Abstract: In a pressure-control device for affecting the closing behavior of powershift clutches (K.sub.1 -K.sub.X) in a powershift transmission, a regulating valve (1) cooperates with a damping device (2) as pressure-control valve. Chokes (4, 40, 400) for a more or less smooth connection are arranged in combination with pressure lines (P.sub.S, P.sub.R) over the pressure cycle when the clutch concerned (K.sub.1 -K.sub.X) is engaged. The travel of the damper piston (21) in a direction toward the regulating valve (1) is shortened by a pressurizing piston device (3) cooperating with the piston (21) of the damping device (2). Thus the time for the slipping phase in the engaged clutch concerned is shortened and, together with a higher initial pressure after the clutch is filled, the friction is limited.The limitation of the friction can also be obtained by adding a second choke in parallel in the control pressure line (Pr) by which the choked cross section is increased.

Abstract: An antirunaway system is used in a motor vehicle having an engine, a transmission displaceable between a neutral position and a plurality of different speed positions, an engageable and disengageable clutch connected between the transmission and the engine, and a brake for slowing the vehicle. The system comprises a clutch sensor for generating an output when the clutch is engaged, a transmission sensor for generating an output when the transmission is in the neutral position, a speed sensor for determining the vehicle ground speed, and a controller connected to all of the sensors and to the brake for actuating the brake and slowing the vehicle when both the outputs are being generated and when the ground speed determined by the speed sensor exceeds a predetermined limit. The controller can also or instead be connected to an alarm for issuing a warning to the driver of the runaway condition.

Abstract: This actuation of a differential lock consists essentially of the locking differential (10) and the coupling (11) connected thereto, which via an electromagnetic actuating means (12) connects that part of the locking differential (10) driven by the universal shaft when and as long as a predeterminable value of the steering angle is attained or exceeded. The sole signal generator used for this purpose may be, as required, realized as a contact built immediately into the switching circuit of the electromagnetic actuating means (2), or an inductive switch or potentiometer, respectively, in the area of the angle-dependent steering elements, and held fast in the axle housing (2), protected from damage. The switching means (7) is capable of being actuated either via further switches (17) and (30) manually by the driver, or may be combined with the engagement lever for the supplementary drive on steering axle (1) so that the locking differential (10) can only be actuated under appropriate driving conditions.

Abstract: Multi-axle vehicles with individual wheel drives are, for the purpose of improving ground clearance, also equipped with drive trains split in two arrayed in proximity of the wheels, in which distribution drives drive the wheels via articulated shafts. In order that these articulated shafts, despite the short distance between the distribution drive and the wheel hub, do not become so short that either the angle or excursion is very limited, or that the articulation must be stressed unfavorably, and to permit larger spring paths for the wheels, the articulations were integrated into the housings of the distribution and/or wheel hub drives to the extent that the center of the articulation comes to lie immediately at or even behind the intersection of the articulated shaft with the drive train and below the output bearing. The latter receives therto a specially large diameter and short construction length.

Abstract: In all-wheel drives having a clutch (12) automatically form-locking upon speed or torque uniformity, the driver can keep them engaged or disengaged as desired, for instance, during the actuation of the service brake (13) or during special uses, or when moving in reverse, and thereby automatic disengagement is prevented and the action of the motor brake over all wheels (10,11) can concomitantly be ensured. The adjusting device (14) used therefor can be directly designed as a shaft brake and directly assembled with the clutch (12) so that a twofold use is achieved and the brake (13) of the vehicle is protected (FIG. 1).

Abstract: A hydrostatic/mechanical transmission system for motor vehicles having an engine coupled with a multi-speed mechanical transmission and a hydrostatic transmission including an accessory drive connectable to activate a variable displacement hydropump that is hydraulically connected with hydromotor; wherein, in one mode of operation, the hydrostatic transmission is operated, with the mechanical transmission in neutral, and the hydromotor drives the vehicle by way of a stepdown gear, wherein the stepdown gear drive is a multistep power transmission and wherein when in the one mode, the hydromotor drives a secondary gear shaft of the multi-speed transmission, the connection of this one mode being possible only in the neutral position of the multi-speed transmission.

Abstract: A spring-loaded brake may be modulated by an integrated brake-actuating cylinder of almost unchanged constructional length, arranged radially above a spring-packet which acts in a direction contrary to the lifting force of the cylinder. The brake still has the automatic emergency stopping function of the parking brake principle. The spring packet acts against a brake piston which is acted upon by pressure at both ends by cylinders which are equipped with gaskets for sealing them both against each other and against the transmission housing. The brake discs and splash lubrication of the transmission are in communication via oil passage sections. The brake housing is designed as an assembly built into the transmission and its cover flange may be equipped with a shaft seal for fitting a shaft extension to a drive shaft. The brake hub body can be shaped as a shaft flange which brake hub body can also be the hub of a gear wheel.

Abstract: An axially segmented brake arrangement in a hub-shaped planetary gear wheel head for a driven axle has a sleeve which couples the two central shaft sections nonrotatably together so that the sun wheel section can be replaced or be interchangeable to enable sun wheels of different diameters to be used even once the brake has been assembled. The sleeve which serves this function is connected by a web to a rim or spur gear located radially outwardly of the sleeve at the level of the planet gear shaft, this spur gear carrying the internally toothed brake disks of a stack of such disks interleaved with externally toothed disks engaging an internally toothed hollow shaft meshing with the planet gears, surrounding the brake disk stack and carried by a hollow shaft carrier which receives the power assist mechanism for the brake and is mounted on a hollow axle extending into the hub forming housing which is connected to the planet carrier.

Abstract: A transmission, e.g. a wheel hub gear (1), with a load-dependent, controllable splash lubrication. It has a second, oil storage, zone (12), which is a continuation of its housing (2). This oil storage zone (12) has an annular chamber (16). By displacing oil from the first zone (11) into the second zone (12) via an interconnection port (13), a displacement which is achieved by means of centrifugal forces, by draw-tube-like interconnection ports, or by integrated displacement elements (18, 19), one obtains a reduction of the submersion depth (9) of the rotating gear parts (4) to a thickness (8) of an oil ring (7) which forms at the interior casing surface (6). The minimum oil ring (7a) which is thus established secures adequate residual lubrication during normal operation of the gear with minimal energy losses from splashing, etc. For occasional higher loads, e.g.

Abstract: A steered and driven axle-end assembly has a steering knuckle whose inside and outside halves are pivotal about an upright pivot axis. An axle extends into the inside knuckle half and is connected to the inner side of a universal joint whose outer side is connected to one end of a gear train whose other end is connected to a wheel support which is rotatable about a horizontal wheel axis on the outside knuckle half. A pair of roller bearings centered on the wheel axis are spaced axially apart therealong by a spacing which is equal to at most half of the axial distance through which the outside knuckle half extends into the wheel support. Thus the outside knuckle half and associated structure can pivot through a considerable angle relative to the inside knuckle half for minimum turning radius of a vehicle embodying the axle-end assembly.

Abstract: In order to control an infinitely-variable transmission of a vehicle engine, a memory stores an optimum fuel consumption curve by which signal transmission is modified through the throttle valve control line or an adjustment regulating valve line for a servomotor connected between the accelerator pedal and the transmission whose ratio is controlled by the servomotor.

Abstract: A steered and driven axle-end assembly has a steering knuckle whose inside and outside halves are pivotal about an upright pivot axis. An axle extends into the inside knuckle half and is connected to the inner side of a universal joint whose outer side is connected to one end of a gear train whose other end is connected to a wheel support which is rotatable about a horizontal wheel axis on the outside knuckle half. A pair of roller bearings centered on the wheel axis are spaced axially apart therealong by a spacing which is equal to at most half of the axial distance through which the outside knuckle half extends into the wheel support. Thus the outside knuckle half and associated structure can pivot through a considerable angle relative to the inside knuckle half for minimum turning radius of a vehicle embodying the axle-end assembly.

Abstract: The mechanism comprises a main shaft 4, a drive wheel 5 non-rotatable thereon, a clutch 2 having a disc carrier 6 non-rotatable with respect to the drive wheel 5, and a parking brake 3 lockable with respect to the drive wheel 5 and disc carrier 6. A spring 7 through a transmission piston 9 acting on the carrier 6 closes the clutch 2, and a hydraulic piston 8 with a pressure chamber 55 opens the clutch 2. Wet multi-disc clutches and brakes are preferred. The transmission piston may be connected to the power piston 9. The mechanism is suitable for vehicles drivable by more than one axle.

Abstract: A hydrostatic-mechanical gear unit wherein input power is divided into an hydraulic power branch and a mechanical power branch. The hydraulic branch includes two hydrostatic units in tandem. Through gearing the hydraulic branch is directed to a first internal gear for transmitting the rotational hydraulic power. The mechanical branch through gearing leads to a second internal gear for transmitting rotational mechanical power. The internal gears together with pinions form part of a planetary wheel set for integrating the mechanical power and the hydraulic power. An intermediate shaft connected to the pinion carrier conveys power to an output shaft through a coupling in a first forward driving stage and in the reverse driving stage, and a coaxial shaft connected with a sun wheel conveys power to the output shaft through a coupling in a second forward driving stage.

Abstract: A hydrostatic transmission coupled with a gear transmission for operating a motor vehicle driven by an internal combustion engine has its accelerator pedal connected to the throttle valve of the engine and to the servovalve of the stepless hydrostatic transmission via an engine characteristic storage which modulates the accelerator travel signal applied to the servovalve to optimize the fuel consumption. The servovalve also receives input from an electric signal comparator which compares the engine speed with an output signal from the output unit of the hydrostatic transmission or the output shaft of the gear transmission.

Abstract: A composite transmission with power branching between a hydrostatic transmission and a mechanical summing transmission in which the hydrostatic transmission has a variable displacement unit. The input shaft is connected to the variable displacement unit and to a ring gear on the four-shaft summing transmission of which the ring gear and sun gear are selectively connectible by respective clutches to the constant displacement hydraulic unit. The planet carrier of the summing transmission is connected to the output shaft. The output shaft can also be directly coupled to the input shaft by a clutch and a further planetary can be provided between the fourth shaft of the summing transmission and the output shaft.

Abstract: A hydromechanical drive has an input shaft connected permanently to the input of a variable-volume hydraulic pump and to the planet carrier of a summing transmission. The pump in turn drives a motor which in turn rotates the sun gear of this summing transmission, which has a first planet gear meshing with the sun gear and with a respective ring gear and a second planet gear meshing with the first planet gear and with a respective ring gear. A planetary-gear output transmission has its planet carrier connected to the ring gear of the second planet gear of the summing transmission and a planet carrier connected permanently to the output shaft of the drive and connectable through an openable clutch to the ring gear of the first planet gear of the summing transmission. In addition this output transmission has a first planet gear meshing with the respective sun gear and with a respective ring gear and a second planet gear meshing with the respective first planet gear and with its own ring gear.

Abstract: A steplessly adjustable hydrostatic-mechanical composite transmission in which an input shaft is connected to one shaft of a multishaft summing transmission and to one unit of a hydrostatic transmission whose two units are connected in a hydraulic circuit. One of the hydrostatic units is of the variable displacement type while the other is of the constant displacement type and can be connected by selective actuation of respective clutches to two other input elements of the multishaft planetary summing transmission. The latter has, in accordance with the invention, two output members, each of which is connected to a respective input shaft of an after transmission which can be of the planetary or fixed gear pair type. The latter transmission can also be used to effect reversing of the output shaft which is driven thereby.

Abstract: A wheel drive comprises a hollow wheel support having a projection and in which is housed an axial-piston hydraulic motor having an output shaft connected via planetary gearing to the hub. To this end the projection is provided with mounting pins constituting the planet carrier of a first set of planet gears which mesh with a ring gear formed integrally inside the hub and with a sun gear that may be provided directly on the motor output shaft or that may be the output of a second set of planetary gears whose planet gears mesh with the ring gear of the hub and whose sun gear is connected to the motor output shaft. A clutch can be provided on this motor output shaft to disconnect it from the respective sun gear, and the inner end of the motor shaft may be acted on by a wheel brake.

Abstract: A wheel drive for a piece of construction equipment or the like has a hydraulic motor mounted in a wheel support on which is rotatable the wheel-carrying hub. The output shaft of the motor is connected to one member of a clutch whose other member is connected to a two-stage planetary-gear transmission whose output gear is a ring gear integrally formed in the wheel hub. The clutch is pneumatically actuatable through a passage extending axially through the motor shaft.