Agco International Gmbh

Agco Corporation

Xaver Fendt & Company

Richard Heindl

Robert Honzek

Martin Brenninger

Hans-Peter Nett

Andreas Brockmann

Philipp Kirmaier

Sven Krieger

Theodor Bosl

Herbert Leonhart

Johann Wittman

Tobias Albrecht

Guenther Groeger

Florian Knobloch

Gunther Groger

Rainer Hommel

Konrad Guggemos

Kondrad Guggemos

Günther Gröger

A trailer braking system comprises a vehicles having a continuously-variable hydrostatic transmission, and a trailer coupled for towing by the vehicle and having an associated braking system operable from the vehicle. The vehicle transmission includes a first pressure sensor arranged to measure a fluid pressure at a predetermined point within the transmission, and a rotation sensor arranged to determine a rotation direction of a predetermined component in a driveline of the vehicle. A control unit coupled to the first pressure sensor and rotation sensor determines when a PUSH condition exists based on a particular combination of pressure and rotational direction, and operates the trailer brakes in response. One or more back-up systems to confirm the existence of a PUSH condition may be provided.

Trailer brake control system

A drive train arrangement for a tracked or two-wheel drive utility vehicle including a transmission and differential axle. The transmission has on a first side a rotatably driven input adapted to couple to the output of a motive power unit of the vehicle, and on a second side opposed to the first, an output shaft. The differential axle unit, which may be a steering differential, has an input coupled with the transmission unit output shaft and a pair of output shafts operationally coupled with the input via a plurality of planetary gear sets. The transmission unit output shaft extends outwardly of the unit also on the first side, and has a vehicle brake assembly mounted to the output shaft on the first side.

Vehicle drive train braking

An agricultural vehicle and method of controlling the same are provided, the vehicle having a motive power unit providing a driving torque to at least one driven wheel and having at least one tire or track frictionally coupled with the periphery of the driven wheel. A vehicle operating parameter is controlled in dependence on the driving torque and a slippage characteristic relating the respective driving torque at which the frictional coupling between driven wheel and tire or track begins to slip for a range of vehicle operating parameter values. The operating parameter is suitably a tire pressure or track tension, and the control may involve reducing driving torque or increasing pressure/tension to prevent slipping.

Vehicle wheel slippage control

A continuously variable transmission for an agricultural vehicle, the transmission comprising a transmission casing and transmission components, the components including: an input shaft drivable by a prime mover, first and second output drive shafts for connection to driven wheels of the vehicle, a mechanical transmission branch which transfers torque mechanically from the input shaft to the first and second output shafts, and a further transmission branch having at least one continuously variable motor, wherein the first and second output drive shafts are additionally driven by the at least one motor so as to provide the first and second output drive shafts with continuously variable drive.

Agricultural vehicle transmission

A synchronized shift device for locked connection of at least two shafts (), which shafts have different rotation speeds at the start of a shift procedure. An arrangement of first annular drive body (), synchronization body () and first annular coupling element () bring about synchronization of the shaft speed prior to coupling by a synchronization sleeve (). A further shaft (), coaxially arranged, may be provided with a similar arrangement of annular drive body () and coupling element () for synchronized connection with one of the other shafts ().

Synchronised shift device for a vehicle

A system for transmitting power from an engine shaft to a power take-off (PTO) shaft of a utility vehicle, comprising a transmission having an input shaft coupled to the engine shaft and an output driveably connectable to one or more driven axles of the vehicle. A synchronised shift device is operable to selectively connect an output shaft thereof to one of the transmission input shaft and output, said output shaft further being driveably connectable to the PTO shaft. The synchronised shift device comprises inner and outer coaxially aligned and respectively rotatable input bodies alternately connectable to the shift device output shaft, with the inner input body connected to the transmission input shaft and the outer input body driveably connected to the transmission output. The arrangement provides switching between engine speed and ground speed operation of the PTO.

Power takeoff drive system for a vehicle

The present invention relates to a drive arrangement for vehicles with at least two drivable vehicle axles (V, H). The drive arrangement is particularly suitable for utility vehicles and agricultural tractors. It has at least one first motor (), which is propulsively connected to a first vehicle axle (H), and a second motor (), which is propulsively connected to a second vehicle axle (V). At least one of the motors is a de-connectable motor (), which can be disconnected from the propulsive connection to the associated vehicle axle (V). Regardless of whether the de-connectable motor () is propulsively connected to the associated vehicle axle (V) or is propulsively disconnected therefrom, a propulsive connection can be selectively made and broken between the first and the second vehicle axle (V, H).

Drive arrangement for vehicles with at least two drivable vehicle axles

The present invention relates to a drive system for vehicles with at least two drivable vehicle axles (V, H), in particular for utility vehicles and farm tractors. The drive system has an infinitely variable transmission with no intermediate axle differential comprising at least a first () and a second () motor. The first motor () in this case is propulsively connected to a first vehicle axle (H) and the second motor () is propulsively connected to a second vehicle axle (V). Furthermore the drive system has a clutch (), by which a propulsive connection can be made between at least the first (H) and the second (V) vehicle axle, wherein the position of the clutch is adjustable () in a range between an engaged position and a disengaged position, and a control unit (), which actuates the clutch () in such a manner that its torque transmission capacity is adjusted as a function of a driving state of the vehicle.

Drive system for vehicles with at least two drivable vehicle axles

An axial piston machine, in particular an axial piston pump, of the swashplate or bent axis type, is described, wherein a fixed control plate (), which comprises at least one control passage () consisting of a plurality of control passage sections () separated from each other by bridges (), is arranged between a cylinder drum, rotatable in both directions of rotation, and a fixed housing. The object of the invention is to design the control plate of an axial piston machine in such a way that damage by cavitation to the structural parts is prevented over the entire extent of the control passages for the supply and removal of the operating fluid. For this purpose the at least one control passage () in the region at least of one bridge () is provided with a pressure balance opening () connecting the surfaces of the control plate () with one another.

Axial piston pump or motor of the swashplate or bent axis type

Described is a utility vehicle, in particular an agricultural tractor, with a front axle (), which can be driven by a drive element of a first multi-disc clutch (), connected in a driven manner to the drive train () and a power take-off shaft () which can be driven by the drive train () at speed proportionately to the speed of the vehicle over the ground (ground speed power take-off). In order to keep expenditure low on the control of the disc clutch () and the power take-off shaft (), it is proposed that the power take-off shaft can be driven at a speed proportional to the speed of the vehicle over the ground by a second multi-disc clutch () which has a drive element connected in a driven manner to the drive train (), and that both multi-disc clutches () are actuated in common.

Utility vehicle drive train

A system operated by what is referred to as a clutch pedal, which adjusts the traction power of an infinitely variable, hydrostatic-mechanical transmission. The transmission contains at least one pump (,) and at least one motor (,), arranged in a hydraulic circuit. In order to reduce the traction power, pressure is leaked between the two sides of the motor (,) by reducing the pressure at the control parts (,) of two proportional valves (,) in respective lines bridging the motor (,). The control parts (,) of the proportional valves (,) are connected via a shift valve (,) to an intermediate valve (,), the closing force of which is reduced as the clutch pedal (,) is opened by means of a closing spring (,).

Growing community of inventors

Marktoberdorf, Germany

Richard Heindl