Abstract: A continuously variable hydro-mechanical transmission. The transmission includes a transmission housing and a hydrostatic power unit associated with the housing. The hydrostatic power unit includes a pump coupled to a motor with the hydrostatic power unit coupled to a first input shaft and a first output shaft. The hydrostatic power unit is selectively coupled to a synchronous lockup clutch with the first output shaft, wherein a hydrostatic input speed range is selected. A compound planetary gear unit is mounted in the housing with the compound planetary gear unit including a second input shaft, a third input shaft, a fourth input shaft and a second output shaft. The compound planetary gear unit is selectively coupled to the load, selectively coupled to the hydrostatic power unit and coupled to the power source.

Abstract: A transmission comprises: an input shaft intended to be coupled to a motor; an output shaft; an epicyclic reduction unit with an input sun wheel, a ring gear and first and second output shafts respectively fast and slow; a first clutch for connecting the input sun wheel to the ring gear of the said reduction unit; an hydraulic variator unit coupled between the input shaft of the transmission and the input sun wheel; second and third clutches operable to connect the input shaft of the transmission with the ring gear of the epicyclic reduction gear unit to give respective transmission ratios of opposite sign, respectively for forward and reverse gears. The arrangement is such that when the output speed of the variator varies over a predetermined range on either side of zero, and the first clutch is disengaged and the second or third clutch is engaged, the first and the second output shaft of the epicyclic reduction unit have respective speeds which vary over respective ranges of contiguous values.

Abstract: A continuously variable hydrostatic transmission in which a fixed displacement hydraulic pump and a variable displacement hydraulic motor are disposed on a drive axle, and connected via a closed hydraulic circuit. The continuously variable hydrostatic transmission shifts gears by changing the inclination angle of a movable swashplate provided for the variable displacement the hydraulic motor. The continuously variable hydrostatic transmission may perform a correction control, where the movable swashplate is moved to the TOP side, and the maximum value of the shift amount is obtained. Then, the movable swashplate is moved to the LOW side, and the minimum value is obtained. By storing the maximum and minimum values, correction data is derived. After that, the TOP and LOW transmission gear ratios are determined on the basis of the correction data.

Abstract: A transmission assembly having a continuously variable transmission, a mechanical transmission coupled to the continuously variable transmission for selecting a first gear range and a second gear range, and a controller for receiving operator inputs and generating commands operable to control an output of the continuously variable transmission is disclosed. The controller executes a first shift between the first gear range and the second gear range at a shift point in response to the commands. The controller places the transmission in a first mode of operation whereby a second shift from the second gear range to the first gear range is inhibited. The controller places the transmission in a second mode of operation where the second shift from the second gear range to the first gear range is allowed when the output progresses beyond the shift point by a first value or the command falls past the shift point by a second value.

Abstract: A power-split gear consists of an adjustable hydrostatic unit (5), of a five-shaft summing gear (9) with a first, second and third output shaft, and of a range gear.

Abstract: A hydromechanical transmission includes a hydrostatic transmission driven by an engine and drivingly connected to a planetary gear set. A plurality of clutches are associatable with the ring gear or elements of the planetary gear set for establishing a corresponding plurality of operating modes in which additional overall transmission speed can be achieved while reducing the power transmitted by the hydrostatic transmission. The gears of the planetary gear set can be removed and replaced with gears having a different number of teeth so as to change the overall ratio of the hydromechanical transmission without changing the power rating of the hydrostatic transmission or the size of the housing. Thus, multiple overall corner horsepower capabilities can be provided with the same hydrostatic transmission and housing package size.

Abstract: A transmission comprises: an input shaft intended to be coupled to a motor; an output shaft; an epicyclic reduction unit with an input sun wheel, a ring and first and second output shafts respectively fast and slow; a first clutch for connecting the input sun wheel to the ring gear of the said reduction unit; an hydraulic variator unit coupled between the input shaft of the transmission and this input sun wheel; second and third clutches operable to connect the input shaft of the transmission with the ring gear of the epicyclic reduction gear unit to give respective transmission ratios of opposite sign, respectively for forward and reverse gears. The arrangement is such that when the output speed of the variator varies over a predetermined range on either side of zero, and the first clutch is disengaged and the second or third clutch is engaged, the first and the second output shaft of the epicyclic reduction unit have respective speeds which vary over respective ranges of contiguous values.

Abstract: A transmission assembly having a hydrostatic transmission with a variable displacement hydraulic device which controls a motor speed ratio. The transmission assembly further includes a mechanical transmission coupled to the hydrostatic transmission and having a first range and a second range and an output shaft driven at a travel speed ratio. The torque through the hydrostatic transmission reverses when the mechanical transmission shifts from the first range to the second range. A synchronous travel speed ratio is the motor speed ratio which produces the same travel speed ratio in both the first gear range and the second gear range. An equal displacement travel speed ratio is the travel speed ratio at which a displacement of the variable displacement device in the second gear range is the same as the displacement in the first gear range. A travel speed ratio differential is a difference between the synchronous speed ratio and the equal displacement travel speed ratio.

Abstract: A power transmission system includes a rotatable and drivable first shaft (1a) adapted for co-action with a motor (1c) included in a planetary gear arrangement (P), and further includes a second shaft (8) that can be driven by the planetary gear arrangement. The planetary gear arrangement (1) includes a centrally positioned sun gear (1b) that co-acts with said first shaft, a plurality of planet gears (1d) that can co-act with the sun gear, and a ring gear (1e) that co-acts with the planet gears, and a gear or wheel (1f) that holds the planet gears. A hydraulic system (10) belonging to the planetary gear arrangement (P) includes a pump unit (10a) and a motor unit (10b) among other things. The ring gear (1e) can be braked via a first coupling unit (3), so as to be stationary in relation to a chassis (4) in a low speed range, but free for rotation in a higher speed range. The first shaft (1a) functions to cause the sun gear (1b) to rotate.

Abstract: An apparatus, for controlling a plurality of hydraulic motors and a clutch for driving a drive shaft, can prevent a speed change shock and a load slip of a hydraulic motor as well as making a structure simple. The apparatus includes: a first volume variable hydraulic motor (1), connected to the drive shaft (3) through the clutch (5); a second volume variable hydraulic motor (2), which is always connected to the drive shaft (3); first tilt rotation control means (7, 8), for controlling a tilt rotation amount (a discharge volume cc/rev) of the first hydraulic motor by receiving a drive side pressurized oil (Pac) of the first hydraulic motor; and a zero tilt rotation holding means (10, 10A), for holding the tilt rotation amount of the first hydraulic motor at substantially zero in a state wherein the tilt rotation amount of the first hydraulic motor is controlled to be substantially zero.

Abstract: The transmission system and associated method includes a drive shaft having a first input connected in rotatable communication with an output of a hydrostatic drive, and a second input adapted for connection in rotatable communication with a clutch selectably engageable with an engine for rotating the drive shaft therewith. The hydrostatic drive is selectably operable in at least a first drive mode for rotatably driving the drive shaft within a first or low rotational speed range, in a second drive mode for rotatably driving the drive shaft within a second or low-to-mid rotational speed range, and in a neutral mode for allowing the engine to directly drive the drive shaft when the clutch is engaged.

Abstract: A hydro-mechanical transmission (2) with a simple construction and which can make full use of its advantages is provided. In a hydro-mechanical transmission in which a hydraulic power transmitting mechanism (10), having a hydraulic pump and a hydraulic motor, and a mechanical power transmitting mechanism (20), using gears, are switchably provided; the speed of input rotation is changed, and the resultant rotation is generated; the mechanical power transmitting mechanism has at least one planetary gear mechanism, and an output shaft (24) of the mechanical power transmitting mechanism is provided so that its output can be generated directly to the outside. The hydraulic pump (11) and the hydraulic motor (12) of the hydraulic power transmitting mechanism are of a variable displacement type. A directly-coupled clutch (30) is interposed between a motor output shaft (14) of the hydraulic power transmitting mechanism and the output shaft of the mechanical power transmitting mechanism.

Abstract: A power of an input shaft driven by an engine is divided by a power dividing device and transmitted to first and second output shafts and a hydraulic pump of a hydrostatic continuously variable transmission is driven by the first output shaft, whereas a hydraulic motor is driven by the second output shaft through a mechanical transmission device and also by the hydraulic pump. A main oil pump is provided at the input shaft which rotates at the same speed as an engine speed, and a subsidiary oil pump is provided at the first output shaft which decreases rotational speed thereof to zero with an increase in the engine rotational speed. In a low rotational speed region of the engine, oil is supplied by both the main oil pump and the subsidiary oil pump, whereas in a high rotational speed region of the engine, oil is supplied by only the main oil pump.

Abstract: The invention comprises an all gear mechanism for a continuously variable transmission that provides a wide range of output speeds and torque. The basic elements of the transmission are two planetary gear sets used as a power divider and a power combiner along with a one-way clutch and a hydraulic pump and hydraulic pump control devices. The controlling devices provide a continuously variable force against the low rpm power path. A high rpm gear train and a low rpm gear train are provided to vary the output. Appropriate sized gears are used to produce the desired overall output ratio. The output ratio is determined by engine capability or by the operator.

Abstract: Described is a method of controlling a power distribution hydromechanical branched transmission consisting of an adjustable hydrostatic unit (4), an integrating planetary gear (10) with at least two outputs (26, 27) and, connected to the integrating planetary gear, a range-changing gear (11) designed as a double planetary gear. The two outputs (26, 27) are connected to the range-changing gear (11) by a first clutch (K1) or a second clutch (K2), and one element of the range-changing gear (11) is controlled by a third clutch (KV). Additional clutches (K3, K4) are fitted for the other ranges. In conditions in which the gear-change position is uncertain, the first clutch (K1) or the second clutch (K2), depending on the instantaneous speed of the vehicle, is synchronized and engaged by adjusting the hydrostatic unit (4), and then either one of the other clutches (K3, K4) or the third clutch (KV) is synchronized and engaged.

Abstract: A variable speed power transmission apparatus having an epicycle reduction gear device that has planetary gears whose shafts are supported at equal intervals circumferentially thereof by carriers fixed to an output shaft thereof. The planetary gears are meshed between external teeth of a sun gear fixed to an input shaft connected to a drive source and internal teeth of a ring gear. The transmission apparatus also includes a variable speed hydraulic driver system that is driven by oil pressure generated by the drive source in such a way as to be variably and reversibly rotated by the oil pressure. An output shaft of the variable speed oil pressure driver system is connected to the ring gear in an interlocking relation to thereby cause forward rotation, reverse rotation or stoppage of the ring gear by the variable speed hydraulic driver system. Thus, the speed of the ring gear can be changed in a non-step manner.

Abstract: A multi-range, synchronous shifting, hydromechanical transmission according to the present invention is suitable for application in an automotive drivetrain including a high speed engine. The transmission receives split power inputs from the engine; one input being geared down to a suitable lower speed for driving a continuously variable hydrostatic transmission unit, while the other input drives a counter shaft from which mechanical outputs are take at different speed ratios. A planetary gear set, driven by the hydrostatic transmission unit output, is shiftable to provide either a narrow continuously variable speed hydrostatic output, range suitable for transmission operation in low output ranges or a wide continuously variable speed hydrostatic output range suitable for transmission operation in high output ranges.

Abstract: A hydromechanical transmission receives split power inputs from a vehicle engine, one split input driving a hydrostatic power unit and the other split input driving a mechanical power input. The infinitely variable hydrostatic power output is combined in the mechanical power unit with multiple ratios of its split input power to achieve infinitely variable ratios of hydromechanical output power for smoothly propelling a vehicle from rest through multiple transmission ranges to maximum speed, with synchronous shifting between ranges.

Abstract: A hydrostatic/mechanical branch power split transmission for power vehicles is disclosed. The transmission includes an infinitely variable hydrostatic converter having a first hydrostatic unit of adjustable volume and a second hydrostatic unit. The transmission also includes a power distribution system whereby the driving power is split into a hydraulic and a mechanical branch and is summed again before the transmission output. The transmission permits various driving strategies or driving programs which can be conveniently adjusted and accessed. There is also a hydrostatic connection which can be switched at several gear racial points. The breaking capacity of the engine and the maximum breaking effect through continuous hydrostatic converter can be utilized and easily controlled. A further variant also enables breaking energy to be recuperated with the hydrostatic converter. The continuous converter can be precisely adjusted to optimize gear shift range selection.

Abstract: An infinitely variable drive transmission including an input member, a summing gear set, and a variable speed transmission having an input element drivable by the input member and an output element, the output element of the variable speed transmission being connectable to one element of the summing gear set, to provide a first path between the input member and the summing gear set. The input member being connectable to another element of the summing gear set to provide a second path between the input member and the summing gear set. The summing gear set includes a driven member drivable by at least one further element of the summing gear set and drive transmitting means connectable between the output element of the variable speed transmission and the other element of the summing gear set.

Abstract: A variable ratio transmission includes a differential gear assembly coupled to three separate shafts. One of the shafts is coupled to a prime mover and operates as an input shaft to the differential gear assembly. Another of the shafts is connected to a load and operates as an output shaft of the differential gear assembly. The third shaft is coupled to a controlled load that is controlled by the user to adjust the transmission ratio between the input shaft and the output shaft in a continuous manner.

Abstract: A hydraulic/mechanical transmission device for providing variable speed change ratios with a decreased number of parallel shafts and a simplified and compact structure. A hydrostatic continuously variable transmission includes a hydraulic pump 24 with a pump cylinder block 28 and a hydraulic motor 25 with a motor cylinder block 34. An input shaft 9 and first and second output shafts 10.sub.1 and 10.sub.2 of a power dividing device 3 are coaxially disposed. The first output shaft 10.sub.1, is coaxially connected to the pump cylinder block 28 of the hydraulic pump 24. A power collecting shaft 17 is disposed parallel to the first and second output shafts 10.sub.1 and 10.sub.2 and coaxially connected to the motor cylinder block 34 of the hydraulic motor 25.

Abstract: A continuous hydrostatic-mechanical power division transmission has at least two operating ranges between which it is switched by shift elements, with a first, mechanical part (II) including a planetary differential gear (13) and a second, hydrostatic part (I) including two power-linked adjustable hydraulic units (H1 and H2) which can be operated in both directions either as a pump or as a motor and which are coupled to the mechanical part (II). An annulus (19) of a planetary differential (13) is used to control the direction and speed of rotation of a gear box output shaft (12) in the individual operating ranges and is coupled to the first hydraulic unit (H1). In a first operating range, the second hydraulic unit (H2) drives via a gear-shift element (K1, K2) to the output shaft (12). The first hydraulic unit (H1) coupled to the annulus (19) works as a pump while the second hydraulic unit (H2) works as a motor.

Abstract: A hydrostatic-mechanical infinitely variable transmission for a vehicle includes a hydrostatic unit and a mechanical unit. The mechanical unit is a planetary drum and includes a planetary summation gearing and further planetary transmission gearings. The planetary drum has an input shaft and an output shaft which are concentric to the engine output shaft. The axis of the hydrostatic unit is parallel to and lower than the axis of the planetary drum so that the rotating parts of the planetary drum are above the level of oil in the transmission sump. The sealed hydrostatic unit is immersed in the oil of the sump and cooled thereby The output shaft of the transmission is parallel to the axis of the planetary drum. The output of the planetary drum is coupled to the transmission output shaft by a gear train. This makes it possible to adjust the spacing and the transmission ratio between the planetary drum output and the transmission output shaft as desired.

Abstract: A hydrostatic/mechanical branch power split transmission for power vehicles is disclosed. The transmission includes an infinitely variable hydrostatic converter having a first hydrostatic unit of adjustable volume and a second hydrostatic unit. The transmission also includes a power distribution system whereby the driving power is split into a hydraulic and a mechanical branch and is summed again before the transmission output. The transmission permits various driving strategies or driving programs which can be conveniently adjusted and accessed. There is also a hydrostatic connection which can be switched at several gear ratio points. The braking capacity of the engine and maximum braking effect through the continuous hydrostatic converter can be utilized and easily controlled. A further variant also enables braking energy to be recuperated with the hydrostatic converter. The continuous converter can be precisely adjusted to optimize gear shift range selection.

Abstract: The present invention relates to a method and system for controlling a split torque transmission having a hydrostatic transmission and a mechanical transmission. The control system employs a transmission control and includes a transmission input speed sensor, a transmission output speed sensor, a motor speed sensor, a speed input mechanism, a direction control mechanism, and a range selector mechanism. A microprocessor including a fuzzy controller controls the transmission in response to a input from the speed sensors and the speed input mechanism, the direction control mechanism and the range control mechanism.

Abstract: A response control system for a hydrostatic-mechanical transmission. In this system, it is determined in digging/moving operation whether an actual speed ratio which is the ratio of the revolution speed of the output shaft to the revolution speed of the power source is equal to a specified value or less, and if so, a target speed ratio which is a target value for the ratio of the revolution speed of the output shaft to the revolution speed of the power source is set, limiting the amount of change in the target speed ratio per unit time. Based on the target speed ratio thus set, the angle of at least either of discharge controlling swash plates is controlled, thereby reducing vehicle acceleration at the primary stage of digging. In order to slow down the response to a change in load during digging operation, a constant indicating the response to a change in engine revolution is set small in proximity to a target engine revolution speed.

Abstract: A split torque transmission includes a hydrostatic transmission and a mechanical transmission both being driven by an engine. The output of the hydrostatic transmission and the mechanical transmission are both selectively coupled to a machine through a final output shaft. The mechanical transmission incudes a full range high forward and reverse mechanism selectively coupled to a planetary arrangement. The planetary arrangement sums the speed of the hydrostatic transmission with the full range high forward and reverse mechanism. This arrangement provides a smooth and continuous change in the speed of the machine in both the forward and reverse directions throughout its entire speed range which is identical in both directions of travel.

Abstract: A power transmission has a 5-stage planetary transmission unit having first, second, third, fourth and fifth transmission shafts, a reverse mechanism and a coupling through which the first transmission shaft is connectable with a drive, a hydrostatic adjusting mechanism through which the second transmission shaft is connectable to the drive, and stage gears and associated stage couplings arranged so that the third, the fourth, and the fifth transmission shafts are each connected with a power take off through a respective one of the stage gears and the stage couplings. The hydrostatic adjusting mechanism is connectable through the reverse transmission and the coupling to the drive.

Abstract: A continuous-variable ratio transmission comprising a ratio-varying unit ("variator"), and an epicyclic unit having three outputs arranged concentrically. Two of those outputs are connected respectively in fixed ratio to opposite ends of the variator, so that as the variator ratio changes, the speed of one of these outputs always rises and that of the other falls. These two outputs are also connected by appropriate gearing and clutches to the CVT output shaft. Successive regimes of operation, so extending the overall ratio range of the CVT, are obtained by alternatively connecting each of the two epicyclic outputs to the CVT output. Ratios and other parameters are chosen so that regime changes are synchronous.

Abstract: A target engine revolution speed is calculated based on the throttle position of an engine such that the amount of change in the target engine revolution speed with respect to time is limited. According to the target engine revolution speed thus calculated, a target motor speed ratio, which is a target value for the ratio of the revolution speed of a motor in a hydrostatic transmission unit to the revolution speed of the engine, is set. With this target motor speed ratio, the angle of at least either of discharge controlling swash plates is adjusted.

Abstract: An infinitely variable hydrostatic torque-routing transmission with at least two operating ranges shiftable via switching elements includes a first, mechanical part, including a planetary differential gear, and a second, hydrostatic part, including two adjustable hydrounits. The hydrounits are coupled to each other energetically, are operable in both directions as pump or motor, and are coupled to the mechanical part. The ring gear is coupled, in the various operating ranges, for control of the direction of rotation and speed of rotation of the transmission output shaft, to a first hydrounit, and with the second hydrounit being in the first operating range in drive connection with the transmission output shaft via an alternating switching element, while the first hydrounit, connected to the ring gear, operates as a pump and the second hydrounit as a motor.

Abstract: An integrated power transmitting system includes a hydrostatic transmission and a mechanical transmission both being driven by an engine. The output of the hydrostatic transmission and the mechanical transmission are both selectively coupled to a work system through a final output shaft. A sensing arrangement senses the transmission input speed, the output of the hydrostatic transmission and the speed of the final output shaft and delivers the signals to the microprocessor. The microprocessor processes the received signals on a continuous basis and delivers a first set of command signals to control operation of the hydrostatic transmission and a second set of control signals to selectively control forward and reverse direction and high and low clutches within the mechanical transmission. A planetary arrangement within the mechanical transmission sums the speed of the hydrostatic transmission with a full range forward and reverse gear mechanism.

Abstract: A control mechanism for a hydrostatic-mechanical power transmission system having a mechanical transmission unit driven through an input shaft connectable to a power source, and a hydrostatic transmission unit that is connectable to the input shaft and includes a pump and a motor each having a displacement setting swash plate. The control mechanism further includes a differential unit for connecting an output shaft to the mechanical transmission unit and the hydrostatic transmission unit to drive. At least either of the displacement setting swash plates is variable in angle.

Abstract: A speed change gear control system, wherein gear shift control for shifting the transmission from an arbitrary speed range into a higher speed range which provides higher absolute speed than the arbitrary speed range is performed, provided that the actual speed ratio e of the transmission satisfies .vertline.E.sub.1 .vertline.<.vertline.e.vertline.<.vertline.E.sub.0 .vertline. where E.sub.0 is a speed ratio for a shifting point at which the transmission is shifted from the arbitrary speed range into the higher speed range; and E.sub.1 is a specified speed ratio, or provided that .vertline.e.vertline.+(.DELTA.e/.DELTA.t).times.T.sub.1 >.vertline.E.sub.0 .vertline.-.DELTA.E.sub.1 where .DELTA.e is an increase in the speed ratio e over a period of time .DELTA.t; T.sub.1 is the filling time required for supplying hydraulic oil to a clutch which shifts the transmission from the arbitrary speed range to the higher speed range; and .DELTA.E.sub.1 is a specified small speed ratio.

Abstract: A variable ratio transmission for an engine. The transmission comprises a planetary gear system having a planet ring with a plurality of planet gears rotatably connected thereto. The planetary gear system also comprises an outer drum gear and an inner sun gear. There is also a mechanism for providing a variable force against the drum gear so that the sun gear is driven by the engine with a variable ratio. The planet ring acts as an input driven by the engine and the sun gear acts as an output, such as to wheels. It should be appreciated that the input, output and providing mechanism, against the remaining gear, can be interchanged in a variety of ways to achieve the intended result of a variable transmission. Preferably, the providing mechanism provides a continuous variable force against the drum gear so that the transmission can provide a continuous variable ratio output. Thus the transmission can have an infinite number of gears ratios.

Abstract: A load shift transmission with stepless hydrostatic gearing comprising: a hydrostatic transmission having a displacement machine with an adjustable volume and a displacement machine with a constant volume; a five-shaft planetary gear transmission having: a coupling shaft for the constant volume displacement machine, the coupling shaft formed by a first planet gear section which meshes with a first sun gear and a first ring gear; a start up coupling shaft formed by a second planet gear section which meshes with a second sun gear; a slow running coupling shaft formed by a third planet gear section which meshes with a third sun gear; a fast running coupling shaft formed by the ring gear of the first planet gear section; an input shaft formed by a planet gear carrier on which the first, second and third planet gear sections are mounted; and an output shaft, wherein the coupling shafts alternately transfer the requisite power through subsequent gear shifting steps to the output shaft.

Abstract: A mechanical - hydraulic transmission for a crawler-type vehicle is provided having a reduced dimension in a widthwise direction perpendicular to input/output shafts and capable of ready installation on an existent crawler steering device. The transmission is arranged such that a power input shaft (1), directly connected to a prime mover, an intermediate shaft (9) and an output shaft (19), are concentrically related and arranged in a longitudinal column. Normal- and reverse-rotation planetary gear devices (5, 6), having respective clutches (7, 8) thereof, are mounted on a periphery of the power input shaft (1), and the power input shaft (1) is connected to a variable displacement hydraulic pump (2).

Abstract: A continuously variable transmission includes an input shaft, an output shaft, and first and second epicyclic gear trains, each with an input member, an output member and a reaction member. An hydrostatic shunt loop including first and second hydraulically interconnected variable displacement hydraulic units interconnects the two epicyclic gear trains. The input members of both epicyclic gear trains are driven from the input shaft, and the output members of both epicyclic gear trains drive the output shaft. First and second drive trains are provided for alternatively coupling the first variable displacement hydraulic unit respectively to either the input shaft or the reaction member of the first epicyclic gear train. Third and fourth drive trains are provided for alternatively coupling the second variable displacement hydraulic unit respectively to either the output shaft or the reaction member of the second epicyclic gear train.

Abstract: A transmission and control mechanism for a hydrostatic-mechanical power transmission system, provided with a mechanical transmission driven through an input shaft connected to a engine, a hydrostatic transmission connected to the input shaft, and a differential unit for connecting an output shaft to the mechanical and hydrostatic transmissions. The hydrostatic transmission includes a swashplate type pump and motor, with at least one of the swashplates being variable in angle. There is an engine revolution speed sensor, a target motor speed ratio setting device for setting a target motor speed ratio based on whether the engine speed is above, below or within a predetermined speed range, and a swashplate angle controller for controlling the swashplates according to the target motor speed ratio.

Abstract: The gearbox includes a multi-shaft toothed-wheel planetary gearing and a continuously adjustable hydrostatic transmission having toothed-wheel auxiliary transmission stages and gear-changing clutches. The hydrostatic transmission is associated with a displacement-type machine with constant displacement volume. In the planetary gearing, one shaft forms the input shaft to which the adjustable displacement-type machine is connected. A second shaft of the planetary gearing is connected to the constant-volume displacement-type machine. Third and fourth shafts of the planetary gearing represent coupling shafts. The coupling shafts alternately act via at least two auxiliary transmission stages, also called gears, on the output shaft. The coupling shafts change their speeds in such a manner that one coupling shaft becomes steadily faster and the other one becomes steadily slower. They behave in such a manner that they exhibit equal speeds in one extreme position.

Abstract: The power distributor unit has an input drive shaft rigidly connected to a spider for a train of planetary gears of an epicyclic train. The epicyclic train has a sun gear keyed to a transmission shaft. A locking device is keyed to the shaft for locking the sun gear with respect to a ring gear of the epicyclic train. A transmission mechanism is also keyed to the shaft for connecting the sun gear to a continuously-variable transmission. A first clutch connects the ring gear to a first countershaft, which is connected to the continuously-variable transmission, and is rigidly connected to an output gear of the power distributor unit.

Abstract: Acontinuous gear change mechanism which includes an input shaft, an output shaft, interlocking cogged wheels, a hydrostatic transmission and a epicycloidal gear.The hydrostatic transmission includes both a hydraulic pump and a motor being at least one of these components of the hydrostatic transmission in gear with one of the epicycloidal gear components.Two other components of this epicycloidal gear interlock with separate and independent portions of the input shaft.At least, in addition, the pump is of variable-flow type and is reversible in its operation.

Abstract: A mechanical-hydraulic transmission gear system for use in construction vehicles or construction equipment and a method of controlling power transmission using the system arranged such that when a prime mover is rotating at high speeds, power transmission is effected only through a mechanical transmission gear to thereby reduce the power loss due to fluid pressure substantially to zero, while when the prime mover is rotating at low speeds power transmission is effected only through a hydraulic transmission gear so as to facilitate control of the speed of the vehicle and control of changing forward running over to reversing and vice versa.

Abstract: A continuously variable automotive transmission (10, 30, 110, and 130) uses an orbital drive having an engine input to an orbit shaft (21, 41) orbiting a cluster gear (25, 45) around a control gear (27, 47) and an output gear (26, 46) meshed with the cluster gear on a common axis. Holding the control gear still produces an orbit drive reduction from engine to output; rotating the control gear forward, which can be done with a hydraulic pump (17) and motor (18), diminishes the reduction for higher speed and lower torque; and reversing the control gear reverses the output drive. A pair of clutches (60, 65 and 67, 70) are available for connecting the orbit drive between the engine and the output for a low range and for connecting the engine directly with the output for a direct drive in high range. The transmission is disclosed in four different preferred embodiments, with an underdrive unit which can be used with any of the embodiments to provide a low-low transmission for use in heavy trucks.

Abstract: A stepless speed change gear comprising a differential gear mechanism forming high and low speed side mechanical transmission systems, a variable speed hydraulic transmission mechanism consisting of two hydraulic pumps/motors joined with the differential gear mechanism and two synchromesh type intermittent on-off power mechanisms for high and low speed engagement of the transmission system outputs. When connection is made to the high speed side synchromesh type intermittent power on-off mechanism at the time when the high speed side rotational speed approaches the low speed side rotational speed with the low speed side synchromesh type intermittent power on-off mechanism connected, the high speed side synchromesh type intermittent power mechanism will automatically be connected. By switching the low speed side synchromesh type intermittent power on-off making mechanism into its non-connected state, switching from low to high speed mode may be made.

Abstract: An apparatus for providing an automatic transmission, including at least one planetary gear, at least one braking pump, at least one flow control valve and an oil path system provided therebetween for obtaining a continuously variable transmission (CVT). Each braking member of at least one planetary gear of the present invention is connected to each rotor shaft of at least one braking pump. A sensing means is provided for sensing a rotation speed of a rear propeller shaft and to output predetermined amounts of pressurized working fluid in response to the rotation speed of the rear propeller shaft. A first flow control valve provided on an oil path system is controlled by the pressurized working fluid to be closed to various extents so as to reduce the flow within the oil path system. The rotation speed of at least one braking pump together with each braking member is also reduced, on extreme conditions the pumps even stop.

Abstract: To increase the top speed of a multi-speed range hydromechanical steering transmission for tracklaying vehicles, the displacements of the hydraulic motors in the two hydrostatic drive units are abruptly destroked from 100% displacement to 80% displacement at the moment the infinitely variable displacements of their respective hydraulic pumps achieve zero displacement during acceleration through the highest forward speed range of the transmission.

Abstract: A power transmission has a gear portion, a hydrostatic portion and a flywheel which can be selectively interconnected for transmitting power from an engine to an output shaft. The flywheel can be accelerated by the engine to a predetermined speed to store energy which is used in cooperation with the engine to provide driving power for acceleration of the vehicle. The power transmission has three ranges of operation with the engine in selective combination with the flywheel, gearing and hydrostatic portion. A fourth range is available through the gearing only.

Abstract: A device for providing a variable retarding torque upon a rotating shaft includes an aerodynamic rotor and control means which is responsive to independent and external signals to continuously vary the ratio of the speed of the aerodynamic rotor as compared to the speed of the rotating shaft. The control means includes a multiple disc, dynamic, torque limiting friction clutch which is operable to vary the torque transferred between the rotating shaft and the rotor. Modulation of the dynamic clutch may be done at any time during active operation of the device.