Abstract: A driveline for an engined vehicle, comprises a continuously-variable ratio transmission (1) having an input, adapted to be driven by the engine, and an output (3) and first and second epicyclic gears (4, 10) for providing a high and low regime. The planet carrier (6) of the first epicyclic gear and the sun gear (12) of the second epicyclic gear are directly driven by the said output of the continuously-variable ratio transmission, and the sun gear (5) of the first epicyclic gear and the annulus (11) of the second epicyclic gear are directly driven by the engine, the annulus (7) of the first epicyclic gear providing an output in low regime, and the planet carrier (13) of the second epicyclic gear providing an output in high regime.
Abstract: A driveline for a track-laying vehicle having a prime mover and a pair of output shafts (L, R) connected to drive left- and right-hand tracks comprises: two similar continuously-variable-ratio transmissions (10, 20) of the toroidal race-rolling traction type, each having an input adapted to receive input drive from the prime mover and an output; a cross shaft (CS); two similar summing epicyclic gear output units (12, 22) each having a first input (70, 80) geared to the output of a respective transmission unit, an output connected to a respective output shaft (73, 83), and a second input (72, 82) connected to the cross shaft; gear drain (30) for connecting the input drive to the cross shaft at a first predetermined ratio, for low regime operation; a middle regime differential gear arrangement (40) having two inputs connectable at second and third predetermined gear ratios respectively to the corresponding first inputs of the output epicyclic gear units, and an output connectable at a fourth predetermined gear
Abstract: A diesel engine (1) drives an axle (4) through a continuously-variable-ratio transmission (3), e.g. of the toroidal race rolling friction type. A flywheel system (5) is coupled to the input of the transmission (3) by reduction gearing (8, 9). Sprag clutches (2, 6) ensure that the transmission selects whichever is the faster of the engine or the flywheel, and a multiplate clutch (7) parallel with the flywheel sprag clutch (6) is engaged for regenerative braking. Parasitic losses during flywheel drive are reduced by operating the flywheel in a referred speed range coinciding with the engine speed range.
Abstract: A driveline for an engined vehicle, comprises a continuously-variable ratio transmission (1) having an input adapted to be driven by the engine and an output (3), a final drive shaft (8) for providing an output from the driveline, and means for driving the final drive shaft from the continuously-variable ratio transmission in either high or low regime. In low regime the final drive shaft is driven by the output (7) of an epicyclic (4) having first and second inputs (6,5) connected to be driven respectively by the said engine and by the said continuously-variable ratio transmission output and in high regime the final drive shaft is driven directly by the output (3) of the continuously-variable ratio transmission.
Abstract: In a continuously-variable-ratio transmission of the toroidal race rolling traction type, each roller is mounted between the opposing disc surfaces in a roller mounting which is displaceable by an hydraulic ram. Each end of the ram has a piston (13 or 14) at the end of the roller mounting sliding in a cylinder (15 or 16).The hydraulic control system has a combined flow divider and pressure control valve (23) which responds to external control forces (C1 or C2) from solenoids to shift the roller mounting.Fluid flow in both hydraulic circuits (P, JJ', L'L, R, T and S, MM', K'K, Q, T) is always equalized by the valve (23). Thus displacement of the spools (S1, S2) away from equilibrium, by restricting inlet and outlet ports (R and S or P and Q), raises the pressure in one ram chamber (16 or 15) and displaces the ram. Moreover, the same pressure tends to return the spools to the equilibrium position.
Abstract: A tank engine drive shaft (1) drives respective tank track drive shaft (20, 30) by way of a continuously-variable ratio transmission variator (200), a transfer system (12, 13, 15) including coupling means (C1, C2, 16, 17), a cross shaft (18, 19) and respective summing epicyclic gears (7, 6). Steering of the tank is achieved by a steer variator (100) also driven (2, 3) by the engine, which outputs differential rotations as further inputs (82, 55) to the summing epicyclic gears (7, 6). The drive line operates in four distinct regimes: reverse, low I, low II and high, by means of an epicyclic gear brake (B), and clutches (H, C1 and C2). The two parts (16, 17) of the coupling means are made to rotate in opposite directions by the annulus (15) of the epicyclics.As the tank accelerates from rest in low I regime, with brake B applied and clutch C1 applied but clutch H disengaged, the cross shaft (18, 19) decelerates.
Abstract: A vehicle such as a 6.times.2 tractor having at least three axles is provided with a novel leaf spring suspension (1) for its middle axle. When the load, imposed on the chassis by a semi-trailer, exceeds a predetermined threshold, the free, rear, end of the leaf spring (1) engages the under-surface of the upper portion of a slipper bracket (4) attached to the chassis, and the middle axle takes a proportion of the load. With loads below the threshold, the free end drops through a vertical "air gap" and is held by a lower supporting arm on the slipper bracket, the middle axle being unloaded. The rear, driving, axle is thus more heavily loaded whenever the vehicle is part-laden, ensuring greater traction.
Abstract: A driveline for a track-laying vehicle such as a tank includes a propulsion transmission (200) and a steer transmission (100), both driven from the engine crankshaft (1), and both of the toroidal race-rolling traction type continuously-variable ratio transmissions. An arrangement of epicyclic gears (12, 13) and clutches (H, C1, C2) transmits drive from the propulsion variator (200) in four regimes to summing epicyclic gears (6, 7) associated with left-hand and right-hand tracks. Steering of the tracks is achieved by summing the drive, in the summing epicyclic gears (6, 7), from the steer variator (100).
Abstract: Two piston and cylinders 13, 15 and 16, 18 control the force reaction of a roller mounting in a continuously-variable-ratio transmission of the rolling traction type. A pressure control valve 23 controls the net force on the roller mounting by controlling the relative pressure in two pressure lines which include the cylinders. A flow dividing valve 22 equalizes the flows in the lines by feedback across two identical orifices 26, 27. Excessive displacements of the roller mounting (which could cause the rollers to run off their toroidal races) are controlled by ports 19, 20, which are restricted at respective ends of the permissible movement. The restriction causes a pressure build up in the cylinder which resists that threatening the original overshoot, while restricting the effect of the pressure control valve by virtue of the action of the orifices 26, 27 and flow dividing valve 22, and this also reduces the pressure which originally threatened the overshoot.
Abstract: A diesel engine 1 drives a continuously-variable-ratio transmission 3 via an over-running clutch 2 and the transmission in turn drives a drive axle 4. A flywheel 5, used to store energy when the vehicle equipped with the driveline is braked, is energized via the transmission and also drives it when returning its stored energy to the vehicle.The connection between the flywheel 5 and the transmission 3 is via an over-running clutch 6 and a centrifugal clutch 7. The centrifugal clutch closes at a speed which is such that the speed of the gear 9 is a little above the maximum speed it could be driven by the engine 1. When the flywheel 5 is not energized, the centrifugal clutch 7 is open and the engine 1 drives the transmission 3 via the clutch 2 and, after bringing the flywheel up to a speed corresponding to maximum engine speed, the flywheel is not driven so long as the engine speed is below maximum (because of clutch 6).