Towmotor Corporation

Tewmotor Corporation

Harold V Hildebrecht

Apparatus for suspending a trunnion mounted axle assembly from a vehicle

Brake wear in a vehicle (11, 11a) may be reduced by an interlock (23, 23a) which blocks delivery of power to the wheels (13, 13a) or the like if an attempt is made to initiate powered travel while the parking brake (19, 19a) remains engaged. Rather than neutralizing the vehicle transmission (16, 16a), the interlock (23, 23a) responds to an engaged parking brake (19, 19a) accompanied by drive transmitting conditions in the clutch (18, 18a) and transmission (16, 16a) by suppressing power output at the engine (12, 12a). In one form the system overrides the operator's controls to limit fuel input to the engine (12) so that stalling occurs if start-up is attempted with the brake (19) engaged while in another form the system directly shuts down the engine (12a) under such conditions. Start-up of the vehicle (11, 11a) on a slope or under load is facilitated as the engine (12, 12a) may be accelerated while the transmission (16, 16a) is in gear and the brake (19, 19a) is still engaged. Use of the parking brake (19, 19a) for emergency stopping is facilitated as the retarding action of the engine (12, 12a) remains available to supplement such use of the parking brake (19, 19a).

Vehicle brake and engine interlock

A control pedal (106,156) may be operably connected for actuating vehicle functions of acceleration (14), forward direction (16) and rearward direction (18). Different portions (108,158, 114,168,120,174) of the pedal control these functions. Each pedal portion (108, 158,114,168,120,174) is biased to return to an inoperative position. Preferably, the pedal includes a main accelerator portion (108,158), a supplemental forward direction portion (114,168) and a supplemental rearward direction portion (120,174). A microswitch (140a,200,140b,202) is preferably positioned for selective contact by each of the supplemental portions (114,168,120,174) of the pedal (106,156).

Control pedal

A control pedal assembly (10) including first (16), second (18) and third (12) pedal portions, the first (16) and second (18) pedal portions each being pivotally movable relative to the third (12) pedal portion and extending in a common direction from an edge portion of the third (12) pedal portion, the third (12) pedal portion being movable relative to the first (16) and second (18) pedal portions, each one of the pedal portions being separately movable and simultaneously movable with another of the pedal portions.

Control pedal assembly

Apparatus (10) for controlling a plurality (12, 16) of mechanisms, including a pedal (20), a first device (44) for permitting the pedal (20) to move in a substantially straight line to regulate a first mechanism (12), and a second device (24, 58, 60), for permitting the pedal (20) to pivot to regulate a second mechanism (16). In a specific embodiment, the pedal (20) is moved substantially linearly to shift a vehicle transmission control valve (12) into forward, reverse, or neutral positions, whereas the pedal (20) is pivoted to increase engine speed. The second device (24, 58, 60) also prevents linear movement of the pedal (20) when the pedal (20) has been pivoted to preselected amount.

Apparatus for controlling a plurality of mechanisms

A foot-operated accelerator pedal (18) in a lift truck (10) commonly provides for control of forward (14) and reverse (16) direction as well as acceleration (12) of the truck (10). Directional control portions (22) (24) of the pedal (18) are mounted on and movable relative to the accelerator control portion (20) for actuating switches upon making direct contact with the switches which are mounted on or near the pedal (18). A solution is offered to the common problem of relatively short wear life associated with such direct contact switches. The solution includes a pedal (18) having accelerator (20) and directional control portions (22) (24) and switches (80F) (80R) which are actuated without the need for direct contact with their actuators (92).

A control linkage including an actuator mounted for movement between first and second extreme positions and an intermediate position between the extreme positions, springs for restoring the actuator to the intermediate position from either extreme position upon release of the actuator by an operator thereof, a multiple-toothed member adapted to be connected to a mechanism to be controlled by the linkage, the member being mounted for shifting movement between at least three positions, an element having a nose and mounted for selective engagement with the teeth on the toothed member to shift the toothed member between the three positions thereof, the teeth and the nose being constructed and arranged so that the nose may be cammed out of effective engagement with the teeth upon relative movement between the element and the member and a linkage interconnecting the actuator and the element for moving the nose in opposite directions when the actuator is moved to or from its intermediate position from or to its extreme position and for positively engaging the nose and the teeth when the actuator is moved from its intermediate position to either of its extreme positions and allowing the nose to be cammed out of effective engagement with the teeth when the actuator is moved from either of its extreme positions to its intermediate position.

Control linkage for torque converter transmission or the like

A lift truck including a vehicle frame having spaced side frame members, wheels on the frame including two final drive units, one on each side of the frame, and secured thereto, a differential mounted on the frame and connected to both the final drive units, the differential including a housing having opposed, outwardly directed drive train component tunnels extending to a corresponding one of the final drive units, and a pair of cradles on opposite sides of the frame, each having a generally upwardly facing differential tunnel supporting surface, each such surface having substantially the same shape as the adjacent part of the corresponding tunnel and being slightly larger in size to support the differential during assembly of final drive units to the frame and to the differential while allowing minimal shifting thereof to achieve alignment of the components during such assembly.

Cradle for a differential

A vehicle such as a lift truck or the like including a vehicle frame having two spaced apart side frame members, a drive system for the vehicle including a differential having a housing disposed between the frame members with oppositely directed drive train tunnels extending towards a respective one of the frame members, an opening in each side frame member and aligned with the associated drive train tunnel, a pair of final drive units, each including wheel spindles, one on each side of the frame with each final drive unit having a mounting plate abutting an associated side frame member on the side thereof remote from the differential and a sleeve for housing a drive component extending from the mounting plate through the opening in the associated side frame member for connection to the associated tunnel, and a securing device securing each mounting plate to the associated side frame member so that loading on the vehicle will be transmitted directly to the vehicle frame and the differential will not support vehicle loads.

Growing community of inventors

Cleveland, OH, United States of America

Harold V Hildebrecht