechanical transmission to achieve zero output speed. A charge pump driven by the input shaft of the variable unit can be utilized to insure that the hydraulic units are primed whenever the input shaft turns. The input torque can be applied from either end of the variable unit. A power takeoff shaft option is available from the end of the transmission opposite the input.

Abstract: A method to provide a smooth shift during mode changes of an HMT when using mechanical clutches by reducing the power into the transmission momentarily when a shift is initiated by cutting fuel to the engine, and also reducing power in the hydrostatic transmission by crossporting the fluid circuit, and then reapplying power to both the engine and the transmission after the clutch has been shifted.

Abstract: A hydrostatic loop dump valve for reducing the starting torque required for a hydrostatic unit includes a normally biased open dump valve connecting one or more of the system pressure lines to the reservoir. The dump valve(s) will automatically open and oil will drain out by gravity when the engine is not running. When the engine turns the hydrostatic unit at sufficient speeds to generate significant charge pressure, the dump valves will close and the unit will operate as normal. Thus, the input torque required to start the engine and the hydrostatic unit is minimized without damaging the hydrostatic unit.

Abstract: A loop flushing circuit for a hydrostatic transmission module includes a three position, three port pilot pressure operated loop flushing valve having a first inlet port fluidly connected to the first system pressure line, a second inlet port fluidly connected to the second system pressure line and an outlet port fluidly connecting the loop flushing valve to the case drain through a drain line having a drain orifice therein. A loop flushing and lubrication line fluidly connected to the drain line upstream of the drain orifice extends within the casing and has an open end directed toward the rotating elements of one of the pump and motor. The three position valve has an intermediate position operatively located between the opposite end positions. System pressure from at least one of the first and second system pressure lines is always routed to the loop flushing and lubrication line through the valve regardless of which of the three positions the valve is in.