HYDROSTATIC TRANSAXLE AND LOCKING DIFFERENTIATION AND BRAKE THEREFOR

Abstract: A hydrostatic transaxle assembly T is disclosed including a pump (11), a manifold portion (13), and right and left motor axle assemblies (15 and 17). Each of the motor axle assemblies includes a radial ball motor (41), the output of which is the input to a gear reduction section (53). Each gear reduction section (53) includes primary and secondary planetary gear sets (55) and (57) including a planet carrier (79) driving the respective axle shaft. The transaxle assembly T includes a locking differential and parking brake mechanism (87) which comprises an engagement mechanism (89) and an actuation me­ chanism (91). When the engagement mechanism (89) is disen­ gaged, the motor assemblies (15) and (17) are free to operate at different speeds for normal differentiation. The actuation mechanism (91) can be actuated to either a locking differential mode (FIG. 8) of a parking brake mode (FIG. 9). In the locking differential mode, both of the planet carriers (79) are free to turn, but must turn at the same speed of rotation. In the parking brake mode, both of the planet carriers (79) are pre­ vented from rotating by the lock gears (93) and (101).

Description: BACKGROUND OF THE DISCLOSURE The present invention relates to hydrostatic transaxle assemblies, and more particularly, to such assemblies which have the capability for the operator to select from among various operating modes. Certain vehicles, such as lawn and garden tractors, have used hydrostatic transaxle assemblies for transmitting engine torque to a pair of ground-engaging drive wheels to propel the vehicle. A typical transaxle assembly which has been used commercially includes a variable displacement hydraulic pump, such that the ratio of pump output flow to pump input speed (engine speed) could be infinitely varied by the vehicle oper­ ator. This ability to infinitely vary the output-input ratio, without interrupting torque transmission, makes transaxle as­ semblies greatly preferred over conventional clutch and gear transmission arrangements for vehicles of the type referred to above. Vehicles which utilize transaxle assemblies frequently en­ counter operating conditions in which one of the drive wheels has less traction than the other drive wheel. It has long been recognized by the manufacturers of such vehicles that it is de­ sirable to provide the operator of the vehicle with some type of control arrangement for effectively dealing with such loss of traction situations. At the same time, however, it is rec­ ognized that under most operating conditions, the vehicle must be able to have "normal differentiation" between the two drive wheels, i.e., it must be possible for the two drive wheels to be driven at substantially different speeds, such as during a sharp turn. In addition to dealing with the loss of traction situation, there are various other operating conditions which occur with such vehicles. For example, it is normally desirable for vehi­ cles of this type to have some sort of parking brake to be applied only when the vehicles is at a standstill, and it is especially desirable to incorporate such a parking brake into the transaxle assembly to be used to propel such a vehicle. Prior Art Prior to the time of the present invention, the commer­ cially used transaxle assemblies have included a hydrostatic transmission (HST) and a mechanical axle assembly. The HST would typically be a light-duty HST such as the Model ll sold by Eaton Corporation and comprising a variable displacement, radial ball pump and a fixed displacement radial ball motor. The HST would transmit engine torque to the input of the me­ chanical axle assembly, which would include a spur and/or bevel gear reduction unit and a pair of output axles for connection to the drive wheels. The mechanical axle assembly would typically include some sort of differential to permit normal differentiation between the left and right drive wheels. On such axle assemblies, it is known to provide an automotive-type limited slip or locking differential to prevent spinout of one drive wheel relative to the other during loss of traction situations. Although a transaxle assembly of the type described above has provided generally satisfactory performance, the excessive weight, size, and cost of such units make them commercially less desirable. SUMMARY OF THE INVENTION Accordingly, it is an object of the present invention to provide a hydrostatic transaxle assembly which overcomes the problems associated with the prior art transaxle and vehicle propel systems described above, and at the same time, includes the capability of dealing effectively with loss of traction situations. It is a more specific object of the present invention to provide a hydrostatic transaxle assembly of the type which achieves the above-stated objects, while providing the operator with the capability of selecting between a normal differenti­ ating mode of operation and a limited (or locked) differenti­ ating mode of operation. It is a further object of the present invention to provide a hydrostatic transaxle assembly which accomplishes the above-­ stated objects, and also provides a manually selectable parking brake. The above and other objects of the present invention are accomplished by the provision of an improved hydrostatic trans­ axle assembly for use on a vehicle having a source of motive power, a fluid pump driven by said source of power, and a pair of driven wheels. The transaxle assembly comprises manifold means and first and second motor assemblies. The manifold means defines a fluid inlet adapted to be in fluid communica­ tion with the fluid output of the pump, and a fluid outlet adapted to be in fluid communication with the fluid inlet of the pump. The manifold means further defines first and second fluid passage means communicating between the fluid inlet and the fluid outlet of the manifold means and flowing through the first and second motor assemblies, respectively. Each of the first and second motor assemblies includes a rotary fluid pres­ sure actuated device, and axle means operable to transmit the rotary output of the motor assembly to the respective driven wheel. Each of the first and second motor assemblies further includes a housing and a gear set operably disposed between the fluid pressure actuated device and the axle means to transmit the rotary output of the fluid pressure actuated device to the axle means. Each of the first and second motor assemblies in­ cludes a gear member having its axis of rotation fixed relative to the housing of the respective motor assembly, and having a speed of rotation which is representative of the speed of rota­ tion of the respective motor assembly. The improved transaxle assembly is characterized by inter­ wheel differential means comprising first and second lock gear members in toothed-engagement with the gear members of the first and second motor assemblies, respectively. The differen­ tial further comprises engagement means operably associated with the first and second lock gear members, and actuation means operably associated with the engagement means and se­ lectively operable to move the engagement means between two positions: (i) in a first position of the engagement means the first and second lock gear members are free to rotate rela­ tive to each other, thus permitting normal differenti­ ation between the first and second motor assemblies and the speeds of the driven wheels; and (ii) in a second position, the first and second lock gear members are fixed relative to each other, thus pre­ venting the normal differentiation between the first and second motor assemblies and the speeds of the driven wheels. In accordance with another aspect of the invention, the improved transaxle assembly is characterized by the engagement means and the actuation means further comprising a braking me­ chanism operable to fix the first and second lock gear members relative to each other, and relative to the housing, thus pre­ venting rotation of the first and second lock gear members and of the first and second axle means. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a somewhat schematic, top plan view of a vehicle such as a garden tractor equipped with a hydrostatic transaxle assembly of the type to which the present invention relates. FIG. 2 is an axial cross section showing the central portion of a transaxle assembly made in accordance with the present invention. FIG. 3 is an axial cross section, axially foreshortened, and on the same scale as FIG. 2, showing the remainder of one end of the transaxle assembly of the invention. FIG. 4 is an axial cross section, similar to FIG. 3 and on the same scale, but taken on a different plane, illustrating the locking differential and parking brake mechanism made in accordance with the present invention. FIG. 5 is a transverse cross section, on the same scale as FIGS. 3 and 4, and taken through the planetary gear set of the lefthand motor assembly. FIG. 6 is a transverse cross section taken on line 6-6 of FIG. 4, and on the same scale. FIG. 7. is an enlarged, fragmentary view of a portion of the locking differential and parking brake mechanism of the present invention, in the normal differentiation mode. FIG. 8 is a fragmentary view, similar to FIG. 7 and on the same scale, illustrating the mechanism of the present invention in the locking differential mode. FIG. 9 is a fragmentary view, similar to FIGS. 7 and 8, and on the same scale, illustrating the mechanism of the present invention in the parking brake mode. DESCRIPTION OF THE PREFERRED EMBODIMENT Referring now to the drawings, which are not intended to limit the invention, FIG. 1 is a top plan view showing the transaxle of the present invention, installed on a typical garden tractor. The tractor includes a vehicle frame F, which supports the vehicle engine E, disposed adjacent the front end of the vehicle and supported in a known manner. The tractor also includes a pair of ground-engaging drive wheels W which are adapted to be driven by the transaxle assembly, generally designated T. The transaxle assembly T includes a variable displacement radial ball pump, generally designated 11, a central manifold portion 13, and right and left motor axle assemblies 15 and 17, respectively. Extending out of the right motor axle assembly 15 is a right axle shaft 19, and extending out the left motor axle assembly is a left axle shaft 21. As is well known in the art, the right and left axle shafts 19 and 21 extend into and are drivingly connected to the drive wheels W. Preferably, the drive wheels W comprise the sole source of propulsion for the vehicle shown in FIG. 1, and the transaxle assembly T comprises the sole source of propulsion for the drive wheels W. Typically, the engine includes an engine driven pulley EP which transmits engine torque by means of a V-belt B to the input pulley IP, which in turn drives the input shaft of the variable pump 11. Referring now to FIG. 2, there is illustrated in axial cross section the central portion of the transaxle assembly T. Disposed on top of the manifold portion 13 is the variable displacement radial ball pump 11 including an input shaft 23 which receives input torque by means of the input pulley IP (not shown in FIG. 2) as described in connection with FIG. 1. Because the pump 11 is of a type well known in the art, and not essential to the present invention, it will not be described further herein. Although the transaxle assembly T was described, in con­ nection with FIG. 1, as comprising a central manifold portion 13, and right and left motor axle assemblies 15 and 17, it should be noted in connection with FIG. 2 that the central man­ ifold portion 13 comprises a manifold casting 25 which also surrounds the two motor elements, as will be described further hereinafter. Because the right and left motor axle assemblies 15 and 17 are substantially identical, only one will be de­ scribed in detail, and that description will be understood to apply to the other as well. Preferably, the motor axle assemblies 15 and 17 each include a relatively inexpensive high-speed, low-torque motor element which, in the subject embodiment, comprises a fixed displacement, radial ball motor, generally designated 41. In connection with each radial ball motor 41, the manifold casting 25 defines an axially-extending bore 27 in which is received a nonrotatable pintle assembly 29. The manifold casting 25 also defines an inlet passage 31 which receives pressurized fluid from the outlet of the pump 11, as well as an outlet passage 33 which communicates low-pressure exhaust fluid from the motor 41 back to the inlet of the pump 11. As is well known to those skilled in the art of radial ball pumps and motors, the pintle 29 defines a slot-like fluid pas­ sage 35 which receives high-pressure fluid from the inlet pas­ sage 31, and communicates the high-pressure fluid to a motor timing slot 37 by means of an axially-extending bore 39. On the opposite side of the pintle assembly 29 is another, similar arrangement of ports, passages, and timing slots which is able to communicate low-pressure, exhaust fluid from the motor 41 to the outlet passage 33. The motor 41 includes a rotor 43 which is rotatably dis­ posed about the pintle 29 by means of a journal sleeve 45. The rotor 43 defines a plurality of radial cylinders, and in each of the cylinders is a ball member 47 which is biased by a com­ pression spring 49 into engagement with the inner surface of a race 51 which is pressed into place within a stepped opening in the manifold casting 25. The manner in which pressurized fluid is communicated through the timing slots 37 into each of the cylinders containing the balls 47, thus causing rotation of the rotor 43, is well known to those skilled in the art and will not be described further herein. Referring now to FIG. 3, each of the motor axle assemblies 15 and 17 also includes a gear reduction section, generally designated 53. The gear reduction section 53 includes primary and secondary planetary gear sets, generally designated 55 and 57, respectively. The gear reduction section 53 further in­ cludes a ring gear 59 which is fixed between the manifold cast­ ing 25 and an axle housing 61 by a plurality of bolts 63. The primary planetary gear set 55 includes a sun gear 65 which is in splined engagement, at its left end in FIG. 3, with the rotor 43. The sun gear 65 is in toothed engagement with a plurality of planet pinion gears 67, which are also in toothed engagement with the ring gear 59, as is well known in the art. Each of the pinion gears 67 is jounaled for rotation on a pin­ ion shaft 69 (only one of the pinion gears 67 and pinion shafts 69 being shown in FIG. 3). The pinion shafts 69 are received in a planet carrier 71 which is internally splined to a coup­ ling member 73 which serves as both the output for the primary planetary set 55 and the input sun gear for the secondary planetary set 57. In toothed engagement with the left end of the sun gear 73 is a plurality of planet pinion gears 75, which are also in toothed engagement with the ring gear 59. Each of the pinion gears 75 is journaled on a pinion shaft 77, with all of the pinion shafts 77 being received in a planet carrier 79. The planet carrier 79 differs from the carrier 71 in that it has both internal teeth, as well as a set of external teeth 81, the purpose of which will be described in connection with FIG. 4. The internal teeth of the planet carrier 79 are in toothed engagement with the left end of the right axle shaft 19, which extends outwardly (to the right in FIG. 3) through the axle housing 61. Preferably, there is a lip seal disposed between the axle shaft 19 and the inner end of the housing 61, as well as a ball bearing set 85 disposed between the axle shaft 19 and the outer end of the housing 61. Thus, as will be readily understood by those skilled in the art, the high-speed, low-torque output of the radial ball motor will be transmitted into a low-speed, high-torque output of the right axle shaft 19 by means of the primary and secondary plan­ etary gear sets 55 and 57, respectively. It should be under­ stood that, within the scope of the present invention, it is an essential feature only that the gear reduction section 53 in­ cludes some sort of speed reduction gearing, and the use of planetary gear sets, specifically, as well as the use of two reduction gear sets in series is by way of example only. Referring now to FIG. 4, in conjunction with FIG. 3, a portion of the locking differential and parking brake mecha­ nism, generally designated 87, of the present invention will now be described. It should be noted that, although FIG. 4 is similar to FIG. 3 in illustrating the gear reduction section 53, FIG. 4 is taken on a different plane than FIG. 3. It should also be noted that in FIG. 4, for purposes of simplic­ ity, not all of the housing surrounding the mechanism 87 has been shown. The locking differential and parking brake mechanism 87 of the subject embodiment includes an engagement mechanism 89 and an actuation mechanism 91. The general purpose of the engage­ ment mechanism 89 is to prevent relative rotation between the planet carrier 79 of the right motor axle assembly 15 and the planet carrier 79 of the left motor axle assembly 17. The gen­ eral purpose of the actuation mechanism is simply to actuate the engagement mechanism 89. In the preferred embodiment of the present invention, the actuation mechanism 91 can provide either of two different engaged conditions of the engagement mechanism 89, one of which is the locking differential mode of operation, and the other of which is the parking brake mode of operation, both of which will be described in greater detail subsequently. Referring now to FIG. 4, the external teeth 81 of the planet carrier 79 are in toothed engagement with the external teeth of a lock gear 93 which is mounted for rotation about an elongated locking shaft 95. Referring now briefly to FIG. 5, which is a transverse cross section of a portion of the left motor axle assembly 17, there is illustrated the remainder of the engagement mechanism 89, i.e., the portion not shown in FIG. 4. It may be seen in FIG. 5 that the axle housing 61 of the left motor axle assembly 17 includes a shaft support portion 97 which receives and sup­ ports the end of the locking shaft 95. Mounted on the locking shaft 95, and fixed thereto by means of a key 99 is a lock gear 101 which is in toothed engagement with the planet carrier 79 of the left gear reduction section 53. Referring again primarily to FIG. 4, the ring gear 59 and manifold casting 25 cooperate to define a shaft support portion 98, configured similar to the portion 97 in FIG. 5, such that the locking shaft 95 is supported and enclosed over its full axial extent from the mechanism 87 of FIG. 4 to the left axle housing 61 of FIG. 5. Also disposed about the locking shaft 95 is a clutch element 103 including a cylindrical hub portion 105 which terminates at its left end in FIG. 4 in a dog clutch 107 which is permanently disposed within a plurality of openings 109 defined by the lock gear 93, whereby the clutch element 103 and lock gear 93 rotate together (see FIG. 6). Disposed adja­ cent the clutch element 103 is a clutch element 111 on which is mounted a friction element 113. The right end of the locking shaft 95 has a reduced diameter portion 115 which includes a plurality of external splines 117, and the clutch element 111 is in splined engagement with the external splines 117, such that the clutch element 111 can move axially relative to the locking shaft 95 but cannot rotate relative thereto. The clutch element 111 also includes a thrust washer 119, the func­ tion of which will be described subsequently. Referring now to FIGS. 7 and 8, in conjunction with FIG. 4, the actuation mechanism 91 will be described. The actuation mechanism 91 is in the subject embodiment, a ball ramp cam ac­ tuator which can actuate the engagement mechanism 89 in either of two different ways. The mechanism 91 includes a cover plate 121 which is fixed relative to the axle housing 61 and includes a set of internal splines 123. In splined engagement with the cover plate 121 is an annular cam member 125 which, because of the splined connection to the cover plate 121 is able to move axially relative to the cover plate 121, but is prevented from rotation. The cam member 125 is supported relative to the re­ duced diameter portion 115 of the locking shaft 95 by means of a needle bearing set 127. Disposed between the cam member 125 and the cover plate 121 is an annular cam ring 129, the member 125 and ring 129 cooper­ ating to define mating ramp surfaces, between which are dis­ posed a plurality of balls 131 (only one of which is shown in FIG. 4). The cam ring 129 may be manually rotated, relative to the cam member 125, by means of a handle 133. Disposed about the left end (in FIG. 4) of the cam member 125, and able to rotate relative thereto, is an annular cam ring 135. Disposed to the left of the cam ring 135 is an an­ nular splined disk 137 having its splines in engagement with a set of external splines 139 defined by the cam member 125. Attached to the splined disk 137 is a friction disk 141, and received in a recess disposed at the left end of the cam member 125 is a radial thrust bearing set 143, which is positioned for engagement with the thrust washer 119. The cam member 125 and the cam ring 135 cooperate to define mating ramp surfaces, and disposed between the ramp surfaces is a plurality of cam balls 145 (only one of which is shown in FIG. 4). The cam ring 135 may be rotated, relative to the cam member 125, by means of a handle 147. It should be understood by those skilled in the art that some means other than the han­ dles 133 and 147 may be used for rotating the cam rings 129 and 135. In addition, it may be desirable to have the handle (or other actuation means) biased to their unactuated position shown in FIG. 4. Normal Differentiation Referring now primarily to FIG. 7 in conjunction with FIG. 4, operation of the transaxle assembly T in the normal differ­ entiation mode will be described. With both of the handles 133 and 147 in the unactuated position of FIG. 4, the clutch ele­ ment 111 and its friction element 113 are out of engagement with the clutch element 103, because no portion of the actua­ tion mechanism 91 is in engagement with the clutch element 111. In this position of the engagement mechanism 89, the clutch element 103 and lock gear 93 are free to rotate relative to the locking shaft 95 and to the lock gear 101 associated with the planet carrier 79 of the left motor axle assembly 17. Thus, with the engagement mechanism 89 in the disengaged posi­ tion of FIG. 7, the left and right motor axle assemblies 15 and 17 are free to operate at different output speeds, thus driving the right and left axle shafts 19 and 21 at different rotating speeds, such as during a sharp turn of the vehicle. Locking Differential Mode Referring now primarily to FIG. 8 in conjunction with FIG. 4, the locking differential mode of operation will now be described. If the vehicle is operating under conditions in which there is likely to be a loss of traction of one wheel or the other, the operator can choose the locking differential mode of operation by displacing the handle 133, thus rotating the cam ring 129. Rotation of the cam ring 129 will cause the cam member 125 to "ramp up" on the cam balls 131, thus causing the cam member 125 to move axially to the left in FIG. 8. This leftward movement of the cam member 125 results in the thrust bearing set 145 engaging the thrust washer 119 on the clutch element 111, thus moving the element 111 and its friction ele­ ment 113 into engagement with the clutch element 103. With the engagement mechanism 89 in the engaged condition illustrated in FIG. 8, the clutch element 103 and lock gear 93 are now fixed to rotate with the locking shaft 95 and left lock gear 101, be­ cause of the frictional engagement of elements 103 and 113 and the splined engagement of clutch element 111 to the splines 117. Thus, in the locking differential mode of FIG. 8, both of the planet carriers 79, which are in engagement with the lock gears 93 and 101, are free to rotate because the thrust washer 119 is in engagement with the bearing set 143, but the planet carriers 79 are locked together by the lock gears 93 and 101 and therefore, the right axle shafts 19 and 21 must rotate at the same speed. Parking Brake Mode Referring now primarily to FIG. 9 in conjunction with FIG. 4, the parking brake mode of operation will be described. If the vehicle is operating on a slope, and the operator wishes to stop the vehicle and then apply a parking brake to prevent the vehicle from rolling on the slope, the operator can displace the handle 147 to rotate the cam ring 135. When the cam ring 135 is rotated, the cam member 125 does not move axially as during the locking differential mode of FIG. 8, but instead remains in the position shown in FIG. 4. When the cam ring 135 is rotated, it "ramps up" relative to the cam member 125 on the cam balls 145, thus moving the splined disk 137 and friction disk 145 into engagement with the clutch element 111. As in the case of the locking differential mode, the result is that the clutch element 111 and its friction element 113 are moved into frictional engagement with the clutch element 103. How­ ever, in the parking brake mode of FIG. 9, the result is that the clutch element 111 is engaged by the friction disk 141 on the spline disk 137, and because the spline disk 137 cannot ro­ tate relative to the cam member 125 which in turn cannot rotate relative to the cover plate 121 and housing 61, the clutch ele­ ments 103 and 111 are in engagement, but are also prevented from rotating. Furthermore, because the shaft 95 is splined to the clutch element 111, the left lock gear 101 is prevented from rotating, as is the right lock gear 93. Therefore, in the parking brake mode of operation, neither lock gear 93 or 101 can rotate and therefore neither of the planet carriers 79 can rotate, thus preventing the right and left axle shafts 19 and 21 from rotating. The invention has been described in detail sufficient to enable one skilled in the art to make and use the same. It is believed that upon a reading and understanding of this specifi­ cation, various alterations and modifications of the preferred embodiment will occur to those skilled in the art, and it is intended to include all such alterations and modifications within the scope of the invention, insofar as they come within the scope of the appended claims.

Claims: 1. A hydrostatic transaxle assembly (T) for use on a vehicle having a source of motive power (E), a fluid pump (11) driven by said source of power, and a pair of driven wheels (W); said transaxle assembly comprising manifold means (25) and first (15) and second (17) motor assemblies; said manifold means defining a fluid inlet (31) adapted to be in fluid com­ munication with the fluid outlet of the pump, and a fluid out­ let (33) adapted to be in fluid communication with the fluid inlet of the pump, and fluid passage means (35,39) communicat­ ing between said fluid inlet and said fluid outlet of said manifold means, and flowing through said first and second motor assemblies, respectively; each of said first and second motor assemblies including a rotary fluid pressure actuated device (41) and axle means (19,21) operable to transmit the rotary output of said motor assembly to the respective driven wheel; each of said first and second motor assemblies including a housing (25,59,61) and a gear set (55,57) operably disposed between said fluid pressure actuated device and said axle means to transmit the rotary output of said fluid pressure actuated device to said axle means; each of said first and second motor assemblies including a gear member (79) having its axis of ro­ tation fixed relative to said housing of the respective motor assembly and a speed of rotation representative of the speed of rotation of the respective motor assembly; characterized by; (a) interwheel differential means (87) comprising first (93) and second (101) lock gear members in toothed engagement with said gear members (79) of said first (15) and second (17) motor assemblies, respectively; (b) said differential means further comprising engagement means (89) operably associated with said first and second lock gear members; and (c) actuation means (91) operably associated with said engagement means and selectively operable to move said engagement means between: (i) a first position (FIG. 7) in which said first (93) and second (101) lock gear members are free to rotate relative to each other, thus permitting normal differen­ tiation between said first and second motor assemblies and the speeds of the driven wheels; and (ii) a second position (FIG. 8) in which said first and second lock gear members are fixed relative to each other, thus preventing said normal differentiation between said first and second motor assemblies and the speeds of the driven wheels. 2. A hydrostatic transaxle assembly as claimed in claim 1 characterized by each of said rotary fluid pressure actuated devices (41) comprising a high-speed, low-torque displacement mechanism, and each of said gear sets (53) comprising a speed reduction gear set (57). 3. A hydrostatic transaxle assembly as claimed in claim 1 characterized by said engagement means (89) and said actuation means (91) further comprising a braking mechanism (125,139, 137,141) operable to fix said first (93) and second (101) lock gear members relative to each other and relative to said hous­ ing (125,61), thus preventing rotation of said first and second lock gear members and of said first and second axle means. 4. A hydrostatic transaxle assembly as claimed in claim 1 characterized by each of said gear sets (57) comprising a plan­ etary gear set including a sun gear (73) driven by the rotary output of the respective fluid pressure actuated device, and a plurality of planet gears (75) in operative, toothed engage­ ment with said sun gear, to orbit thereabout, and in opera­ tive, toothed engagement with a ring gear (59) defined by said housing. 5. A hydrostatic transaxle assembly as claimed in claim 4 characterized by each of said planet gears being mounted for rotation on a pinion shaft (77), each of said gear sets further including a carrier member (79) fixedly receiving the respec­ tive pinion shafts, whereby said carrier member rotates at the orbit speed of said planet gears. 6. A hydrostatic transaxle assembly as claimed in claim 5 characterized by each of said carrier members (79) including means for connecting said carrier member for driving engagement with the respective axle means, said carrier members comprising said gear members in toothed engagement with said first and second lock gear members. 7. A hydrostatic transaxle assembly as claimed in claim 11 characterized by said engagement means (89) including an elon­ gated shaft member (95) fixed for common rotation with said second lock gear member (101) and being disposed to rotate relative to said first lock gear member (93) when said engage­ ment means is in first position (FIG. 7). 8. A hydrostatic transaxle assembly as claimed in claim 7 characterized by said engagement means including clutch means (103,111,119) operable in an actuated position (FIG.8) to pre­ vent relative rotation between said first lock gear member (93) and said elongated shaft member (95), said actuated position of said clutch means comprising said second position of said en­ gagement means. 9. A hydrostatic transaxle assembly as claimed in claim 8 characterized by said actuation means comprising a ramp cam actuator (125,129,131) including a first axially movable cam means (125,143) operable to move into engagement with said clutch means to achieve said actuated position (FIG. 8) of said clutch means, and in which said clutch means is free to rotate relative to said housing. 10. A hydrostatic transaxle assembly as claimed in claim 8 characterized by said actuation means comprising a ramp cam actuator including a second axially movable cam means (135,137, 141) operable to move into engagement with said clutch means (FIG. 9) to achieve said actuated position of said clutch means, and in which said clutch means is prevented from rotat­ ing relative to said housing, said second cam means comprising a braking mechanism operable to fix said first (93) and second (101) lock gear members relative to each other and relative to said housing.

Inventors: GIERE, DAVID WARREN
Applicants: EATON CORPORATION
Application year: 1986
Main classification: B60K17
IPC codes: F16H39, B60K17, F16H47