Abstract: A superposition steering system for a track vehicle includes an infinitely variable steering drive unit integrated with an engine driven mechanical steering input drive to provide a reduction in the amount of power to be transmitted by the variable steering drive to only 20% of the total steering power. The system includes a steering transmission having five epicyclic differential gears and five shift couplings with the differential gears and shift couplings so connected that for shifting from one operating speed to another, in each instance, only one shift coupling is required to be opened and another shift coupling required to be closed. Because of the small number of shift couplings, operating reliability is increased and shifting between various stages can take place quickly to provide high vehicle maneuverability.

Abstract: A drive system includes a vehicle propulsion device having a speed change gear box which drives tracks through a pair of planetary gears and a steering drive having a pair of variable hydrostatic drives. The hydrostatic drives engage a neutral shaft which superimposes rotation on the planetary gears to provide steering control for the tracks. The neutral shaft is separable into two segments. A differential reversing gear may be employed to selectively couple the neutral shaft segments. When the vehicle travels at high speed, the neutral shaft segments are coupled for unitary rotation. At low vehicle speeds, the propulsion drive is blocked and the neutral shaft segments are uncoupled so that both propulsion and steering are provided through the hydrostatic drives.

Abstract: A control system is provided for a traction vehicle having a coupling for towing a trailing vehicle load. The system includes a microprocessor which receives signals from a load sensor and, as a function of such signals, controls the slip duration of shifting clutches in an automatic gear shift mechanism as well as the gear speed ratio timing and shifting sequence. In addition, the control system limits the minimum turn radius of the traction vehicle when pulling a load and prevents excessive acceleration of the traction vehicle when not coupled to a load.

Abstract: A dynamic load test system simulates rotating mass torque loads encountered by specimen drive units such as complete motor vehicles, internal combustion engines, transmissions, brake systems and the like. The system includes a high pressure hydrostatic pump/motor unit which is controlled and regulated as a function of the positive or negative acceleration of the test specimen. Preferably, a portion of the total flywheel mass moment of inertia required for testing the specimen is generated by actual flywheel masses while a further portion is simulated by the hydrostatic pump/motor unit or a plurality of hydrostatic units.

Abstract: Components of a motive unit to be checked are connected to a control system that includes a microcomputer through branch lines. One branch line serves to provide trigger signals and test the components in the normal operating state when the parts are rotating (i.e. in the dynamic state). The other branch serves to monitor the same components for malfunctions in the stopped condition when the parts are not moving (i.e. in the static state). The other branch contains a switching network, a current/voltage source controlled by the microcomputer, and an analog-to-digital converter. There is further provided a priority control circuit over which program interrupt requests or requests for changing to an emergency program are transmitted. In the event a malfunction causes an interrupt request to be generated, the interrupt request from the priority control circuit is transmitted immediately or with a delay depending upon the priority assigned to the particular event malfunction.

Abstract: A vehicle drive system includes a torque converter interconnecting an engine and a speed change gear and a flow brake is drivingly positioned between the torque converter and the speed change gear. A rotor of the flow brake is driven from a drive train which includes a torque converter turbine and the primary side of the speed change gear. During a braking cycle, the speed change gear is downshifted by one or more steps to increase the rotational speed of the flow brake rotor and generate a high braking moment. Because of high rotor speed, the flow brake is relatively small. The torque converter includes a bypass clutch which is disengaged during braking to permit negative slip in the torque converter and prevent excessive engine speed. The total braking load is distributed over the speed change gear, the flow brake, the torque converter and the engine. In addition, an engine brake and vehicle mechanical friction brakes may be employed.

Abstract: A motor-vehicle drive engine has a cooling system to which it is connected via a transmission so that it can drive its own cooling system. A controller responsive to various parameters of the engine, particularly load power requirements, operates the cooling-system transmission through a cutout circuit so as to disconnect the cooling system from the engine when the engine temperature is below a predetermined level so that the full engine output power can be applied to a load. Thus the engine loading, engine output speed, engine heat, accelerator-pedal setting, and/or similar parameters are detected and fed to the controller which automatically cuts the cooling system off for a predetermined fixed interval (controlled by a timer) whenever it is possible for the engine to operate for this interval without the cooling system and the work produced by the engine is otherwise needed. A temperature sensor may reconnect the engine and the fan when the engine temperature rises impermissibly.

Abstract: A driving gear assembly for a double helix extruder. The assembly includes a multiple power path from a transmission gear to produce synchronism in the extruder helix shafts. The structure of the gearing enables a simple adjustment of the proper mesh of the extruder helices when mounting the gearing by mere disengagement and re-engagement of a (normally not disengageable) tooth coupling.

Abstract: A tracked vehicle includes an engine driven transmission having a pair of output shafts, each of which engages a planetary gear set for driving chain treads. An infinitely variable, hydrostatic/hydrodynamic, superimposed steering mechanism includes a neutral shaft in engagement with the sun gears of each of the planetary gear sets. The steering mechanism includes a hydrostatic drive unit with a regulating pump having a control lever operatively connected to the vehicle steering wheel and an oil motor having an absorption regulating lever. The steering mechanism also includes a hydrodynamic drive unit which is controlled as a function of the hydrostatic system pressure. Output gears of both steering drive units engage the neutral shaft. A torque control valve includes a plunger which positions the oil motor absorption lever as a function of the hydrodynamic drive speed to increase torque at low drive speeds and reduce torque at high drive speeds.

Abstract: A gear drive with single-helix gears in which a pair of such gears mesh with each other and are formed along the length thereof with one or more grooves of a depth equal to or not substantially greater than the tooth height and provided with lubricant-stripping means, e.g. deflectors, to remove the lubricant which passes into these grooves. The grooves of the two gears are aligned in planes perpendicular to the axes of the gears.

Abstract: A driving and a driven spur gear, lying in a common plane, are operatively coupled with each other through the intermediary of an idler gear in mesh therewith, the idler gear being radially shiftable against a resilient force in the common plane of rotation. The tangent to any tooth flank of both the driving and the driven gear at its point of contact with a tooth of the idler gear includes a pressure angle .alpha. with the common diameter of the meshing gears; the angle .delta. between the two common diameters should be so chosen that the two tangents are substantially perpendicular to each other, with .delta. - 2.alpha. = 90.degree. for rotation in one direction and .delta. +2.alpha. =90.degree. for rotation in the opposite direction.

Abstract: A full-track vehicle has an engine connected via a pair of differentials to a pair of tracks. A steering shaft extending between the differentials is rotatable in one sense for deflection of the vehicle to one side during forward advance and in the other direction for deflection toward the other side. This steering shaft is connected to the planet carrier of a primary planet gear assembly and to the ring gear of an intermediate planetary gear assembly. The sun gears of both of these assemblies are connected to the output side of a reversible variable-speed transmission whose input side is connected directly to the engine. The ring gear of the primary planetary gear assembly is connectable to a brake which may arrest its rotation and the planet carrier of the intermediate planetary gear assembly is connected to the planet carrier of a left-turn planetary gear assembly and the ring gear of a right-turn planetary gear assembly.