JPS62238174A - Four-region hydromechanical type steering transmission gear train - Google Patents

Abstract

(57) [Summary] This bulletin contains application data before electronic filing, so abstract data is not recorded.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of the Invention This invention relates to a pressure-controlled mechanical synchronous shift multi-speed range steering transmission for track-laying vehicles or vehicles with wheels of the skid steering type. This transmission device has hydraulic and mechanical components that create a continuously variable hydraulic drive ratio, and selectively operates a clutch or brake to control hydraulic pressure,
Steering can be achieved by having the hydraulic mechanical or mechanical transmission operate in several separate speed ranges and by creating a speed difference between the left and right side outputs using one or more hydraulic devices. drive and steering, as opposed to using only dedicated hydraulic components to add a speed difference to the left and right side outputs to effect steering (this is sometimes referred to as "steer over"). The same hydraulic components are used for both. The present invention provides a multi-phase speed range steering transmission system that does not require reversal of steering, that is, has "steer positive" steering, and is disclosed in U.S. Pat. No. 4,345.48.
As described in detail in No. 8, the present invention relates to a type of transmission device that can provide clearly different speed and torque ratios in various speed ranges without providing a clutch in the steering path. This invention has the strongest relationship with U.S. Pat.
, 345,488, it is a split output transmission device defined as having several power paths from the input to the final power combination device 4. These types of transmissions have different numbers of speed ranges.

Description of Prior Art The most closely related prior art is U.S. Patent No. 4,345.48.
No. 8, and this invention is an improvement thereof.

Other technologies of interest, such as those listed in U.S. Pat. No. 4,345,488, include U.S. Pat. No. 3,596.
No. 535 transmission (an example of a hydromechanical synchronous shift multi-speed range steering transmission with different speed and torque ratios in different speed ranges as shown by the slope of the line in FIG. 2), U.S. Pat. 3,590°658 and 3,538,790
There is a number.

The transmission described in U.S. Pat. No. 3,815,698 is not only a predecessor model of the transmission that is the subject of U.S. Pat. When assembling and testing the four-zone variant, the fourth zone is different from the third zone, but is also related in that it has the same speed and torque ratio as the second zone.

The four-area variation of U.S. Pat. No. 3,815,698 is
A fourth region clutch is attached to the area distribution south i1j device 28, and the device is fixed, the clutch is engaged, and the brake D is engaged.1! This is accomplished by allowing the full input speed from gear 12 to be applied to carrier 36b instead of adding the reduced speed in the second region to j. This is the idea of the clutch 96 of U.S. Pat. No. 3,596,535, which has a different speed range but the same torque ratio as the basic speed range from the planetary tooth device 74 of that U.S. patent. is used to generate a second output that can be used as the basis for another speed range with As described in U.S. Pat. No. 4,345°488 for the dual-spindle embodiment of FIG. 4, this dual-spindle model has the same four-area changes as U.S. Pat. I can do it.

SUMMARY OF THE INVENTION The present invention extends the operating range of a transmission by the same speed range increment provided by the second zone at the relatively small cost of adding an additional clutch and set of transmission gears. The invention improves on the 1-domain shaft embodiment of the transmission of U.S. Pat. No. 4,345,488 by providing a fourth zone of advance which acts to provide a forward movement. Additional gears are
- Allowing different, alternative mechanical input speeds to be entered for a set of combination gears, creating an additional speed range with a different speed range but the same torque ratio as the current second range.

DETAILED DESCRIPTION A hydromechanical multi-speed range steering transmission of the type previously described may be constructed from components such as those shown in FIG.

The parts of the transmission of the invention include: an input gear train 1, a hydraulic first zone and a steering mechanism 2) an output gear 3 and an additional gear used to create three separate hydromechanical speed zones. Parts 4. 6. There are 7. The input gear train 1 is a hydraulic component 21.
22 and additional speed range gear components simultaneously. Hydraulic components using infinitely variable pump device A and motor device B can generate hydraulic output over a speed range from full forward speed to full reverse speed.

The hydraulic power itself is sent to the drive shaft via the output reduction gearing 3 and constitutes the first zone, which is achieved by varying the capacity of the pumping device A so as to create a speed difference between the motor devices 8. , also takes the helm.

Additional speed range gear parts 4. 6. 7 receives input from both the input component 1 and the hydraulic mechanism 2, and the output gear device 3
generating additional inputs to or modifying inputs thereto to create a plurality of hydromechanical speed ranges that sequentially exceed the speed range produced by the first hydraulic range. Steering through the additional speed ranges is also independent, by differentiating the capacity settings between hydraulic pump unit A, and by creating a difference in right and left side speeds from motor unit B to the output gear unit. It is done. This transmission device is
It is directly derived from the embodiment shown in FIG. 3 of U.S. Pat. No. 4,345,488. U.S. Pat. No. 4,345,488 uses the average motor or B-block speed as a hydraulic input to additional speed range gearing to account for speed fluctuations that may occur due to hydraulically generated steering speed differences. Cut off from propulsion in additional speed ranges. The speed and torque ratios in the first three speed ranges are independent of each other, and those in the second and third ranges are:
As a result of using the B average speed as the primary hydraulic input for the hydromechanical speed range, it is independent of the steering torque. Due to the presence of the fourth zone mechanism, which is the subject of the present invention, this transmission device is disclosed in U.S. Pat.
This differs from the single spindle embodiment shown in FIGS. 1 and 3 of No. 88.

Preferred Embodiment The embodiment of the invention shown in FIG. 1, which has its major components arranged on a single spindle and has a first zone and reverse zone, is similar to U.S. Pat. No. 4,345. By using the input gear part 1 shown in Figure 1 of No. 488, the input drive can be modified to form a full reverse transmission. Hydraulic first zone, reverse and steering mechanism 2) Output gear device 3, second zone gear train 4. The main components, including the third zone gear train 6 and the fourth zone gear train 7, are generally aligned with the output shaft 33, 34 passing through these parts and the central shaft 23, 2jj, thus defining the transmission main shaft. or rotate around it.

Input gear train Blj In the illustrated embodiment of the invention, the input gear train 1 is connected to the input shaft 1
0, which drives a bevel gear 11, which drives another bevel gear 111, which in turn drives the hollow shaft 112 and the two transmission gears 18, 19. A transverse shaft 36 passing through the hollow shaft 112 has a transverse transmission gear 37° 38 on the same countershaft -L as the input gear, but the illustration of the transverse axis in this location is optional and the package The horizontal axis is not limited to this, as it can be placed on the third axis.

Hydraulic steering and first zone This transmission device can be operated using any compatible pair of hydraulic pump (A) and motor (B) devices 21 and 22 such that at least pump A has an infinitely variable capacity. The best possible mode of carrying out this invention is a ball-piston hydraulic system as shown in FIGS. 2 and 3 of U.S. Pat. No. 3,814,698. is used. Part 2 is shown as consisting of a variable displacement positive displacement ball piston pump A1 and A2 connected to an input gear train via a gear 29 and a constant displacement positive displacement motor arrangement B1 and B2; Each motor device has a hydraulic closed cycle relationship with a respective hydraulic pump device A, and depending on the rotation and displacement settings of the A device, the B device can be moved in any direction at an infinitely variable speed. It is made to be able to rotate. Each motor device B is connected to a hydraulic output shaft, motor device B2 is directly connected to shaft 24, and motor device B1 is connected to shaft 23 via a carrier of planetary gear device 27.

By changing the displacement of pump device A, shaft 2
3 and 24 can be driven independently or in conjunction with infinite i1J variable speeds from maximum speed in one direction to maximum speed in the other direction. Each hydraulic output shaft 23.24
However, the output speed of the hydraulic motor B to which it is attached is determined by the output idle hl gear device 31 or 32 of the output gear device 3.
to the sun gear. The elements of the R star gear system, namely the sun gear, the slewing gear, the carrier and the idlers 1-+1. The gear is i
1 The reference numeral denoting the planetary gear set u is followed by the appropriate letter s, r, c or p denoting its element, so that the sun gear of the planetary gear set 31 is designated as 31S. . When the first range brake, indicated by I-R in FIG. driven, so that the output speed in the first region of each output shaft of the transmission has a direct relationship with the speed of the corresponding B device, and as the direction of rotation and displacement of pump device A changes, In both the forward and reverse directions, the width shaft is driven in a hydraulic range from zero speed to full speed, forming a combination of a first region and a reverse region. It would not be outside the unique aspects of this invention to optionally construct a full reversing system using the elements of the input drive train used in FIG. 1 of U.S. Pat. No. 4,345,488. Must not be.

In either configuration, by making a relative difference in the capacity settings of the pump devices fA, the motor devices B rotate at sufficiently different speeds from each other, creating a difference in output speed between the pumps 33 and 34. , steering is accomplished by causing the vehicle to change direction. Steering using this mechanism is infinitely variable between zero steering and full turn steering, with pumps A1 and A2 having opposite strokes and B1 and B2
One moves forward and the other moves backward.

Higher speed ranges The second and third zones are controlled by gear train components generally designated 4.6 as provided in U.S. Pat. No. 4,345,488.
area is constituted, and a new fourth area is constituted by part 7. The parts 4 in the second region include a second region outer swing gear device or high speed range combination device 41, a second region inner swing gear device or second region reduction gear device 42), and a brake. M is done. Parts 6 in the third area include a third area planetary wheel device 61, a clutch ■
and connecting gear elements. Part 7 of zone 4 is a new interconnect between the B average input and the mechanical input for the part of zone 3, driving parts 4 and 6 in a different mode to configure an additional speed range. It consists of a transmission tooth width of 19,71.72 and a fourth range clutch (2). The second, third and fourth zones are hydromechanical since there are both mechanical and hydraulic inputs to parts 4, 6 and 7 in these speed ranges.

As stated in the Summary of the Invention and General Description, one distinguishing feature of the transmission of this invention is that it is derived from the same hydraulic components that generate the speed difference between the right and left sides for steering purposes. However, the use of hydraulic input isolated from steering torque and speed is used in the hydromechanical speed range. This is accomplished by using a speed averaging device to generate an average of the B motor output speeds (ie, the "B average") for use as a hydraulic input to the second and third zone components. The speed averaging device used in the illustrated embodiment is a planetary gear set 27. As mentioned before, the hydraulic motor B2 moves the hydraulic output shaft 24 at +iI? ? In contrast, the hydraulic motor B1 drives the hydraulic output shaft 23 via the carrier 27c of the idler gear unit 27. Motor B1 is idle J1
1 drives the carrier 27c of the gear device 27, and the motor B2
drives the sun gear 27s of the device via the extension shaft 25, so that the average of the speeds B1 and B2, or the speed "B average", is generated in the ring gear 27r of the planetary gear train. The free νj-f4 shown in U.S. Pat. No. 3,815,698 and used in U.S. Pat. No. 4,345,488
! In the same format as the Ij device, the planetary gear set 27 is a double-binion R,! It is shown as having a +i gearing, ie a double pinion 27b. B1 and B
2 outputs are directly transmitted to the output sun gear of the transmission to enable steering in the 2nd, 3rd and 4th zones, while the B average generated on the ring gear 27'' The speed is unaffected by steering, providing hydraulic input for higher speed propulsion.

Second Zone In the second zone, a hydraulic input (B average) is supplied to the sun gear 41s of the outer second zone device or combination device 41 by the hollow shaft 43, as described in U.S. Pat. No. 4,345,488. As in the case, the transmission gear 19 is connected to the sun 1°i width 42s of the inner second zone device or reduction gear 42 via the carrier 61c of the device 61 and another concentric hollow interconnection shaft 44. Therefore, in part 4 of the second region, mechanical input is supplied to the solar I'i wheel 42s, which engages the brake ■ and immobilizes the ring gear 42''. At this time, the deceleration from the sun gear to the carrier generated by the planetary gear set 42 applies a mechanical input to the second region interconnecting hollow shaft 45 and the carrier 41e.The mechanical deceleration of the carrier 41c causes the sun gear 41s to In combination with the hydraulic drive for the ring gear 41r, a resultant speed function is generated in the ring gear 41r, which is transmitted via the gear element 35 to the output device 31.
is transmitted directly to the ring gear. When the brake (■) is engaged and the brake (I) is disengaged, the output speed of the second area component acting on the ring gear 31' and the B1 hydraulic output for the sun-small 31s work together to cause the carrier 31c to receive the second This output is based on mechanical input speed and torque, B10 uniform speed, B1 speed, hydraulic torque and;
1hl gearbox 42.41.31 is a function of the ratio.

The same second range output as that applied to the ring gear 31r is
It is also applied via the transverse shaft 36 and the transmission gears 37, 38 to the ring gear 32' of the device 32, where it is combined with the 82 speed and differs from the output of the gear 33 by a speed difference used for steering. An output is generated in the shaft 34.The transverse shaft 36 is shown to run through the hollow shaft 112 of the input gear train 1, or separately, so as to minimize the space required for the pancage of the transmission g. It may be placed on the axis of

Third Zone The drive of the third zone is generated by the third zone component 6 of FIG. By engaging the clutch ■ and operating the third region gear train parts, the rotation from the ring tooth +1127 r to the sun 1
"A hydraulic drive is applied to the middle 61s, and the Bt uniform speed is transmitted to the hollow shaft 62, and this hydraulic drive and the carrier 61c
The mechanical drive of 1! is combined with the 1-bo medium device 61, and the middle ura 1! is combined with the ring gear 61r. [Generates mechanical output.]

After this, the generated output of the hydromechanical intermediate third zone passes through the carrier 42c and the hollow shaft 45 of the inner second zone device without modification and is transferred to the carrier 41e of the outer second zone or high speed zone combination device. and there the oil pressure B for the sun gear 41s
Further combined with average speed. This combination creates a hydro-mechanical third range drive for the ring gear 41'', which leads to the gear 35 and the rings fM1.31r, 32r.
transmitted to. Thereafter, another combination with the appropriate speed is carried out in the devices 31 and 32 so that the output shaft 33 of the transmission
．． 34, which generates a third region output, which is described in U.S. Patent No. 4.
．． It is the same as the third section of the transmission of No. 345,488.

By properly selecting the gear ratios of the planetary gear system, the third zone can be controlled independently of steering and with the idle speed of 1. Gear device 31.
The desired torque ratio is independent of other speed ranges, except that the gear ratio of 41 is related to both the second and third ranges and must be compatible with the department. and speed ranges can be set to 1.

Fourth Zone The fourth zone drive is a novel feature of this invention, but the third zone
Using the fourth zone component 7 cooperating with the zone component 6, it is possible to synchronize the dual carrier 45 of the second zone device to a different and higher speed zone than that generated in the speed zone ■. This can be achieved by generating a constant speed mechanical input like this.

A characteristic of this type of hydromechanical synchronous shift multi-speed range transmission is that the propulsion hydraulic motor system cycles between selected maximum speeds in each direction. Each half-cycle, ie, the change from one maximum value to the other maximum value of the speed range, is shown in the graph of FIG. 2, with the shift point occurring at the maximum value. Synchronous shifting is accomplished by clutching two elements that have the same speed at the shift point, or by making an element stationary at the shift point immobile and using it as a reaction element. Since the output train must accelerate in the same direction beyond the shift point when the hydraulic motor device reverses acceleration, the elements of the drive train must be the same in every other speed range, e.g. Often used in mode. Transmission design engineers seek to maximize the use of drive train elements in order to save money and weight, and of course seek to obtain additional speed ranges using the same parts. In some cases, if a speed reduction gear is used in the speed range mechanism, it is not easy to tell,
It is also easily possible to add and use mechanisms for lower speed ranges. This is especially true if the hydraulic motor system is in the same cycle in a low speed range and can be used again in a high speed range. This is U.S. Patent No. 4,345,488 (two-axis)
and same No. 3.815,698, same No. 3.596゜53
This is a situation when changing the 4-speed range for the predecessor transmission of No. 5, and in each case, the i
A leg gear system can be used to input the original input without slowing it down.

In the case of this invention, a fourth region is desired, and speed region (2) uses a reduction gear system, i.e., a reduction from the sun gear to the carrier in the inner second region device 42; When operating at maximum speed, i.e. near the required shift point, the elements of the device 42 have different speeds and rely on the reduction gear 42 to drive the common carrier 45 at the speed of the mechanical input. There was no way. Therefore, if another method is found to mechanically drive the common carrier 45 at the proper speed starting from a synchronous shift from speed range ■, then speed range ■ can be created using second range part 4. . In response to another hydraulic motor drive cycle, the sun gear 41s
During the cycle change from zone maximum speed (in one direction) to a new maximum value (in the other direction), the ring gear 6 of the zone 3 part
1" can be maintained at a speed corresponding to the maximum speed of the third zone, it has been found that elements 35, 31r and 33 of the output train will be accelerated to produce a new final output speed of the transmission.

Therefore, as a result of this, the device 41 has the same torque characteristics as the high speed RFT region (3), but is combined with the B-equal hydraulic output.
The constant speed mechanical input in the speed range H is also applied to axis 1.
12 speeds, resulting in another hydromechanical speed range with a different speed range, ie speed range ①. The mechanical constant speed of the second zone is determined by the mechanical constant speed from the shaft 112 and gear 19, which is decelerated by the deceleration from the sun gear to the carrier performed by the inner second zone device 42 when the brake ■ is engaged. On the other hand, the mechanical constant speed in the fourth region is only slightly different from the mechanical speed used in the second region before deceleration. The fourth region part 7 includes a gear 71 and a tooth t71 and a shaft 6 arranged so as to be driven by the southeast 19 when the clutch (2) is actuated.
2, so that when the clutch 1 is engaged, the sun-tun 61s is mechanically driven from the gear 112 at a predetermined constant speed. Since the third zone carrier is also mechanically driven by the gear 19 at different speeds, the two
When the two inputs are combined, the ring tooth 1j of the third zone device
For t61r, a further mechanical constant speed is generated, and thus also for the common carrier 45 of the second zone device. This is the average of the speeds of sun gear 61s and carrier 61e, which is higher than the speed present during operation in the second zone. As previously mentioned, the gearing of part 7 must produce the same speed as B at the m-IV shift point so that the shift is synchronous. We now have a way to achieve this result.

That is, this invention will be explained here. Transmission gear 71.
A drive connection using 72 can be set between the mechanical input of the transmission and the sun gear 61s, which is the speed range ■
The sun gear 61s is driven at a speed corresponding to the speed set for the shift from to the new speed range ■.

General operation In the speed range I9 ■ and ■, this modified transmission has:
It operates similarly to the embodiment shown in FIG. 3 of the transmission of U.S. Pat. No. 4,345,488. Looking at the second factor, it can be seen that from the neutral position, that is, the static state in which the hydraulic pump device A has no capacity, there is no output, and the transmission function is at the origin in FIG. When the 1-R brake is applied and the ring gears 31r and 32'' are immobilized, the pump device A
are operated in either the forward or reverse direction to force oil to the motor device B, and rotate them in either the reverse or forward direction, as shown by line R-1 in Figure 2. I can do it. In FIG. 2, the vertical axis represents the speed of motor device B, and the horizontal axis represents the output speed of the transmission device. In the forward direction, at the selected maximum speed in speed range I, the capacity of the A device is reduced by engaging the brake ■ and disengaging the brake I-R.
When decelerating the B device from the maximum speed selected at the shift point,
Transmission components operate not along a single speed range line, but along a speed range line. From the 1-II shift point, the sun 1SIli
As the gears 41s and 31s are decelerated, the ring gear 4
1r, 31r are accelerated from zero velocity relative to the wave carrier 4fe, accelerating the output carrier 31c, but to a lesser extent. Further details regarding speed range n, nm shift and speed range ■ can be found in U.S. Patent No. 4.345
, 488, particularly FIG. 8 and the description of the operation of the +1 single axis embodiment.

Section 4 The operation of the new section 4 of this invention is graphically shown in FIG. 2 by the dashed ■ line. This line is parallel to the speed range ■ line, indicating that speed range ■ has the same torque ratio as speed range ■, but the speed is displaced. III-IV
At the shift point, the selected ratio of the transmission gears 71 and 72 as previously described causes the clutch ■ to be engaged and the clutch ■ to be disengaged as a synchronous shift, so that at the shift point, the speed range ■ is obtained. The sun gear 61s can be mechanically driven at the same speed. As a result, during operation in the speed range ■,
The deceleration effect of the sun gear 41s when the stroke of the AW position is reduced is the gear 35 and the ring gear 31.

32r and the output 33.34 as a reaction point producing R on the speed, the same top speed of speed range 3 can continue on the common carrier 45. After this, the transmission operates in a new speed range and has the torque ratio of speed range ■, but speed range I
It operates in a new speed range (2) that has a relationship to the speed range (2), such as the relationship of the speed range H to the speed range (2).

Conclusion The new additional mechanical input via the transmission tooth tIi 71.72 is described in U.S. Pat. A new layer is added synchronously for use in the second zone parts to generate another speed-displaced output with the same performance as the previously known fourth zone modification of the spindle type model. Solved the problem of generating high mechanical speeds. With additional speed ranges available, the gear ratios, including the vehicle's final output gear, can be modified, if desired, to fit the entire speed range for a particular vehicle.

[Brief explanation of drawings]

FIG. 1 shows one unit of U.S. Pat. No. 4,345,488.
FIG. 2 is a graph showing the stroke diagram of the transmission device of the invention, and shows the displacement of oil J [speed and transmission of the pump and its corresponding hydraulic motor]. 1 is a graph showing the relationship between device output speeds and showing improvements over conventional transmissions; Input gear 3: Output gear device 4, 6, 7: Gear parts 18, 19 + Transmission gear 21. 22: Hydraulic components 27. 41, 42, 61: Planetary centering device 71. 72: Transmission tooth Width 1-R, ■ Nibrake III, IV: Clara≠

Claims (1)

[Claims] 1) A mechanical input drive train and a variable driven by the drive train that can be changed cyclically between a maximum speed set in each direction as the speed of the synchronous shift point. A reversible variable hydraulic component that generates a speed hydraulic output, a friction device that changes the speed range to define the speed range of the transmission, and a transmission output combination that generates the final output of the transmission in response to two inputs. the two inputs to the output combination gear are responsive to the gear, the mechanical drive train and the hydraulic components, such that the two inputs are different for each speed range of the transmission; a speed range changing mechanism for two-path synchronous shifting, the mechanism passing the mechanical input and variable speed output to generate the two inputs;
It includes a reducing and interlocking differential gearing and a friction device for changing the speed range, where in one speed range the gearing causes a reduction in the mechanical input speed and changes the reduced speed. The gearing sums with the variable speed hydraulic output circulating in one direction to create one of the two inputs, and in the next higher speed range, the gearing hydraulic pressure such as to generate a first sum with said variable speed hydraulic output circulating in an opposite direction and further add said first sum with the same hydraulic output to generate said one of said two inputs; In a mechanical synchronous shift multi-speed range split output transmission, a new shift is performed using the modified mechanical input speed in place of the first sum at the selected top speed of the next higher speed range. A transmission having mechanical drive and friction member means for setting a point and setting an additional new higher speed range when said hydraulic power is circulated again in said one direction. 2) In the transmission device according to claim 1), in order for the mechanical drive and friction member means to form the first sum in the transmission gear and the next higher speed range, A transmission device that is a clutch interconnected with an element within the gearing system introduced for summing the variable speed hydraulic output with the mechanical input. 3) In the transmission according to claim 2), the one speed range is a second range of the transmission, the next highest speed range is a third range of the transmission, and the additional speed range is a third range of the transmission. A new higher speed range is the fourth range of the transmission. 4) The transmission according to claim 2), wherein the speed generates the one of the two inputs to the transmission output combination gear in the one speed range and the next higher speed range. The differential gearing of the range changing mechanism includes three planetary gearing of three elements each, namely a device for one speed range, a device for the next higher speed range and a device for the final summing; The speed range device has one element connected to the first element of each of the other two devices, the second element connected to the second element of the next higher speed range device, and a second element is also connected to a mechanical input drive train such that both said second elements are mechanically driven, and said third element is connected to a friction device; As the basis of said one speed range, said one element thereof and said first element of said final summing device are configured to be mechanically driven at a reduced speed by a mechanical input, said next The high speed range device has its third element connected to a friction device means to connect said third element to the hydraulic component at said next higher speed range and to said mechanically at said additional new higher speed range. selectively and serially connected to an input drive train via the transmission gear, the final summing device having a second element connected to and driven by the hydraulic component, and a third element connected to and driven by the hydraulic component. driven as a function of input drives for the first and second elements of the final adder;
A transmission comprising said further added sum, wherein said third element is said one of said two inputs to said output combination gear. 5) a mechanical input drive train, a mechanical transmission output drive, and a variable hydraulic component driven by the input drive train to produce a variable speed hydraulic output, and transmitting power to the transmission output drive; a first power path mechanism responsive to the hydraulic component to transmit the variable speed hydraulic output to the transmission output drive; and a first power path mechanism responsive to the hydraulic component to transmit the variable speed hydraulic output to the transmission output drive; configuring a second power path mechanism for selectively operating the transmission device via the first power path mechanism in the first speed range, or mutually or not in the first speed range. Another two speed ranges having different torque ratios include a speed range changing mechanism selectively operated through both said power path mechanisms, said speed range changing mechanism being mechanically driven at a constant speed. a first element responsive to said mechanical input train such that said variable speed hydraulic output outputs an initial third zone hydraulic pressure from said third zone device to a third element of said third zone device in response to said variable speed hydraulic output; a second generating mechanically generated output;
a third zone differential gear having an element of
and in response to a third element, receiving a mechanical input;
a second zone differential gear reduction device for generating a reduced constant mechanical speed of the second zone as an initial portion of the second zone generating output and passing the initial third zone generating output;
in response to the area reduction gear and the variable hydraulic component, the second
a higher speed range consisting of three elements in which either the reduced mechanical speed of the range or the initial third range output is combined with the variable speed hydraulic output to produce the second and third range final outputs. It consists of a differential gear combination device, and furthermore,
a friction device that selectively activates and deactivates elements of the speed changing mechanism to operate the transmission in three distinct speed ranges; and an output combination gear that causes the transmission to be a split output transmission in response to inputs received from either or both of the path mechanisms. A speed range changing mechanism selectively provides additional mechanical input to a mechanical transmission means responsive to the mechanical input drive train and a second element of the third range differential. A transmission having actuating means for driving the transmission in an additional fourth zone. 6) In the transmission device according to claim 5), the mechanical transmission means and the actuating means connect the transmission gear and the second element of the third zone differential gear to the mechanical input. A transmission system consisting of a fourth range clutch interconnecting elements of the drive train. 7) In the transmission device according to claim 6), the ratio of the transmission gear and the element of the mechanical input drive train is such that the second element of the third zone differential gear device is The transmission is adapted to be mechanically driven in the fourth zone at the same speed as it was hydraulically driven in the third zone when the speed at which the shift to the fourth zone occurs is reached.