GB2560981A

GB2560981A - Transmission and power unit

Info

Publication number: GB2560981A
Application number: GB1705197.0A
Authority: GB
Inventors: Geoffrey Williams Alan; Thomas Littler Richard
Original assignee: JC Bamford Excavators Ltd
Current assignee: JC Bamford Excavators Ltd
Priority date: 2017-03-31
Filing date: 2017-03-31
Publication date: 2018-10-03
Anticipated expiration: 2037-03-31
Also published as: GB2560981B; GB201705197D0

Abstract

A transmission having mechanical and hydrostatic drives wherein mechanical first, second, fourth and fifth gear ratio paths and hydrostatic first, second, fourth and fifth gear ratio paths all include a common drive element, e.g. gear D. Mechanical third, hydrostatic third, mechanical sixth and hydrostatic sixth also have a common drive element in this case gear C. The hydrostatic drive path includes a hydraulic pump 22 driven by a transmission input 36 via gears B1-B3 and supplies pressurized hydraulic fluid to a hydraulic motor 24 having an output shaft 31which connects, via small gear E and large gear F, the gear D to the motor 24 so that gear D is driven at a rotational speed that is less than the rotational speed of the output shaft 31. The gear ratio paths comprises gears A to R mounted on or fixed to shafts 30 to 41 and clutches S to Z and 4WD which engage/disengage to provide first to sixth mechanical and hydrostatic gear ratios.

Description

(54) Title of the Invention: Transmission and power unit

Abstract Title: Transmission having mechanical and hydrostatic drive paths with common drive element (57) A transmission having mechanical and hydrostatic drives wherein mechanical first, second, fourth and fifth gear ratio paths and hydrostatic first, second, fourth and fifth gear ratio paths all include a common drive element, e.g. gear D. Mechanical third, hydrostatic third, mechanical sixth and hydrostatic sixth also have a common drive element in this case gear C. The hydrostatic drive path includes a hydraulic pump 22 driven by a transmission input 36 via gears B1-B3 and supplies pressurized hydraulic fluid to a hydraulic motor 24 having an output shaft 31which connects, via small gear E and large gear F, the gear D to the motor 24 so that gear D is driven at a rotational speed that is less than the rotational speed of the output shaft 31. The gear ratio paths comprises gears A to R mounted on or fixed to shafts 30 to 41 and clutches S to Z and 4WD which engage/disengage to provide first to sixth mechanical and hydrostatic gear ratios.

The reference to figure 2 of the drawings in the printed specification is to be treated as omitted under Section 15(2)or (3) of the patents act

1/1

Transmission and Power Unit

The present invention relates to a transmission and a power unit, in particular for a load handling machine.

Load handling machines, such as back hoe loaders, telehandlers, wheeled excavators and the like are required to travel over rough terrain, for example at a building site in order to manoeuvre materials. Careful control of speed is required in order to carefully manoeuvre and position the material or load. Such machines are also required to travel at relatively high speeds, often on relatively good quality paved roads, e.g. when the vehicle is being transported from one site to another. It is also important that whatever operation the vehicle is forming, it is carried out in a fuel efficient manner.

Known prior art machines use a torque converter to allow the machine to be driven at very low speeds e.g. when lifting or lowering a load into a particular position. For higher speeds a separate multi speed gearbox is used. However, such torque converters are inefficient. An object of the present invention is to provide an improved transmission and an improved power unit for a load handling machine.

One aspect of the present invention provides a transmission including: a transmission input, a common drive element, a mechanical drive path configured to operably connect the transmission input with the common drive element, a hydrostatic drive path configured to operably connect the transmission input to the common drive element, the hydrostatic drive path having a first part and a second part, the hydrostatic drive path including a hydraulic pump configured to be driven by the transmission input via the first part of the hydrostatic drive path and configured to supply pressurized hydraulic fluid to a hydraulic motor, the hydraulic motor having a hydraulic motor output shaft configured to be operably connected to the common drive element by the second part of the hydrostatic drive path, the second part of the hydrostatic drive path being configured to drive the common drive element at a rotational speed that is less than the rotational speed of the hydraulic motor output shaft, no components of the mechanical drive path being common with components of the hydrostatic drive path, the transmission having a plurality of gear ratio transmission paths, each configured to connect the common drive element to a transmission output, each gear ratio transmission path providing a different gear ratio between the common drive element and the transmission output.

Advantageously, the plurality of gear ratio transmission paths is available both via the mechanical drive path but also via the hydrostatic drive path. Furthermore, driving the common element more slowly than the hydraulic motor output shaft means that the torque at the common drive element from the hydraulic motor is greater than if the common drive element and motor hydraulic output shaft were driven at the same speed. This in turn allows for a lower torque hydraulic motor and such lower torque hydraulic motors are more compact and easily packaged than higher torque hydraulic motors. Furthermore, lower torque hydraulic motors are typically cheaper than higher torque hydraulic motors.

The invention will now be described, by way of example only, with reference to the accompanying drawings in which:FIGURE 1 is a schematic view of a vehicle including a transmission and a power unit according to the present invention,

With reference to the figures there is shown a vehicle 10 having a power unit 12 comprises a prime mover in the form of an engine 14 and a transmission 16. The vehicle includes ground engaging means, in this example in the form of wheels 18 e.g. rear wheels. The transmission 16 includes gears A, BI, B2, B3, C, D, E, F, G, Η, I, J, K, L, Μ, N, Ο, P and R; clutches S, U, V, W, X, Y, Z, 4WD; and eleven shafts 30 to 41.

Each clutch has a clutch inner and a clutch outer. When the clutch is engaged the clutch inner rotates with the clutch outer and when the clutch is disengage the clutch inner may rotate relative to the clutch outer. The clutch outers are labelled up with the suffix O and the clutch inners are labelled with the suffix I e.g. clutch X has a clutch outer Xo and a clutch inner Xi.

Certain components are rotatably fast with each other , in other words certain components cannot rotate relative to each other, thus:Shaft 31 and gear E are rotationally fast.

Shaft 30, clutch outer Xo, clutch outer So, and gear G are all rotationally fast. Clutch inner Xi and gear P are rotationally fast.

Clutch inner Si and gear R are rotationally fast.

Gear B3 and shaft 32 are rotationally fast.

Gear F, shaft 33 and clutch inner Wi are all rotationally fast.

Clutch outer Wo, shaft 34 and gear D are all rotationally fast.

Gear B2 and shaft 35 are rotationally fast.

Gear BI, shaft 36 and clutch inner Vi are all rotationally fast.

Shaft 37, clutch outer Vo, clutch outer Uo and gear A are rotationally fast.

Clutch inner Ui and gear C are rotationally fast.

Shaft 38, gear K and clutch inner Yi are all rotationally fast.

Clutch outer Yo, gear J, shaft 39, gear I and gear H are all rotationally fast.

Gear M, shaft 40, clutch outer Zo and gear L are all rotationally fast.

Clutch inner Zi and gear N are rotationally fast.

Gear O and clutch inner 4WDi are rotationally fast.

Shaft 41 and clutch outer 4WDo are rotationally fast.

The engine 14 has an engine output shaft 20 which is directly coupled to shaft 36.

Shaft 37 is a hollow shaft through which a part of shaft 36 passes.

The clutch inner Ui and the gear C both have a central hole through which part of the shaft 37 can pass thereby allowing shaft 37 to connect the clutch outers Vo and Uo with gear A.

The transmission also includes a hydraulic pump 22 and a hydraulic motor 24 which constitute part of a hydrostatic drive 26.

In outline power can be transferred from the engine 14 to the rear wheels 18 via any one of six purely mechanical gear ratios, i.e. the transmission path between the engine and the rear wheels of any of the six purely mechanical gear ratios is not transmitted through the hydrostatic drive.

Power can also be transmitted from the engine to the rear wheels 18 via the hydrostatic drive 26. When transmitting power via the hydrostatic drive the hydraulic motor output shaft 31 can be mechanically coupled to the transmission output shaft 38 via any one of six mechanical gear ratios. The hydrostatic drive can drive the output shaft 31 in either a forwards direction which causes the vehicle to move forwards or in a reverse direction which causes the vehicle to move backwards.

Figure 1 is a developed view of the transmission 16, and as such the shafts to do not all lie in the same plane (i.e. they do not all lie in the plane of the paper) rather certain shafts will lie in different planes when viewing figure 1. This allows shaft 30 to lie adjacent to shaft 39 which in turn allows gear P to be in constant mesh with gear J and allows gear R to be in constant mesh with gear H. Table 1 below shows which gears are used to transmit power from the engine to the output shaft 38 when using the various ratios.

Table 1

Drive Type	Gear Ratio	Transmission Route	Engaged Clutches
Mechanical	1st	A-D-G-P-J-I-N-M-K	vxz
Hydrostatic	1st	B1-B2-B3-E-F-D-G-P-J-I-N-M-K	wxz
Mechanical	2nd	A-D-G-R-H-I-N-M-K	vsz
Hydrostatic	2nd	B1-B2-B3-E-F-D-G-R-H-I-N-M-K	wsz
Mechanical	3rd	C-H-I-N-M-K	vuz
Hydrostatic	3rd	B1-B2-B3-E-F-D-A-C-H-I-N-M-K	wuz
Mechanical	4th	A-D-G-P-J	VXY
Hydrostatic	4th	B1-B2-B3-E-F-D-G-P-J	WXY
Mechanical	5th	A-D-G-R-H	VSY
Hydrostatic	5th	B1-B2-B3-E-F-D-G-R-H	WSY
Mechanical	6th	C-H	VUY
Hydrostatic	6th	B1-B2-B3-E-F-D-A-C-H	WUY

Looking at mechanical first gear ratio in more detail, power is transmitted from the engine to the engine output shaft 20, to the left hand end of shaft 36, along shaft 36 to clutch inner Vi, to clutch outer Vo (when clutch V is engaged), to shaft 37, to gear A, to gear D, to gear G, along shaft 30, to clutch outer Xo, to clutch inner Xi (when clutch X is engaged), to gear P, to gear J (as mentioned above gears P and J are in constant mesh), along shaft 39 to gear I, to gear N, to clutch inner Zi, to clutch outer Zo (when clutch Z is engaged), along shaft 40, to gear M, to gear K, and hence to the transmission output shaft 38 and on to rear wheels 18. As will be appreciated, this transmission route requires clutches X, V and Z to be engaged and for clutches S, W, U and Y to be disengaged.

Clutch 4WD is a four wheel drive clutch which, when engaged, allows drive to be transmitted to, for example front wheels (not shown), of the vehicle. When clutch 4WD is disengaged then no power is transmitted to the front wheels. Gears L and O are only associated with four wheel drive mode. As will be appreciated, engagement or disengagement of clutch 4WD is independent of how power is transmitted from the engine to the output shaft 38.

Transmission of power from the engine to the transmission output shaft 38 when in hydrostatic first gear power is from the engine 14 through the engine output shaft 20, to the right hand end of the shaft 36, along shaft 36 to gear BI, to gear B2, to gear B3, to the hydraulic pump 22, to the hydraulic motor 24, to shaft 31, to gear E, to gear F, to shaft 33, to clutch inner Wi, to clutch outer Wo (when clutch W is engaged) to shaft 34 to gear D. From gear D on to the output shaft 38 the hydrostatic first gear transmission route follows the same path as the mechanical first gear transmission route, i.e. via gears G, P, J, I, N, M and K to the output shaft 38. In this example, clutches X, Y and Z need to be engaged whereas clutches S, U, V and Y must be disengaged.

As will be appreciated, when in mechanical first there is a mechanical transmission path between the transmission input shaft 36 which comprises the clutch V (i.e. the clutch input Vi and the clutch output Vo), shaft 37 and gear A. This can be contrasted with components used to transmit power from the transmission input shaft 36 to the gear D when in hydrostatic first, namely gears BI, B2, B3, hydraulic pump 22, hydraulic motor 24, shaft 31, gear E, gear F, shaft 33, clutch W (comprising clutch outer Wo and clutch inner Wi) and shaft 34.

It will be appreciated that:a) the mechanical first gear ratio transmission route diverges from the hydrostatic first gear transmission route after the transmission input shaft 36,

b) the mechanical first gear transmission route and the hydrostatic first gear transmission route recombine at gear D,

c) from gear D onwards the mechanical first gear transmission route and the hydrostatic first gear transmission route are common.

Similarly,

a) the mechanical second gear ratio transmission route diverges from the hydrostatic second gear transmission route after the transmission input shaft 36,

b) the mechanical second gear transmission route and the hydrostatic second gear transmission route recombine at gear D,

c) from gear D onwards the mechanical second gear transmission route and the hydrostatic second gear transmission route are common.

Similarly,

a) the mechanical fourth gear ratio transmission route diverges from the hydrostatic fourth gear transmission route after the transmission input shaft 36,

b) the mechanical fourth gear transmission route and the hydrostatic fourth gear transmission route recombine at gear D,

c) from gear D onwards the mechanical fourth gear transmission route and the hydrostatic fourth gear transmission route are common.

Similarly,

a) the mechanical fifth gear ratio transmission route diverges from the hydrostatic fifth gear transmission route after the transmission input shaft 36,

b) the mechanical fifth gear transmission route and the hydrostatic fifth gear transmission route recombine at gear D,

c) from gear D onwards the mechanical fifth gear transmission route and the hydrostatic fifth gear transmission route are common.

It will be appreciated that gear D provides a common drive element in respect of mechanical first, second, fourth, fifth and hydrostatic first, second, fourth, fifth gear ratios, i.e. the transmission route of mechanical first, second, fourth and fifth and hydrostatic first, second, fourth and fifth all include gear D. In hydrostatic first, second, fourth and fifth the engine is connected to gear D via the hydrostatic drive

26. In mechanical first, second, fourth and fifth the engine is connected to gear D via a route that does not include the hydrostatic drive. It will also be appreciated that there is a plurality of gear ratio transmission paths between gear D and the transmission output 38. In this case four gear ratio transmission paths as follows:1) when clutch X and Z are engaged providing the first ratio,

2) when clutches S and Z are engaged providing the second ratio,

3) when clutches X and Y are engaged providing the fourth ratio, and

4) when clutches S and Y are engaged providing the fifth ratio.

Thus, the transmission route downstream of gear D is the same for the mechanical and hydrostatic drive.

Mechanical third, hydrostatic third, mechanical sixth and hydrostatic sixth also have a common drive element in this case gear C. All drive in mechanical and hydrostatic third and mechanical and hydrostatic sixth goes through gear C. When in third, the transmission route from gear C to the transmission output 38 is the same for both mechanical and hydrostatic drive types (e.g. via clutches U and Z). When in gear six, the transmission route from gear C to transmission output 38 is the same for both mechanical and hydrostatic drive types (e.g. via clutches U and Y). For third gear ratio, no part of the transmission route between transmission input shaft 36 and gear C for mechanical drive is the same as the transmission route between input shaft 36 and gear C for the hydrostatic drive. Similarly, in respect of sixth gear no part of the transmission route between the input shaft 36 and gear C in mechanical drive is the same as the transmission route between shaft 36 and gear C in respect of the hydrostatic drive.

When in mechanical drive, clutch V is always engaged and clutch W is always disengaged. Conversely when in hydrostatic drive clutch W is always engaged and clutch V is always disengaged. As will be appreciated, when shifting from mechanical drive to hydrostatic drive, or when switching from hydrostatic drive to mechanical drive a certain degree of overlap of engagement of the clutches will occur.

Hydraulic pump 22 is a variable displacement pump which can supply pressurised hydraulic fluid to the motor via hydraulic line 28 (wherein low pressure fluid from the motor is returned to the pump via line 29) or it can supply high pressure fluid to the motor via line 29 (and hence low pressure fluid is returned to the pump via hydraulic line 28). In one example, hydraulic pump 22 is a swash plate pump, in particular an overcentre swash plate pump.

The hydraulic motor 24 is a variable displacement motor, in one example a swash plate motor, in one example a motor is not an overcentre motor.

The swash plate of pump 22 may be varied between +100% (when the swash plate is at its maximum angle), 0%, and -100% (when the swash plate is at its largest negative angle). The swash plate of the hydraulic motor may be varied between + 100% and +5%.

Table 2 shows typical operations.

Table 2

	Gear D speed	Pump swash plate position	Motor swash plate angle
1)	Zero speed	+ 0%	+ 100%
2)	Very slow speed	+ 5%	+ 100%
3)	Medium speed	+ 100%	+ 100%
4)	Maximum speed	+ 100%	+ 5%
5)	Very slow reverse	-5%	+ 100%

In particular, the table shows the rotational speed of gear D. The speed over the ground of the vehicle will also depend upon which of the six hydrostatic gear ratios the vehicle is in.

Gear D, and hence the vehicle will be stationary when the pump swash plate is positioned at 0% and the motor swash plate is positioned at +100%.

In order to inch forwards, i.e. move forwards by a small amount, the pump swash plate can be moved to a small positive angle, in the example in table 2 to +5%. At this point the motor swash plate angle will remain at 100% thereby providing maximum torque to gear D and hence to the rear wheels. In order to increase the speed of the vehicle the pump swash plate is moved progressively towards 100% amount (see line 3 of table 2) and to increase the speed of gear D further then the motor swash plate angle is progressively reduced until the minimum angle of the swash plate is achieved (in this example 5%) whereupon gear D will be rotating at its maximum speed. By keeping the motor swash plate angle at a maximum this ensures maximum torque (see rows 1, 2 and 3). Only when a further increase in speed is required does the motor swash plate angle progressively reduce (see line 4) whereupon a reduced torque will be available at gear D.

In order to move the vehicle in reverse the pump swash plate position is moved to a negative amount, in this example -5% whereupon gear D will rotate backwards relatively slowly and hence the vehicle will move backwards.

Consideration of figure 1 shows that transmission route between the motor output shaft 31 and gear D includes gears E and F. Gear E has 17 teeth and hence has a smaller diameter than gear F which has 43 teeth and hence with clutch W engaged, gear D will rotate more slowly than the output shaft 31 by the ratio of the diameters of gears E and F. Consequently the torque seen at gear D from the motor will be higher than the torque seen at the motor output shaft 31. Thus, if a certain torque is desired at gear D then the motor is not required to generate that torque, rather it can generate a lower torque because of the torque multiplication of meshing gears E and F. Lower torque motors are cheaper to manufacture and occupy less space and therefore are easier to package and install on vehicles.

As mentioned above, for a particular rotational speed of motor 31, gear D will be rotating more slowly. Nevertheless, there are six gear ratio transmission paths from gear D to transmission output 38, four transmission paths via gear G (hydrostatic first, second, fourth and fifth) and two via gear A (hydrostatic third and sixth). These six downstream gear ratios can be arranged to compensate for the fact that gear D rotates slower than output shaft 31 when the transmission is in hydrostatic mode.

Furthermore, in one example the engine 14 may be a diesel engine. Typically, the maximum speed of the diesel engine is less than the maximum speed of the hydraulic pump, and as such it is possible to arrange for the hydraulic pump to be driven at a faster speed then the engine. In one example, the pump may run between 0% and 25% faster than the engine. In one embodiment gear BI has the same number of teeth as gear B3 and hence the pump runs at the same speed as the engine. In a further embodiment, gear BI has 25% more teeth than gear B3, in which case the pump runs 25% faster than the engine.

It will be appreciated that when power is transmitted through gear D then there are only two transmission paths between the engine and gear D namely a mechanical transmission path defined by clutch V and gear A and a hydrostatic transmission path defined by gears BI, B2, B3, E, F and by clutch W. This means that all of gear ratios associated with gear D (first, second, fourth and fifth) are available both for direct mechanical drive and hydrostatic drive.

Similarly, when considering when power is transmitted through gear C there are only two transmission paths between the engine and gear C namely the mechanical transmission path defined by clutches V and U and the hydrostatic transmission paths defined by clutches BI, B2, B3, E, F, clutch W, gear D, A and clutch U. Again, because only two transmission paths are available between engine and gear C then all the gear ratios associated with gear C (third and sixth) are available for direct drive via the mechanical drive path and also hydrostatic drive via the hydrostatic drive path.

By arranging the hydrostatic and mechanical ratios appropriately, it is possible to shift between the hydrostatic range and a corresponding mechanical range at a synchronous speed. Thus in order to shift between mechanical first and hydrostatic first clutch V is disengaged and clutch W is engaged (see table 1 above). Clearly in mechanical first gear the input and output of clutch V are rotating at the same speed and, by arranging the ratios as appropriately, the input and output to clutch

W can be rotating at the same speed as each other prior to this clutch being engaged. As such, less wear on clutch W occurs. Similarly, when changing from hydrostatic first to mechanical first, clutch W is disengaged and clutch V is engaged and by arranging the ratios appropriately the input and output of clutch V can be synchronised prior to the clutch being engaged, thereby reducing the wear on clutch V. The present invention allows one or more or all of corresponding mechanical hydrostatic gear ratios to be run at synchronous speeds when changing from mechanical to hydrostatic ratio or when changing from hydrostatic to mechanical ratio. Synchronous gear changing from hydrostatic to a mechanical ratio and synchronous changing from a mechanical ratio to a hydrostatic ratio has the additional benefit of providing a smooth gear change which is more comfortable for the operator.

As mentioned above, various clutches are used and any type of clutch could be used for any of the clutches described above, for example multi plate clutches, single plate clutches, power shift clutches, synchronised etc.

Figure 2 shows typical operations, though alternative operations are covered within the scope of the present invention. In particular, it is possible for both the motor and pump angles to be reduced in order to reduce required engine speed under light load applications. This has the effect of increasing the ratio of the hydrostatic drive, which maintains ground speed for a reduced engine speed.

Claims

1. A transmission including: a transmission input, a common drive element, a mechanical drive path configured to operably connect the transmission input with the common drive element, a hydrostatic drive path configured to operably connect the transmission input to the common drive element, the hydrostatic drive path having a first part and a second part, the hydrostatic drive path including a hydraulic pump configured to be driven by the transmission input via the first part of the hydrostatic drive path and configured to supply pressurized hydraulic fluid to a hydraulic motor, the hydraulic motor having a hydraulic motor output shaft configured to be operably connected to the common drive element by the second part of the hydrostatic drive path, the second part of the hydrostatic drive path being configured to drive the common drive element at a rotational speed that is less than the rotational speed of the hydraulic motor output shaft, no components of the mechanical drive path being common with components of the hydrostatic drive path, the transmission having a plurality of gear ratio transmission paths, each configured to connect the common drive element to a transmission output, each gear ratio transmission path providing a different gear ratio between the common drive element and the transmission output.

2. A transmission as defined in claim 1 wherein the mechanical drive path includes mechanical drive path clutch to selectively operably couple the transmission input with the common drive element and to selectively operably decouple the transmission input from the common drive element.

3. A transmission as defined in claim 1 or 2 wherein the hydrostatic drive path includes a hydrostatic drive path clutch to selectively operably couple the transmission input with the common drive element and to selectively operably decouple the transmission input from the common drive element.

4. A transmission as defined in claim 3 wherein the hydrostatic drive path clutch forms part of the second part of the hydrostatic drive path.

5. A transmission as defined in claim 4 wherein the hydrostatic drive path clutch, when engaged, is configured to rotate at the same speed as the common drive element.

6. A transmission as defined in claim 4 wherein the hydrostatic drive path clutch, when engaged, is configured to rotate at the same speed as the hydraulic motor output shaft.

7. A transmission as defined in any preceding claim wherein the common drive element is a gear.

8. A transmission as defined in any preceding claim wherein the mechanical drive path and the hydrostatic drive path constitute the only drive paths operable to connect the transmission input with the common drive element.

9. A transmission as defined in any preceding claim wherein the transmission includes a further common drive element, a further mechanical drive path configured to operably connect the transmission input with the further common drive element, a further hydrostatic drive path configured to operably connect the transmission input to the further common drive element, the further hydrostatic drive path having the first part and a further second part, the further hydrostatic drive path including the hydraulic pump configured to be driven by the transmission input via the first part of the hydrostatic drive path and configured to supply pressurized hydraulic fluid to the hydraulic motor, the hydraulic motor output shaft configured to be operably connected to the further common drive element by the further second part of the further hydrostatic drive path, the further second part of the further hydrostatic drive path being configured to drive the further common drive element at a rotational speed that is less than the rotational speed of the hydraulic motor output shaft, no components of the mechanical drive path being common with components of the further hydrostatic drive path, the transmission having a further plurality of gear ratio transmission paths, each configured to connect the further common drive element to the transmission output, each further gear ratio transmission path providing a different gear ratio between the further common drive element and the transmission output.

10. A transmission as defined in claim 9 wherein the further common drive 5 element is a gear.

11. A transmission as defined in claim 9 or 10 wherein the further mechanical drive path and the further hydrostatic drive path constitute the only drive paths operable to connect the transmission input with the further common drive element.

12. A power unit including a transmission as defined in any preceding claim and an internal combustion engine having an output shaft connected mechanically to the transmission input.

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Application No: GB1705197.0