Abstract: A clutch and brake control system that allows a clutch in a standard transmission vehicle, such as a concrete truck or dump truck, to be controlled by pressing and releasing of the brake pedal. The brake pedal is coupled to the vehicle clutch so that pressing on the brake disengages the clutch and releasing the brake engages the clutch. By coupling the brake pedal to the clutch, the driver can use a single foot pedal to control the movement of the vehicle. This frees the driver from leg strain caused by constant pressing and releasing of the clutch pedal while dumping materials that the vehicle contains. The coupling of the brake to the clutch may be activated when the standard transmission vehicle is in a special low gear designed for dumping the vehicle load. This is an optional safety feature that exists in the vehicle to ensure that the clutch and brake pedal are not coupled together while the vehicle is traveling at high speeds.

Abstract: In an automotive pedal support member structure, in which a clutch pedal 1 and a brake pedal 2 are provided in parallel on a support member 4, and a turn-over mechanism for the clutch pedal 1 is disposed at a position closer to the vehicle center from the brake pedal 2, a protective member 33 is provided on the support member 4 to prevent the interference of a wiring harness 34 laid in the vehicle width direction above the support member 4 with the turn-over mechanism. Thereby, there is provided an automotive pedal support member structure capable of preventing any possibility of interference of a wiring harness with a clutch pedal lever.

Abstract: A vehicle equipped with a system (30) for automatically disengaging and engaging a friction clutch (13) coupling between an engine (11) and a transmission (16). The vehicle is also equipped with an automatic brake system (34) for automatically applying and releasing a brake to and from wheels (43). The automatic clutch disengagement/engagement system (30) performs high speed clutch engagement at the time of restarting the vehicle. The automatic brake system (34) releases the brake upon completion of the quick clutch engagement. The quick clutch engagement occurs in a clutch play range. The amount of quick clutch engagement is determined by depression of an accelerator pedal (10). Since the accelerator depression varies from when the vehicle is started on a flat road to when on an inclination, an optimum brake releasing is effected regardless of the road inclination if the timing of brake release is determined in this manner.

Abstract: A transmission compounder assembly having a one-way clutch between an input shaft and an output shaft to establish a direct-ratio drive path therebetween. A planetary gearset can be selectively engaged to establish a compound-ratio drive path between the shafts. The planetary gearset includes a sun gear, a ring gear fixed to the output shaft, a carrier fixed to the input shaft, and a plurality of planet gears rotatably supported from the carrier and meshed with both the ring gear and the sun gear. A band brake is provided for selectively braking the sun gear. A controllable overrunning clutch is mounted between the carrier and the sun gear and can be selectively shifted between a locked mode and a released mode. The compounder assembly further includes an actuator for controlling actuation of the band brake and the overrunning clutch.

Abstract: A modular pedal assembly (10) includes a support base (12) for attachment to a vehicle structure (14), a clutch pedal arm (16), and a brake pedal arm (18). A first bearing block (20) rotatably supports the clutch pedal arm (16) for rotation about an axis and a second bearing block (22) rotatably supports the brake pedal arm (18) for rotation about the same axis. A support interconnects the clutch (16) and brake (18) pedal arms for rotation about the axis. The pedal assembly (10) further includes a connector (24) for connecting the first bearing block (20) to the second bearing block (22) to define a pedal subassembly for attachment to the base (12). The connector (24) locates and maintains the first bearing block (20) at a pre-determined distance from the second bearing block (22) to ensure proper orientation for installation. The pedal subassembly is then fastened to the base (12) to form the pedal assembly (10).

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: In a vehicle with an automatically controlled clutch in which ON-OFF of the friction clutch is automatically controlled by a controller, clutch control during coasting (with the accelerator depression amount being 0%) is conducted according to a clutch ON-OFF map for coasting provided in the controller.Two different clutch ON-OFF maps for coasting are provided; one having a smaller hysteresis width, and the other having a larger hysteresis width. Clutch control during coasting is conducted by applying the map with a smaller hysteresis width when the brake pedal is stepped on or applying the map with a larger hysteresis width when the brake pedal is not stepped on. Thus, clutch ON-OFF hunting can be avoided, and smooth stopping can be conducted.

Abstract: An electrohydraulic control device for a drive train of a machine having an engine, a transmission, and a torque converter utilizes sliding mode control and a target speed trajectory to constrain the jerk on the machine during a directional shift. Electrohydraulic valves produce fluid flow to hydraulic service brakes and an impeller clutch in the torque converter to controllably engage and disengage the transmission impeller clutch. A sensor generates a signal representative of the output speed of the transmission. An electronic controller receives the sensed speed signal, determines a desired speed signal according to the target speed trajectory, produces an error speed signal in response to a difference between the sensed and desired speeds, and controllably actuates the electrohydraulic valve to reduced any speed error, thereby changing the direction of motion of the machine under controlled jerk levels felt by the operator.

Abstract: An arrangement of foot operated elements for a motor vehicle includes a first element with a power booster for operating a brake and a second element with a second power booster for operating a clutch of the motor vehicle. The second power booster for actuating the clutch release is arranged adjacent the power booster for actuating the brake device. The power booster for the clutch has a linear guide which guides the second element, which is an actuating push rod by which the second power booster for the clutch can be operated directly. The second power booster for the clutch further has a servo device which further reduces the actuating forces and/or the operating paths for actuating the clutch.

Abstract: Rotation of transmission shafts as typically provided by the clutch brake is instead provided by increasing the load on the transmission shafts. In one embodiment, this is achieved by restricting flow through the supply line between the shaft driven pump and the oil cooler. By restricting this flow, the load on the pump increases, and the torque required to drive the pump increases. This, in turn, retards rotation of the transmission shafts to achieve the function typically provided by the clutch brake of stopping rotation. The present invention thus provides the function without the requirement of a clutch brake. The present invention is much more easily serviced or replaced than a clutch brake, and includes only elements which are accessible from outside of the transmission, and thus may be easily serviced or replaced.

Abstract: A shiftable disk clutch or disk brake having two clutch parts which are rotatable relative to one another about a theoretical axis of rotation. Each of the two clutch parts has at least one clutch disk which is stiff against rotation and is rigidly connected with the clutch part so as to be fixed against movement in every direction. A remotely actuatable pressure supply is divided into at least two separate pressure systems, each of which is, by itself, capable of coupling or separating the clutch disks.

Abstract: A transmission bearing cover for limiting wear of a rotatable braking mechanism in a vehicle powertrain having a clutch for releasably coupling an engine to a transmission input shaft includes an annular non-rotatable member disposable about the input shaft and having an annular projection engageable with a non-rotatable clutch release bearing assembly. When the rotatable braking mechanism is substantially worn and the clutch is sufficiently disengaged, the clutch release bearing assembly axially translates to a clutch-braking position and engages the projection rather than the worn braking mechanism to prevent substantial damage to the bearing cover or bearing assembly.

Abstract: An automated clutch between the engine and the variable-speed transmission in the power train of a motor vehicle is operated by a control unit which receives signals from several circuits and/or sensors via one or more conductors. The control unit shifts from a normal operating mode to an emergency mode when one or more sensors and/or circuits and/or conductors are defective. When in emergency mode, the control unit disengages the clutch when the driver starts the engine while the vehicle brake or the parking brake is applied. This ensures that the engine can drive the vehicle as soon as the transmission is shifted into a forward gear or into reverse gear and the application of the brake or brakes is terminated because the control unit is then again free to engage the clutch. Furthermore, such mode of operation enables the driver to shift the transmission into or from a selected gear in response to the application of a relatively small force to the gear shifting lever.

Abstract: A clutch brake assembly includes a clutch and a transmission shaft for transmitting rotational motion from the clutch to the transmission. A brake disc is rotatably driven by and slideably disposed on the transmission shaft. A clutch release member is also slideably disposed on the shaft. Brake pads are non-rotatably and removably attached to the release member and a bearing retainer on the transmission for dissipating braking energy. Each of the brake pads include a backing plate and friction material secured to the backing plate. During operation, the release member frictionally sandwiches the brake disc between the release member and the bearing retainer for reducing rotation of the shaft. The inventive brake pads are configured to facilitate replacement of the pads without disconnection of the transmission.

Abstract: A clutch release assembly for use in a motor vehicle includes a retainer sleeve, a retainer, a release bearing and an input shaft sleeve. The retainer has an axis of rotation, and has both a first end and a second end. The retainer is disposed on the first end of the retainer sleeve. The retainer is adapted to engage a radially inwardly directed end of one of a lever and a diaphragm spring finger. The release bearing is disposed on the second end of the retainer sleeve. The input shaft sleeve is disposed radially within the retainer sleeve and has a first end and a second end. The input shaft sleeve is radially sized to slidably fit both within the retainer sleeve and over an input shaft. The input shaft sleeve has a radially inwardly extending anti-rotation feature, and a radially outwardly extending travel limit. The input shaft sleeve has a smooth low friction surface disposed toward the retainer sleeve. The input shaft sleeve protects the retainer sleeve from the input shaft.

Abstract: The present invention provides a hydraulic motion control or pilot valve and lever assembly for controlling the transmission and steering of a work vehicle such as a crawler tractor, articulated wheel loader or like construction vehicle. The motion control valve and lever assembly is a compact assembly that employs a single lever mounted directly to a valve in order to control the forward and reverse motion of the vehicle, the steering of the vehicle in a left, right or straight direction, and the speed or gear selection of the vehicle. The valve assembly is provided with eight hydraulic signal ports, at least one reservoir port, and at least one pressure supply port. The assembly further has four control spools positioned in respective control spool chambers spaced approximately ninety degrees apart and a fifth control spool positioned in a fifth, central spool chamber.

Abstract: A control for a heavy vehicle clutch wherein control members are moved rearwardly away from an engine to disengage a clutch from an engine and engage a clutch brake disc. A pair of co-acting multiple actuators are independently mounted at fixed locations on sides of a bell housing which encloses the clutch. The actuators are spaced apart from a longitudinal axis of the clutch and produce a resultant force which is substantially collinear with the longitudinal axis of the clutch. The actuators have outward extendable push rods which move rearwardly when a foot pedal is depressed to disengage a clutch and move forwardly when the pedal is disengaged to engage the clutch. The push rods engage a movable member which is centered on the axis of the clutch having an outer side portion for restraining the clutch brake disc from rotating when the clutch is disengaged.

Abstract: A system for sensing a malfunction of a drive train and initiating automatic braking of a vehicle comprises an ECU for receiving a signal from a brake pedal and a speed sensor and outputting a signal to a unlocking device, a hazard lamp and an automatic braking device. The unlocking device is mounted between the drive train and wheels of the vehicle to isolate the drive train from the wheels upon sensing of a malfunction of the drive train whereby the vehicle coasts, allowing the driver the opportunity to stop the vehicle, or initiating automatic braking of the vehicle if the driver fails to do so.

Abstract: A hydraulically actuated clutch includes a pair of hydraulic cylinders driving pistons to selectively move a clutch bearing to bring the clutch into and out of engagement. In standard clutches, a feature known as a clutch brake is sometimes contacted by the clutch bearing. The clutch bearing contacts the clutch brake to prevent rotation of the shaft under certain conditions. Because of this contact, the clutch bearing could rotate. Thus, anti-rotation structure is included in the inventive hydraulically actuated clutch. In a first embodiment, the anti-rotation structure includes surfaces formed on the sides of hydraulic cylinder housings which prevent rotation of the clutch bearing. The surfaces are preferably positioned radially inwardly from the pistons, and axially between the pistons and the clutch disks and plates which actually transmit the rotation through the clutch. In this way, the anti-rotation structure is optimally positioned to reliably prevent rotation.

Abstract: A clutch brake is provided for a motor vehicle transmission clutch assembly having a brake disc within a rotatable transmission input shaft axially received within a central opening in the disc. The disc is connected to the input shaft for concurrent rotation therewith. The input shaft has a first end extending into a transmission housing member for connecting the input shaft to a transmission assembly, and an opposite second end extending into a clutch assembly for releasably connecting the input shaft to an adjacent engine crankshaft. A clutch housing member is connected to the clutch assembly which moves along the input shaft in an axial direction toward the transmission housing member during release of the clutch assembly from the input shaft. The brake disc is located along the input shaft between the transmission housing member and the clutch housing member.

Abstract: In a method of operating an automatic clutch arranged between an engine and a drive train of a vehicle during low speed operation of the vehicle which has a brake system, a clutch control unit and sensors supplying to the clutch control unit information concerning vehicle speed and actuation of the brake system, the clutch is controlled below a certain vehicle speed to transmit only a limited torque to the drive train and, upon actuation of the brake system, the clutch is controlled such that the torque transmitted to the drive train decreases with increasing effectiveness of the brake system.

Abstract: The present invention provides a clutch cut-off device of an automobile, which includes a brake action flat and a clutch action flat projected from respectively a brake pedal shaft and a clutch pedal shaft confronting with each other, and also includes first and second rotating members rotatively installed between the brake pedal shaft and the clutch pedal shaft, and when a driver pedals a brake pedal, the first rotating member and the second rotating member are rotated in order by a descending of the brake action flat, thereby the clutch action flat descends and power transferred to a transmission from an engine is cut off by the descending of the clutch action flat.

Abstract: In a synchromesh change transmission which is disposed between parallel aligned input and output shafts (12, 13) and includes synchronizer clutches (34, 35) mounted on the input shaft, a neutral brake (45) is disposed on the output shaft in a face-to-face relationship, as viewed in a direction across the shafts, with one (35) of the clutches. The brake comprises a cylindrical member (46), as a stationary brake member, which is engaged by an element (37) of the one clutch so as to be prevented from a rotational displacement. First and second sets of frictional elements (48, 49) of the brake are supported respectively by the output shaft and by the cylindrical member. The brake is adapted to be actuated by a control mechanism (59) for the clutches in a neutral condition of the change transmission preferably through a sliding rod (66) and through a rotatable ring member (54) mounted on the output shaft. A simple and compact arrangement of the brake mechanism is provided.

Abstract: A 4-wheel tractor having brakes on the rear wheels only and an FWD clutch for selectively drivingly coupling the front wheels to the rear wheels, is provided with a control circuit, operative during rear wheel braking, for controlling the clutch so that the front wheels are intermittently coupled to and uncoupled from the rear wheels. Brake pedals which individually control the rear wheel brakes, and a hand brake all control switches connected to a controller. An FWD switch is also connected to the controller. A ground speed sensor applies to the controller a signal representing the speed of the tractor. If the tractor speed is above 15 mph at the time both brake pedals are depressed, the controller selectively controls a solenoid so that the clutch is selectively engaged and disengaged in a first sequence if the FWD switch is ON but selectively controls the solenoid so that the clutch is selectively engaged and disengaged in a second sequence if the FWD switch is in an OFF or an AUTO position.

Abstract: This invention is a spacer that has a plate portion with a U-shaped opening in one end and a foot portion attached to the opposite end. This spacer can be passed through the inspection opening or port of the bell housing of a transmission with the plate portion being inserted between the clutch brake and the transmission housing with the drive shaft disposed within the U-shaped opening in the plate. The foot portion is bolted to the bell housing to hold the spacer in place. The spacer has enough thickness that when the release bearing presses on the clutch brake, the clutch brake will engage the spacer and press the same against the transmission housing to make a worn clutch brake once again operate normally.

Abstract: A steering control system provides a pilot pressure capable of ensuring excellent responsiveness and light operation force and constant shifting strokes of the control lever even in case of wear of the brake and the clutch. The control lever (1) for use in rightward and leftward steering is directly coupled to the pilot pressure control valve (2) and the pilot pressure control valve (2) is coupled to the clutch piston (4) for ON/OFF operation of the clutch (3) and to the brake cylinder (6) for ON/OFF operation of the brake (5) with piping (10,17). When the control lever (1) is shifted to the right or the left, the pilot pressure control valve (2) at the operation side is actuated to set the associated clutch to OFF and then the associated brake to ON.

Abstract: A self-adjusting clutch and input shaft brake actuator system is provided for consistent actuation of the input shaft brake after complete disengagement of the master clutch. A dual piston arrangement is fluidly coupled and includes an oil bypass path for adjusting the fluid coupling while the master clutch is engaged. The oil bypass path allows adjustment of the master clutch release tube by changing its position relative to the input shaft brake. This compensates for the wearing of the friction material in the master clutch while maintaining a constant travel for master clutch disengagement and input shaft brake application resulting in consistent application of the input shaft brake upon disengagement of the master clutch.

Abstract: An electrohydraulic control device for a drive train of a vehicle including an engine, a transmission, a source of pressurized fluid, and an input clutch driving connected between the engine and the transmission. The device includes a control lever or handle having a control member progressively manually movable between first and second positions, wherein the transmission is adapted to responsibly shift between a FORWARD and a REVERSE gear ratio in response to movement of the control member from the first position to the second position. An electronic control module is adapted to determine a transmission clutch relative speed as a function of the transmission output speed and the transmission input speed and responsively engage and disengage the input clutch during a directional shift.

Abstract: A dual piston hydraulic cylinder for actuating a clutch and an upshift brake in a heavy-duty vehicle is provided which achieves consistent, selectable, sequential, and controllable operation utilizing a single control pedal. A preloaded spring located between two pistons sequences the pressure accumulation and fluid flow to actuate the clutch and the upshift brake in such a manner so as to preclude brake actuation unless the clutch is disengaged. A fluid reservoir in selective fluid communication with the hydraulic cylinder automatically adjusts the separate fluid links between the clutch and the upshift brake to compensate for changes in their corresponding engaged positions due to wear. The apparatus disclosed accommodates the use of disparately designed clutches and upshift brakes.

Abstract: A braking facility is described for a four wheel drive vehicle having front and rear axles with front and rear pairs of wheels, an engine driving the rear wheels and also connectable to the front wheels via a four wheel drive clutch, and left and right hand brakes on the rear axle operated by a main brake actuating system. The braking facility includes a hand brake lever which operates the left and right rear brakes via a system independent from the main brake actuating system. It also includes a sensor associated with the hand brake lever and arranged to engage automatically the four wheel drive clutch when the hand brake is operated to provide a hand brake lever operated braking facility connected to all four wheels which is independent of the main brake operating system and which is operable when the vehicle is in motion.

Abstract: A clutch brake having at least a first section and a second section, a central opening and a generally annular friction surface facing a braking mechanism and to selectively engage the braking mechanism for braking rotation of the shaft. Tabs and recesses selectively interconnect the first and second sections together. The first and second sections are selectively positionable in a disconnected configuration in which the annular friction surface is discontinuous and the sections are movable in a generally radial direction relative to the shaft, and an interconnected position in which the friction surface is substantially continuous and the first and second sections enclose the shaft in the central opening and are held from substantial radial motion relative to the shaft. Whereby, the clutch brake may be installed on the shaft without disconnecting the shaft from the transmission or the engine. A method of attaching the clutch brake to the shaft is further disclosed herein.

Abstract: A self-contained steering, clutch, and brake assembly is provided having a housing for connection to a rotating drive shaft having a drive hub mounted on an extension thereof, a brake hub mounted to the housing, and a clutch drum movable to engage either the drive hub or the brake hub. These engagements are made through coaxial, multi-disk clamping assemblies which serve to increase engagement surface area within the minimal confines of the housing. The clutch drum is constantly connected to a standard size wheel axle through a compound reduction chain drive which is also enclosed by the housing. The clutch drum is normally biased into engagement with the drive hub and a rotary cam actuator is provided to move the clutch hub against the biasing spring and into engagement with the brake hub. The housing is adapted to be bolted directly to the mower deck without special deck reconfiguration.

Abstract: A torque-limiting clutch brake is provided that has an inner collar which splines to a transmission gearbox input shaft. An intermediate coupling member fits around and engages the inner collar. A friction generating resilient wave washer is disposed between the intermediate coupling member and an outer housing. The outer housing includes two covers, within which the components are contained and the resilient wave washer is partially compressed. Friction generated by the resilient wave washer conditionally couples the outer housing to the intermediate coupling member and inner collar until torque on the device exceeds a certain threshold, at which point the clutch brake slips to prevent damage. The components are made up of separable semicircular sections which can be split apart to facilitate removal and installation of the clutch brake without lowering and disassembling the vehicle transmission.

Abstract: A device for controlling hydraulic steering clutches and brakes in a crawler vehicle such as a bulldozer has a simple structure so as to be manipulated by a monolever. The device comprises a single steering lever (5), four proportional pressure control valves (1), (2), (3), (4), left and right steering clutch pistons (7), (7a) and left and right brake cylinders (8), (8a). The four valves are composed of two sets of valves, one set of two valves for steering clutches, in which the timing of the rise of hydraulic pressure is earlier, and one set of two valves for brakes, in which the timing of the rise of hydraulic pressure is later than the former.

Abstract: The invention relates to torque transmission device which is manually controlled in response to a differential in rotational velocity between a shaft and an actuating plate mounted on the shaft. The device acts as a deadman brake, clutch and/or as a power assist for various mechanically driven manually controlled devices. The device comprises a shaft having a longitudinal axis, forward and rearward ends. An input plate journalled to rotate, under motive force, about the axis at a position longitudinally fixed and forward relative to the shaft. A forward clutch plate is mounted for rotation with the shaft and reciprocating longitudinal motion on the shaft rearward of the input plate. An actuating plate is mounted on the shaft rearward of the forward clutch plate. The shaft and actuating plate interact with threads to move the actuating plate longitudinally relative to the shaft in response to a differential in rotational velocity between the shaft and actuating plate.

Abstract: A clutch brake assembly is provided for operatively connecting to a rotatable shaft. The clutch brake comprises at least two arcuate members, each having first and second ends, and inwardly extending tabs for engaging standard grooves in the shaft. The clutch brake further includes a first fastener for pivotally coupling the first ends and a second fastener for connecting the second ends of the arcuate members to form an annular assembly about the shaft. The arcuate members may be preassembled such that they are pivotally coupled at their first ends prior to installation. During installation of the clutch brake around the shaft, the first arcuate member is installed around the shaft and the second arcuate member is then pivoted toward the shaft in a plane substantially perpendicular to the axis of the shaft. The second fastener is then installed.

Abstract: A drive system for a tractor which is operable in either a two wheel or a four wheel mode of operation. The drive system includes a control apparatus which automatically establishes a drive connection between a power source on the tractor and a front pair of tractor wheels through regulated operation of a normally engaged clutch assembly in response to application of service brakes on the tractor. Thus, the decreasing inertia of the power source, inherent with deceleration due to braking, is utilized to substantially equalize wheel slippage between front and rear pairs of wheels thereby advantageously improving braking performance especially as the tractor operates at relatively high speeds.

Abstract: Control consoles are normally utilized to provide ready access to the operator of the controls necessary to perform the various operating functions of the vehicle. Since vehicles, such as construction vehicles, are traversing rough terrain, it is advantageous to stabilize movement of the hand of the operator relative to the controls of the vehicle. In this subject arrangement a control console assembly is provided and has a handrest located thereon. The handrest is adapted to receive the hand of the operator such that the heel of the operator's hand remains in intimate contact with a raised portion of the handrest. A pair of levers are mounted on the control console assembly adjacent the handrest and operatively actuated by the fingertips of the operator's hand. A rotary knob is oriented on the side of the handrest and operative to be rotated by the thumb of the operator's hand.

Abstract: The invention is an improvement in a vehicular clutch and brake control system, well suited for use on a crawler tractor. The system is of the type having a pair of primary pedals each controlling both clutch and brake operation for one track. The improvement includes an auxiliary pedal moving a hinge-mounted clevis to which a swinging link is pivotably mounted. In one operating mode (using only one or both primary pedals), either or both tractor tracks are de-clutched prior to brake application. In another mode, depression of the auxiliary pedal simultaneously depresses both primary pedals and track de-clutching is prevented even though both track brakes are applied. The operator is thereby better able to maintain control of the tractor in operating environments such as steep hills, embankments, foundation back-filling and the like.

Abstract: An improved braking mechanism (100) is provided for use in conjunction with a change gear transmission (50) that is selectively engagable with a vehicle engine (4) by a clutch (3). Mechanism (100) has a piston (22) slidably received in a primary fluid chamber (34) that is operative to cause mechanism (100) to act as an inertia brake upon establishment of a first set of predetermined operating conditions. Piston (22) is also slidably received in a secondary fluid chamber (36) that is operative to cause mechanism (100) to act as a hill holding brake upon establishment of a second predetermined set of operating conditions.

Abstract: The stem of an inching valve for a power-shift transmission, particularly for lift trucks, is controlled by a hydraulically-operated piston whose axis is distinct from and parallel to the axis of the stem and which is connected to the stem by means of a mechanical transmission. The risk of contamination of the fluid used for operating the piston (which is the fluid of the vehicle's braking circuit) by the oil used in the power-shift transmission is thus avoided.

Abstract: A vehicle drive assembly includes a rotating shaft driven by an endless belt which engages and travels about forward and reverse pulleys attached to the shaft and also about an idler pulley which indirectly enables rotation of the forward and reverse pulleys in the forward and reverse directions, respectively. The drive assembly also includes an oscillating clutch assembly, operable by a clutch pedal, which allows both selective engagement of clutch plates with either of the forward and reverse pulleys and neutralization of the clutch assembly. The clutch assembly is also operably linked to the vehicle braking system such that actuation of the brake pedal also effects neutralization of the clutch assembly.

Abstract: A clutch/brake system for a manual transmission motor vehicle, having an additional brake master cylinder attached to the conventional clutch master cylinder, and associated hydraulic lines and valves whereby depression of the clutch pedal first causes disengagement of the clutch, and then causes engagement of the brakes through engagement of the additional brake master cylinder. The system is particularly useful when starting a vehicle on an upward incline, to allow the operator to prevent the vehicle from rolling backward when one foot must be on the clutch pedal while the other is on the accelerator pedal. The system is also useful in the event that a sudden stop is necessary while the operator is using the clutch pedal for frequent gear shifting, as in heavy traffic.

Abstract: A torque-limiting clutch brake having an inner collar which splines to a transmission gearbox input shaft and including a pair of depressions along its outer edge. A torque-limiting intermediate coupling detent member and spacer ring are disposed around the inner collar. Two resilient detents from the coupling member retainingly engage the depressions of the inner collar within a predetermined limit of torque. Two covers, each having a friction facing on their outer surfaces, house the inner collar, coupling member, and spacer ring, and positively engage the coupling member. An assembly clamp ring fits around the two housing covers and secures the assembly together. The inner collar, coupling member, spacer ring, housing covers, and assembly clamp ring each are made up of two separable semi-circular sections to facilitate removal and installation of the clutch brake without lowering and disassembling the vehicle transmission.

Abstract: An interlocking clutch brake provides first and second parts adapted to radially fit together to form a disc-shaped body having a central aperture for engaging a clutch shaft. Both first and second parts are U-shaped, and are interlocked together by means of mating tongue and groove members. The first and second parts employ bores which are adapted to become axially aligned for receiving the ends of a bowed spring. The bowed portion of the spring is adapted to become partially flattened as a bolt, secured through an aperture in the spring to a threaded aperture in the second part, is rotated by a hand-tool. Partial flattening of the bowed portion causes the spring ends to spread apart to engage respective sets of aligned bores for retaining the two parts together.

Abstract: A fluid control circuit for controlling the disengagement of first and second drive mechanisms and the engagement of first and second brake mechanisms for a track-type vehicle has a fluid pump and first and second foot operated fluid control valves in fluid communication with the pump. Shifting of either control valve individually disengages the associated drive mechanism and engages the associated brake mechanism. Shifting of both control valves concurrently, engages both first and second brake mechanisms while the first and second drive mechanisms remain engaged. Conventional track-type vehicles use two pedals to sequentially control the disengagement of first and second drive mechanisms and the engagement of associated brake mechanisms. A third pedal controls engagement of both brake mechanisms without disengaging the drive mechanisms. The three pedals complicate the control system and create a crowded operator's station.

Abstract: A vehicle such as an earthmoving wheel loader has an engine, a torque converter having an impeller element, a reactor element and a turbine element, and an input clutch connected between the engine and the impeller element. An electrohydraulic control device is provided to controllably engage the input clutch and that includes a microprocessor-based electronic control module, an actuator mechanism having a control member that is progressively movable between first, second and third positions to deliver a first electrical signal to the electronic control module, and a valve for directing fluid to the input clutch at a decreasing pressure level when the control member is moved from the first to the second positions in response to another signal from the electronic control module. The electronic control module is programmed to maintain at least a minimal pressure level to the actuating piston of the input clutch when the control member is between the second and third positions.

Abstract: A clutch brake is formed from a pair of identically shaped semi-annular halves. One end of each of the halves is formed with a first circumferentially extending protrusion located near the outer circumferential edge thereof. Each of the opposite ends of the halves is formed with a second circumferentially extending protrusion located near the inner circumferential edge thereof. The outer protrusions are disposed adjacent to the inner protrusions in circumferentially overlapping fashion. A pair of radially extending threaded fasteners are used to secure the two clutch brake halves together. The threaded fasteners extend radially through aligned apertures formed in the overlapping outer and inner protrusions. The radially innermost ends of the threaded fasteners extend a sufficient distance so as to engage splines formed on a transmission input shaft upon which the clutch brake is mounted.

Abstract: A frictional disk-type side brake is disposed within a space around a clutch housing (3) of a side clutch (2). The brake comprises a disk member (4), supported by the clutch housing, and two sets of separate frictional plate members (5A, 5B) supported by a transmission casing (1). The two sets of plate members are particularly disposed such that the disk member is faced, at its angularly spaced two parts, to the two sets of plate members. An adjustable reaction member (8) is provided against which the disk and plate members are pressed so as to actuate the brake. The disk member is prevented, when the brake is actuated, from taking an inclined posture so that a high efficiency and durability of the brake are attained, while a compactness of the brake is assured.

Abstract: A transmission comprises transmission shafts connected to right and left wheels, respectively. Each transmission shaft has a side clutch and a side brake. The side clutch includes clutch balls movable radially of the transmission shaft between a clutching position engaged with a first engagement portion of the transmission shaft and a declutching position radially retracted from the transmission shaft. The side brake includes brake balls movable radially of the transmission shaft between a braking position engaged with a second engagement portion of the transmission shaft and a releasing position radially retracted from the transmission shaft. A shifter sleeve is axially movably mounted on each transmission shafts. The shifter sleeve includes a first space for accommodating the clutch balls, a second space for accommodating the brake balls, and a projection for pressing the clutch balls and brake balls.