Abstract: A transmission arrangement including a torque converter, a first shaft fixed to rotate with a turbine of the torque converter about an axis, a second shaft fixed to rotate with a casing of the torque converter about said axis, a gear mounted on the first shaft and being fixed to rotate with the first shaft and a clutch selectively engageable to cause the first shaft to be fixed to rotate with the second shaft and being selectively disengageable to allow the first shaft to rotate relative to the second shaft, the clutch being rotatable about said axis.
Abstract: A transmission includes a main shaft, a first input shaft, a second input shaft, and a first clutch to drivingly couple the main shaft and the first input shaft. A second clutch drivingly couples the main shaft and the second input shaft. A torque converter is selectively driven by one of the first input shaft and a first speed gear set. The first speed gear set is driven by the other of the first input shaft and the torque converter. A second speed gear set is driven by the second input shaft.
Abstract: An example mechanical transmission assembly receives an input rotating at a first rotational speed and provides an output rotating at a second rotational speed. The mechanical transmission selectively adjusts the second rotational speed. The input is provided by a prime mover. The output is provided to a hydraulic pump assembly that rotatably drives a motor-generator.
July 28, 2011
January 31, 2013
Glenn C. Lemmers, JR., David S. Behling
Abstract: A drive system includes a first power branch and a second power branch. The first power branch includes a continuously variable transmission unit. The first power branch and the second power branch are connected by means of a summation gear. The summation gear includes a first, a second, and a third gear element. An output shaft of the continuously variable transmission unit is rotationally fixed to the first gear element. The second drive element can be connected to the output shaft of the first power branch. The third gear element is rotationally fixed to a mechanical transmission branch of the second power branch.
Abstract: A multi-gear powershift transmission for a working machine, in particular a forklift truck, which has a driveshaft (2) driven by a torque converter (1) such that, by way of fixed wheels (8, 13, 18, 23), loose wheels (10, 15, 20, 27) and shift clutches (4, 9, 19) arranged on countershafts (7, 12, 22) in a first transmission, at least two forward gears and two reverse gears can be engaged. The powershift transmission can be supplemented with a further countershaft (24) having a fixed wheel (25), a clutch (26) and a loose wheel (27) in order to produce a second powershift transmission in which three gears in the forward driving direction and three gears in the reverse driving direction are engageable.
Abstract: A powersplit transmission having a compact configuration that readily can be incorporated in a vehicle, particularly within the vehicle frame, includes (a) a mechanical transmission having a rotatable input shaft, a rotatable output shaft, and multiple gears for mechanically transmitting power between the input shaft and the output shaft; and (b) a hydraulic transmission containing a fluid for transmitting power between the input shaft and the output shaft. The mechanical transmission has a housing from which the input shaft and the output shaft extend. The hydraulic transmission includes first and second hydraulic units, each of which can function as a pump or a motor. The first hydraulic unit is coupled to the mechanical transmission system and the second hydraulic unit is coupled to the output shaft. The first and second hydraulic units are offset to the same side of the input shaft and the output shaft.
July 19, 2010
February 10, 2011
Blake A. Carl, Stephen Horsfall, Joseph A. Kovach
Abstract: A hydrostatic-mechanical transmission with a radial piston motor (1) which has a crankshaft (2) that drives a spur gear (7) and the crankshaft (2) is rotatably mounted at three bearing points (12, 13, 14).
September 13, 2007
Date of Patent:
April 27, 2010
ZF Friedrichshafen AG
Jurgen Legner, Klaus Baumann, Martin Haffner
Abstract: A hydraulic drive device, comprising a hydraulic motor (10), a rotating body (20) connected to the drive shaft (11) of the hydraulic motor(10), functioning, by itself as a flywheel, and having an internal gear (21) formed on the output side thereof, a rotation transmitting device (1) having a gear mechanism for transmitting the rotating force of the rotating body (20) to an output shaft gear (50) by allowing counter gears (30) to mesh with the internal gear (21) and the outer shaft gear (50) to mesh with the counter gears (30), and an output shaft connected to the output shaft gear (50). Whereby, since a variation in rotating speed of the hydraulic motor (10) can be absorbed by the rotation transmitting device (1), the hydraulic motor (10) can be used directly as the drive source of a vehicle such as a car and a truck.
Abstract: An accumulator/pump housing associated with a motor vehicle hydraulic system that is designed to incorporate a gerotor pump and an accumulator. The accumulator/pump housing comprises a portion of a torque coupling assembly in which a friction clutch selectively engages and disengages a torque coupling case and at least one output shaft. The accumulator/pump housing is located external to a torque coupling housing and at least partially encloses a gerotor pump and a fluid accumulator. The gerotor pump pressurizes the hydraulic fluid and the fluid accumulator selectively stores the pressurized fluid. The hydraulic pump and accumulator supply pressurized fluid to actuate the friction clutch.
Abstract: A hydraulic drive device, comprising a hydraulic motor (10), a rotating body (20) connected to the drive shaft (11) of the hydraulic motor (10), functioning, by itself as a flywheel, and having an internal gear (21) formed on the output side thereof, a rotation transmitting device (1) having a gear mechanism for transmitting the rotating force of the rotating body (20) to an output shaft gear (50) by allowing counter gears (30) to mesh with the internal gear (21) and the outer shaft gear (50) to mesh with the counter gears (30), and an output shaft connected to the output shaft gear (50). Whereby, since a variation in rotating speed of the hydraulic motor (10) can be absorbed by the rotation transmitting device (1), the hydraulic motor (10) can be used directly as the drive source of a vehicle such as a car and a truck.
Abstract: This invention is concerned with packaged food products which contain specific combinations of functional additives aimed at addressing specific health indicators, in particular flatulence, gastro-intestinal health, stress and immune system responsiveness, in pet animals. There is provided a commercially packaged mammal pet food product that includes a manufactured, shelf-life stable food substrate and a combination of functional additives. The functional additives include at least one non-palatable plant-based remedy and/or dietary fiber source that are present to strengthen and/or maintain a specified health indicator of a mammal pet animal. The food product is portioned and packaged with the functional additives being present in predetermined concentrations and amounts sufficient to be effective in achieving said indications on regular feeding of the pet animal with said food product.
September 6, 2000
Date of Patent:
August 21, 2007
Jason Hodge, Louise Richardson, Keith Stoodley, legal representative, Catriona Julie Gifford, Stella Collins, Neil Stoodley, deceased
Abstract: A planetary gear mechanism 3 is provided at one end portion of a housing 2 in a direction of the rotation axis L. The mechanism 3 includes a planetary gear 31 disposed at the housing such that the planetary gear is rotatable about its own axis and revolvable about the rotation axis together with the housing, and an inner gear 33 and a sun gear 34 which are in mesh with the planetary gear. A differential gear mechanism 4 is provided at the other end portion of the housing. The mechanism 4 includes a casing 41 non-rotatably connected to the sun gear, a pair of pinion gears 43 disposed within the casing such that the pinion gears are rotatable about their axes and revolvable about the rotation axis together with the casing, and a pair of side gears 44, which are in mesh with the pinion gears.
Abstract: In order to damp the vibrations in a hydraulic branch of a power distribution transmission, the hydraulic pump (1) and the hydraulic motor (3) which are interconnected are non-rotatably but elastically maintained in the transmission housing in the area of their connecting point by damping elements (5). The input shaft (11) of the hydraulic pump (1) and the output shaft (18) of the hydraulic motor (3) are connected with shafts (12, 17) which on their engagements have crowned teeth or spiral gearings and are floatingly mounted. It is hereby obtained that the hydraulic branch is easy to mount, can freely move and the vibrations it produces are not transmitted to the transmission housing (7) or to the toothed wheels (13, 16) of the mechanical distribution branch.
Abstract: Apparatus is provided for controlling the flow of lubricant in a gear assembly, for filtering lubricant in gear assembly, and for lubricating designated portion of the gear assembly. The apparatus deflects lubricant is a desired direction of travel and administers lubricant to selected operational surfaces in the gear assembly.
Abstract: A driving device for vehicles, which comprises an engine mounted on a vehicle, a fluid coupling operated by said engine, and a friction clutch disposed between said fluid coupling and a transmission, wherein the friction clutch is composed of a multi-plate clutch.
Abstract: A planetary gear is described, with a compensating coupling (9), a housing (1) enclosing the gear (2) and the compensating coupling and a planet wheel carrier (3), which has a shaft journal (4) rotatably mounted in the housing. The compensating coupling is provided on the input side of the gear (2) and its gear-side coupling part (10) at the same time forms a component of the gear and is rotatably mounted in the housing. A second compensating coupling (14) is provided on the output side of the gear (2), its gear-side coupling part (15) having a projection (17) which engages in frictional and/or interlocking manner in a recess (13) in the shaftjournal (4). The housing (1) has a housing section (1c) on the output side of the gear (2) which is an integral component of the housing (1) and encloses the second compensating coupling (14). (FIG.
Abstract: A vibration and sound proofing system for a working vehicle such as a tractor or a lawn mower having a hydrostatic stepless transmission (HST) included in a propelling transmission system for transmitting engine output to wheels. The HST is mounted in a case secured to intermediate mounting plates attached to a gear transmission case through vibration and sound absorbers. Output shafts of the HST are connected to input shafts of a gear transmission through vibration absorbing shaft couplings.Each of the vibration absorbers includes a metallic outer tube, a metallic inner tube disposed concentrically with the outer tube, and a rubber element filled tight in an annular space defined between the outer and inner tubes.
Abstract: A hydraulic transmission apparatus comprises an input unit to which power from a power source is applied in a first direction, a direction changing unit hydraulically coupled to the input unit for extracting power in a second direction which is different from the first direction, and a case supporting the input unit and the direction changing unit. The input unit and the direction changing unit comprise an oil pump and an oil motor mounted respectively on one surface and another surface of the case. The case is filled with working oil for operating the oil pump and the oil motor.
Abstract: An interaxle differential for connection between two driven axles (14) of a motor vehicle comprises a liquid friction coupling (1) and a planetary gear train (15) comprising three torque-transmitting members (16, 18, 20). The liquid friction coupling (1) comprises a liquid-filled housing, a coupling shaft, which coaxially protrudes into said housing at least one set of radially inwardly extending, axially spaced apart outer blades, which are mounted on the housing, and radially outwardly extending, axially spaced apart inner blades, which are fixed to the shaft in said housing and axially staggered from the outer blades. Each of said outer blades is adjustable in a radial plane to vary the radial overlap between the outer and inner blades. A first of said torque-transmitting members of the planetary gear train is directly connected to an input member of the differential gear. A second (20) of said torque-transmitting members is connected to said coupling shaft (3).
Abstract: A speed ratio detecting valve means of torque converter comprising a hub of a stator vane spline fitted onto a fixed shaft and being freely rotatable through a prescribed play angle, the hub being permitted to rotate relative to the fixed shaft by said play angle at a prescribed speed ratio utilizing a phenomenon that the direction of force of a working fluid in the torque converter exerted on the stator vane is reversed when an input-output rotation speed ratio reaches said prescribed value, and causing a fluid passage opening through a fixed shaft inside to an outer periphery of the fixed shaft to joint with or shut off from its jointing part.
Abstract: A multiple displacement motor driven power drive unit having two separate hydraulic systems each with a variable displacement hydraulic motor having its output connected to a torque summing gear train. A control provides for operation of one or the other of the motors at full displacement while the other motor is at zero displacement and free-wheels. There is a manual mechanical control operation with both motors simultaneously set at one-half of full displacement and driving the torque summing gear train. The change in motor displacements to one-half full displacement accomplishes velocity summing within the hydraulics. The multiple displacement motor driven power drive unit accomplishes the power efficiency of a multiple motor driven power drive unit utilizing a speed summing gear train with fixed displacement motors, but without the complexities associated with the use of a speed summing gear train and brakes.
Abstract: A front wheel assist drive for a vehicle having a rear wheel main drive includes a hydraulic fluid pump. The pump is connected to a hydraulic motor. The motor is connected to an output shaft. An overrunning clutch is interposed between the motor and output shaft for selectively connecting the shaft to the motor when the motor is turning in a first direction. An output shaft is connected to a front wheel for driving the wheel in a first direction via the motor. A control is connected to the motor for preventing the motor from dynamically braking the vehicle when the wheel is driven in a reverse direction through the main drive.
Abstract: A control system for a hydraulically driven vehicle having a pair of variable displacement hydraulic pumps driven by an engine and a pair of hydraulic motors each being connected with the respective variable displacement hydraulic pumps in a closed loop and driven thereby. The control system comprises a pair of servo valves each for controlling the displacement of the respective variable displacement hydraulic pumps, a servo control valve for controlling the servo valve and a manually operated change-over valve connected with a fixed displacement charge pump and with the servo control valve, the change-over valve being normally held in a communication position and being adapted to be changed over to an offset position when operated where the output side of the fixed displacement charge pump is connected with a tank.
Abstract: A hydro-mechanical change speed mechanism of the type useful in road sweeping vehicles and the like in which the vehicle is required to travel from place to place at normal road speed but also requires the ability to travel at a relatively reduced speed while carrying out its main function such as road sweeping. The change speed mechanism herein disclosed is inserted into the normal drive train so that the input shaft 11 for the mechanism mates with the output shaft from a vehicle gear box and the output drive shaft from the mechanism 12 drives the driven wheels of the vehicle via a cardan shaft. A selector mechanism 41, 42, 43 enables the input and output shafts 11 and 12 to be mechanically directly connected together, or via respective first and second gear trains 15 and 16, to a vehicle drive pump 13 and a hydraulic motor 17 respectively. A hydraulic connection between the vehicle pump and the hydraulic motor results in an alternative hydraulic coupling between the input and output shafts 11 and 12.
Abstract: A multi functioning hydraulic transmission control circuit including interacting valve mechanism parts which, in response to a shift being called for in a clutch-cylinder-controlled multi-speed transmission, inaugurate a fill pressure flow to the clutch cylinders concerned, prior to the subsequent fluid pressure rise effected therein; thereafter, upon completion of the fill, the parts modulate pressure rise of the hydraulic clutch fluid from and at approximately actual clutch fill pressure up to, and remaining at, the final pressure of engagement.
Abstract: Disclosed is a power shift transmission having torque converter, an input shaft driven by the torque converter, a countershaft in continuous driving relation with the input shaft, an output shaft having first, second, and third speed ratios journaled thereon and driven via the countershaft, a reverse speed ratio gear splined to the output shaft and driven via a gear on an idler shaft driven by the countershaft, a first friction clutch mechanism for connecting the first speed ratio gear to the output shaft, a second friction clutch mechanism for connecting the output shaft directly to the input shaft, a blocker-clutch assembly for coupling the second and third speed ratio gears to the output shaft, and an actuator assembly for shifting the blocker-clutch assembly into and out of coupling engagement. The friction clutches are momentarily engageable to relieve driving and coast mode torque on the blocker-clutch and to synchronize the blocker-clutch.