COMBINED PROPULSION-AND-STEERING TRANSMISSION

Abstract: A combined propulsion-and-steering transmission for tracklaying or skid-steered vehicles, from power input (1) to left and right output shafts (33, 34). The transmission is of infinitely variable, split output type, suitable for synchronous shifting. At least three forward speed ranges are provided, with the propulsion torque ratios progressively lower in these ranges, but with constant steering torque ratio in all ranges.

Description: COMBINED PRQPULSION-AND-STEERING TRANSMISSION BACKGROUND OF THE INVENTION Field of the Invention This invention pertains to synchronous shift transmissions which provide for both vehicle drive (propulsion) and steering, for track laying or skid-steered wheeled vehicles. The propul¬ sion transmission is hydro echanical ; as such * it includes hydraulic or hydrostatic components which provide a contin¬ uously variable hydrostatic drive (propulsion) input/output relation, and mechanical components. Selective operation of clutches or brakes causes the transmission to operate in a plurality of distinct hydrostatic, hydromechanical or mechanical ranges. Steering is effected by using one or more hydrostatic devices to impose a speed difference or speed delta, between left and right outputs. For brevity, such a transmission is termed somewhat loosely in the art, a "hydromechanical steering transmission," and this term is also occasionally utilized herein. Glossary The following terms are used hereinafter, and are tabulated here for convenience in reference. ' "Integral steering" or "internal steering" or "internal integral steering" implies more or less that hydrostatic components are used for both drive (propulsion) and steering. Such hydrostatic components are sometimes termed "included hydrostatic components". "Steer-over", in contrast to "integral steering," implies provision of special hydrostatic components which are dedicated solely to steering purposes, and for this reason are called "dedicated" hydrostatic components. In "steer-over," steer¬ ing is effected by having the dedicated hydrostatic components impose a difference of speed to the somewhat independent left and right transmission outputs of a trackiaying or skid-steered vehicle. "Steer-over" usually requires a special cross-shaft,- with reversing gearing, between the left and right outputs. " Truck transmission" implies a single, rather than dual left and right, transmission output. " Truck transmission" is usually applied to a transmission which functions solely as a propulsion transmission. However, two such coordinated truck transmissions can be employed to effect steering as well, and thus become an "internal steer" transmission. Use of two coordinated truck transmissions gives rise to problems which may be explained with reference to U.S.Patent Specifications 3,433,095 Tuck (Tuck I) and 3,590,658 Tuck (Tuck II). Tuck I is directed to a single truck transmssion, whereas Tuck II utilizes two coordinated truck transmissions. The character¬ istic graphs shown in Figure 2 of Tuck I, and in particular the solid line graph, are of particular interest here; they shall be deemed to apply to, and to be incorporated in Tuck II, which does not present such graphs. Assume that the vehicle is being driven in the "low" (lowest) forward speed range (to the left of transition point 101 in Tuck I), in a straight line path. The operator turns the steering wheel for a left turn, and accordingly the "left" transmission demands increase in speed. Since the slope of the solid line, straight-line characteristic (Figure 2, Tuck I) is positive, the speed is indeed increased, and the performance is as desired. Next, make the " same assumptions, except that the vehicle is operating at "intermediate" forward speed (to the right of transition point 101 in Tuck I). Here the slope of the solid line, straight-line characteristic is negative, so that in consequence of the attempted left turn of O the steering wheel, the "left" transmission speed is in fact decreased, so that the vehicle would in fact make a right turn. This problem is overcome by introducing clutch mechanism in the steering path, known as "steer reversal". There is a related problem in utilizing two coordinated truck transmissions. Refer again to the solid-line graph of Tuck I. Suppose the vehicle is beingdriven at, or in proximity to the transition point 101 of Tuck I, and the steering wheel is operated for a turn. This may result in the "left" trans- mission operating in the "low" range, and the "right" trans¬ mission in intermediate range, which is undesirable "Steer reversal" is intended to comprehend also this problem. "Combined Propulsioπ-aπd-Steeriπg Transmission" is util zed herein, in the absence of another term known in the art, to denote the kind of "hydromechanical steering transmission" employed in the present invention. It is the kind of trans¬ mission shown for example in United States Patent Specification No. 3,815,698 Reed (hereinafter occasionally termed Reed I) or European Patent Application Publication 0 004427 (or simply 4427), General Electric Company (Inventor: Reed; hence here¬ inafter occasionally termed Reed II), published 3 October 1979. Stated succinctly "combined propulsion-and-steering transmission excludes "steer-over" transmissions and "two coordinated truck" transmissions. Stated alternatively it connotes "steer positive" integral steering, tilization of hydrostatic components for both propulsion and steering, absence of clutches in the steer path, absence of steer reversal; further, that the steering- traπsmissioπ-path operate in all ranges essentially as though the propulsion transmission were operating in low-speed range, even when in fact it is operating in a higher range; further, and conversely, that the propulsion-traπsmissioπ-path be unaffected by operation of the steering transmission. The ^ z_ ^- '.- • - Y, " ?3 latter two attributes hold true for Reed I and Reed II, and of the transmissions of the present invention, "Steer positive" implies more or less absence of steer reversal . Speed and torque ratios are the ratios existing between the output form the included hydrostatic component and the propulsion transmission output. "Split output traπs ssion", as this terminology is established in the art (see e.g. Tuck I), which may also be termed "input-coupled-transmission", is one in which a plurality of power paths from input to output are joined ' by a final power combining unit which receives power in one path directly from the transmission input, and in another path from that input via an included, hydrostatic unit. "Split output" is in contrast to "split input" (see e.g. United States Patent No. 3,982,448 Polak). "Split output" is also incorporated in the transmissions of this invention. "Single major axis" impl es that most of the major com¬ ponents are "coaxial". The term "coaxial" may imply that one such component is situated within another such component which is hollow, ' or that two such components are separated, but their axes are collinear. "Full reversing " implies that plural speed ranges are available for either forward or reverse propulsion of the vehicle. "Not full reversing" usually implies that only one speed range is available for reverse propulsion. O Oescript on of Prior Art The transmission of Polak, U.S.Patent 3,596,535, is an example of synchronous shifting multi-range hydromechanical steering transmissions using dedicated hydrostatic components for steering, i.e., a "steer-over" transmission. The trans¬ mission of Tuck II uses internal steer. However, as previously pointed out, this transmission is really two coordinated truck transmissions which have clutches in the steer path and require coordination of range shifts which is in turn complicated by the fact of steer reversal. The transmission of Polak, U.S. Patent 3,538,790, is another example of a synchronous shifting multi-range hydromechanical steering transmission having integral steer. It is full reversing, has a hydrostatic low range and a hydromechanical high range and has two rnirror- image halves (i.e., two joined truck transmissions). The transmission disclosed in U.S. Patent 3,815,698 (Reed I) is a more pertinent example of a synchronous shifting multi-range hydromechanical steering transmission having positive internal steering. That transmission which is a predecessor model to the transmission forming the subject matter of this invention has hydrostatic reverse and first forward ranges, and hydromechanical second and third forward ranges in which the speed and torque ratios of second range are different relative to those of the first and third ranges, for which they are respectively identical. A four range modifi¬ cation of that transmission is described in Reed II, whose fourth range and second range have the same speed and torque ratios, and similarly for its third range relative to its first and reverse range. The transmission disclosed in U.S.Patent 3,861,240 (Nolan and Reed) is a synchronous shifting ultirange hydro¬ mechanical truck transmission having hydromechanical reverse, first, second and third ranges. Of particular interest here is the description of that Nolan and Reed patent at Column 8, Tines 4-14, and its Figure 2, which is a graphical illustra¬ tion — in the form of straight-line segments — of output speed of the hydrostatic component versus transmission output speed. As will be explained in the CONCLUSION of this description, the slopes of the straight-line segments are in¬ dicative of torque ratios, the gentler (less steep) the slope, the lesser the torque ratio. Inspection of Figure 2 of Nolan and Reed reveals, that not only is there provided a separate and distinct troque ratio for each forward speed range, but also the torque ratio decreases progressively from lower to higher forward speed range. (The torque ratio of reverse is the same as first range.) The advantages of this Nolan-Reed concept are explained in the CONCLUSION of this description. The present invention uses this concept in a combined pro- pulsion-and-steering transmission, which to our knowledge has not been done previously. "ξ mΪE OM vVIP BRIEF SUMMARY OF THE INVENTION This invention provides an infinitely variable, split output, synchronously shifting, multi-range combined propulsion- and-steering transmission. In one embodiment, there is provided a hydrostatic first range and full reversing. In another embodiment, there is provided a hydrostatic reverse and first range, but without full reversing. Both embodiments include additional second and third hydromechanical ranges. A difference in left and right output speeds is introduced to effect steering, in all ranges, without steer reversal • (i .e., "steer positive") and without clutches in the steer path, by the hydrostatic components serving the first range which also provide the hydrostatic power path for the hydromechanical ranges. Steer and propulsion ratios are independent from each other and, as a result of that independence, each of the three ranges can be made to have an independent and distinct pro¬ pulsion torque ratio which becomes progressively lesser, as one progresses from lower to higher range. Retained in all ranges is the same steer torque ratio which can be a ratio distinct from the propulsion ratios. The independence of torque ratios permits the propulsion trπasmissioπ to have less torque and an extended speed range in each successively higher speed range. This is the principal contribution of this invention; it ful¬ fills a need in the prior art for a multi-range combined pro- pulsion-and-steering transmission with internal steering where¬ in gear ratios can be individually engineered in each range to best meet all requirements of torque, speed, vehicle weight, etc. O PI IPO .r'..\ ' Λ -a- DESCRIPTION OF THE DRAWINGS FIGURE 1 is a schematic illustration of an embodiment of che invention having a single major axis and full revers¬ ing. FIGURE 2 is a schematic illustration of an alternative full reversing mechanism to that used in the embodiment of FIGURE 1. FIGURE 3 is a schematic illustration of a modifica¬ tion of the single major axis embodiment of the transmission illustrated in FIGURE 1 which does no t have full reversing. FIGURE 4 is a schematic illustration of another esbσdi- ment of che invention having two major axes . FIGURE 5 is a schematic illustration of an alternate input drive to that shown in FIGURE 4 providing for full reversing in the dual major axes embodiment . FIGURE 6 is a graphic display, referred to as a stroke diagram, of. a transmission according to the invention show¬ ing the relationship between the capacity of a variable displacement hydrostatic pump with the corresponding speed of its hydrostatic motor and transmission output speed. FIGURE 7 is a comparative stroke diagram which permits comparison of the slopes of the s troke lines of a transmis¬ sion according to the invention with those of prior art transmissions. FIGURE 8 is a composite graphic display of the speeds of selected components of both principal embodi¬ ments of the invention, to facilitate comprehension of the operation. __OM DETAILED DESCRIPTION GENERAL Multi-range hydromechanical steering transmissions , according to this invention, are made up of components as illustrated in FIGURES 1 through 5 of the drawings wherein reference numerals indicating components designate both identical and equivalent components and include an input gear train 1 , a first range and steer mechanism 2, output gears 3 and additional gear components 4 , 5 , 6 and 7 which are used to provide two additional hydromechanical ranges . The input gear train 1 supplies power simul aneously to the hydrostatic components 21 and 22 and to the additional range gear components . The hydrostatic components using infinitely variable pump units A and motor units B can produce a hydrostatic output, over a range of speed from a full forward to a full reverse. The hydrostatic output itself is directed to drive shafts through output reduction gearing 3 to constitute a first range which also provides steering by means of offsetting the capacities of the pump units A to create a difference of speed between the motor units B. The additional range gearing components 4 , 5 , 6 and 7 receive input both from input component 1 and from the hydrostatic mechanism 2 and serve to add additional inputs to the output reduction gearing 3 to produce a plurality of speed ranges sequentially in excess of that produced by the first range which is hydrostatic as illus¬ trated. Steering in the additional ranges is still obtained by differential capacity settings between hydros tatic pump units which will cause the motor units B to produce a speed. differential input to the output gearing to produce steer -10- e fect which is independent of the range in which the transmission is operating. The unique characteristics of this particular transmission are (1) the use of the average of motor or B block speeds as the input to the additional range gearing from the hydrostatic component so as to completely separate hydrostatic propulsion in the several additional ranges from speed fluctuations resulting from hydrostatically generated steering speed differences and (2) the independence of the speed and torque ratios on steer¬ ing torque, in the hydromechanical ranges,by utilization of the Baverage speed as hydrostatic input. Although not illustrated, yet briefly described,the torque ratio of first range can also bemadeindependent of steering torque by usingB average rather than each 3 individually for first range propulsion. The unique featureswill be more thoroughly explained in connection with the operation of the transmission. SINGLE MAJOR AXIS EMBODIMENTS The invention can be implemented with major components located on a single axis as illustrated in FIGURES 1 and * 3 which in themselves differ from each other by the fact that the FIGURE 1 embodiment is a full reversing transmission whereas the FIGURE 3 embodiment is not and employs a single reverse and first range with second and third ranges being only forward ranges. In the embodiments of FIGURES I and 3,the major components of hydrostatic first range and steer mechanism 2, output gearing 3, second range gear train 4, and third range gear train 6 are all aligned on the main transmission axis defined by the output shafts 33 and 34 and the center shafts 23 and 25 running through those components. In addition, there is a minor axis determined IfO -U- by the cross shaft 36 and the input gear train 1. Input Gβ»r Train The input gear train 1 in the single major axis embodi¬ ment of the invention illustrated in FIGURE 1 includes an input shaft 10 which drives bevel gear 11 in turn driving two beveled clutch gears 12 and 13, each of which carries a clutch mechanism 14 and 15 designated either F for forward or R for reverse. The input gear train in this embodiment also includes hollow shaft 16 carrying clutch elements 17 and transfer gears 18 and 19 which are used to transmit the input power to other components with transfer gear 18 driving hydrostatic component 2 and transfer gear 19 pro¬ viding mechanical drive input to the second and third range gear trains 4 and δ. Transfer gears 18 and 19 drive in the same direction with that direction depending on whether forward clutch 14 or reverse clutch 15 is engaged. This provides for a full reversing system in that the transmis¬ sion components will operate in the same fashion in each direction except that the direction of rotation of all parts will be opposite in reverse operation from the direc¬ tion of rotation in the forward mode. A modified input gear train 1 is illustrated in FIGURE 2 which also causes the transmission to be a full reversing transmission but reverses the direction of move- ment of only the mechanical input into gear trains 4 and 6 which constitute the second and third range 3 mechanisms and relies on the- use of the inherent reversibility of the hydrostatic components along with the mechanical reversing of the mechanical gear train to effect full reversing. In this alternative implementation of the input gear train, the parts are the same except that the transfer gear IS is connected by means of an additional hollow shaft 116 to beveled clutch gear 12 rather than to hollow shaf 16 with the result that transfer gear 18 and therefore the input into the hydrostatic component 2 always turns in the forward direction rather than being reversed on actuation of the reverse clutch 15 as does transfer gear 19 and the mechani¬ cal gear train components 4 and 6. The difference in operation between these two embodiments will be explained in connection with the overall operation. The embodiment illustrated in FIGURE 3 is principally the same transmission as that illustrated in FIGURE 1 but is not full reversing and therefore has a single first and reverse hydrostatic range and two additional forward hydro- mechanical ranges. This difference is accounted for by the fact that the input component 1 includes only input shaft 10, bevel gear 11, an additional bevel gear 111 driv¬ ing a shaft 112, and the two transfer gears 18 and 19- driven by the shaft 112. In addition, cross shaft 36 with cross shaft transfer gears 37 and 38 are located on another minor axis separate from that of the input gears. This latter feature of cross shaft location is optional, demonstrates a flexibility available for packaging considerations, and is not limiting as the cross shaft could be placed inside of a hollow shaft 112 similar to the FIGURE 1 embodiment. Hydrostatic Steer and First Range Although the embodiments of the invention illustrated in FIGURES 1 and 3 could be implemented using any compatible pair of hydrostatic pump and motor units 21 and 22 wherein at least the pump A has infinitely variable capacity, the best mode contemplated for implementation of this invention is by use of ball piston hydrostatic devices as disclosed and illustrated in Figures 2 and 3 of U.S. Patent 3,815,698.* Therefore, the component 2 as illustrated in FIGURES 1 and 3 are made up of variable capacity positive displacement ball piston pumps Al and A2 connected to the input gear train by means of gear 29 and fixed capacity positive dis¬ placement motor units Bl and B2, each in a closed hydraulic cycle relationship with its respective hydraulic pump A whereby the B units can be made to turn at infinitely variable speeds in either direction corresponding to the capacity of the A units. Each of the motor units B is connected to a hydrostatic output shaft with the motor unit B2 being connected directly to shaft 24 and with the motor unit Bl being connected to shaft 23 by means of planetary gear sec 27, the purpose of which will be more fully explained below. By varying the displacement of the motor units A, the shafts 23 and 24 can be driven at infinitely variable speeds from a maximum in one direction to a maximum in the other direction, either independently or in unison. Each of the hydrostatic output shafts 23 and 24 deliver the output speed of its respective hydro¬ static motor B to the sun gear of respectiveplanetary set 31 and 32 of the output gearing 3. For convenience and clarity, the elements of planetary sets, i.e., the sun, the ring, the carrier and the planetary gears, are designated with the planetary set reference number followed by the appropriate letter s, r, c or p indicating the element so that the sun gear of planetary set 31 is designated 31s. If the first range brakes indicated by I in FIGURE 1 are activated, transmission output shafts 33 and 34 will be driven by the *Reed I 3 units through the output planetary sets 31 and 32 at a sun to carrier reduction so that the output speed of each of the transmission output shafts in first range bears a direct relationship to the speed of the respective B unit. In the FIGURE 3 version, which is not full reversing, with the brakes indicated as I-R engaged, the vehicle can be driven in a hydrostatic range from zero to full speed in either forward or reverse direction according to the direction of rotation and change of displacement of the pump units A to constitute a combined first and reverse range. With the input component 1 illustrated in FIGURE 1, however, it is not contemplated that the B units would be caused to rotate in a reverse direction except for pivot steer because the input gear train provides for full reversing. The input gear train illustrated in FIGURE 2, however, where only the mechanical drive transfer gear 19 is reversed by using forward and reverse clutches 14 and 15, produces a still different mode of operation in that reverse is obtained by changing from clutch 14 to clutch 15 and simultaneously reversing the hydraulics -by use of the inherent reversing capability of pumps A. Steering in any of these implemen¬ tations is obtained by relative .differences in the capacity settings of the pump units Awith the result that the B units run at speeds sufficiently different from each other to produce an output speed difference of shafts 33 and 34 to cause the vehicle to change direction. Steering through the use of this mechanism is infinitely variable between no steer and full pivot steer wherein pumps Al and A2 would be stroked in opposite directions causing Bl and B2 to run, one forward, one in reverse. O -15- Higher Ranges In the FIGURES 1 and 3 embodiments of the transmission, second and third ranges are provided by the gear train components indicated generally at 4 and 6 which are identi- cal in the two implementations. The second range component 4 is made up of the second range outer planetary set 41, the second range inner planetary' set 42 and brake II whereas the ' third range component 6 includes third range planetary 61 and clutch III and connecting gear elements. Both the second and third ranges are hydromechanical because there are both mechanical and hydrostatic inputs into components 4 and 6. As noted in the summary of the invention and in the general description of the invention, a primary charac eristic of a transmission according to this invention is the fact that the hydrostatic contribution to the hydro¬ mechanical ranges, which is derived from the same hydro¬ static components that provide a steer speed difference,is isolated from the steer torque and speeds. This is accomplished through the use of planetary set 7* o obtain the average of the 3 block output speeds (i.e., "B average") for use as the hydrostatic input into the second and third range components. As already noted, hydrostatic motor B2 drives hydrostatic output shaft 24 directly whereas hydro¬ static motor Bl drives hydrostatic output shaft 23 through the carrier of planetary set 27. Because motor Bl drives carrier 27c of planetary set 27 and motor B2 drives the sun 27s of that set by means of extension shaft 25, the average of Bl and B2 speeds is produced on ring 27r of the planetary set. Planetary sat 27 is illustrated as a double pinion planetary set, i.e., having dual pinions 7p, as a practical ^Planetary set 27 may be of the same kind as shown in Figure 4 of Reed I or Figure 6 of Reed II -16- way to obtain the proper ratios to produce the average out¬ put desired. While the Bl and B2 outputs are transferred to the transmission output sun gears without interference for steer speed delta in second and third ranges, the B average speed as generated on ring gear 27r provides a hydrostatic input to second and third range propulsion and is passed from there to sun gear 41s by means of hollow shaft 43 coaxial about shaft 23 to drive sun 41s hydro- statically without variation due to steering. Second Range In second range, hydrostatic input is provided on the sun of outer second range set 41 as noted and mechanical input is provided from transfer gear 19 to the sun of inner second range sat 42 through the carrier 61c of set 61 and the additional concentric hollow interconnecting shaft 44. Therefore, in the second range component 4 with mechanical input on sun 42s and with brake II activated to ground ring gear 42r, the mechanical input is placed onto second range interconnecting hollow shaft 45 and carrier 41c at a sun to carrier reduction as produced by planetary set 42. The reduced mechanical speed on carrier 41c in combination with hydrostatic drive on sun 41s produces a resultant speed function on ring 41r which is directly conveyed to output ring 31r by means of gear 35. With brake II engaged and brake I disengaged, the second range component output speed acting on ring 31r and the Bl hydrostatic output on sun 31s cooperate to produce a second range output on carrier 31c which * is a function of mechanical input speed and torque, 3 average speed, Bl speed, hydrostatic torque and the ratios of planetary sets 42, 41 and 31. The gear _O ~ -17- ratios of these planetary sets, therefore, can be calculated to give a desired torque ratio and speed range which is independent of and different from the ratios and speeds in the other ranges. This will be further coπaiented on below. The same second range output applied to ring 31r is also applied to ring 32r of set 32 by means of cross shaft 36 and transfer gears 37 and 38 where it is combined with B2 speed to provide an output on shaft 34 differing from that on shaft 33 only by the steer speed delta. In the embodiment of FIGURE 1, the cross shaft 36 runs through hollow shaft 16 of the input gear train 1 so as to reduce the total amount of space necessary for packaging of the transmission. This is not necessarily a limitation on the transmission and the cross shaft can be located on its own separate axis as indicated in FIGURE 3 where the cross shaft 36 and transfer gears 37 and 38 are on separate axes but still serve to transfer second and third range outputs from ring 31r and gear 35 to ring gear 32r. This second range component 4, as will be explained in connection with the embodiment of FIGURE 4, produces the same result as the second range gear train of U.S. Patent 3,815,698(Reed I). Third Range Third range drive is create ' d in the third range component 6 of FIGURES 1 and 3 in cooperation with second range planetary set 41. Hydrostatic drive is applied to the sun 61s from ring 27r through drums 63 and 62 and clutch III which is engaged to activate the third range gear train component to combine hydrostatic and mechanical drives at gear set 61 to generate an Intermediate hydro¬ mechanical product on ring 61r. The intermediate hydro- mechanical third range product is. then transferred through carrier 42c and hollow shaft 45 to carrier 41c where a further combination with the hydrostatic 3 average speed on sun 41a produces the third range hydromechanical drive on ring gear 41r from which it is transferred to gear 35 and ring gears 31r. Thereaf er, a further combination is made in sets 31 and 32 with the appropriate B speed to produce the third range output on transmission output shafts 33 and 34. Again, with the proper selection of gear ratios in the planetary sets, the third range can be designed to produce the desired torque ratio and speed range independently of steering and without dependence on those of other ranges except to the extent that the gear ratios of planetary sets 31 and 41 are involved in both the second and third ranges and must be compatible with both. t DUAL MAJOR AXES EMBODIMENTS The embodiment of the invention illustrated in FIGURE 4 performs in the same manner as the embodiment of FIGURE 1 but has structure changes to permi .packaging in a different shape. This is accomplished by organizing the components along two major .axes rather than on a single aajor axi3. In effect, άhe second and third gear components are removed from the major axis ^ def ine 'by transmission out¬ put sh ft3 33 and 34 and are placed on a second major axis defined by shaft 76 and packaged in combination with the input gear train 1 in lieu of cross shaft 36 which is on its own axis. Thi3 package , therefore, resembles its predecessor transmission which forms the basis of U. S. Patent 3 , 315 , 698 and can be used as a replacement for that transmission. In *Reed I FIGURE 4, the components which are sufficiently identical with the components in the FIGURE 1 embodiment are designated with the same reference numbers whereas the components uhich are relocated or changed in the FIGURE 4 embodiment are numbered differently from their FIGURE 1 counterparts. As illustrated in FIGURE 4, the major components include an input gear train 1, a hydrostatic reverse and first range and steer component 2, and output gears 3 which are in effect the same as components of the FIGURE 3 embodiment and a second range component 5 and -a third range component 7 which differ in structure from the components 4 and 6 of FIGURE 3 but which act on the same principle to perform functions equivalent to those of the FIGURE 1 and 3 embodiments. In the following description, the similarities and differences will be pointed out. Input Gear Train The modification of input gear train 1 illustrated in FIGURE 4 has a bevel gear 113 attached to a hollow shaft 106 which is driven by the bevel gear 11. Shaft 106 carries a gear 110 which meshes with a transfer gear 118 which inserts mechanical drive into the hydrostatic component 2 by means of hydrostatic input gear 29 similar to the input from transfer gear 18 in FIGURES 1 and 3. Mechanical drive is transferred to the second range component 5 by means of sun gear 52s of planetary set 52 which is attached directly to shaft 106 and is inserted into the third range component 7 by means of the third range clutch III of which drum 72 is driven by shaft 106. This input gear train does not provide for reversing so that the first range is a combination first and reverse range, as will be described in connection with the opera¬ tion of this transmission. An alternative full reversing input gear train for the dual major axes embodiment of FIGURE 4 is illustrated in FIGURE 5 wherein two beveled clutch gears 102 and 103 are driven by bevel gear 11. Two clutch mechanisms 114 and 115, one attached to each of the bevel gears 102 and 103 for engaging with clutch plates 117 to drive hollow shaft 106 selectively in either direction, provide for a full revers- ing mechanism for the FIGURE 4 embodiment of the invention. Hydrostatic Steer and First Range Steer and first range operation of the dual major axes transmission embodiment shown in FIGURE 4 is identical to that of the FIGURES 1 and 3 embodiments except for the fact that the shaft 23 interconnecting carrier 27c and sun gear 31s is short because it does not have to extend through second and third range components. With the input gear train illustrated in FIGURE 4, the hydrostatic first range is also the reverse range, depending on the direction of stroke of hydrostatic pump units Al and A2 for reversing whereas with the modified input train shown in FIGURE 5 a full reversing is obtained and pump units Al and A2 are always stroked in the same direction except for a pivot turn from zero vehicle speed in which case the one A unit would be stroked in reverse. Second Range In the dual major axes embodiment of a transmission according to this invention as shown in FIGURE 4, second range is provided by the component generally indicated at 5 which includes second range outer planetary set 51, second range inner planetary set 52 and brake II wherein the sun 51s of the outer set is driven at B average speed by means of B average transfer gear 53 interconnecting with ring gear 27r of the B average planetary set 27. Mechanical input, as already noted, is supplied, to the sun gear 52s of the inner second range set. When ring 52r of the inner set is held stationary by means of brake II, carrier 52c is driven mechanically by the input at a sun to carrier reduc¬ tion and by means of connector 55 drives the carrier 51c of the outer set. With carrier 51c being driven mechanically and sun 51s being driven hydrostatically, ring 51r, shaft 56 and transfer gear 57 are driven hydromechanically as the sum of the two inputs. This hydromechanical drive is trans¬ ferred to the ring gears 31r and 32r of the output gear sets by means of gears 37 and 33 and cross shaft 36. Although the structure is a little different from the single major axis implementation, ' ratios and operation are the same. In each case, the sun gear of the inner second planetary set is driven mechanically with the ring gear locked by the second range brake to produce a sun to carrier reduction which is used to drive the carrier of the outer second range planetary set wherein the sun gear is driven hydrostatically at B average speed to produce a hydromechanical drive on the outer second range ring gear which is then transferred by a gear train to the ring gear of the output planetary sets. The "fact that the mechanical drive is obtained directly from the input gears in the dual axes model rather than through the carrier of the third range planetary set as in the single axis model is of only a packaging significance. In both cases, the torque ratio of the output is independent of the -22- other range ratios and independent of steering. Also, to this extent and to this point, structure and operation of this FIGURE 4 embodiment of this transmission is the same as the transmission forming the basis of U.S. Patent 3,815,698 (Reed I). Third Range Third range in the dual major axes embodiment of this invention as shown in FIGURE 4 is provided through the action of planetary set 71 and third range clutch III in cooperation with outer second range set 51. This is the only portion of the two embodiments, i.e., the single axis and the dual axes, that involves a significant structural difference. Third range in the dual axes em¬ bodiment of FIGURE 4 operates from application of input mechanical speed through clutch III from cross shaft 106 to the carrier of the third range set 71 and application of a complex hydromechanical input to the third range sun gear 71s which is obtained from the second range carrier 51c. Speed fluctuation for third range is derived from the B average input even though it is placed on the outer second range sun 51s and transmitted to third range sun 71s as a complex function as a result of the interconnec¬ tions between gear sets 51 and 71. Also, because of this interconnec'tion between gear sets 51 and 71, the coopera- tive output of ring gears 51r and 71r placed on cross shaft 36 must be regarded as the output of the third range component 7. Although this appears to he afunction different from that of third range in the single major axis embodiment, it is still an equivalent function having independent torque and speed ratios which can be, because -23- of the proper selection of gear ratios in the planetaries involved, torque and speed ratios equivalent to those produced in the single axis embodiment. The implementa¬ tion of third range component 7 by use of planetary set 71 having dual pinions i3 not limiting on the invention as desired ratios could be obtained in most cases by means of a single pinion planetary set having the sun gear connected to the second range carrier, the ring drives by mechanical input and the carrier used as output. In each case,,B average speed, mechanical input speed and the ratios of the outer second planetary set and the third range plane¬ tary set are parameters determining the function. Although not a necessary part of a transmission according to this invention, the transmission implementa- tions disclosed could be modified to provide different torque ratios between first range and steer or to include one or- more additional ranges through relatively simple changes. For example, a fourth range could be added using a technique already applied to the predecessor transmission of U.S. Patent 3,815,698 (Ree l)and disclosed in U.S. Patent 3,596,535 (Polak) (clutch 96 in Figure 1 and as explained in Column 6, lines 8-27) by adding a clutch to lock up the "inside" second range planetary set (42 in Figure 1, 52 in Figure 4) (used as a reduction gear in second range) and appropriately adjust gear ratios to provide a 1:1 mechanical drive to carrier 41c or 51c for the fourth range- Modification to cause first range to have a torque ratio different from steering torque if that should be desired could be accomplished in the implements— tion illustrated ' by providing a first range interconnection -24- or power path between ring 27c and the output planetaries. Such modification which would produce a hydromechanical first range would cause the transmission tσ have mutually exclusive torque ratios among steer and all three ranges. OPERATION Operation of the full reversing single major axis transmission embodiment of FIGURE 1 is best explained by reference to that FIGURE and FIGURES 6 and 8 simultaneously. Military or other heavy vehicles using transmissions of this type are generally propelled by a diesel engine which is operated at or near a constant speed. With such a power plant providing power at shaft 10 and with the hydro¬ static units Al and A2 set for zero displacement and range brake"I engaged, the engagement of either clutch 14 or 15 will prepare the transmission for operating in one direc¬ tion. Assuming that the clutch 14 which is also designated F for forward is engaged, transfer gears 18 and 19 will be caused to rotate in the direction corresponding with forward vehicle movement. Rotation of transfer gear 19 will cause a rotation of various elements in the second and third range gear trains 4 and 6 but with no output since ring gear 41r remains fixed along with ring gears 31r and 32r as a result of the engagement of range brake I. In the hydro¬ static unit 2, hydrostatic input gear 29 is driven by transfer gear 18 and causes hydrostatic units Al and A2 to rotate, but since they are initially set for zero dis¬ placement there is no resulting movement of motor units Bl and B2. O -25- Flrst Range As the displacement of the A units is increased in the desired direction, the motor units Bl and B2 attain a corresponding speed proportional to the displacement of the A units causing a corresponding rotation of the hydrostatic output shafts 23 and 24 and also transmission output shafts 33 and 34 at a speed determined by the sun to carrier reduc¬ tion in output gearing 3 driving against ring gears 31r, 32r held stationary by brake I. FIGURE 6 illustrates this " operation in first range forward with the B speed, and the A stroke advancing -along the solid line indicated for first range from zero to eighty percent of full speed which is the predetermined range I to range II shift point. Eighty or some other quantity less than one hun- dred percent is selected in part to make available an additional speed in each B unit to provide for a steering in either direction. The solid line in FIGURE 6 also shows the full reversing action of the transmission and more significantly presents a graphic portrayal of the independence of torque ratio of the ranges by the fact that the slope of the line in each range is different. This will be examined more fully below. The dashed line in the first range reverse area represents action of the nonfull reverse embodiment in operation in reverse. A further graphic portrayal of this action is shown in FIGURE 8 in which the line labeled "G" (long dashes) shows the speed increase of the B units and the output sun gears 31s, 32s from zero in the forward direction (without steering differential) and also shows that the solid line represent- ing the final output through the output carriers 31c, 32c -26- increases at a rate reduced by sun to carrier ratio. During this same time, ring gear 42r of the second range inner planetary set 42 (which had to run backwards initially because carrier 42c was held stationary by the cooperation of brake I and the initial zero speed of sun 41s and zero average B speed) has accelerated from its negative speed to zero as indicated by the line "F" (shorter dashes) indicated in FIGURE 3. At this point, a synchronous shift can be made into the hydromechanical second range by actua- tion of brake IX to "ground" ring gear 42r and release of brake I. Second Range After the shift to range II, the A units are de-stroked, decreasing their capacities and slowing the B units as indi- cated by the reverse slope of the lines in FIGURE 6 and line "G" in FIGURE 8. As this I-II shift takes place, ring gear 41r of the outer second range set and ring gears 31r and 32r of the transmission output sets which have just been released by brake I begin to move in the forward direction, i.e., the direction which will add forward speed to the out¬ put carriers 31c and 32c, as shown by the line "C" in FIGURE 8 (dashes separated by o's). Gear ratios are such that the increase of forward speed of ring gears 31r and 32r is sufficient to overcome the decrease of speed- of the sun gears 31s and 32s which result from a slowing of the B units so that the resultant effect on output carriers 31c. and 32c is a constant increase in speed of those output elements, as shown by the solid line "D" in FIGURE 8 which continues a linear increase in speed. This continues through the node shown in the second range zone where several lines cross and through the point at which the capacity of the A units goes through zero and the B average speed goes negative and until the hydraulic units and out¬ put suns 31s and 32s reach the maximum selected negative speed point for the range II to range III shift, which for this transmission is eighty-five percent of full negative speed, again to allow a margin for steering differential. Third Range—Single Axis At the II to III shift point, activation of the third range clutch IIX in the. IGURES 1 and 3 embodiments simultaneously with release of brake II connects third range sun gear 61s which has been running at shift point speed to B average so that, as the A blocks are stroked again toward the forward direction, the third range sun 61s acclerates from its negative speed along with B average as shown by the concurrence of the lines "G" and "H" in the third range zone in FIGURE 8. As noted above with respect to FIGURE 6, the slope of the line "G" in FIGURE 8 representing B average speed also illustrates the independence of torque ratio in the three ranges. In range III, the acceleration of sun gears 61s running against the constant speed mechanically driven carrier 61c causes the ring gear 61r of the third range set to accelerate from its second range speed which was at a sun to carrier reduction from mechanical speed as generated in set 42- It was reaction to these movements that had caused third range sun 61s to be running at a constant negative speed equal to the II to III shift point speed during second range operation as shown by the dotted line "H" in FIGURE 8. A3 the A units- are stroked -28- in third range from the maximum second range capacity in the reverse direction toward the forward maximum capacity, the B average speed increases from its eighty-five per¬ centage negative speed, i.e., first slows to zero and then accelerates in the positive direction. The increase of 5 average speed of ring gear 27r is accompanied by a corresponding speed change in third range sua gear 61s as noted above and also of outer second range sun gear 41s and, with allowance for steering, the output sun gears ' 31s and 32s. These accelerations, when combined with the constant mechanical input to third range carrier 61c, cause a rhaiπ of events. As already noted, the increase of speed of sun gear 61s in combination with the constant speed of carrier 61c causes ring gear 61r of the third range set to accelerate, thereby accelerating the second range carrier 41c, 42c. Acceleration of the second range . carrier has no prac¬ tical effect in the inner range II set 42, but the increase in the IX range outer planetary set 41 in combination with the increasing speed of sun gear 41s causes a further increase in speed in the ring gear 41r which is tied to gear 35 and the ring gear 31r of the output set. These movements are illustrated in FIGURE 8 where the line '*Ξ" (dashes separated by x's) represents the speed of third range ring 61r and the second range carriers, and the line "C" (dashes separated by o's) represents the outer second range ring and the output ring 31r. The simul¬ taneous increase of speed of the output sun 31s which is also increasing with hydrostatic output and the output ring 31r provides a still further increase in speed in -29- the output carrier 31c and the output shafts as shown by the line "D" in FIGURE * 8. The ultimate projection would be for all of these components to approach mechanical in¬ put speed as indicated by the crosshatched solid line "A" in FIGUHE 8, an impractical event as no leeway for steer¬ ing would exist at or near such point. It is for this reason that it was stated above with respect to a poten¬ tial fourth range that an appropriate modification of gear ratios would be required. The adjustment would cause the B average line "G" to intersect the mechanical speed line "A" at top speed for range III. Third Range—Dual Axes Third range implementation in the FIGURE 4 embodi¬ ment is somewhat different and more complex to explain but produces an. equivalent result. In the dual major axes configuration of FIGURE 4, third range input speeds are produced in third range planetary set 71 which has its ring gear 71r geared to the output ring gears 31r and 32r by means of cross shaft 36 and transfer gears 37, 38. The sun gear 71s of this set is attached to the second range carriers by shaft 76. Third range is actuated by clutch III, clutching the carrier 71c to mechanical input * speed present on shaft 106. This dif¬ ference between. he FIGURE 1 and FIGURE 4 implementations is reflected in FIGURE 8 by the line "B" (dashes separated by two dots) representing the carrier 71c which for third range is clutched to the mechanical input represented b the crosshatched solid line "A". In third range at the II to III shift point, the second range carrier 52c was driven at a sun to carrier reduction as a result of mechanical input driving sun 52s, with ring gear 52r being held sta¬ tionary by brake II- B average was also placed on the outer sun 51s so that the output gear train was driven by second range outer ring gear 51r at a speed resulting from the other two components in that set. At the II-III shift point speed with ring gear 51r continuing to run at a speed dictated by the output gear train when brake II is released and clutch III engaged, the second range carrier 51c, 52c changes from an input to an output element of the second range component. Therefore, third range sun 71s is driven as a result of the speeds placed .on the outer second range set 52. With the third range sun gear 71s being driven at a speed represented in FIGURE 8 by the line "E" (dashes separated by x's) and the carrier 71c being driven at the constant mechanical input speed as represented by the cross¬ hatched solid line "A", a speed near the average of those speeds is generated on ring gear 71r which then serves to drive the output ring gears 31r and 32r through the cross shaft 36 and transfer gears 37 and 38. This, of course, further accelerates .the ring gear 51r of the outer second set as the speed increases, in turn further accelerating third range sun 71s. The net result is that this action in cooperation with a ' constantly increasing speed in out¬ put sun-331s, 32s in the positive direction causes a constantly increasing speed of the output planetary car¬ riers 31c and 32c and output shafts 33 and 34 as shown by the upward direction of the lines in FIGURE 8. CONCLUSIONS This transmission in two principal embodiments (single and dual major axes) constitutes an infinitely variable synchronously shifting multi-range hydromechanical steering transmission having internal steering, three ranges , posi¬ tive steer in all ranges, no clutches in the steer path and an independent and distinct torque ratio in each of three ranges , a combination hitherto unknown in the art . This provides a torque and speed range flexibility in steering transmissions having internal steer comparable to that which was previously known only in truck transmissions and in s teering transmissions using a "s eer-over" s teering sys tem having hydrostatic components dedicated to s teering. As no ted above with respect to FIGURE 6 , the independence of the speed and torque ratios of the several ranges is illustrated by the change in slope of the lines in the diagram representing hydrostatic output speed versus output drive speed as a measurement of the ratio o f torque. This is based on and consistent with the definition of torque ratio as the ratio between the torque at the output of the hydrostatic componen t and the torque at transmission out¬ put already explained in the specification introduction (Gloss¬ ary) . FIGURE 7 is a comparison of this transmission with other steering transmissions noted above in the descrip tion of the prior art . FIGURE 7 is a composite of plots representing hydro¬ static output speed or, in the terms used in this disclosure, B block speed versus propulsion transmission output speed for several hydromechanical steering transmissions which re- OMPI flect the torque ratios of those transmissions in the vari¬ ous ranges. In FIGURE 7, the line of long dashes as indi¬ cated in the key or legend of FIGURE 7, represents the hydro¬ static output of transmissions known generally in the art in which there is an interdependence between ranges result¬ ing from the repeated use of the same components with gears to merely displace the action of the hydrostatic drive to a different speed range and, therefore, maintain the same torque ratio in each range. The characteristic of that dashed line is that alternate segments of the line are parallel and adjoining segments are mirror images about the vertical lines representing shift points. . The dotted line in FIGURE 7 is copied directly from Figure 2 of U.S. Patent 3,596,535 to Polak and is so labeled in the kay(535) . As noted in the specification introduction, that Polak transmission is an example of a synchronous slϋfting multi- range hydromechanical steering transmission using dedicated hydrostatic components for steering, i.e., a "steer-over" transmission. Polak*s first three forward ranges are shown in FIGURE 7 hereof; the fourth range which is O shown in the Polak patent but not included in FIGURE 7, is merely a displacement of the second range as indicated by the parallelism of Polak's second and fourth range lines. Such "parallel" range relationship is also typical of gear 5 train systems used in prior art transmissions represented by the dashed line in FIGURE 7 referred to above. The only use of multiple torque ratios known previously in a hydromechanical steering transmission having integral • (internal) steer are the transmissions described Reed II I ' O and in U.S. Patent.3,815,698 (Reed I) which is represented in FIGURE 7 by the line constituting dashes separated by crosshatched dots and so indicated in the key (698). As already noted, the torque ratio in the second range of the Reed I and Reed II transmissions are different from first 15 range because a completely different and distinct combina- of gears is used rather than an arrangement to merely offset the speed coverage of the range. The third range in each of these two transmissions has the same torque ratio as first range but is offset in speed because of the constant over- 20 drive input to the output ring gear from the third range clutch. The third range of the present transmission, as depicted by the solid line in FIGURE 7 and indicated in the key as "new," has an extended speed range derived from its lower torque ratio made possible by the fact that it can 25 beset in independently. The extended third range constitutes asubstantial improvement, not only because a greater speed OMPI range can be obtained in an independent third range which is not tied to first range torque but because of the flexi¬ bility made available to the designer in selection of gear ratios to established torque ratios in all three ranges to make the proper trade-offs to meet specific vehicle require¬ ments. Comparison of the solid line (this transmission) with the crosshatched line (3,815,698) in FIGURE 7 demonstrates the point. In each case, the same vehicle power, weight and top speed are parameters to be met but the present in- vention (solid line—"new") permits a much higher torque ratio in second range because third range can be extended to permit the II-III shift at a lower vehicle speed. With only the second range having independent torque and speed ratios a designer is constrained to a second range torque compatible with covering the speed interval between first and third ranges which in turn is set automatically by the first range torque requirements. The solid line in FIGURE 7, as noted, represents a transmission according to the present invention wherein the successively lower slopes of that line in each range illus¬ trate the-.fact that the desired vehicle speed range can be attained with three ranges with each having successively lower torque ratios and higher speed range coverage in a steering transmission using internal steering without sacrifice " of torque in the lower ranges where it is most needed * The advantage of doing this with internal steer is that an internal steer system makes more efficient use of hydrostatic capacities and capabilities and, therefore, can operate on a lower total cubic displacement of hydrau- lies as compared to the power capacity of the trans- mission. Another way of stating this is that when the transmission of the present invention is compared with that of Polak' s U.S. Patent 3, 596 ,535, it is evident that the total displacement of the two hydraulic units making up the hydrostatic system need equal only the displacement of Polak* s "primary single hydrostatic propulsion drive unit 18" rather than the total of that unit 18 plus the capacity of Polak's "single hydrostatic steer drive unit 26." Accordingly, the contribution to the art of transmissions, per this invention, is the attainment of the obj ective of providing progressively lower torque ratios and higher speed coverages in successively higher ranges in a multi-range com¬ bined propulsion-and-steering transmission of more than two ranges with internal steering.while maintaining a constant steering torque ratio in all ranges .

Claims: CLAIMS 1. A multirange synchronous shifting, combined pro- . pulsion and steering transmission having a power input element (1) and two transmission output shafts (33, 34) comprising: (a) a hydrostatic component (2) responsive to the power input element (1) for producing two independently vari¬ able speed outputs; (b) a gear train (4-7) responsive to said hydrostatic, component (2) and to said power input element (1) for producing gear train outputs; and (c) clutch and brake means (1, 11, 111) for causing said gear train (4-7) to operate in at least three modes to cause said transmission output shafts (33, 34) to operate in at least three ranges, characterized in that said gear train outputs in each of two of said three modes are hydro- mechanical outputs having propulsive troque ratios which are mutually distinct from each other and from the torque ratio of a third range, whereby said transmission operates in at least three ranges having separate and distinct torque ratios, and whereby independently varying said two independently variable speed outputs of said hydrostatic component (2) produces a speed difference between said two transmission output shafts in each range. 2. A transmission according to Claim 1 characterized by comprising transmission output gears (31) interconnecting said gear- train (4-7) said hydrostatic component (2) and said output shafts (33, 34) whereby the latter shafts are driven as the resultant of the said gear train outputs and said two independently variable speeds whereby variation of said independently variable speed outputs causes a similar variation of the speeds at which said output shafts (33, 34) are driven. 3. A transmission according to Claim 2, characterized in that said gear train includes: (a) a speed averaging device (27) responsive to said two independently variable speeds for producing a speed which is the average of said variable speeds, and (b) combining and reduction gearing (4-7) for combining said average speed with the speed of said power input element (1) to produce intermediate speeds and for selectively reduc¬ ing said average, input and intermediate speeds to produce in said hydromechanical outputs. 4. A transmission according to Claim 3, characterized in that said clutch and brake means (1) in the third of said modes immobilizes said gear train (4-7) to cause said trans¬ mission output shafts to be driven entirely by said hydro¬ static component (2) whereby the third of said three ranges is hydrostatic. 5. A transmission according to Claim 1, 2, 3 or 4 wherein the transmission is a spl t output transmission. OMPI δ.. A three or more range synchronous shifting, split output, combined propulsion and steering transmission co prisingr a hydrostatic component (2) for producing two independ¬ ently variable speed outputs (23, 24) for propulsion, the difference in said speed outputs providing a steering speed; a suπroiπg device (27) responsive to said two variable speed outputs for producing a speed which is the average of said speeds; characterized by gear means (4-7) responsive to said average speed and to a transmission input (1) for selectively producing two different intermediate range outputs, each being a dis¬ tinct function of said average speed and of transmission input; and output gearing (3) responsive to said two independently variable speed outputs (23, 24) and to said two different intermediate range outputs for selectively producing at least three range outputs of which two constitute hydromechanica ranges correlated with said two intermediate range outputs and one constitutes another range, said three range outputs each .having a separate and distinct propulsive torque ratio while having a coimion steering torque ratio. 7. A spl it output, synchronous shifting, combined propulsion and steeri ng transmission having at l east three ranges comprising: input gears Xl) ; right and left output combining gears (3) each having an output member (33, 34); a hydrostatic component (2) responsive to said input gears (1) for producing right and left independently variable speeds, mechanical means (23, 24) for transmitting said vari¬ able speeds to said right and left combining gears (3) 0 respectively, and an averaging device (27) responsive to said speeds for producing a speed which is the average of said variable speeds; characterized by reduction and differential gearing (4-7) defining at least two selectively operable interconnections among 5 said input gears (1) averaging device (27) and output combin¬ ing gears (3) constituting range mechanisms having different gear ratios, and friction means (11, 111) for selectively _ activating and inactivating said range mechanisms; whereby steering in all ranges is a result of the 0 speed differences between said right and left independently variable speeds as applied to said combining gears (3) and steering torque ratio is the ratio between the torque at said hydrostatic component (2) and the torque at said output member (33, 34) of said combining gears as transmitted by 5 said means for transmitting (23, 24); and whereby at least two of said three ranges are hydro¬ mechanical ranges each having a distinct torque ratio between said hydrostatic component and the output member of said combining gears, which torque ratio is different from that 0 of steering torque. 8. A transmission according to Claim 7 wherein said friction means (11, 111) also includes means for locking out said interconnections to cause said transmission to operate directly through said hydrostatic component (2), said means for transmitting (23, 24) and said combining gears (3) to cause said range other than said two ranges to be a hydrostatic range. 9. A multi-range, synchronous shifting, combined propulsion and steering transmission comprising: an input drive train (ϊ); right and left output gear units (3) each having an output shaft (33, 34); a hydrostatic component (2) including an input member (29) responsive to said input drive train (1); right and left output members (B), means (A) for propelling said right and left output members hydrostatically at independently controlled variable speeds, a third output member (27r) and means (25, 27s, 27c) for propelling said third output member (27r) hydro¬ statically at a speed which is the average of the speed of said right and left output members, whereby said outputs can be used for propulsion and a speed difference between said right and left output members can be used for steering; mechanical means (23, 24) for connecting said right and left output members (B) to said right and left output gear units (3) respectively; characterized by a mechanical gear train (4-7) interconnecting said input drive train, said third output member (27r) and said right and left output gear units (3), said gear train includ¬ ing reduction and differential gearing and means (11, 111) for selectively actuating said gear train in either of two different modes for generating and transmitting to said output gear units (3) two different drive speeds, to cause said transmission to operate in two different hydromechanical ranges, or in a third mode to lock out said gear train, each said range having a distinct propulsion torque ratio between said right and left output members (B) and said output shafts (33, 34} said torque ratios both being different from the torque ratio between said right and left output members (B) on the one hand, and on the other hand said output shafts (33, 34), when said gear train is locked out. 10. A transmission according to Claim 9 wherein: one of the said two different drive .speeds generated by said reduction and differential gearing is a straight- line function of said average speed of said right and left output members with positive proportionality constant and the other of said two different drive speeds is a straight line function of said average speed with negative proportion¬ ality constant- 11. A transmission according to Claim 10 wherein said reduction and differential gearing for generating two different drive speeds includes a plurality of components which are coaxial about a center!ine. 12. A transmission according to Claim 11 wherein . said ceπterl πe, said hydrostatic component and said output shafts of said output gear units are aligned on a single axis. 13. A transmission according to Claim 11 wherein said ceπterliπe is parallel to but spaced from the axis of said hydrostatic component, and said output shafts.

Inventors: REED B
Applicants: GEN ELECTRIC, GENERAL ELECTRIC CO
Application year: 1981
Main classification: F16H47
IPC codes: B62D11, F16H47