Abstract: A brake system for full-track vehicles having a shift gear (3) and superimposed steering gears (8) situated across the longitudinal axis (F) of the vehicle and two summing transmissions (5) situated near the two transmission output shafts (54). The shift gear and the superimposed steering gears, the same as the summing transmissions and other gears and devices, are situated as assemblies (A, B, C, D, E, P) in or upon a common housing and form a common transmission system. The brake system consists, in a first embodiment, of a secondary retarder (1) and a friction brake (2), both situated before the summing transmission. In normal braking, the secondary retarder (1) is first pressurized with the brake actuation device and only later is the friction brake (2) pressurized. In a second example of use a primary retarder (7) and a secondary retarder (1) are situated in the area of the shift gear, and the braking down to stoppage results from one or more shift brakes (B1, B2, B3) in a second function.

Abstract: A gear mechanism for a full-track vehicle has a carrier-like housing (1) in which and on which are only fastened and positionally fixed in respect to each other prefabricated and examined subassemblies (2 to 11), while the functional--operative fluid and electric--connections between the subassemblies (2 to 11) result via flexible connections which compensate for deformations caused by heat and load and deviations caused by tolerance. The fastening of the subassemblies (3, 4, 5, 8) by bearing, centering and fastening elements (12) makes possible, if there is a good positional fixing, a great simplification. The functional connection of the subassemblies (2 to 11) also leads directly, together with the reduction of the coupling points, to a simplification of the gear housing (1) and to a reduction in the cost of machining and control.

Abstract: A gear transmission for the final drive of a heavy automotive vehicle, such as a tracked vehicle, comprises two planar gear sets each having at least one gear rotatably supported on a respective housing part. The two housing parts are rotatable relatively about the axis of a coupling shaft to vary the interaxial spacing of input and output shafts connected to the respective sets and offset from the coupling shaft. This allows the interaxial spacing to be adjusted for various vehicle requirements without varying the transmission ratio.

Abstract: A gear pump for unidirectionally transporting a fluid such as oil has a stationary housing with an inlet port and an outlet port on opposite sides of the axis of a cylindrical chamber in which a ring with an eccentric inner periphery is rotatable through an arc of 180.degree. between two limiting positions. Freely rotatable within the inner ring periphery is an annular outer rotor with internal gear teeth entrainable by a driven inner rotor with external gear teeth, the latter numbering one less than the internal gear teeth of the outer rotor. A face of the ring has one or more shallow depressions open toward the outer rotor, each depression being spanned by a leaf spring which is anchored to the ring and defines with the outer periphery of that rotor a wedge-shaped gap diverging symmetrically toward its ends to form alternate lodgments for a rotary coupling member such as a ball or a roller.

Abstract: A mounting for a vehicular traction member, such as an endless track, comprises a trunnion carried by means of two axially separated journal bearings on a hollow hub projecting from a vehicle frame, the hub being an extension of a transmission housing accommodating a planetary-gear train driven by a power shaft. An ancillary shaft coaxial with the power shaft, floatingly disposed within the hub, meshes at opposite ends with internal gear teeth of the trunnion and of a planet carrier forming part of the planetary-gear train, that planet carrier also driving a gear pump for the circulation of oil from a pump within the transmission housing across a space between the two journal bearings in which the oil is cooled through the trunnion wall.

Abstract: The driven sprockets of a pair of endless tracks on opposite sides of a vehicle are coupled with an engine by way of a hydraulic torque converter and a reversible transmission, the latter including two differential-gear sets with secondary inputs which can be rotated in mutually opposite directions by a steering unit comprising a mechanical and a hydraulic power train linked by two cascaded planetary-gear sets. The hydraulic power train receives torque directly from the engine whereas the mechanical power train is driven by the output of the torque converter to provide intensified steering action when, on downhill driving, the turbine of the converter outruns its impeller. The mechanical power train includes a pair of reversing clutches nested within a pair of similar clutches of the reversible transmission.