Abstract: An electronic drive control system for a vehicle having a right and left drive wheels and a pair of actuators engaged to respective control arms of the associated variable drive units. A pair of speed sensors are in electrical communication with the respective variable drive units and a controller. The controller receives signals from the speed sensors and determines at least one operational output of each variable drive unit based on the received signals, calculates adjustments to at least one of the actuators and adjusts at least one of the actuators to move the respective control arm of the drive unit to effectuate the desired operational output of the variable drive units.

Abstract: An electronic drive control system for a vehicle having a right and left drive wheels and a pair of actuators engaged to respective control arms of the associated variable drive units. A pair of speed sensors are in electrical communication with the respective variable drive units and a controller. The controller receives signals from the speed sensors and determines at least one operational output of each variable drive unit based on the received signals, calculates adjustments to at least one of the actuators and adjusts at least one of the actuators to move the respective control arm of the drive unit to effectuate the desired operational output of the variable drive units.

Abstract: A front steering module adapted for integration with the subframe of a zero-turn radius vehicle incorporating an electronic steering apparatus. The module provides both front wheel steering and corresponding control inputs for the electronic steering apparatus. The module has a frame member having a pair of steered wheel assemblies mounted thereto and a mounting member for attachment to the vehicle. The module further comprises a steering mechanism and a steering position sensor for providing input to the electronic steering apparatus.

Abstract: A front steering module adapted for integration with the subframe of a zero-turn radius vehicle incorporating an electronic steering apparatus. The module provides both front wheel steering and corresponding control inputs for the electronic steering apparatus. The module has a frame member having a pair of steered wheel assemblies mounted thereto and a mounting member for attachment to the vehicle. The module further comprises a steering mechanism and a steering position sensor for providing input to the electronic steering apparatus.

Abstract: A front steering module adapted for integration with the subframe of a zero-turn radius vehicle incorporating an electronic steering apparatus. The module provides both front wheel steering and corresponding control inputs for the electronic steering apparatus. The module has a frame member having a pair of steered wheel assemblies mounted thereto and a mounting member for attachment to the vehicle. The module further comprises a steering mechanism and a steering position sensor for providing input to the electronic steering apparatus.

Abstract: There is provided a multilayer protective boot having means for flame resistance, electric shock resistance and chainsaw cut resistance. The boot is designed to meet all of the NFPA 1971:2007, CE/EN ISO 20345-2:1996, and CSA-? standards for firefighter protective footwear and the CE/EN ISO 20345-2 SB E, CSA Class 1/ANSI, CE Chainsaw Class 3, and CSA “Green Tree” Chainsaw Z195-02 standards for chainsaw operator protective footwear These standards are met through the use of layers of Kevlar®, rubber and polyamide tricot materials in the vamp, leg, sole, toe cap and back reinforcement regions of the protective boot.

Abstract: A steering apparatus for a zero-turn radius vehicle using a steering mechanism coupled to a first set of wheel assemblies by a plurality of cables. User input to the steering mechanism causes the cables to turn the first set of wheel assemblies about a vertical axis. Specifically, the cables link the steering mechanism to cam mechanisms that are attached to each wheel assembly. The design of the cam mechanism, which preferably includes two cams of varying radii, enables the two wheel assemblies to rotate about their vertical axes at varied degrees of rotation and greater than ninety degrees from the forward facing position, thereby resulting in zero-turn radius capability.

Abstract: A steering apparatus for a zero-turn radius vehicle using a steering mechanism coupled to a first set of wheel assemblies by a plurality of cables. User input to the steering mechanism causes the cables to turn the first set of wheel assemblies about a vertical axis. Specifically, the cables link the steering mechanism to cam mechanisms that are attached to each wheel assembly. The design of the cam mechanism, which preferably includes two cams of varying radii, enables the two wheel assemblies to rotate about their vertical axes at varied degrees of rotation and greater than ninety degrees from the forward facing position, thereby resulting in zero-turn radius capability.

Abstract: A steering apparatus for a zero-turn radius vehicle using a steering mechanism coupled to a first set of wheel assemblies by a plurality of cables. User input to the steering mechanism causes the cables to turn the first set of wheel assemblies about a vertical axis. Specifically, the cables link the steering mechanism to cam mechanisms that are attached to each wheel assembly. The design of the cam mechanism, which preferably includes two cams of varying radii, enables the two wheel assemblies to rotate about their vertical axes at varied degrees of rotation and greater than ninety degrees from the forward facing position, thereby resulting in zero-turn radius capability.

Abstract: A front steering module adapted for integration with the subframe of a zero-turn radius vehicle incorporating an electronic steering apparatus. The module provides both front wheel steering and corresponding control inputs for the electronic steering apparatus. The module has a frame member having a pair of steered wheel assemblies mounted thereto and a mounting member for attachment to the vehicle. The module further comprises a steering mechanism and a steering position sensor for providing input to the electronic steering apparatus.

Abstract: There is provided a multilayer protective boot having means for flame resistance, electric shock resistance and chainsaw cut resistance. The boot is designed to meet all of the NFPA 1971:2007, CE/EN ISO 20345-2:1996, and CSA-? standards for firefighter protective footwear and the CE/EN ISO 20345-2 SB E, CSA Class 1/ANSI, CE Chainsaw Class 3, and CSA “Green Tree” Chainsaw Z195-02 standards for chainsaw operator protective footwear These standards are met through the use of layers of Kevlar®, rubber and polyamide tricot materials in the vamp, leg, sole, toe cap and back reinforcement regions of the protective boot.

Abstract: A mechanical differential assembly having an increased bearing load zone capacity. The mechanical gear assembly maintains a proper load capacity of rollers of the bearings which support a differential gear assembly. The mechanical differential assembly thus maintains alignment of the inner and outer races of the bearings regardless of an axial force placed on the bearings, any loads placed on the differential gear assembly or the like during driving condition. The mechanical differential assembly includes a differential gear assembly supported on a first end by a cylindrical bearing and supported on the second end by a pair of tapered bearings.

Abstract: This invention relates to a method and apparatus for maintaining equal air pressure in a pair of tires on a work machine. The invention provides a valve body with a pair of piston chambers. A piston is reciprocatably positioned within each piston chamber, the pistons are biased toward a first closed end of the piston chambers. The closed end of each piston chamber is connected by a passageway to one of the tires. Each piston chamber is additionally fluidly connected to the other piston chamber. When the air pressure in each tire is above a predetermined amount the pistons are moved away from the closed end of the piston chamber and airflow is permitted between the piston chambers thereby balancing the tire pressures. If the pressure in either tire is below the predetermined minimum, the piston in that respective piston chamber moves toward the first end to block, airflow between the piston chambers.

Abstract: This invention relates to a method and apparatus for maintaining equal air pressure in a pair of tires on a work machine. The invention provides a valve body with a pair of piston chambers. A piston is reciprocatably positioned within each piston chamber, the pistons are biased toward a first closed end of the piston chambers. The closed end of each piston chamber is connected by a passageway to one of the tires. Each piston chamber is additionally fluidly connected to the other piston chamber. When the air pressure in each tire is above a predetermined amount the pistons are moved away from the closed end of the piston chamber and airflow is permitted between the piston chambers thereby balancing the tire pressures. If the pressure in either tire is below the predetermined minimum, the piston in that respective piston chamber moves toward the first end to block, airflow between the piston chambers.

Abstract: An apparatus for controlling temperature of fluid in a rear axle assembly includes a rear axle housing having an internal component chamber. The internal component chamber has a rear axle sump located therein. The apparatus also includes a temperature control operational pressure source coupled to the internal component chamber. The apparatus further includes a diverter valve coupled to the temperature control operational pressure source. The apparatus includes a heating fluid return line interposed between the diverter valve and the rear axle sump, and includes a cooling fluid return line interposed between the diverter valve and the rear axle housing. The temperature control operational pressure source is selectively operable between (i) a first rate mode in which it advances fluid from the internal component chamber at a first flow rate, and (ii) a second rate mode in which it advances fluid from the internal component chamber at a second flow rate.

Abstract: A traction assembly of a work machine having (i) a differential housing having an axle passageway extending therethrough and (ii) an axle positioned within the axle passageway is disclosed. The traction assembly includes a gear mechanically coupled to the axle. The gear includes (i) an outer peripheral surface having a plurality of sensor teeth defined therein, (ii) a first shoulder extending in a first lateral direction, and (iii) a second shoulder extending in a second direction. The traction assembly also includes a bearing assembly attached to the differential housing, wherein (i) the bearing assembly includes a first bearing member and a second bearing member, (ii) the gear is interposed between the first bearing member and the second bearing member, (iii) the first shoulder of the gear contacts a first journal surface of the first bearing member, and (iv) the second shoulder of the gear contacts a second journal surface of the second bearing member.

Abstract: An apparatus for controlling temperature of fluid in a differential assembly. The apparatus includes a differential housing having a number of sidewalls which collectively define an internal component chamber, wherein (i) the internal component chamber has a differential sump located therein, and (ii) the differential sump has a sump input port defined therein. The apparatus also includes a first operational pressure source which advances fluid from the internal component chamber of the differential housing. The apparatus further includes a diverter valve which receives fluid advanced by the first operational pressure source from the internal component chamber. The diverter valve has a cold fluid output port and a hot fluid output port. A heating fluid return line is interposed between the cold fluid output port of the diverter valve and the sump input port of the differential sump.

Abstract: A differential assembly which includes a differential housing is disclosed. The differential assembly also includes a spider structure positioned within the differential housing. The spider structure has (i) a spider hub and (ii) a spider shaft which extends from the spider hub. The differential assembly further includes a pinion gear positioned around the spider shaft and a fastener secured to the spider shaft. The differential assembly also includes a bearing assembly which directly contacts the spider shaft, wherein the bearing assembly is (i) interposed between the pinion gear and the spider shaft and (ii) interposed between the fastener and the spider hub.

Abstract: A differential assembly which includes a differential housing is disclosed. The differential housing defines an internal component chamber, a fluid housing inlet, and a fluid housing outlet. The differential assembly also includes a spider structure positioned within the internal component chamber. The spider structure has (i) a spider hub and (ii) a spider shaft which extends from the spider hub. The differential assembly further includes a pinion gear positioned within the internal component chamber and around the spider shaft. The differential assembly also includes a bearing assembly positioned within the internal component chamber. The bearing assembly is interposed between the pinion gear and the spider shaft, wherein (i) the spider structure has a fluid spider channel having a fluid spider inlet and a fluid spider outlet, (ii) the fluid housing inlet is in fluid communication with the fluid spider inlet, and (iii) the fluid spider outlet is in fluid communication with the fluid housing outlet.

Abstract: A clutch assembly for a vehicle with selective front wheel drive includes an automatic oil level control system. The clutch assembly includes a housing which encloses a hydraulic clutch. The hydraulic clutch, when engaged, connects a front wheel drive shaft to a main vehicle drive shaft. Since the hydraulic clutch has a tendency to leak fluid into the housing, the fluid level within the housing is controlled by pressurizing the housing via compressed air from a turbocharger or the like. A pair of blow back tubes extend into the housing from opposite sides of the housing, and are interconnected and then connected to an unpressurized reservoir, such as the crankcase or transmission case, via an excess oil evacuation line. The blow back tubes have open ports which are positioned such that, when oil simultaneously covers the ports in both blow back tubes, excess oil is evacuated to the connected reservoir.