Zahnraderfabrik Renk Ag

Renk Aktiengesellschaft

Firma Zahnraderfabrik Renk Aktiengesellschaft

Artur Kugler

Franz X Zaunberger

Rudi Reppert

Franz-Xaver Zaunberger

Anton Roth

A dynamic load test system simulates rotating mass torque loads encountered by specimen drive units such as complete motor vehicles, internal combustion engines, transmissions, brake systems and the like. The system includes a high pressure hydrostatic pump/motor unit which is controlled and regulated as a function of the positive or negative acceleration of the test specimen. Preferably, a portion of the total flywheel mass moment of inertia required for testing the specimen is generated by actual flywheel masses while a further portion is simulated by the hydrostatic pump/motor unit or a plurality of hydrostatic units.

Dynamic load test system for drive units

A gear system includes a housing and an intermediate ring gear movably carried on a support hub coupled to an output shaft. The ring gear is driven by an input pinion gear through a running tooth system and drives the support hub through a coupling tooth system. Misalignment of the gearings due to housing, shaft or support deflections under load are compensated by providing an arcuate axial tooth profile and radial clearance in the coupling tooth system. The coupling tooth system includes lubricant confined between a pair of sealing discs. In an alternate embodiment, the ring gear is carried on spherically configured rings of the support and the ring gear includes mating spherically configured rings with suitable clearance between the spherical surfaces. Engagement between the mating spherical surfaces generates the radial force required for adjustment of the ring gear while maintaining radial tooth clearance within the coupling tooth system. As a result, the coupling tooth system transmits torque forces exclusively.

Deflection compensating gear system with radially displaceable ring gear

A vehicle drive system includes a torque converter interconnecting an engine and a speed change gear and a flow brake is drivingly positioned between the torque converter and the speed change gear. A rotor of the flow brake is driven from a drive train which includes a torque converter turbine and the primary side of the speed change gear. During a braking cycle, the speed change gear is downshifted by one or more steps to increase the rotational speed of the flow brake rotor and generate a high braking moment. Because of high rotor speed, the flow brake is relatively small. The torque converter includes a bypass clutch which is disengaged during braking to permit negative slip in the torque converter and prevent excessive engine speed. The total braking load is distributed over the speed change gear, the flow brake, the torque converter and the engine. In addition, an engine brake and vehicle mechanical friction brakes may be employed. Preferably the flow brake actuation, speed change gear shifting, bypass clutch disengagement and engine brake actuation are under the automatic control of a programed controller.

Drive system with flow brake

A torque test apparatus for testing components such as gears, clutches and universal joints includes a pair of spaced transmissions interconnected to each other through a pair of connecting links to form a closed mechanical energy circuit. One or both of the links carries a test specimen and at least one transmission gear includes a coaxial twist coupling which is rotatable relative to the gear. The twist coupling includes a core coupled to the specimen. The twist coupling core is seated within the gear. A plurality of vanes project from the core and abut the inner surface of the gear. The gear includes vanes projecting inwardly and abutting the core. A hydraulic system selectively applies pressurized fluid to the spaces between the vanes to cause the core to rotate relative to the gear and apply a torque or twist load to the specimen.

Torque test apparatus

A mechanical gear transmission between an engine and a load includes shiftable speed change gearing. Brakes or clutches are provided for shift synchronization when changing to different speeds. Positioned between the engine and the gearing is a main synchronization element such as a clutch. The primary segment of the main synchronization element is driven by the engine output shaft while the secondary segment drives the input shaft of the speed change gearing. During a gear shift under load, the main synchronization element is maintained in a slip mode for a longer duration than the gearing synchronization element and provides the major portion of the total synchronization work. In alternate embodiments, the main synchronization element is combined with a planetary gearing for speed reduction on a pair of planetary gearings for reversing direction. A further embodiment incorporates a microprocessor controller and sensors for monitoring various engine and transmission functions. The microprocessor controller actuates the main and the gearing synchronization elements and may control the engine during a gear change.

High efficiency gear transmission

A control system for an automatic vehicle transmission includes a clutch mechanism interconnecting the driving connection between the vehicle engine and the vehicle driving wheels. The control system operates to automatically disengage the clutch when the braking system is actuated and the vehicle speed is reduced to a predetermined level with the accelerator in idle position. The clutch automatically engages when any of the three parameters have changed from predetermined levels. The automatic control system serves to reduce fuel consumption and exhaust emissions at vehicle idling by reducing transmission drag, yet provides smooth shifting and permits the engine and transmission to assist in vehicle braking.

Vehicle transmission control system

A tracked vehicle transmission provides reduced length between an engine output shaft and a transversely oriented main shaft which drives the vehicle tracks. The transmission includes a torque converter having an output shaft which extends across the main shaft. The primary side of the torque converter drives a steering unit and a power take-off shaft which includes a flow brake. The torque converter output shaft drives the main shaft through a gear train on the side of the main shaft opposite the converter. The gear train includes bevel gears which engage a pair of reversing clutches which drive planetary speed change gear sets. A pair of speed change gear sets may be positioned adjacent each of the reversing clutches or a single speed change gear set may be provided depending upon space requirements and installation conditions. The steering unit is mounted to the upper transmission casing as a single subassembly and is positioned above the main shaft in an area partially enclosed by the torque converter and the reversing clutches.

Compact transmission for tracked vehicles

A motor-vehicle drive engine has a cooling system to which it is connected via a transmission so that it can drive its own cooling system. A controller responsive to various parameters of the engine, particularly load power requirements, operates the cooling-system transmission through a cutout circuit so as to disconnect the cooling system from the engine when the engine temperature is below a predetermined level so that the full engine output power can be applied to a load. Thus the engine loading, engine output speed, engine heat, accelerator-pedal setting, and/or similar parameters are detected and fed to the controller which automatically cuts the cooling system off for a predetermined fixed interval (controlled by a timer) whenever it is possible for the engine to operate for this interval without the cooling system and the work produced by the engine is otherwise needed. A temperature sensor may reconnect the engine and the fan when the engine temperature rises impermissibly.

Apparatus for controlling the cooling system of a motor-vehicle drive

A tracked vehicle includes an engine driven transmission having a pair of output shafts, each of which engages a planetary gear set for driving chain treads. An infinitely variable, hydrostatic/hydrodynamic, superimposed steering mechanism includes a neutral shaft in engagement with the sun gears of each of the planetary gear sets. The steering mechanism includes a hydrostatic drive unit with a regulating pump having a control lever operatively connected to the vehicle steering wheel and an oil motor having an absorption regulating lever. The steering mechanism also includes a hydrodynamic drive unit which is controlled as a function of the hydrostatic system pressure. Output gears of both steering drive units engage the neutral shaft. A torque control valve includes a plunger which positions the oil motor absorption lever as a function of the hydrodynamic drive speed to increase torque at low drive speeds and reduce torque at high drive speeds. The speed dependent position of the control valve plunger is overridden in the presence of high pressures in the hydrostatic drive unit to increase torque when necessary at high speeds.

Control for tracked vehicle steering mechanism

A full-track vehicle has an engine connected via a pair of differentials to a pair of tracks. A steering shaft extending between the differentials is rotatable in one sense for deflection of the vehicle to one side during forward advance and in the other direction for deflection toward the other side. This steering shaft is connected to the planet carrier of a primary planet gear assembly and to the ring gear of an intermediate planetary gear assembly. The sun gears of both of these assemblies are connected to the output side of a reversible variable-speed transmission whose input side is connected directly to the engine. The ring gear of the primary planetary gear assembly is connectable to a brake which may arrest its rotation and the planet carrier of the intermediate planetary gear assembly is connected to the planet carrier of a left-turn planetary gear assembly and the ring gear of a right-turn planetary gear assembly. The ring gear of the left-turn assembly is provided with a brake as is the planet carrier of the right-turn assembly, and the sun gears of both of these assemblies are directly connected to the engine. For minor deflections the primary brake is closed and the transmission alone directly rotates the sun gear of the primary gear assembly and thereby rotates the steering shaft in the necessary direction. For greater deflection the left- or right-turn brakes are closed and the output rotation of the variable-speed reversible transmission is subtracted from the rotation speed of the sun gears of the turn gear assemblies, and for greatest possible deflection the output rotation of the transmission is added to the rotation of the sun gears. A Z-shaped cam is provided to effect this increasing, decreasing, and reversing operation of the transmission.

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Augsburg, Germany

Artur Kugler