Abstract: A clutch-brake interlocking mechanism interlocks a brake with a clutch to prevent the brake and the clutch from being disengaged simultaneously so as to prevent a vehicle from inadvertently moving on a slope. The interlocking mechanism includes: (a) a friction clutch 10 including a drive-side member 11 and a driven-side member 12, wherein the drive-side member 11 and the driven-side member 12 are engaged when the drive-side member 11 is pressed toward the driven-side member 12; (b) a friction brake 20 including a brake member 22 (and 23) and a brake disk 21, wherein the brake member 22 and the brake disk 21 are engaged when the brake member 22 is pressed toward the brake disk 21; and (c) a coupling member 30 for pressing the drive-side member 11 and the brake member 22.

Abstract: A hill-holder function is initiated when the brake pedal is actuated while the vehicle is in at least one operating state. The braking force is thus locked into at least one wheel brake independently of the extent to which the pedal is actuated. This braking force is decreased again when the brake pedal is released.

Abstract: When a vehicle is halted with the transmission in a forward drive range, an input clutch is disengaged to enhance the fuel efficiency and, at the same times a hill-hold brake is engaged to prevent the vehicle from rolling backward on a steep up-slope. At that time, the hydraulic pressure P.sub.C-1 of the input clutch C1 is gradually reduced by .DELTA.P.sub.CIR (P.sub.C-1 =P.sub.C-1 -.DELTA.P.sub.CIR) while the hydraulic pressure P.sub.B-1 of the hill-hold brake B1 is increased gradually so as to satisfy an equation P.sub.B-1 =K1+K2 X e where .DELTA.P.sub.cir is a change in hydraulic pressure which is required for gradually disengaging the first clutch C1, K1 is a hill-hold brake pressure at which braking resistance begins, K2 is hill-hold brake pressure producing a fully braked condition, and e is the input/output rotational-speed ratio of a torque converter Subsequently during start of vehicle movement, the hydraulic pressure P.sub.C-1 of the input clutch C1 is gradually increased (P.sub.C-1 =p.sub.C-1 +.

Abstract: A braking force control system for a motor vehicle furnished with a starting clutch, controlling braking force in accordance with driving force (as shown in FIG. 1). When the driver has released a brake pedal from the ON state thereof, the braking force is held until the driving force afforded to the motor vehicle through the starting clutch has been changed-over from a smaller value to a greater value. Thus, the motor vehicle is prevented from moving back when to start on a slope.

Abstract: A pressure-holding valve for a brake system having a body with a blind bore therein. The body has a first passage which connects the blind bore with a variable pressure inlet port and a pressure outlet port. The blind bore is closed by seals carried on a plug having an axial passage therein connecting said inlet port with a second passage connected to the first passage. A non-return valve is located in said blind bore between the plug and the bottom of the blind bore while a valve controlled by an electromagnet is locate in the plug. In response to an operational signal the valve controlled by the electromagnet is moved into engagement with a seat to interrupt communication between the inlet port and the first passage.

Abstract: A steering control system for a tracked vehicle having a left track and a right track, e.g., a bulldozer, assures smooth turning performance in a normal steering operation, provides a comfortable ride, and is durable. Power is transmitted to the right and left tracks via right and left drive sprockets having right and left driving shafts, with the right driving shaft being coupled to an output shaft of a speed change gear via a right clutch and a right brake, and the left driving shaft being coupled to the output shaft via a left clutch and a left brake.

Abstract: Brake pressure is increased when the brake pedal is operated and the vehicle falls short of a very slow reference speed v.sub.x, which value is variable and increases as the vehicle deceleration increases. The pressure is maintained until the throttle is applied.

Abstract: A clutch and brake control circuit includes first and second relays connected to an interlock circuit and to the brake and clutch coils on a vehicle. The relays are interconnected with the coils so that the clutch coil cannot be energized unless the brake coil circuit is complete. Preferably, the brake coil circuit includes a delay timer for assuring that the brake is energized for a preselected time period after the clutch coil is deenergized. The circuit is constructed such that if the clutch coil is reenergized during the time period, power to the brake coil is interrupted and the clutch coil turns on immediately without delay. Any time after the clutch coil is deenergized, a clutch switch connected to the interlock circuit and the relays must be actuated before the clutch will engage. The interlock circuit, which may include such elements as transmission, parking brake and seat switches, is fully integrated with the brake and clutch control.

Abstract: An improved hydraulic clutch engagement system for use in a drag racing motor vehicle provides automatic engagement of the clutch for launching the car at the start of a race, without sacrificing manual control of the clutch necessary for power staging the car at the starting line prior to the race. A clutch assembly is movable between engaged and disengaged positions, wherein the car is driven when the clutch assembly is engaged. A slave cylinder is mounted adjacent to the clutch assembly. Main and return fluid lines extend between and flowingly connect the slave cylinder to a master cylinder. A pedal is operatively connected to the master cylinder for manually controlling the clutch assembly through displacement of a hydraulic fluid. A normally-closed solenoid valve is incorporated into the return line.

Abstract: A clutch control system for the front wheel drive clutch of a four-wheel drive vehicle engages the front wheel drive clutch as a function of three brake-operated switches, a pair of manually-operated "OFF-ON-AUTO" mode switches and a pair of speed responsive switches connected between a battery and the solenoid of a front wheel drive clutch control valve. The system engages the clutch when vehicle speed is above a limit speed and both service brakes are applied even when the mode switches are in their "OFF" position wherein the clutch is normally disengaged.

Abstract: This gear-box with incorporated brake (8, 9, 10, 11, 12) comprises an annular braking piston (9) which is guided axially in the outer collar of a ring gear support (2). Between the piston (9) and the ring gear support (2) is carried, in the direction of the brake discs (11, 12), a compression spring (23) arranged radially under the latter, the preloading and travel of which are sufficient to compress, with the piston (9), the brake discs (11, 12) against a braking pressure plate (17) which is not movable axially, and against the resistance of return springs (29) acting on said piston. The annular braking piston (9), over a part of the support surface of the spring (23), is offset axially by a radial gap in which engages a radial collar (24) fitted on an annular piston which raises the brake (25) linked thereto and is axially offset in the direction of the ring gear support (2).

Abstract: A brake fluid control cylinder assembly for use in a brake system of an automobile comprises a cylindrical housing, two coaxially-spaced chambers therein and an internal flange wall therebetween, a coaxial opening in the flange wall, front and rear pistons slidable in the respective chambers, each having respective piston rods extending therefrom, brake fluid inlets and outlets for each chamber, check valves in the outlets to allow flow of pressurized brake fluid to the wheel cylinders, a bracket for mounting the housing on the vehicle body, a lever arm pivotally mounted on the bracket and engageable by a member extending from the clutch pedal, a push rod on the lever arm engageable with the rear piston so that operation of the clutch pedal moves both pistons in the direction to pressurize brake fluid in the chambers and cause flow through the check valves to actuate the brakes, and a sliding pin spring-urged into the rear of the rear cylinder chamber to engage the rear end of the rear piston upon return ther

Abstract: The invention relates to a motor vehicle gearbox with two concentrically mounted input shafts (6,9), each driving an individual countershaft (12,15). The countershafts have gear wheels (16,18,17,19,41) in engagement with gear wheels (21,22,40) on an output shaft. The shafts are arranged in a V-configuration and one countershaft has a disengageable gear wheel (23) in engagement with a gear wheel (11) on the second countershaft to reverse the rotational direction of the latter for driving in reverse. One countershaft (12) has a central synchronizing device (30), by means of which the countershaft, which is drivingly coupled to the temporarily non-driven input shaft, can be accelerated up to a rotational speed determined by the gear speed selected.

Abstract: A tractor transmission includes a pair of dual power clutches that connects an engine to an input shaft through a gearset that selectively makes a direct connection or overdrives the input shaft in accordance with the stat of the clutches. Two nonsynchronized couplers connect the input shaft in accordance with the movement of the gear shift lever by the vehicle operator to high speed and low speed forward gear ratios and to a reverse drive mechanism. Hydraulically actuated disk clutches located in the driveline between the couplers and the drive wheels are selectively operated to transmit power through a multiple speed ratio gearset. A friction clutch or torque converter transmits power from the power source to the input of the dual power clutches. A hydraulically-actuated brake holds a gear and countershaft, located between the couplers and the dual power clutches. A clutch pedal is depressed by the operator.

Abstract: A clutch control system for the front wheel drive clutch of a four-wheel drive vehicle engages the front wheel drive clutch when both service brakes are simultaneously released or simultaneously applied, but disengages the clutch when only the left or the right service brake alone is applied. The control system includes three brake-operated switches, a manually-operated switch and a speed responsive switch connected to the solenoid of a front wheel drive clutch control valve.

Abstract: A braking force holding device for an air brake system, maintains a braking force when a vehicle is stopped facing upwardly on a hill to facilitate the start of the vehicle on the hill. The braking force holding device includes a main body having an inlet port connected to a brake valve, an outlet port connected to a pneumatic relay valve, a control port connected to the pneumatic actuator of a clutch operating device, and a passage interconnecting the inlet port and the outlet port; a valve device capable of intercepting the flow of air from the outlet port toward the inlet port; and a control unit for controlling the valve device.

Abstract: A drive transmission structure for a tractor comprising a belt drive system for transmitting power from an engine output shaft to a transmission having a brake mechanism. The belt drive system includes a belt type stepless change speed mechanism having a split pulley assembly and a swing device for swinging the split pulley assembly toward the engine output shaft and the transmission, a first belt for transmitting the power from the engine output shaft to the split pulley assembly, and a second belt for transmitting the power from the split pulley assembly to the transmission. The pulley assembly defines two split pulley sections for engaging the first and second belts, respectively. A control device is provided to change power transmission ratios by actuating the swing device. Further, a tension pulley type clutch mechanism is provided to act on the first belt or the second belt. The brake mechanism and the tension pulley type clutch mechanism are controlled by the clutch and brake control mechanism.

Abstract: An interlinking control device in a tractor-mounted working machine having an engine with a governor, a braking mechanism for braking wheels, and a clutch operatively coupled between the engine and the wheels. The braking mechanism and the clutch are operated respectively by first and second control systems, which have ends coupled to a single human-operated swingable member. The clutch starts being disengaged when the swingable member starts swinging and is completely disengaged when the swingable member is positioned intermediately on a path of swingng movement thereof. The braking mechanism produces a maximum braking force when the swingable member reaches a terminal end of the path of swinging movement thereof.

Abstract: A clutch-actuated brake pressure-applying device comprises a housing having a cylinder and piston therein, a piston rod connectable to the clutch pedal rod of a conventional clutch mechanism of a vehicle, float channels through the housing and piston for facilitating the application of braking pressure from the master cylinder outlet to the individual wheel cylinders, and a disc valve within the piston operable to control the brake pressure applied through the device to the wheel cylinders so that during normal operation, braking pressure is applied solely by the brake pedal and that upon actuation of the clutch pedal the braking pressure is applied through the piston and channels to the wheel cylinders, and upon release of the brake pedal the brake pressure is maintained by the clutch pedal in the depressed position with the clutch disengaged.

Abstract: A brake booster (10, 210, 310) connected to a control circuit (120) provides a system for the continued braking of a vehicle when the vehicle is situated on an incline and the brake pedal (92) is released by the operator. Continued brake application is accomplished by utilizing a control circuit (120) responsive to vehicular attitude, clutch pedal position, ignition status, vehicular speed, and vehicular direction. The control circuit (120) is connected to the combination of a check valve and three-way solenoid valve (100, 200, 300) connected to a movable wall brake booster (10, 210, 310). The combination valve (100) is connected to a flexible hose (110) disposed interiorily of the booster (10), the other end of the flexible hose (110) connected to the input opening (32) of a three-way poppet valve (70) located at the central hub (30) of the booster (10).

Abstract: A parking brake device adapted to be attached to a vehicle including a clutch lever on a handlebar such as a three- or four-wheeled buggy, wherein a parking brake is arranged coaxially with respect to the clutch lever; a lock arm is provided, which is formed at its free end with a lock hole for holding a parking brake lever in its braking position; and upper and lower pins are respectively inserted into upper and lower pin holders of a slitted sleeve mounted on the parking brake lever. The upper pin is pushed to engage the lower pin with the clutch lever and rotate therewith the parking brake lever by manipulation of the clutch lever, so that the slit on the parking brake lever is advanced into the free end of the lock arm to hold the parking brake in its braking position by the upper pin fitted into the lock hole in the lock arm.

Abstract: The improved release mechanism comprises a load sensor (50, 51, 150, 250, 350, 450) connected with a wheel brake (10, 110) to sense a change in wheel braking torque and communicate responsively with a mechanical brake control device (200) or a braking assistance servo-motor system (310, 320; 410, 420) which releases the brakes when the vehicle commences acceleration along an incline.

Abstract: A brake booster (10, 210) connected to a control circuit (120) provides a system for the continued braking of a vehicle when the vehicle is situated on an incline and the brake pedal (92) is released by the operator. Continued brake application is accomplished by utilizing a control circuit (120) responsive to vehicular attitude, clutch pedal position, and vehicular direction. The control circuit (120) is connected to the combination of a check valve and two-way solenoid valve (100, 200) connected to a movable wall brake booster (10, 210). The combination valve (100) is connected to a flexible hose (110) disposed interiorily of the booster (10), and the other end of the flexible hose (110) connected to the input opening (32) of a three-way poppet valve (70) located at the central hub (30) of the booster (10).

Abstract: A liquid pressure operated braking system comprises a valve assembly with a first valve operatively coupled to a clutch pedal for confining the liquid pressure applied to the associated group of wheel cylinders when the clutch pedal is depressed and a second valve. The second valve includes a stepped piston having a large pressure acting area and a small pressure acting area and an elastomeric valve body adapted to close a valve bore when the stepped piston assumes a predetermined position. The valve body defining a third pressure acting area when the second valve is closed which is exposed to the liqiud pressure in the valve bore. The valve bore is connected to the associated source of liquid pressure, i.e., a tandem master cylinder.

Abstract: A stop-state retaining arrangement for use in a motor vehicle, which includes a brake pedal for applying a braking force to wheels when depressed by a treading force, a clutch pedal for disengaging a clutch when depressed by a treading force, a cable connected, at its one end, to the clutch pedal, and a depressed stroke position holding mechanism connected to the other end of the cable, and arranged to be actuated to hold the brake pedal at the depressed stroke position upon depression of the clutch pedal, and to relieve the brake pedal from the holding at the depressed stroke position upon releasing the clutch pedal from the depression.

Abstract: A brake control device (20, 220) is disposed between a brake pedal (12, 212) and a clutch pedal (10, 200) to retain the brake pedal (12, 212) in an applied position when the clutch pedal (10, 200) is depressed and the vehicle disposed on an incline, so that the vehicle operator may remove his foot from the brake pedal (12, 212). The disabling device (107, 245) may be selectively actuated to prevent the brake control device (20, 220) from operating during certain predetermined circumstances.

Abstract: A hydraulic transmission control system is provided for enhancing braking of a crawler-type tractor by controlling the engagement and disengagement of the clutches associated with right-hand and left-hand crawler tracks in response to actuation of the brakes associated with the tracks. The arrangement includes hydraulic pressure sensor means operatively associated with the hydraulic brake systems of the right-hand and left-hand crawler tracks. The system is arranged to selectively function such that actuation of both the right-hand and left-hand track brakes simultaneously prevents the normal disengagement of the track clutches, which permits the engine of the tractor to assist in braking. Actuation of a single brake pedal provides braking of the respective crawler track with disengagement of its respective clutch, while allowing the clutch of the opposite track to remain engaged to effect the pivot turning of the implement.

Abstract: A brake control device (20) is disposed between a brake pedal (12) and a clutch pedal (10) to retain the brake pedal (12) in an applied position when the clutch pedal (10) is depressed and the vehicle is facing downhill on an incline and in reverse gear, so that the vehicle operator may remove his foot from the brake pedal (12). A control circuit (110) includes a backup light switch (114) and attitude switch (116) for operating a solenoid actuator (120) that applies a locking ball (28) of the brake control device (20). A brake control device (320) may be operated by a solenoid actuator (325) controlled by an electronic control unit (340) so that the brake pedal (12) is retained in an applied position whenever the vehicle is stationary and the clutch pedal (10) depressed.

Abstract: Disclosed is a brake device constructed to supply a pressure fluid from a pressure source to brake actuating devices of the wheels of a vehicle. The brake device includes a brake retainer valve which has a valve element arranged in a valve chamber and a valve seat on which the valve element is seated and unseated. In the brake device, when on an upward slope the brake pedal and the clutch pedal are depressed. Sequentially, the pressure fluid is not released from the brake actuating devices to the pressure source by seating the valve element on the valve seat in spite of returning the brake pedal, and the pressure fluid is released by removal of the valve element from the valve seat by returning the clutch pedal. In the brake retainer valve, a solenoid is provided, which is connected to the device for detecting the backward driving of the vehicle to prevent seating of the valve element on the valve seat by attracting the valve element away from the valve seat.

Abstract: An improved brake control device includes a pair of covers releasably coupled together to enclose a housing opening. The pair of covers also cooperate to movably support a connecting member and retain a cam shaft in the housing. The brake control device cooperates with a brake pedal and a clutch pedal to hold a vehicle on an incline upon termination of a brake application when the clutch pedal is depressed and the vehicle is forwardly disposed on an incline.

Abstract: A control device for a vehicle brake system includes a proportioning valve assembly, an inertia sensing valve member and a hill holder valve member in a unitary housing. The inertia sensing valve member is operable in response to vehicle deceleration to control fluid communication via a bypass passage circumventing the proportioning valve assembly.

Abstract: In a brake control apparatus which comprises two brake systems for supplying pressurized fluid from a brake master cylinder to brake wheel cylinders through conduit systems independent from each other, one of said two brake systems including a first brake control valve which is able to check the fluid flow towards said brake master cylinder from one of said brake wheel cylinders on detecting an inclined roadway, and is able to open and close in accordance with clutch operation, another of said two brake systems includes a second brake control valve which is able to check the fluid flow towards said brake master cylinder from another of said brake wheel cylinders to response to operation of said first brake control valve.

Abstract: A vehicle with a brake pedal (10) and a clutch pedal (12) includes a mechanical control device (20) with a connecting member (26) coupled to the brake pedal (10) and a control member (36) coupled to the clutch pedal (12). A ball (50) cooperates with the connecting member (26) solely in response to vehicle angular elevation to tightly engage the connecting member (26) when the vehicle is facing an incline to retain the brake pedal in its applied position.

Abstract: An improved mechanical brake control device includes a flexible connecting member between a brake pedal and a clutch pedal. The flexible connecting member is part of the control device which operates to hold a vehicle on an incline upon termination of braking.

Abstract: A brake control device (16) includes a control member (70) cooperating with a housing (36) to partially define separate brake circuits. The control member is operable by an actuator (68) to close one way communication in the separate brake circuits via valves (86, 100) cooperating therewith.

Abstract: A brake control device for preventing backward movement of a vehicle on an uphill road during operation of the clutch pedal after release of the brake pedal, the device including a cylinder body having oil passages for connection between the master cylinder and the wheel cylinders of the vehicle. A spring biased hollow plunger is reciprocably received within the cylinder body to provide flow communication between the oil passages in a first position thereof when the brake pedal is actuated, and to prevent the oil from returning from the wheel cylinders in a second position thereof when the clutch pedal is actuated upon release of the brake pedal. An electromagnetic switch-activated system moves the hollow plunger from the first position to the second position when the clutch pedal is actuated.

Abstract: A transmission control system is provided for enhancing the braking of a crawler-type tractor by controlling the engagement and disengagement of the clutches associated with a right-hand and left-hand crawler tracks in response to the actuation of the brakes associated with the tracks. The arrangement includes pressure sensor means operatively associated with the hydraulic brake system of the right-hand and left-hand crawler tracks of a crawler-type tractor. The system functions such that actuation of both the right-hand and left-hand track brakes simultaneously prevents the normal disengagement of the track clutches which permits the engine of the tractor to assist in braking. Actuation of a single brake pedal allows braking of that respective crawler track with disengagement of its respective clutch, while allowing the clutch of the opposite track to remain engaged to effect pivot turning of the tractor.

Abstract: A brake control mechanism (14) includes a housing (20) with a stepped bore (22). A valve member (44) cooperates with a seat (46) to close communication from a master cylinder (10) to a brake assembly (12) when a vehicle is going up a hill. An actuator assembly (78) is operatively coupled to a clutch assembly (16) and is comprised of a plate (50) to control operation of the valve assembly in response to actuation of the clutch assembly (16). The plate (50) includes a relatively small axial dimension and forms a central opening (54) for receiving the valve member (44).

Abstract: A brake control valve for an automobile includes a main body having first and second bores intersecting with each other; a ball valve member arranged in the first bore, and rolled by its weight when the automobile is facing upwardly on an inclined road-way; a valve seat arranged in the first bore, and engageable with the ball valve member to check brake fluid flow between a master cylinder and a wheel cylinder; and a cam shaft slidably fitted into the second bore and inter-connected to a clutch pedal, having a cam portion in a brake fluid passage. Areas of the cam shaft at both sides of the cam portion receiving fluid pressure are substantially equal to each other. The cam shaft is rotated round its axis with actuation of the clutch pedal to displace the ball valve member through the cam portion for opening and closing the valve seat when the automobile is facing upwardly on the inclined roadway.

Abstract: A control device for a braking system of a vehicle including a stationary ferromagnetic plate, a lever pivotally mounted on the plate and operationally connected to a brake pedal to rotate in accordance with the movement of the brake pedal, an electromagnet mounted on the lever and electrical control circuit for the electromagnet whereby when energized the electromagnet is fixed on the plate by attractive force so that the brake pedal is retained at the position. An electric coil of the electromagnet is connected in series to a circuit including in parallel a first switch associated to an accelerator pedal and a second switch associated to a clutch pedal so that the electromagnet is deenergized when both accelerator pedal and clutch pedal are actuated, thereby releasing the brake.

Abstract: A continuous brake for motor vehicles, especially for heavy commercial vehicles, in the form of a hydrodynamic coupling, which is filled from a storage device during actuation of the brake valve and which is automatically emptied into the storage device when the brake valve is disengaged, a solenoid-actuated threeway valve is thereby arranged in the line from the brake valve to the storage device which, when energized, closes the line from the brake valve and vents the line to the storage device while a switch is connected in the energizing circuit of the solenoid valve which closes during actuation of the clutch pedal when the clutch is disengaged.

Abstract: The invention relates to a motor vehicle gearbox with two concentrically mounted input shafts (6,9), each driving an individual countershaft (12,15). The countershafts have gear wheels (16,18,19,41) in engagement with gear wheels (21,22,40) on an output shaft. The shafts are arranged in a V-configuration and one countershaft has a disengageable gear wheel (23) in engagement with a gear wheel (11) on the second countershaft to reverse the rotational direction of the latter for driving in reverse. One countershaft (12) has a central synchronizing device (30), by means of which the countershaft, which is drivingly coupled to the temporarily non-driven input shaft, can be accelerated up to a rotational speed determined by the gear speed selected.