US006044728A

Ulllted States Patent [ 1 9 ] [ 1 1 ] Patent N u m b er : 6, 044, 728

Pec c eu [ 45 ] D ate o f Patent: Ap r . 4, 2000
[ 5 4] POWERSHIFT TRAN SMISSION FORA 3, 782, 225 1 /1 9 74 Gr ab o w . . . . . . . . . . 74/733. 1 X
MOVABLEMACHIN EAN D METHOD FOR 4, 35 4, 400 1 0/1 9 82 Baker . . . . . . . . . . . . . . . . . . . . 475 /74
CON TROLLIN GA POWERSHIFT 5 , 49 2, 034 2/1 9 9 6 Bo gem a . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74/730. 1
TRAN SMISSION FORA MOVABLE
MACHIN E
[ 75 ] Inv ento r : Hendr i k Pec c eu , Oo stni eu wker ke,
Belgi u m
[ 73] Assi gnee: Clar k Eq u i p m ent, Br u ges, Belgi u m
[ 21 ] Ap p l. N o . : 09 /1 32, 238
[ 22] Fi led: Au g. 1 1 , 1 9 9 8
[ 30] Fo r ei gn Ap p li c ati o n Pr i o r i ty D ata
Au g. 1 2, 1 9 9 7 [ D E] Ger m any . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 9 7 34 825
[ 5 1 ] Int. Cl. 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1 6H 47/07
[ 5 2] US. Cl. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74/7301 ; 74/7331
[ 5 8] Fi eld o f Sear c h . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74/71 8, 730. 1 ,
74/7321 , 733. 1 ; 475 /73, 78, 21 8
[ 5 6] Ref er enc es Ci ted
U. S. PATEN T D OCUMEN TS
2, 9 39 , 342 6/1 9 60 Wo y dt et a1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 475 /78
3, 21 3, 71 2 1 0/1 9 65 Swi f t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74/7301
1 0 31 1 + 0 32 333839 3b 3637
1 . ,
OTHERPUBLICATION S
Fav o r i t 9 26 i ssu e EN o v . 1 0, 1 9 9 5 , b y Xav er Fendt Gm b H
& Co .
Pr i m ar y Ex am i ner Sher r y L. Estr em sky
Atto r ney , Agent, o r Fi r m Li ni ak, Ber enato , Lo ngac r e &
Whi te
[ 5 7] ABSTRACT
A p o wer shi f t tr ansm i ssi o n ( 1 0) f o r a m o v ab le m ac hi ne
c o m p r i ses an i np u t shaf t ( 9 ) dr i v en b y an engi ne ( 1 ) , an
o u tp u t shaf t ( 8) , at least o ne m ec hani c al dr i v e li ne ( 1 3) and
at least tWo sep ar ate hy dr o stati c dr i v e li nes ( 4, 5 ) . Eac h o f
the hy dr o stati c dr i v e li nes ( 4, 5 ) c o m p r i ses a sep ar ate shaf t
( 32, 43) and i s desi gned to b e c o u p led to the o u tp u t shaf t ( 8)
v i a sy nc hr o ni z i ng dev i c es ( 34, 35 , 45 , 46, 47) and gear u ni ts.
The at least tWo hy dr o stati c dr i v e li nes ( 4, 5 ) ar e ar r anged i n
p ar allel. At least o ne p o Wer shi f t c lu tc h ( 1 5 ) i s ar r anged at
the i np u t end o f eac h o f the at least o ne m ec hani c al dr i v i ng
( 1 3) li ne and at least o ne p o Wer shi f t c lu tc h ( 40, 42) i s
ar r anged at the i np u t end o f eac h o f the at least tWo
hy dr o stati c dr i v e li nes ( 4, 5 ) .
1 4 Clai m s, 4 D r awi ng Sheets
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U. S. Patent Ap r . 4, 2000 Sheet 1 o f 4 6, 044, 728
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U. S. Patent Ap r . 4, 2000 Sheet 4 o f 4 6, 044, 728
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D r i v i ng Sp eed
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1
POWERSHIFT TRAN SMISSION FORA
MOVABLEMACHIN EAN D METHOD FOR
CON TROLLIN G A POWERSHIFT
TRAN SMISSION FORA MOVABLE
MACHIN E
CROSS REFEREN CETORELATED
APPLICATION S
Thi s ap p li c ati o n c lai m s the b ene?t o f c o - p endi ng Ger m an
p atent ap p li c ati o n ser i al nu m b er 1 9 7 34 825 . 4 enti tled
Lastsc haltgetr i eb e f i i r ei ne f ahr b ar e Ar b ei tsm asc hi ne ,
?led o n Au g. 1 2, 1 9 9 7.
FIELD OF THEIN VEN TION
The i nv enti o n gener ally r elates to a p o Wer shi f t tr ansm i s
si o n f o r a m o v ab le m ac hi ne o r a v ehi c le. Mo r e p ar ti c u lar ly ,
the i nv enti o n r elates to a p o Wer shi f t tr ansm i ssi o n f o r
agr i c u ltu r al and c o nsti tu ti o n m ac hi nes and v ehi c les. Fu r ther ,
the i nv enti o n r elates to m etho d f o r c o ntr o lli ng a p o Wer shi f t
tr ansm i ssi o n f o r a m o v ab le m ac hi ne o r v ehi c le.
BACKGROUN D OF THEIN VEN TION
Ap o Wer shi f t tr ansm i ssi o n i s kno Wn f r o m the p r o sp ec tu s
Fav o r i t 9 26 i ssu e E1 1 /9 5 /1 0 b y the ?r m Xav er Fendt
Gm b H & Co . . The p o Wer shi f t tr ansm i ssi o n i s c o ntr o llab le
b y a c lu tc h ar r anged at the i np u t shaf t. The c lu tc h i s f o llo Wed
b y a p lanet gear that m akes i t p o ssi b le to sp li t the p o Wer . A
hy dr o stati c dr i v e li ne and a m ec hani c al dr i v e li ne ar e
ar r anged i n p ar allel to eac h o ther and f o llo Wi ng to the p lanet
gear . The p ar ts o f the p o Wer tr ansm i tted b y the tWo dr i v e
li nes ar e b r o u ght to gether to a su m m ati ng o u tp u t li ne. An
ax i al p i sto n p u m p hav i ng an adj u stab le tu r ni ng angle i s
p r o v i ded Wi thi n the hy dr o stati c dr i v e li ne. TWo ax i al p i sto n
m o to r s c an b e c o ntr o lled b y the ax i al p i sto n p u m p to attai n
a gr eat m u lti p li c ati o n. The tu r ni ng angles o f the ax i al p i sto n
m o to r s c an b e o nly adj u sted i n c o m m o n. The ax i al p i sto n
m o to r s Wo r k o n the o ne c o m m o n su m m ati ng o u tp u t shaf t. A
shaf t ar r anged f o llo Wi ng to the o u tp u t shaf t c an b e c o n
nec ted to the o u tp u t shaf t b y a c lu tc h and v i a alter nati v ely
o ne o f tWo gear u ni ts. In c ase o f lo Wnu m b er s o f r ev o lu ti o ns
o f the o u tp u t shaf t and c o r r esp o ndi ngly lo Wdr i v i ng sp eeds,
the p o Wer i s sp li t b y m eans o f the p lanet gear . Ap p r o x i
m ately 75 % o f the p o Wer i s tr ansm i tted v i a the hy dr o stati c
dr i v e li ne and ap p r o x i m ately 25 % o f the p o Wer i s tr ansm i t
ted v i a the m ec hani c al dr i v e li ne. Co nseq u ently , the r ela
ti v ely lo Wo p er ati o nal ef ?c i enc y Wi thi n the hy dr o stati c dr i v e
li ne has a di sadv antageo u s ef f ec t. The dr i v i ng sp eed alWay s
dep ends o n the nu m b er o f r ev o lu ti o ns o f the engi ne si nc e a
di r ec t c o nnec ti o n v i a the m ec hani c al dr i v e li ne i s gi v en. In
c ase o f gr eat nu m b er s o f r ev o lu ti o ns and c o r r esp o ndi ngly
gr eat dr i v i ng sp eeds, the ax i al p i sto n m o to r s ar e c hanged to
a tu r ni ng angle 0 and ther ef o r e b lo c k the ax i al p i sto n p u m p .
Co nseq u ently , hi gh p r essu r es and a gr eat p o Wer di ssi p ati o n
o c c u r Wi thi n the hy dr o stati c dr i v e li ne. The ax i al p i sto n
m o to r s ar e dr i v en b y the o u tp u t shaf t. Thi s r esu lts i n
addi ti o nal p o Wer di ssi p ati o n. The gr eat o p er ati ng ef ?c i enc y
o f the m ec hani c al dr i v e li ne i s u sed du r i ng hi gh dr i v i ng
sp eeds b u t di ssi p ati o n o c c u r s alWay s Wi thi n the hy dr o stati c
dr i v e li ne.
SUMMARY OF THEIN VEN TION
Br i e?y desc r i b ed, the p r esent i nv enti o n p r o v i des a p o Wer
shi f t tr ansm i ssi o n hav i ng an i np u t shaf t dr i v en b y an engi ne,
an o u tp u t shaf t, at least o ne m ec hani c al dr i v e li ne and at least
tWo sep ar ate hy dr o stati c dr i v e li nes. The at least tWo sep a
1 5
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r ate hy dr o stati c dr i v e li nes eac h i nc lu de a sep ar ate shaf t and
ar e desi gned to b e c o u p led to the o u tp u t shaf t v i a sy nc hr o
ni Z i ng dev i c es and gear u ni ts. The at least tWo hy dr o stati c
dr i v e li nes ar e ar r anged i n p ar allel. At least o ne p o Wer shi f t
c lu tc h i s ar r anged at the i np u t end o f eac h o f the at least o ne
m ec hani c al dr i v e li ne and at least o ne p o Wer shi f t c lu tc h i s
ar r anged at the i np u t end o f eac h o f the at least tWo
hy dr o stati c dr i v e li nes.
The i nv enti o n i s b ased o n the i dea to alWay s ar r ange at
least tWo hy dr o stati c dr i v e li nes i n p ar allel to o ne o r m o r e
m ec hani c al dr i v e li nes. Eac h m ec hani c al dr i v e li ne and eac h
hy dr o stati c dr i v e li ne i nc lu des a p o Wer shi f t c lu tc h at the
i np u t end. Ther eb y , i t i s p o ssi b le to ac ti v ate o r to deac ti v ate
the r esp ec ti v e li ne at eac h m o m ent du r i ng u se. Usu ally , the
tWo hy dr o stati c dr i v e li nes eac h c o m p r i se sev er al sy nc hr o
ni Z i ng dev i c es. At least o ne gear u ni t i s allo c ated to eac h
sy nc hr o ni Z i ng dev i c e. The ter m c lu tc h her ei n desi gnates a
p o Wer shi f t c lu tc h. The ter m sy nc hr o ni z i ng dev i c e desi g
nates a c lu tc h Whi c h c an b e o nly sWi tc hed When the
c lu tc h i s p o Wer - f r ee. Usu ally , su c h a sy nc hr o ni Z i ng dev i c e
i s r eali Z ed b y sy nc hr o ni Z i ng r i ngs that c an b e b r o u ght to
su b stanti ally the sam e nu m b er s o f r ev o lu ti o ns p o Wer - f r ee.
Si nc e tWo hy dr o stati c dr i v e li nes ar e p r o v i ded, i t i s alWay s
p o ssi b le to tr ansm i t to r q u e to the o u tp u t shaf t v i a o ne o f the
tWo hy dr o stati c dr i v e li nes When the c lu tc h i s engaged v i a
the sy nc hr o ni Z i ng dev i c e and the f o llo Wi ng gear u ni ts. At the
sam e ti m e, the c lu tc h o f the o ther hy dr o stati c dr i v e li ne i s
di sengaged, so that i ts sy nc hr o ni Z i ng dev i c es ar e p o Wer - f r ee
and ther ef o r e c an b e ac ti v ated i n adv anc e. Also , the o ne o r
sev er al m ec hani c al dr i v e li nes i nc lu de a p o Wer shi f t c lu tc h
ar r anged at the i np u t end o f the dr i v e li ne, so that thi s
m ec hani c al dr i v e li ne also c an b e ac ti v ated and deac ti v ated
at all ti m es, Whi c h m eans to tr ansm i t the to r q u e v i a the
m ec hani c al dr i v e li ne r ef er r ed to . Eac h m ec hani c al dr i v e li ne
m ay b e u sed to gether Wi th a hy dr o stati c dr i v e li ne at least
f o r a li m i ted p er i o d o f ti m e as i t i s nec essar y to c hange the
dr i v i ng and/o r Wo r ki ng sp eed o f the m ac hi ne. When the neW
dr i v i ng sp eed and Wo r ki ng sp eed, r esp ec ti v ely , i s attai ned,
the to r q u e i s tr ansm i tted adv antageo u sly v i a the m ec hani c al
dr i v e li ne and a sy nc hr o ni Z i ng dev i c e Wi thi n o ne o f the tWo
hy dr o stati c dr i v e li nes, the c lu tc h o f Whi c h i s di sengaged.
Thu s, elem ents Wi thi n the hy dr o stati c dr i v e li ne ar e also
u sed to tr ansm i t to r q u e v i a the c o nc er ned m ec hani c al dr i v e
li ne. It i s u nder sto o d that the adv antageo u sly gr eat ef ?c i enc y
o f the m ec hani c al dr i v e li ne i s u sed Wi thi n thi s r ange. The
nu m b er o f r ev o lu ti o ns deter m i ni ng the dr i v i ng and/o r Wo r k
i ng sp eed o f the m o v ab le m ac hi ne dep ends o n the nu m b er o f
r ev o lu ti o ns o f the engi ne.
The no v el p o Wer shi f t tr ansm i ssi o n i nc lu des a v er y lo W
nu m b er o f c o m p o nents, as gear s, shaf ts, c lu tc hes, sy nc hr o
ni Z i ng dev i c es and the li ke. At all sp eeds i t i s p o ssi b le to
ex c lu si v ely u se the m ec hani c al dr i v e li ne. D u r i ng sWi tc hi ng
i n i nter m edi ate r anges no i nter r u p ti o n o f the p u lli ng f o r c e
o c c u r s. When a m ec hani c al dr i v e li ne i s ex c lu si v ely u sed to
tr ansm i t the to r q u e, the p o Wer di ssi p ati o n i s esp ec i ally lo W
si nc e the hy dr o stati c dr i v e li nes ar e i nac ti v e, i e no t o nly the
c o nc er ned c lu tc hes ar e di sengaged b u t also the c o nc er ned
hy dr au li c m o to r s ar e no t dr i v en.
When tWo alter nati v ely Wo r ki ng m ec hani c al dr i v e li nes
ar e p r o v i ded, eac h o f the m ec hani c al dr i v e li nes b ei ng
ar r anged i n p ar allel to the at least tWo hy dr o stati c dr i v e li nes
and hav i ng a p o Wer shi f t c lu tc h ar r anged at thei r i np u t end,
i t i s p o ssi b le, du r i ng c hangi ng the dr i v i ng lev el, to u se the
tWo m ec hani c al dr i v e li nes eac h i n c o m b i nati o n Wi th di f
f er ent sy nc hr o ni Z i ng dev i c es o f the hy dr o stati c dr i v e li nes
and Wi th the f o llo Wi ng gear u ni ts, so that b r o ad r anges o f the
dr i v i ng and Wo r ki ng sp ec tr u m c an b e u sed b y m ec hani c al
6, 044, 728
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tr ansm i ssi o n o f to r q u e. Esp ec i ally , eac h m ec hani c al dr i v e
li ne m ay b e c o nnec tab le to the o u tp u t shaf t eac h v i a at least
o ne sy nc hr o ni z i ng dev i c e o f a hy dr o stati c dr i v e li ne and the
gear u ni t. Thi s m eans that the c o nc er ned sy nc hr o ni z i ng
dev i c es ar e sy nc hr o ni Z ed b ef o r e the c lu tc h o f the r esp ec ti v e
m ec hani c al dr i v e li ne i s ac ti v ated and that they do no t hav e
to b e ac ti v ated.
The sp ec tr u m o f the dr i v i ng and Wo r ki ng sp eed c an b e
b r o adened b y eac h hy dr o stati c dr i v i ng gear b ei ng c o nnec t
ab le to the o u tp u t shaf t v i a sev er al sy nc hr o ni Z i ng dev i c es
and gear u ni ts. D ep endi ng o n the c o m b i nati o n o f the c o n
c er ned m ec hani c al dr i v e li ne and the c o nc er ned sy nc hr o ni Z
i ng dev i c e, an adv antageo u sly u sab le r ange hav i ng a gr eat
ef ?c i enc y r esu lts dep endi ng o n the nu m b er o f r ev o lu ti o ns o f
the engi ne.
Eac h m ec hani c al dr i v e li ne c o m p r i ses o nly o ne gear
f o r m i ng a gear u ni t Wi th a gear m ec hani c ally c o nnec ted to
a shaf t o f the c o r r esp o ndi ng hy dr o stati c dr i v e li ne. Thi s i s
adv antageo u s si nc e i n thi s m anner i t i s p o ssi b le to ar r ange
tWo m ec hani c al c o m p o nents hav i ng ap p r o x i m ately the sam e
length i n li ne. The o v er all length o f the tWo c o m p o nents i s
ap p r o x i m ately the sam e as the length o f a hy dr o stati c dr i v e
li ne. Si nc e the o u tp u t shaf t i s ar r anged o u t o f li ne, i t i s
p o ssi b le to ar r ange a p o Wer takeo f f shaf t dr i v e ex tendi ng
thr o u gh the m ec hani c al dr i v e o r dr i v es, i . e. to ar r ange a
p o Wer takeo f f shaf t dr i v e c o ax i al to the m ec hani c al dr i v es.
The ax i al o f f set o f the o u tp u t shaf t i s nec essar y du e to the
ar r angem ent o f the gear u ni ts. The shaf t o f the engi ne m ay
b e ar r anged c o ax i al to the shaf ts o f the m ec hani c al dr i v es
and to the p o Wer takeo f f shaf t dr i v e. Fr o m the o f f set o f the
hy dr o stati c dr i v es o n the o ne b and and the o u tp u t shaf t o n
the o ther hand, an ar r angem ent r esu lts Whi c h i n a c r o ss
sec ti o nal v i eWhas the shap e o f a r ec tangu lar o r a sq u ar e.
Thu s, the r o o m i s also u sed o p ti m ally i n thi s di r ec ti o n.
The m etho d ac c o r di ng to the p r esent i nv enti o n tr ansm i ts
p o Wer to the o u tp u t shaf t v i a at least o ne hy dr au li c m o to r o f
at least o ne hy dr o stati c dr i v e li ne du r i ng a su b stanti al c hange
o f v elo c i ty o f the m o v ab le m ac hi ne. D u r i ng su b stanti ally
c o nstant v elo c i ti es o f the m o v ab le m ac hi ne, the p o Wer to b e
tr ansm i tted b y the p o Wer shi f t tr ansm i ssi o n to the o u tp u t
shaf t i s ex c lu si v ely tr ansm i tted v i a o ne m ec hani c al dr i v e
li ne. The p o Wer i s sp li t b etWeen the m ec hani c al dr i v e li ne
and the at least o ne hy dr o stati c dr i v e li ne o nly to i ni ti ate the
p o Wer tr ansm i ssi o n v i a the m ec hani c al dr i v e li ne.
Alter nati v ely , the p o Wer i s tr ansm i tted to the o u tp u t shaf t v i a
tWo hy dr au li c m o to r s o f tWo hy dr o stati c dr i v e li nes du r i ng
a su b stanti al c hange o f v elo c i ty o f the m o v ab le m ac hi ne.
The hy dr au li c m o to r s and the c lu tc hes o f the hy dr o stati c
dr i v e li nes ar e o nly ac ti v ated i n c ase o f su b stanti al c hanges
o f v elo c i ty o f the m ac hi ne. The hy dr o stati c dr i v e li nes ar e
o nly u sed f o r i nter m edi ate r anges. In c ase o f c o nstant
dr i v i ng and/o r Wo r ki ng sp eeds, 1 00% o f the to r q u e i s
tr ansm i tted v i a a m ec hani c al dr i v e li ne. Thi s i s tr u e f o r a
gr eat r ange dep endi ng o n the u sab le nu m b er o f r ev o lu ti o ns
o f the engi ne. The hy dr au li c m o to r s and the c lu tc hes o f the
hy dr o stati c dr i v e li ne ar e no t Wo r ki ng. The p u m p f o r the
hy dr au li c m edi u m o f the tWo hy dr o stati c dr i v e li nes i s
dr i v en b y the engi ne, b u t the p o Wer di ssi p ati o n i s c o nsi d
er ab ly lo Wsi nc e the tu r ni ng angle o f the p u m p i s adj u sted to
0 .
It i s essenti al that the tWo hy dr o stati c dr i v e li nes ar e no t
m ec hani c ally c o nnec ted to eac h o ther , b u t that they ar e
sep ar ately c o ntr o llab le and ther ef o r e also di f f er ently c o n
tr o llab le. It i s p o ssi b le that the tWo hy dr au li c m o to r s o f the
tWo hy dr o stati c dr i v e li nes ar e c o ntr o lled Wi th di f f er ent
tu r ni ng angles, esp ec i ally Wi th a tu r ni ng angle= 0 at o ne o f
1 0
1 5
25
35
45
5 5
65
4
the tWo hy dr au li c m o to r s. Si nc e o nly o ne o f the tu r ni ng
angles i s adj u sted to 0 and c o nseq u ently the tu r ni ng angle o f
the o ther hy dr au li c m o to r i s no t adj u sted to 0, the hy dr au li c
p o Wer i s tr ansm i tted v i a the o ther hy dr o stati c dr i v e li ne.
Thu s, hi gh p r essu r es i nsi de the p u m p , as they o c c u r i n p r i o r
ar t gear s du r i ng adj u sti ng b o th tu r ni ng angles to 0
si m u ltaneo u sly , ar e av o i ded.
When a m ec hani c al dr i v e li ne i s c o u p led to a hy dr o stati c
dr i v e li ne v i a a gear u ni t, a sy nc hr o ni Z ati o n i s attai ned b y
c o ntr o lli ng the tu r ni ng angles o f the hy dr au li c p u m p and the
c o r r esp o ndi ng hy dr au li c m o to r . Only o ne p ar t o f the p o Wer
i s tr ansm i tted v i a the hy dr au li c m o to r and the c o r r esp o ndi ng
dr i v e li ne. Co nseq u ently , o nly thi s p ar t o f the p o Wer i s
af f li c ted Wi th the c o m p ar ati v ely Wo r se p o Wer di ssi p ati o n.
In ti m es When no p o Wer i s tr ansm i tted v i a the hy dr o stati c
dr i v e li ne r ef er r ed to , o n the o ne hand, the tu r ni ng angle o f
the hy dr au li c p u m p i s adj u sted to 0, and o n the o ther hand,
the c lu tc hes b etWeen the hy dr au li c m o to r and the m ec hani
c al gear u ni t o f the hy dr o stati c dr i v e li ne ar e di sengaged.
Thi s do es no t i m p ly that o ther elem ents o f the hy dr o stati c
dr i v e li ne ar e no t u sed. The sy nc hr o ni Z i ng dev i c e r ef er r ed to
and the f o llo Wi ng gear u ni t i s u sed v i a the m ec hani c al dr i v e
li ne.
To p r o du c e a c o nstant nu m b er o f r ev o lu ti o ns i n a
m ec hani c al dr i v e li ne, the c hanges o f the dr i v i ng sp eed ar c
c o ntr o lled v i a o ne o r b o th hy dr o stati c dr i v e li nes. Bo th
hy dr o stati c dr i v e li nes m ay b e u sed at the sam e ti m e and
c o m m o nly , r esp ec ti v ely , to ac c eler ate the m ac hi ne f r o m
stand sti ll. Gener ally , When the desi r ed v elo c i ty i s attai ned,
i t i s su f f i c i ent to u se o ne o f the tWo dr i v e li nes to p ass an
i nter m edi ate r ange o f the tr ansm i ssi o n o f to r q u e.
It i s ther ef o r e an o b j ec t o f the p r esent i nv enti o n to p r o v i de
a p o Wer shi f t tr ansm i ssi o n hav i ng a gr eat o p er ati ng ef f i
c i enc y .
Ano ther o b j ec t o f the p r esent i nv enti o n i s to p r o v i de a
p o Wer shi f t tr ansm i ssi o n hav i ng a hi gh o p er ati ng ef f i c i enc y
esp ec i ally at lo Wsp eeds.
Ano ther o b j ec t o f the p r esent i nv enti o n i s to p r o v i de a
p o Wer shi f t tr ansm i ssi o n hav i ng a lo Wnu m b er o f c o m p o
nents.
Other o b j ec ts, f eatu r es and adv antages o f the p r esent
i nv enti o n Wi ll b ec o m e ap p ar ent to o ne Wi th ski ll i n the ar t
u p o n ex am i nati o n o f the f o llo Wi ng dr aWi ngs and detai led
desc r i p ti o n. It i s i ntended that all su c h addi ti o nal o b j ec ts,
f eatu r es and adv antages b e i nc lu ded her ei n Wi thi n the sc o p e
o f the p r esent i nv enti o n, as de?ned b y the c lai m s.
BRIEF D ESCRIPTION OF THED RAWIN GS
The i nv enti o n c an b e b etter u nder sto o d Wi th r ef er enc e to
the f o llo Wi ng dr aWi ngs. The c o m p o nents i n the dr aWi ngs ar e
no t nec essar i ly to sc ale, em p hasi s i nstead b ei ng p lac ed u p o n
c lear ly i llu str ati ng the p r i nc i p les o f the p r esent i nv enti o n. In
the dr aWi ngs, li ke r ef er enc e nu m er als desi gnate c o r r esp o nd
i ng p ar ts thr o u gho u t the sev er al v i eWs. The dr aWi ngs sc he
m ati c ally r ep r esent an ap p ar atu s ac c o r di ng to a p r ef er r ed
em b o di m ent o f the p r esent i nv enti o n, i ts m easu r i ng p r i n
c i p les and i llu str ati v e data r elated to thi s em b o di m ent.
FIG. 1 i s an sc hem ati c i llu str ati o n o f at least o ne m ec hani
c al dr i v e li ne ar r anged i n p ar allel to tWo hy dr o stati c dr i v e
li nes.
FIG. 2 i s a sc hem ati c di agr am o f an ar r angem ent o f the
elem ents o f the dr i v e li ne.
FIG. 3 i s a sc hem ati c di agr am si m i lar to FIG. 2 hav i ng
o nly o ne m ec hani c al dr i v e li ne.
FIG. 4 i s a b asi c sec ti o nal v i eWalo ng the ax i s o f the dr i v e
li nes and the o u tp u t shaf t.
6, 044, 728
5
FIG. 5 i s a tab le i llu str ati ng r i si ng r anges o f v elo c i ty f o r
the em b o di m ent o f the p o wer shi f t tr ansm i ssi o n ac c o r di ng to
FIG. 2.
FIG. 6 i s a di agr am o f the tu ni ng angles o f the p u m p and
the tWo hy dr au li c m o to r s o v er dr i v i ng sp eed o f the v ehi c le.
D ETAILED D ESCRIPTION OF THE
IN VEN TION
Ref er r i ng no Wi n gr eater detai l to the dr aWi ngs, FIG. 1
sy m b o li c ally i llu str ates an engi ne 1 i nc lu di ng a shaf t 2. The
engi ne 1 p r o v i des the tr av eli ng and/o r Wo r ki ng dr i v e f o r the
m o v ab le m ac hi ne o r the v ehi c le. The dr i v e c o m p r i ses a
m ec hani c al di r ec t dr i v e 3 and tWo hy dr o stati c dr i v e li nes 4
and 5 . An ab so r b er 6 m ay b e ar r anged p r ec edi ng to the di r ec t
dr i v e 3. The di r ec t dr i v e 3 and the tWo hy dr o stati c dr i v e li nes
4 and 5 ar e o p er ati v ely ar r anged i n p ar allel. They c an b e
u sed alter nati v ely o r at the sam e ti m e. A gear 7 hav i ng an
o u tp u t shaf t 8 i s ar r anged f o llo Wi ng to the dr i v es 3, 4 and 5 .
Usu ally , the o u tp u t shaf t 8 i s u sed to r u n the tr av eli ng dr i v e.
The shaf t 2 o f the engi ne 1 f o r m s an i np u t shaf t 9 o f a
p o Wer shi f t tr ansm i ssi o n 1 0 c o m p r i si ng the ab o v e m en
ti o ned c o m p o nents. Ano ther gear 1 2 m ay b e ar r anged f o l
lo Wi ng to a p o Wer takeo f f shaf t 1 1 o f the gear 7 to gener ate
di f f er ent nu m b er s o f r ev o lu ti o ns and/o r to i nv er t the di r ec
ti o n o f r o tati o n.
Ref er r i ng no Wto FIG. 2, the p o Wer shi f t tr ansm i ssi o n 1 0
i s p r o v i ded Wi th a c o nti nu o u s shaf t b egi nni ng as i np u t shaf t
9 and endi ng as p o Wer takeo f f shaf t 1 1 . The m ec hani c al
di r ec t dr i v e 3 i s ar r anged i n the ax i s o f thi s shaf t and
c o m p r i ses a ?r st m ec hani c al dr i v e li ne 1 3 and a sec o nd
m ec hani c al dr i v e li ne 1 4. The sec o nd m ec hani c al dr i v e li ne
1 4 i s ar r anged ax i ally f o llo Wi ng to the ?r st m ec hani c al dr i v e
li ne 1 3. The ?r st m ec hani c al dr i v e li ne 1 3 has a c lu tc h 1 5
o ne p ar t o f Whi c h i s m ec hani c ally c o nnec ted to the i np u t
shaf t 9 and a c o nti nu o u s shaf t 1 6 m ec hani c ally c o nnec ted
ther eto , r esp ec ti v ely . The o ther p ar t o f the c lu tc h 1 5 i s
m ec hani c ally c o nnec ted to a shaf t 1 7 b ei ng ar r anged to
r o tate i n a b ear i ng. A gear 1 8 i s m ec hani c ally c o nnec ted to
the shaf t 1 7. The sec o nd m ec hani c al dr i v e li ne 1 4 i s ar r anged
si m i lar ly and i nc lu des a c lu tc h 1 9 , a shaf t 20 and a gear 21 .
The tWo hy dr o stati c dr i v e li nes 4 and 5 also c an b e dr i v en
v i a the shaf t 2 o f the engi ne 1 . Fo r thi s p u r p o se, a gear 22
i s ar r anged o n the shaf t 2, the gear 22 m eshi ng Wi th a gear
23 ar r anged o n a p u m p shaf t 24 o f a hy dr au li c p u m p 25 . A
hy dr au li c c o ndu i t 26 leads f r o m the hy dr au li c p u m p 25 to
the hy dr au li c m o to r 27 b ei ng p ar t o f the hy dr o stati c dr i v e
li ne 4. Co r r esp o ndi ngly , a hy dr au li c c o ndu i t 28 leads to a
hy dr au li c m o to r 28 o f the sec o nd hy dr o stati c dr i v e li ne 5 .
Addi ti o nal to the hy dr au li c m o to r 27, the hy dr o stati c
dr i v e li ne 4 c o m p r i ses a c lu tc h 40, o ne p ar t o f Whi c h i s
m ec hani c ally c o nnec ted to a m o to r shaf t 31 . The o ther p ar t
o f the c lu tc h 40 i s m ec hani c ally c o nnec ted to a shaf t 32. A
gear 33 i s ar r anged o n the shaf t 33, the gear 33 engagi ng the
gear 1 8. The p ar ts o f tWo sy nc hr o ni Z i ng dev i c es 34 and 35
ar e lo c ated o n and m ec hani c ally c o nnec ted to , r esp ec ti v ely ,
the shaf t 32 i n the r egi o n o f the hy dr o stati c dr i v e li ne 4. The
sy nc hr o ni Z i ng dev i c e 34 c ar r i es a gear 36 and the sy nc hr o
ni Z i ng dev i c e 35 c ar r i es a gear 37. Fu r ther , a gear 38 and a
gear 39 ar e p r o v i ded o n the shaf t 32. The gear s 38 and 39 ar e
m ec hani c ally c o nnec ted to eac h o ther b u t f r ee to r o tate o n
the shaf t 32.
The ar r angem ent o f the hy dr o stati c dr i v e li ne S i s si m i lar
to the ar r angem ent o f the hy dr o stati c dr i v e li ne 4. A m o to r
shaf t 41 c o nnec ted to the hy dr au li c m o to r 29 c ar r i es o ne p ar t
o f a c lu tc h 42. The o ther p ar t i s lo c ated o n a shaf t 43 c ar r y i ng
a gear 44 engagi ng the gear 21 o f the sec o nd m ec hani c al
1 5
25
35
45
5 5
65
6
dr i v e li ne 1 4. Sev er al sy nc hr o ni Z i ng dev i c es 45 , 46 and 47
ar e p r o v i ded o n the shaf t 43 and Wo r k Wi th the r esp ec ti v e
elem ents o f the shaf t 32 o f the m ec hani c al dr i v e li ne 4. Par ts
o f the sy nc hr o ni Z i ng dev i c es 45 , 46 and 47 ar e m ec hani c ally
c o nnec ted to the shaf t 43. The o ther p ar t o f the sy nc hr o ni Z
i ng dev i c e 45 c ar r i es a gear 48 engagi ng the gear 38. Thi s
engagem ent i s i ndi c ated b y a do t li ne ar r o Wi n FIG. 2. The
sy nc hr o ni Z i ng dev i c e 46 c o m p r i ses a gear 49 and the sy n
c hr o ni Z i ng dev i c e 47 c ar r i es a gear 5 0. The sy nc hr o ni Z i ng
dev i c es 45 , 46 and 47 ar e p ar t o f ei ther the hy dr o stati c dr i v e
li ne 4 o r S, so that i n thi s em b o di m ent the hy dr o stati c dr i v e
li ne 4 c o m p r i ses tWo sy nc hr o ni Z i ng dev i c es 34 and 35 , and
the hy dr o stati c dr i v e li ne 5 c o m p r i ses thr ee sy nc hr o ni Z i ng
dev i c es. The nu m b er o f sy nc hr o ni Z i ng dev i c es o f the hy dr o
stati c dr i v e li nes m ay also b e j u st the o ther Way ar o u nd. The
nu m b er o f sy nc hr o ni Z i ng dev i c es m ay also b e the sam e f o r
the hy dr o stati c dr i v e li nes.
Fi v e gear s 5 1 , 5 2, 5 3, 5 4 and 5 5 ar e m ec hani c ally
c o nnec ted to the o u tp u t shaf t 8. The gear 5 1 c o nstantly
engages the gear 39 o f the hy dr o stati c dr i v e li ne 4. The gear
5 2 m eshes Wi th the gear 36. The gear 5 4 engages the gear 37
o f the hy dr o stati c dr i v e li ne 4. The o u tp u t shaf t 8 i s c o n
nec ted to the hy dr o stati c dr i v e li ne 5 v i a the gear 5 3 m eshi ng
Wi th the gear 49 o f the sy nc hr o ni Z i ng dev i c e 46.
Co r r esp o ndi ngly , the gear 5 5 i s c o nnec ted to the gear 5 0 o f
the sy nc hr o ni Z i ng dev i c e 47.
The hy dr au li c p u m p 25 and the tWo hy dr au li c m o to r s 27
and 29 ar e su c h o f the ax i al p i sto n ty p e hav i ng a c o ntr o llab le
tu r ni ng angle. Eac h o f the thr ee tu r ni ng angles i s adj u stab le
i ndep endent o f the o ther tu r ni ng angles. Thi s c hangeab le
adj u stm ent i nc lu des the p o si ti o n 0. The c lu tc hes 1 5 , 1 9 , 40,
42 ar e p o Wer shi f t c lu tc hes. The sy nc hr o ni Z i ng dev i c es 34,
35 , 45 , 46, 47 eac h c o m p r i se tWo sy nc hr o ni Z i ng r i ngs Whi c h
c an o nly b e shi f ted p o Wer - f r ee. Altho u gh the c lu tc hes as
Well as the sy nc hr o ni Z i ng dev i c es ar e desi gned to engage
and di sengage, the desi gn o f the sy nc hr o ni Z i ng dev i c es i s
m u c h m o r e si m p le than the desi gn o f the c lu tc hes.
Fo r the c o nnec ti o n to a gear 1 2, a c lu tc h 5 6 m ay b e
p r o v i ded at the end o f the p o Wer take- o f f shaf t 1 1 o f the
p o Wer shi f t tr ansm i ssi o n 1 0. The gear 1 2 c o m p r i ses a ?r st
shaf t 5 7 c ar r y i ng o ne p ar t o f the c lu tc h 5 8. The o ther p ar t o f
the c lu tc h 5 8 c o m p r i ses a gear 5 9 . The gear 5 9 engages a
gear 60 o f a shaf t 61 f u r ther c ar r y i ng a gear 62. The gear 62
engages the gear 63 lo c ated o n a shaf t 64. In thi s m anner , a
r elati v ely slo Wdr i v e, f o r ex am p le f o r a Wo r ki ng to o l, i s
p r o v i ded. A c lu tc h 65 Wi th a gear 66 ser v es to p r o v i de a
r elati v ely hi gh nu m b er o f r ev o lu ti o ns o f the shaf t 64. The
gear 66 engages a gear 67 o f the shaf t 64. When the di r ec ti o n
o f r o tati o n o f the shaf t 64 i s to b e c hanged, the to r q u e i s
tr ansm i tted v i a a gear 68 o n a shaf t 5 7, a c hange Wheel 69
and a gear 70 o n a c lu tc h 71 . The o ther p ar t o f the c lu tc h 71
i s lo c ated o n a shaf t 61 , so that a gear u ni t c o m p r i si ng the
gear s 62 and 63 c an b e u sed to dr i v e the shaf t 64 also When
the di r ec ti o n o f r o tati o n i s c hanged.
Si nc e the em b o di m ent sho Wn i n FIG. 3 i s si m i lar to the
em b o di m ent ac c o r di ng to FIG. 2 to a gr eat ex tend, i t i s
r ef er enc ed ther eto . The em b o di m ent o f FIG. 3 do es no t
i nc lu de a sec o nd m ec hani c al dr i v e li ne 1 4. Also , the gear 1 2
i s di f f er ent. Si nc e the detai ls o f the gear 1 2 ar e o f no gr eat
i m p o r tanc e to the i nv enti o n, an ex p lanati o n i n addi ti o n to the
self - ex p lanato r y dr aWi ng i s no t gi v en. It i s easy to u nder
stand that the m ec hani c al di r ec t dr i v e 3 m ay also c o m p r i se
the m ec hani c al dr i v e li ne 1 4 i nstead o f the m ec hani c al dr i v e
li ne 1 3.
The f u nc ti o n o f the p o Wer shi f t tr ansm i ssi o n 1 0 ac c o r di ng
to FIG. 2 i s ex p lai ned Wi th r ef er enc e to the tab le o f FIG. 5 .
6, 044, 728
7
The ?r m c o lu m n sho ws di f f er ent dr i v i ng lev els 1 to 1 5 as
they m ay o c c u r du r i ng dr i v e o f f o f a m ac hi ne f r o m sto p u p
to m ax i m u m sp eed. The r esp ec ti v e elem ents ar e sho Wn i n
the o ther c o lu m ns. If an elem ent i s u sed o r ac ti v e,
r esp ec ti v ely , thi s i s i ndi c ated b y an x , Wher eas a f r ee sp ac e
i ndi c ates that an elem ent i s no t u sed o r i nac ti v e, r esp ec ti v ely .
Gener ally , the p o Wer p r o v i ded b y the engi ne 1 c an b e
tr ansm i tted to the o u tp u t shaf t 8 ei ther hy dr o stati c v i a o ne o r
b o th hy dr o stati c dr i v e li nes 4, 5 o r v i a the m ec hani c al di r ec t
dr i v e 3, that m eans ei ther v i a the m ec hani c al dr i v e li ne 1 3
o r the m ec hani c al dr i v e li ne 1 4. Si nc e the c lu tc hes 40, 42,
1 5 , 1 9 ar e to b e sWi tc hed sep ar ately , a c o m b i ned p o Wer
tr ansm i ssi o n hy dr o stati c /m ec hani c al to the o u tp u t shaf t 8 i s
p o ssi b le. When the m ac hi ne i s sto p p ed and af ter the engi ne
1 i s star ted, the hy dr au li c p u m p 25 i s dr i v en b y the i np u t
shaf t 9 and the gear u ni t 22, 23, so that hy dr au li c m edi u m i s
deli v er ed to the hy dr au li c m o to r s 27 and 29 o f the tWo
hy dr o stati c dr i v e li nes 4 and 5 . As i t c an b e seen i n FIG. 5 ,
b o th hy dr o stati c dr i v e li nes 4 and 5 ar e ac ti v e. Also , the
c lu tc hes 40 and 42 ar e engaged, Wher eas the c lu tc hes 1 5 and
1 9 ar e di sengaged. Thu s, p o Wer i s ex c lu si v ely tr ansm i tted
v i a the tWo hy dr o stati c dr i v e li nes 4 and 5 . D ep endi ng o n the
tu r ni ng angle o f the hy dr au li c m o to r s 27 and 29 , the p o Wer
i s sp li t b etWeen the tWo dr i v e li nes 4 and 5 . The p ar t o f the
p o Wer tr ansm i tted v i a the hy dr o stati c dr i v e li ne 4 i s tr ans
m i tted v i a the m o to r shaf t 31 , the engaged c lu tc h 40, the
shaf t 32, the sy nc hr o ni Z i ng dev i c e 34, the gear 36 and the
gear 5 2 to the o u tp u t shaf t 8. The o ther p ar t o f the p o Wer i s
tr ansm i tted v i a the hy dr o stati c dr i v e li ne 5 . The c lu tc h 42
c o nnec ts the m o to r shaf t 41 to the shaf t 43. The ac ti v e
sy nc hr o ni Z i ng dev i c e 45 ef f ec ts tr ansm i ssi o n o f p o Wer to the
o u tp u t shaf t 8 v i a the gear s 48, 38, 39 and 5 1 . The nu m b er
o f r ev o lu ti o ns o f the engi ne 1 c an b e i nc r eased Whi le the ?r st
dr i v i ng lev el i s p assed. It i s em p hasi Z ed that the tu r ni ng
angles o f the hy dr au li c m o to r s 27 and 29 ar e i ndep endently
adj u stab le. Ac c o r di ng to dr i v i ng lev el 2, the c lu tc h 40 i s
di sengaged and i nac ti v ated du r i ng a hi gh eno u gh o r m ax i
m u m nu m b er o f r ev o lu ti o ns o f the engi ne 1 .
At the sam e ti m e, the tu r ni ng angle o f the hy dr au li c m o to r
27 i s adj u sted to Z er o . Si nc e the sy nc hr o ni Z i ng dev i c e 45
r em ai ns i nac ti v e and the p o Wer i s tr ansm i tted v i a the ab o v e
desc r i b ed elem ents, the sy nc hr o ni Z i ng dev i c e 34 b ec o m es
p o Wer - f r ee and c an b e o p ened and di sengaged, r esp ec ti v ely ,
so that the enti r e p o Wer i s tr ansm i tted v i a the hy dr o stati c
dr i v i ng b r anc h 5 to the o u tp u t shaf t 8. Thu s, the tu r ni ng
angle o f the hy dr au li c m o to r 29 i s c hanged i n a Way to
i nc r ease the dr i v i ng sp eed o f the o u tp u t shaf t 8. The c lu tc h
1 9 o f the m ec hani c al dr i v e li ne 1 4 i s ac ti v ated and engaged,
r esp ec ti v ely , and the c lu tc h 42 o f the hy dr o stati c dr i v e li ne
5 i s o p ened du r i ng a p r edeter m i ned nu m b er o f r ev o lu ti o ns o f
the hy dr au li c m o to r 29 . The hy dr au li c m o to r 29 and the
hy dr au li c p u m p 25 ar e adj u sted to a tu r ni ng angle 0 at the
sam e ti m e. D u r i ng thi s thi r d dr i v i ng lev el, the p o Wer i s
ex c lu si v ely tr ansm i tted v i a the m ec hani c al dr i v e li ne u si ng
i ts adv antageo u sly hi gh o p er ati ng ef ?c i enc y . N o p o Wer
di ssi p ati o n o c c u r s Wi thi n the hy dr o stati c dr i v e li nes 4 and 5 .
In thi s c ase, the sy nc hr o ni Z i ng dev i c e 45 gener ally b ei ng a
p ar t the hy dr o stati c dr i v e li ne 5 i s u sed to tr ansm i t the p o Wer
Wi thi n the m ec hani c al dr i v e li ne 1 4. Thi s u se i s p o ssi b le
si nc e the sy nc hr o ni Z i ng dev i c e 45 has b een ac ti v e b ef o r e the
dr i v i ng lev el 2.
In p r ep ar ati o n f o r the dr i v i ng lev el 4, the sy nc hr o ni Z i ng
dev i c e 34 Wi thi n the hy dr o stati c dr i v e li ne 4 the c an b e
tu r ned o n Wi tho u t di f ?c u lty . Thi s i s do ne p o Wer - f r ee and
i ni ti ally do es no t hav e an ef f ec t. As so o n as the c lu tc h 40 i s
then engaged, the dr i v i ng lev el 4 i s r eac hed, and a p ar t o f the
p o Wer i s tr ansm i tted v i a the hy dr o stati c dr i v e li ne 4. To
1 0
1 5
25
35
45
5 5
65
8
attai n the dr i v i ng lev el 5 , the c lu tc h 1 9 i s di sengaged, so that
no Wthe enti r e p o Wer i s tr ansm i tted v i a the hy dr o stati c dr i v e
li ne 4 and the sy nc hr o ni Z i ng dev i c e 34. In the dr i v i ng lev el
6 the o ther m ec hani c al dr i v e li ne 1 3 i s ac ti v e. The c lu tc h 1 5
i s engaged and the sy nc hr o ni Z i ng dev i c e 34 r em ai ns
engaged. Thu s, the p o Wer i s tr ansm i tted to the o u tp u t shaf t
8 v i a the gear s 1 8, 33, the sy nc hr o ni Z i ng dev i c e 34 and the
gear s 36, 5 2.
Ref er r i ng to the ab o v e desc r i p ti o n, i t i s easy to u nder stand
ho Wthe r em ai ni ng dr i v i ng lev els u p to the m ax i m u m sp eed
Wi thi n the dr i v i ng lev el 1 5 ar e Wo r ki ng. It c an b e seen i n
FIG. 5 that the tr ansm i ssi o n o f p o Wer i n the dr i v i ng lev els
3, 6, 9 , 1 2 and 1 5 i s ex c lu si v ely m ec hani c al. The c o ntr o l
Wo r ks i n a Way that these dr i v i ng lev els ar e u sed i n gr eat
r anges, Wher eas the o ther dr i v i ng lev els ar e o nly tr ansi t
lev els i n sm all r anges. Thi s em b o di m ent o f the p o Wer shi f t
tr ansm i ssi o n 1 0 m akes i t p o ssi b le to ac ti v ate o ne sy nc hr o
ni Z i ng dev i c e p o Wer - f r ee i n eac h c ase to tr ansm i t the p o Wer
v i a thi s ac ti v e sy nc hr o ni Z i ng dev i c e i n the f o llo Wi ng dr i v i ng
lev el b y ac ti v ati ng a c lu tc h.
Wi th r ef er enc e to the f o r ego i ng desc r i p ti o n, the r elati o n
b etWeen the dr i v i ng sp eed and the tu r ni ng angles o f the
hy dr au li c p u m p 25 and the hy dr au li c m o to r s 27 and 29 c an
b e c lear ly seen. It i s also u nder sto o d that the tu r ni ng angles
o f the tWo hy dr au li c m o to r s 27 and 29 ar e adj u sted i nde
p endently and i n a di f f er ent Way Wi th r esp ec t to ti m e to p ass
the dr i v i ng lev els o ne af ter ano ther .
Many v ar i ati o ns and m o di ?c ati o ns m ay b e m ade to the
p r ef er r ed em b o di m ents o f the i nv enti o n Wi tho u t dep ar ti ng
su b stanti ally f r o m the sp i r i t and p r i nc i p les o f the i nv enti o n.
All su c h m o di ?c ati o ns and v ar i ati o ns ar e i ntended to b e
i nc lu ded her ei n Wi thi n the sc o p e o f the p r esent i nv enti o n, as
de?ned b y the f o llo Wi ng c lai m s.
I c lai m :
1 . Ap o Wer shi f t tr ansm i ssi o n f o r a m o v ab le m ac hi ne, sai d
p o Wer shi f t tr ansm i ssi o n c o m p r i si ng:
an i np u t shaf t dr i v en b y an engi ne;
an o u tp u t shaf t;
at least o ne m ec hani c al dr i v e li ne;
at least tWo p ar allel sep ar ate hy dr o stati c dr i v e li nes, eac h
o f sai d sep ar ate hy dr o stati c dr i v e li nes i nc lu di ng a
sep ar ate shaf t and b ei ng desi gned to b e c o u p led to sai d
o u tp u t shaf t v i a sy nc hr o ni Z i ng dev i c es and gear u ni ts;
at least o ne p o Wer shi f t c lu tc h ar r anged at the i np u t end o f
sai d at least o ne m ec hani c al dr i v e li ne; and
at least o ne p o Wer shi f t c lu tc h ar r anged at the i np u t end o f
eac h o f sai d at least tWo sep ar ate hy dr o stati c dr i v e
li nes.
2. The p o Wer shi f t tr ansm i ssi o n o f c lai m 1 , Wher ei n sai d
at least o ne m ec hani c al dr i v e li ne i s desi gned to b e c o u p led
to sai d o u tp u t shaf t v i a at least o ne o f sai d sy nc hr o ni Z i ng
dev i c es and sai d gear u ni ts.
3. The p o Wer shi f t tr ansm i ssi o n o f c lai m 1 , Wher ei n eac h
o f sai d hy dr o stati c dr i v e li nes i s desi gned to b e c o u p led to
sai d o u tp u t shaf t v i a a p lu r ali ty o f sai d sy nc hr o ni Z i ng
dev i c es and sai d gear u ni ts.
4. The p o Wer shi f t tr ansm i ssi o n o f c lai m 1 , Wher ei n eac h
m ec hani c al dr i v e li ne i nc lu des o nly o ne gear f o r m i ng a gear
u ni t Wi th a gear m ec hani c ally c o nnec ted to sai d shaf t o f o ne
o f sai d hy dr o stati c dr i v e li nes.
5 . The p o Wer shi f t tr ansm i ssi o n o f c lai m 1 , c o m p r i si ng
tWo alter nati v ely Wo r ki ng m ec hani c al dr i v e li nes, eac h o f
sai d m ec hani c al dr i v e li nes b ei ng ar r anged p ar allel to sai d at
least tWo hy dr o stati c dr i v e li nes and eac h i nc lu di ng a p o Wer
shi f t c lu tc h ar r anged at i ts i np u t end.
6. The p o Wer shi f t tr ansm i ssi o n o f c lai m 5 , Wher ei n eac h
o f sai d m ec hani c al dr i v e li nes i s desi gned to b e c o u p led to
6, 044, 728
9
sai d o u tp u t shaf t v i a at least o ne o f sai d sy nc hr o ni z i ng
dev i c es and sai d gear u ni ts.
7. Ap o Wer shi f t tr ansm i ssi o n f o r a m o v ab le m ac hi ne, sai d
p o Wer shi f t o n c o m p r i si ng:
an i np u t shaf t ar r anged at the i np u t end o f sai d p o Wer shi f t
tr ansm i ssi o n and dr i v en b y an engi ne;
an o u tp u t shaf t ar r anged at the o u tp u t end o f sai d p o Wer
shi f t tr ansm i ssi o n;
a ?r st m ec hani c al dr i v e li ne ar r anged b etWeen the i np u t
end and the o u tp u t end o f sai d p o Wer shi f t tr ansm i ssi o n;
a sec o nd m ec hani c al dr i v e li ne ar r anged b etWeen the
i np u t end and the o u tp u t end o f sai d p o Wer shi f t
tr ansm i ssi o n; sai d ?r st and sec o nd m ec hani c al dr i v e
li nes b ei ng ar r anged i n li ne;
a ?r st sep ar ate hy dr o stati c dr i v e li ne c o m p r i si ng a sep a
r ate shaf t and a ?r st hy dr au li c m o to r and b ei ng
desi gned to b e c o u p led to sai d o u tp u t shaf t v i a sy n
c hr o ni Z i ng dev i c es and gear u ni ts;
a sec o nd sep ar ate hy dr o stati c dr i v e li ne c o m p r i si ng a
sep ar ate shaf t and a sec o nd hy dr au li c m o to r and b ei ng
desi gned to b e c o u p led to sai d o u tp u t shaf t v i a sy n
c hr o ni Z i ng dev i c es and gear u ni ts; Wher ei n sai d ?r st
and sec o nd hy dr o stati c dr i v e li nes ar e ar r anged i n
p ar allel;
a hy dr au li c p u m p b ei ng c o nnec ted sai d ?r st and sec o nd
hy dr au li c m o to r s b y hy dr au li c c o ndu i ts and su p p ly i ng
sai d ?r st and sec o nd hy dr au li c m o to r Wi th hy dr au li c
m edi u m ;
a ?r st p o Wer shi f t c lu tc h ar r anged at the i np u t end o f sai d
?r st m ec hani c al dr i v e li ne; and
a sec o nd p o Wer shi f t c lu tc h ar r anged at the i np u t end o f
sai d sec o nd m ec hani c al dr i v e li ne.
8. A m etho d o f c o ntr o lli ng a p o Wer shi f t tr ansm i ssi o n f o r
a m o v ab le m ac hi ne, sai d m etho d c o m p r i si ng the step s o f :
1 0
1 5
25
1 0
tr ansm i tti ng p o Wer to an o u tp u t shaf t v i a tWo hy dr au li c
m o to r s o f tWo hy dr o stati c dr i v e li nes du r i ng a su b stan
ti al c hange o f v elo c i ty o f the m o v ab le m ac hi ne; and
ex c lu si v ely tr ansm i tti ng the p o Wer to b e tr ansm i tted b y
the p o Wer shi f t tr ansm i ssi o n to the o u tp u t shaf t v i a o ne
m ec hani c al dr i v e li ne du r i ng su b stanti ally c o nstant
v elo c i ti es o f the m o v ab le m ac hi ne;
Wher ei n the p o Wer i s sp li t b etWeen the m ec hani c al dr i v e
li ne and the tWo hy dr o stati c dr i v e li nes o nly to i ni ti ate
the p o Wer tr ansm i ssi o n v i a the m ec hani c al dr i v e li ne.
9 . The m etho d o f c lai m 8, Wher ei n the p o Wer i s tr ansm i t
ted to the o u tp u t shaf t v i a tWo hy dr au li c m o to r s o f tWo
hy dr o stati c dr i v e li nes du r i ng a su b stanti al c hange o f v elo c
i ty o f the m o v ab le m ac hi ne.
1 0. The m etho d o f c lai m 8, Wher ei n the c hanges o f
v elo c i ty ar e c o ntr o lled v i a at least o ne hy dr o stati c dr i v e li ne
to attai n a c o nstant nu m b er o f r ev o lu ti o ns i n o ne m ec hani c al
dr i v i ng li ne.
1 1 . The m etho d o f c lai m 8, Wher ei n the tWo hy dr au li c
m o to r s o f the tWo hy dr o stati c dr i v e li nes ar e c o ntr o lled Wi th
di f f er ent tu r ni ng angles.
1 2. The m etho d o f c lai m 1 1 , Wher ei n o ne o f the tu r ni ng
angles o f the tWo hy dr au li c m o to r s i s Z er o .
1 3. The m etho d o f c lai m 1 1 , Wher ei n a sy nc hr o ni Z ati o n i s
attai ned b y c o ntr o lli ng the tu r ni ng angle o f o ne hy dr au li c
p u m p and a r esp ec ti v e o ne o f the hy dr au li c m o to r s du r i ng
c o u p li ng o ne m ec hani c al dr i v e li ne to o ne hy dr o stati c dr i v e
li ne v i a a gear u ni t.
1 4. The m etho d o f c lai m 1 3, Wher ei n the tu r ni ng angle o f
the hy dr au li c p u m p i s adj u sted to Z er o and a c lu tc h o p er a
ti v ely ar r anged b etWeen the hy dr au li c m o to r and the gear
u ni t i s di sengaged When no p o Wer i s tr ansm i tted v i a a
r esp ec ti v e o ne o f the hy dr o stati c dr i v e li nes.