Electronic marker actuator

Claim 2

The combination of a farm implement including a frame, a marker device pivotally connected to said frame for vertical swingable movement, biased latch means engaging said device to hold it in an upright position, and solenoid means for releasing said marker device when energized, wherein said marker device includes an arm with a marker on its end, and said latch means includes a pivoted latch plate with a catch for engaging said arm, and a spring member connected thereto normally pivoting said latch plate in a direction to engage said arm, wherein said solenoid means includes a chain having one end connected to said latch plate opposite said spring member to pivot it in a direction opposite to the direction said spring member pivots it, and wherein said solenoid means includes a solenoid with a plunger connected to the opposite end of said chain, said chain having an adjustable collar connecting it to said plunger.

Claim 3

The combination of claim 1 wherein pushbutton means are provided for energizing said solenoid means.

Claim 4

The invention of claim 1 wherein each said wheel transmission and wheel assemblies comprise: A. A MULTIPLICITY OF WHEELS CONSTITUTING AN EPICYCLIC GEAR TRAIN, B. A multiplicity OF SPIDER ARMS DRIVEN IN ROTATION BY SAID WHEEL TRANSMISSION, AND P- C. GEAR MEANS ADAPTED FOR ROTATING SAID PERIPHERAL WHEELS IN A DIRECTION OF ROTATION OPPOSITE TO THE DIRECTION OF rotation OF SAID SPIDER ARMS. -. The invention of claim 1 wherein each said wheel transmission and wheel assemblies comprise: a. a multiplicity of wheels constituting an epicyclic gear train, b. a multiplicity of spider arms driven in rotation by said wheel transmission, and c. said wheel transmission including gear means comprising a planetary gear set differential interconnecting said wheel means and said spider arms constructed in such an arrangement to differentially supply rotating force between said wheels and said arms.

Claim 5

The combination of claim 2 wherein two separate and independent solenoid means and two separate and independent marker devices are provided on said farm implement. A study of FIG. 6 discloses that the engagement of the descend clutch 77 would prohibit relative rotation of transfer gear 70, arm 71, inner and outer spur gears 72 and 73 and wheel drive gear

Claim 6

The invention of claim 1 wherein each said wheel transmission includes a. a spur gear differential, b. said spur gear differential including an arm, c. spur gears rotatably secured to said arm, d. an transfer gear driving a spur gear, e. a wheel drive gear receiving the output of said spur gear, f. a clutching surface integral with said spur gear arm, and g. control means, including a pivotally mounted control arm adapted to selectively clutch and declutch said clutch surface of said arm.

Claim 7

The invention of claim 4 including: a. clutching surface integral with said wheel drive gear, and b. said control means including a control arm adapted to selectively clutch and declutch said wheel drive gear clutching surface.

Claim 8

The Invention of claim 1 wherein the said central control means comprises: A. A CONTROL DRUM, B. A MULTIPLICITY OF CAM LIFTS SECURED TO SAID CONTROL DRUM, C. MEANS FOR ROTATING SAID CONTROL drum, D. CAM FOLLOWERS MOUNTED ADJACENT SAID CONTROL DRUM IN SUCH A MANNER AS TO FOLLOW THE CONTOUR OF SAID CAMS, AND P- E. CAM PUSHRODS INTERCONNECTING SAID CAM FOLLOWER AND SAID CONTROL MEANS OF EACH SAID WHEEL TRANSMISSION. &. An uneven-terrain-negotiating vehicle comprising: a. a frame, b. powered means mounted on said frame, c. a multiplicity of wheel transmissions mounted adjacent the periphery of said frame, d. wheel assemblies attached to said wheel transmissions, e. said wheel assemblies comprising wheels, f. said wheel assemblies comprising spider arms, g. said wheel transmissions each including gear means comprisiNg a planetary gear set differentially interconnecting said wheels and said spider arms of said wheel assembly, and h. an overrunning clutch integral with each said wheel transmission restricting rotation of input gear means to rotation in one predetermined direction of rotation.

Claim 9

The invention of claim 7 wherein each said wheel transmission includes: a. a power drive gear operably driven by the said power means, b. a ring gear meshed with said power drive gear, c. an arm gear meshed with and driven by said ring gear, and d. a transfer gear meshed with and driven by said arm gear.

Claim 10

The invention of claim 7 wherein each said wheel transmission includes: a. a transfer gear driven by an arm gear, b. an overrunning clutch incompassing said transfer gear, said overrunning clitc h constructed and arranged so as to permit only counterclockwise rotation of said transfer gear, and c. spur gears meshed with and driven by said transfer gear.

Claim 11

The invention of claim 7 wherein each said wheel transmission includes a. an arm integral with said wheel transmission and rotatably mounted therein, b. spur gears rotatably mounted on said arm and driven by said power means, c. a wheel drive gear meshed with spur gear, d. a circulate transmission control cam mounted for rotation in said transmission, e. a camming segment integral with said circular transmission control cam, f. a control arm pivotally mounted in said wheel transmission operably engages said camming segment moving responsive to rotation of said transmission circular control cam, and g. a multiplicity of clutching surfaces selectively engaged by said control arm.

Claim 12

The invention of claim 7 wherein said wheel transmission gear means is adapted for rotating peripheral wheels in a direction of rotation opposite to the direction of rotation of said spider arms for descending stairs or the like.

Claim 13

A braking load can be applied to the lightly loaded spider wheel assemblies 34 at the output of the central differential 31 to prevent this oscillation or walking in place. Rotation or turning of the vehicle in the diagonal diameter of its own axis may be accomplished by removing the steering-rod-securing pins 45 a, b, c and d from the steering rod brackets 44 a, b, c and d which will permit the spider wheel assemblies 34 or the wheel transmission 33 to assume a diagonal position in the transmission yoke 39. In this mode of operation, the ascend function is imparted to one wheel assembly 34 and a descend function to a diagonal opposite spider wheel assembly 34, the device will rotate in place within its own diameter. The device can be made to spin in either direction, with no lateral movement, rotating about its own geometric center. The device is capable of numerous maneuvers by applying various control signals combinations and/or steering control to the spider wheel assemblies 34, each of which may be made to operate entirely independent of any of the spider wheel assembly 34. Having described the device, the overall combination of the vehicle in some detail, the wheel transmission, and wheel assemblies what is desired to be claimed is all adaptations of this disclosure falling within the inventive concept described and within the scope or equivalence of the appended claims. What I claim is

Claim 14

When such a condition exists, the forward spider wheel assemblies 34 can step or oscillate in place much as the one wheel of an automobile on a slick surface utilizing a conventional differential. To prevent such an oscillation is one of the functions of the braking means such as brake faces 49 a and b and pressure plates 50 a and b in the central differential

Claim 15

When such a condition exists, the forward spider wheel assemblies 34 can step or oscillate in place much as the one wheel of an automobile on a slick surface utilizing a conventional differential. To prevent such an oscillation is one of the functions of the braking means such as brake faces 49 a and b and pressure plates 50 a and b in the central differential

Claim 16

For ascend as in descend, power drive gear 61 is driven clockwise which drives ring gear 62 and arm gear 63 clockwise. Transfer gear 70 would be driven counterclockwise which would drive outer spur gear 73 clockwise and consequently inner spur gear 72 counterclockwise. The inner spur gear 72 would drive wheel drive gear 76 clockwise carrying wheel drive shaft 67 and central drive wheel 38 clockwise, transfer wheel 37 counterclockwise and peripheral wheel 36 clockwise. The net result in ascend is to cause a first peripheral wheel 36 to roll forward clockwise until an obstacle or stair riser is contacted and while retaining wheel 36 against the riser, then rotate arm 66 about the first peripheral wheel 36 until the next adjacent peripheral wheel 36 position counterclockwise in the wheel assembly 34 moves over onto the next higher stair tread. Peripheral wheel 36 can be rotated clockwise while arm 66 is stationary. Arm 66 can be rotated clockwise while wheel 36 is stationary, and both peripheral wheel 36 and arm 66 can be rotated simultaneously. The choice between the above three abilities is determined by the relative resistance to rotation between the two paths of rotation and motion is always transmitted to the least resistive path automatically. No external control device is required. This function is elsewhere referred to as the decision-making function of the differential herein described for the ascend mode of operation. The mode of operation of the device when the control arm 78 a and b is in a neutral position, such that neither descend clutch 77 or ascend clutch 81 are engaged, is to leave arm 71 free to rotate in any direction. The rotation of the peripheral wheels 36 would be independent of the rotation of the power drive gear 61. We can correctly say that any motive force would be spun off internally of the transmission 33 by the freedom of rotation of arm 71 carrying inner and outer spur gears 72 and 73. Accordingly, if the clutching system of the transmission is placed in neutral wheels 36, 37, as well as spider arm 66 are permitted to rotate freely in any direction. Numerous maneuvers of the vehicle are possible by placing the individual wheel transmissions 33 in the desired position nd imparting a desired operating function. It is quite apparent by reference to FIG. 2 that a spinning in position can be effected by driving diagonal spider wheel assemblies 34 in opposite directions after releasing all steering rod securing pins 45 a, b, c and d. A further alternative operating function is hereby suggested by providing means on the transmission housing for engaging a spider arm 66 and locking a spider wheel assembly 34 in such a position as to have only one peripheral wheel 36 contacting the ground at each spider wheel assembly 34. This position is useful only for negotiating relatively smooth, flat terrain. Attention is invited to FIGS. 15, 16 and 17 to illustrate schematically the relative functions of the spider wheel assemblies 34, the peripheral wheels 36 and the spider arms 66 in performing the ascend and descend function. The direction of rotation of the various components can be traced through the wheel transmission 33 and FIG. 6 from the power drive gears 61 as affected by the function of the descend clutch 77 and the ascend clutch 81. It is sufficient to say that in the ascend more of operation the peripheral wheels 36 as well as the spider arms 66 are driven in a clockwise direction. The peripheral wheels 36 roll the device forward until the peripheral wheel 36 strikes an abutment or riser of the step at which time the spider wheel assemblies 34 or spider arm 66 through the differential action of the wheel transmiSsion 33 will be driven clockwise. This results in the device stepping up to the next level surface. In descending, after the leading spider wheel assembly 34 is moved forward over the riser, and onto the step and the device is placed in the descend mode of operation, the peripheral wheels 36 will be driven counter clockwise until it strikes or seats itself against the riser; again through resulting power flow of the wheel transmission 33, the wheel assembly 34 or spider arms 66 will be driven clockwise and in essence steps down. It is extremely important to note that the differential action of the wheel transmission 33 in the descending mode of operation does not permit a stepping down action of the spider arms 66 until the peripheral wheels 36 are seated in the safest position against the riser of the step. Another operational feature of the wheel transmission 33 which should be noted is the function of the overrunning clutch 85 which prevents a clockwise rotation of transfer gear 70. In the absence of overrunning clutch 85 or an equivalent detent to prevent clockwise rotation of the transfer gear 70, the device would not function as desired in the descending, as well as the ascending, mode of operation. If the rear wheel assemblies 34 or spider arm 66 were to climb forward in the descending mode of operation, they could transmit through the central differential 31 a clockwise rotation to the peripheral wheels 36 of the forward wheel assemblies 34 resulting in a rolling action of the forward wheel assemblies 34 and the stepping forward action in the rear wheel assemblies 34 and the device would tumble to the bottom of the stairs. The overrunning clutch 85 permits the transfer gear 70 to rotate only in the counterclockwise direction, preventing any such inconsistent action by the wheel transmission 33 or the spider wheel assemblies 34 or the spider arm 66. Thus, a safe, compatible control action is built into the device. Another possible undesirable action which is controlled or prevented in the climbing mode of operation is a possible oscillation in place. In ascending stairs, the resulting tilt in the chassis or central frame 25 results from the shift of the center of gravity or mass toward the rear spider wheel assemblies

Claim 17

For ascend as in descend, power drive gear 61 is driven clockwise which drives ring gear 62 and arm gear 63 clockwise. Transfer gear 70 would be driven counterclockwise which would drive outer spur gear 73 clockwise and consequently inner spur gear 72 counterclockwise. The inner spur gear 72 would drive wheel drive gear 76 clockwise carrying wheel drive shaft 67 and central drive wheel 38 clockwise, transfer wheel 37 counterclockwise and peripheral wheel 36 clockwise. The net result in ascend is to cause a first peripheral wheel 36 to roll forward clockwise until an obstacle or stair riser is contacted and while retaining wheel 36 against the riser, then rotate arm 66 about the first peripheral wheel 36 until the next adjacent peripheral wheel 36 position counterclockwise in the wheel assembly 34 moves over onto the next higher stair tread. Peripheral wheel 36 can be rotated clockwise while arm 66 is stationary. Arm 66 can be rotated clockwise while wheel 36 is stationary, and both peripheral wheel 36 and arm 66 can be rotated simultaneously. The choice between the above three abilities is determined by the relative resistance to rotation between the two paths of rotation and motion is always transmitted to the least resistive path automatically. No external control device is required. This function is elsewhere referred to as the decision-making function of the differential herein described for the ascend mode of operation. The mode of operation of the device when the control arm 78 a and b is in a neutral position, such that neither descend clutch 77 or ascend clutch 81 are engaged, is to leave arm 71 free to rotate in any direction. The rotation of the peripheral wheels 36 would be independent of the rotation of the power drive gear 61. We can correctly say that any motive force would be spun off internally of the transmission 33 by the freedom of rotation of arm 71 carrying inner and outer spur gears 72 and 73. Accordingly, if the clutching system of the transmission is placed in neutral wheels 36, 37, as well as spider arm 66 are permitted to rotate freely in any direction. Numerous maneuvers of the vehicle are possible by placing the individual wheel transmissions 33 in the desired position nd imparting a desired operating function. It is quite apparent by reference to FIG. 2 that a spinning in position can be effected by driving diagonal spider wheel assemblies 34 in opposite directions after releasing all steering rod securing pins 45 a, b, c and d. A further alternative operating function is hereby suggested by providing means on the transmission housing for engaging a spider arm 66 and locking a spider wheel assembly 34 in such a position as to have only one peripheral wheel 36 contacting the ground at each spider wheel assembly 34. This position is useful only for negotiating relatively smooth, flat terrain. Attention is invited to FIGS. 15, 16 and 17 to illustrate schematically the relative functions of the spider wheel assemblies 34, the peripheral wheels 36 and the spider arms 66 in performing the ascend and descend function. The direction of rotation of the various components can be traced through the wheel transmission 33 and FIG. 6 from the power drive gears 61 as affected by the function of the descend clutch 77 and the ascend clutch 81. It is sufficient to say that in the ascend more of operation the peripheral wheels 36 as well as the spider arms 66 are driven in a clockwise direction. The peripheral wheels 36 roll the device forward until the peripheral wheel 36 strikes an abutment or riser of the step at which time the spider wheel assemblies 34 or spider arm 66 through the differential action of the wheel transmiSsion 33 will be driven clockwise. This results in the device stepping up to the next level surface. In descending, after the leading spider wheel assembly 34 is moved forward over the riser, and onto the step and the device is placed in the descend mode of operation, the peripheral wheels 36 will be driven counter clockwise until it strikes or seats itself against the riser; again through resulting power flow of the wheel transmission 33, the wheel assembly 34 or spider arms 66 will be driven clockwise and in essence steps down. It is extremely important to note that the differential action of the wheel transmission 33 in the descending mode of operation does not permit a stepping down action of the spider arms 66 until the peripheral wheels 36 are seated in the safest position against the riser of the step. Another operational feature of the wheel transmission 33 which should be noted is the function of the overrunning clutch 85 which prevents a clockwise rotation of transfer gear 70. In the absence of overrunning clutch 85 or an equivalent detent to prevent clockwise rotation of the transfer gear 70, the device would not function as desired in the descending, as well as the ascending, mode of operation. If the rear wheel assemblies 34 or spider arm 66 were to climb forward in the descending mode of operation, they could transmit through the central differential 31 a clockwise rotation to the peripheral wheels 36 of the forward wheel assemblies 34 resulting in a rolling action of the forward wheel assemblies 34 and the stepping forward action in the rear wheel assemblies 34 and the device would tumble to the bottom of the stairs. The overrunning clutch 85 permits the transfer gear 70 to rotate only in the counterclockwise direction, preventing any such inconsistent action by the wheel transmission 33 or the spider wheel assemblies 34 or the spider arm 66. Thus, a safe, compatible control action is built into the device. Another possible undesirable action which is controlled or prevented in the climbing mode of operation is a possible oscillation in place. In ascending stairs, the resulting tilt in the chassis or central frame 25 results from the shift of the center of gravity or mass toward the rear spider wheel assemblies

Claim 18

Whereas, the engagement of ascend clutch 81 would lock the arms 71 relative to the transmission case 60, however, the gears 70, 72, 73 and 76 remain free to rotate. The significance of this function is a most important feature of this invention and will be discussed further. Although the construction of the wheel transmissions 33 are substantially illustrated in FIG. 6, the various sectional views of FIG. 6 depicted in FIGS. 7, 8, 9, 10, 11 and 12 gives a more complete illustration of the various components and their relative positions. FIG. 6 and FIG. 8 illustrate an important function as well as a safety feature which is the overrunning clutch 85 mounted concentric with transfer gear 70. Overrunning clutch 85 is firmly secured to the transmission case 60 by means of the overrunning clutch bracket 86. The spragforms 87 are positioned in such a manner as to prevent clockwise rotation of the transfer gear 70. With particular reference to FIG. 7, the sectional presentation of a complete wheel transmission 33 which was fragmentarily illustrated in FIG. 6, the central wheel drive shaft 67 is disclosed surrounded by a section of arm 71, which in turn is surrounded by transfer gear 70. In the structure suggested in FIG. 7, four arm gears 63 are illustrated mounted on four spider arm studs 64. The arm gears 63 are meshed with ring gear 62 which is driven for rotation by power drive gear 61. These components are mounted for rotation in transmission case 60. Ring gear 62, arm gear 63, spider arm stud 64 and transfer gear 70 constitute subcombination of components which hereinafter may be referred to as a planetary differential. The purpose of this planetary differential is to deliver torque and motion from ring gear 62 to the stud 64 and the transfer gear 70. Referring now to the section illustrated in FIG. 8, we again observe portions of some of the components illustrated in FIG. 7. We now, however, illustrate the overrunning clutch 85 secured to the transmission case 60 by means of the overrunning clutch bracket 86. The spragforms 87 are illustrated surrounding clutch bracket 86. The spragforms 87 are illustrated surrounding and engaging the transfer gear 70 preventing its clockwise rotation. FIG. 9 illustrates a section of the device which includes the basic components of the spur gear differentialwjocj wo;; reverse the dorectopm pf rptatopm pf the peripheral wheels 36 with respect to the direction of the rotation of spider arm 66. Transfer gear 70 is illustrated mounted on the arm 71 and in engagement with the two outer spur gears 73 a and b mounted for rotation on there outer spur gear shafts 75 a and b. This sectional view also illustrates one of the drive shafts 53 a and b or 55 a and b retained and mounted for rotation in the transmission case 60. Arm 71, transfer gear 70, outer spur gear 73, inner spur gear 72 and wheel drive gear 76 which may hereinafter be referred to as a spur gear differential. The sectional view in FIG. 10 illustrated the central section of the spur gear differential. A cross section of the arm 71 illustrates the meshing of the inner spur gear 72 and the outer spur gear 73 and their respective mountings on shafts 74 and 75. A section of the descend clutch 77 is illustrated mounted on arm 71 which is rotatably mounted on central wheel drive shaft 67. The arm 71 is free to rotate in the transmission case 60 subject to various clutch controls and propelling forces. FIG. 11 is in a meaure the reverse of FIG. (. The arm 71 is illustrated, a portion of which retains the inner spur gears 72 a and b and the outer spur gears 73 a and b by means of the inner and outer spur gear shafts 74 and 75. The wheel drive gear 76 is slidably keyed by means of a wheel drive gear keying means 90 on central wheel drive shaft 67 in such a manner as to frictionally engage descend clutch 77. Referring to FIG. 12, we observe a bulge in the transmission case 60. Another component not previously referred to is the circular transmission control cam 88 which is illustrated in more detail in FIG. 14. We have illustrated in substantial detail the control arm 78 a and b and its relative position and function pertaining to wheel drive gar 76 and the associated descend clutch 77 illustrated in FIGS. 10 and 11. FIG. 12 illustrates control arm bracket 79 a and b of the control arm 78 a and b operably projecting into circular transmission control cam 88. The operable contact between the control arms 78 a and b and the wheel drive gear 76 is the wheel drive gear bearing means 89 FIG. 6. FIG. 13 is a fragmented sectional view of the ascend clutching surface illustrating a portion of a control arm 78 a or b, the ascend clutch 81, and the ascend clutch face 82. FIG. 4 illustrated structure which can be utilized for positioning the circular transmission control cam 88. From the sketch it can be observed that a multiplicity of control arms 78 a and b are desirable to insure positive action in the system. The circular transmission control cam 88 is constructed with diagonal camming segments 95. The control arm cam follower 96 is snugly mounted in the diagonal camming segment 95 in such a manner as to cause the control arm 78 to move responsive to rotation of the circular transmission control cam 88. Hydraulic, electrical or mechanical means may be used, but for the purpose of this disclosure, a mechanical control means has been selected. A manually positioned control drum 97 is illustrated with the series of cam lifts 98. Contacting the control drum 97 operably aligned with each row of the cam lifts 98 is a series of cam followers 99 which are operably attached to each of the wheel transmissions 33 by means of a cam pushrod 100. These rods may be comprised of sheathed, flexible cables. As is readily papreent from an inspection of FIG. 14, various combinations of cam lifts 98 with various profiles or geights of lift will result in varying combinations of actions being effected through the control arms 78 of the various combinations of actions being effected through the control arms 78 of the various wheel transmissions 33. When the circular transmission control cam 88 is rotated to one of iTs three positions, definite control functions are selected. The diagonal camming segments 95 are constructed such that when the circular transmission control cam 88 is rotated to its extreme clockwise position the transmission 33 is made ready to ascend, when the circular control cam 88 is rotated to its extreme counterclockwise position the transmission 33 is made ready to descend, and when the circular transmission control cam 88 is rotated midway between the extremes, the transmission is placed in neutral. In ascend, peripheral wheels roll forward; in descend, peripheral wheels roll rearward and in neutral, no driving power is transmitted to the peripheral wheels. To function properly, a multiplicity of control arms 78 a and b are required. These arms, however, apply pressure to unitary ringlike structures, ascend clutch 81 or descend clutch 77. For a description of the drive through individual wheel transmission 33 reference is particularly made to FIG. 6 and the related sectionalized views in FIGS. 7 through 13. Drive shaft 32 rotates in a clockwise direction rotating drive gear 61 which drives ring gear 62 clockwise which is geared with an drives arm gear 63 which is mounted on and rotates on arm stud 64. Gear 63 drives transfer gear 70 always in a counterclockwise direction due to the restraint of the spragforms 87. Arm 71 which might be referred to as a plate 71 carries innerspur gear 72 and outer spur gear 73. Outer spur gear 73 engages transfer gear 70 while inner spur gear 72 meshes with wheel drive gear 76. Direction of rotation of wheel drive gear 76 determined the direction of rotation of the peripheral wheels 36 which in the preferred embodiment in operation each turns in the same direction. Between wheel drive gear 76 and arm 71 is positioned descend

Claim 19

Whereas, the engagement of ascend clutch 81 would lock the arms 71 relative to the transmission case 60, however, the gears 70, 72, 73 and 76 remain free to rotate. The significance of this function is a most important feature of this invention and will be discussed further. Although the construction of the wheel transmissions 33 are substantially illustrated in FIG. 6, the various sectional views of FIG. 6 depicted in FIGS. 7, 8, 9, 10, 11 and 12 gives a more complete illustration of the various components and their relative positions. FIG. 6 and FIG. 8 illustrate an important function as well as a safety feature which is the overrunning clutch 85 mounted concentric with transfer gear 70. Overrunning clutch 85 is firmly secured to the transmission case 60 by means of the overrunning clutch bracket 86. The spragforms 87 are positioned in such a manner as to prevent clockwise rotation of the transfer gear 70. With particular reference to FIG. 7, the sectional presentation of a complete wheel transmission 33 which was fragmentarily illustrated in FIG. 6, the central wheel drive shaft 67 is disclosed surrounded by a section of arm 71, which in turn is surrounded by transfer gear 70. In the structure suggested in FIG. 7, four arm gears 63 are illustrated mounted on four spider arm studs 64. The arm gears 63 are meshed with ring gear 62 which is driven for rotation by power drive gear 61. These components are mounted for rotation in transmission case 60. Ring gear 62, arm gear 63, spider arm stud 64 and transfer gear 70 constitute subcombination of components which hereinafter may be referred to as a planetary differential. The purpose of this planetary differential is to deliver torque and motion from ring gear 62 to the stud 64 and the transfer gear 70. Referring now to the section illustrated in FIG. 8, we again observe portions of some of the components illustrated in FIG. 7. We now, however, illustrate the overrunning clutch 85 secured to the transmission case 60 by means of the overrunning clutch bracket 86. The spragforms 87 are illustrated surrounding clutch bracket 86. The spragforms 87 are illustrated surrounding and engaging the transfer gear 70 preventing its clockwise rotation. FIG. 9 illustrates a section of the device which includes the basic components of the spur gear differentialwjocj wo;; reverse the dorectopm pf rptatopm pf the peripheral wheels 36 with respect to the direction of the rotation of spider arm 66. Transfer gear 70 is illustrated mounted on the arm 71 and in engagement with the two outer spur gears 73 a and b mounted for rotation on there outer spur gear shafts 75 a and b. This sectional view also illustrates one of the drive shafts 53 a and b or 55 a and b retained and mounted for rotation in the transmission case 60. Arm 71, transfer gear 70, outer spur gear 73, inner spur gear 72 and wheel drive gear 76 which may hereinafter be referred to as a spur gear differential. The sectional view in FIG. 10 illustrated the central section of the spur gear differential. A cross section of the arm 71 illustrates the meshing of the inner spur gear 72 and the outer spur gear 73 and their respective mountings on shafts 74 and 75. A section of the descend clutch 77 is illustrated mounted on arm 71 which is rotatably mounted on central wheel drive shaft 67. The arm 71 is free to rotate in the transmission case 60 subject to various clutch controls and propelling forces. FIG. 11 is in a meaure the reverse of FIG. (. The arm 71 is illustrated, a portion of which retains the inner spur gears 72 a and b and the outer spur gears 73 a and b by means of the inner and outer spur gear shafts 74 and 75. The wheel drive gear 76 is slidably keyed by means of a wheel drive gear keying means 90 on central wheel drive shaft 67 in such a manner as to frictionally engage descend clutch 77. Referring to FIG. 12, we observe a bulge in the transmission case 60. Another component not previously referred to is the circular transmission control cam 88 which is illustrated in more detail in FIG. 14. We have illustrated in substantial detail the control arm 78 a and b and its relative position and function pertaining to wheel drive gar 76 and the associated descend clutch 77 illustrated in FIGS. 10 and 11. FIG. 12 illustrates control arm bracket 79 a and b of the control arm 78 a and b operably projecting into circular transmission control cam 88. The operable contact between the control arms 78 a and b and the wheel drive gear 76 is the wheel drive gear bearing means 89 FIG. 6. FIG. 13 is a fragmented sectional view of the ascend clutching surface illustrating a portion of a control arm 78 a or b, the ascend clutch 81, and the ascend clutch face 82. FIG. 4 illustrated structure which can be utilized for positioning the circular transmission control cam 88. From the sketch it can be observed that a multiplicity of control arms 78 a and b are desirable to insure positive action in the system. The circular transmission control cam 88 is constructed with diagonal camming segments 95. The control arm cam follower 96 is snugly mounted in the diagonal camming segment 95 in such a manner as to cause the control arm 78 to move responsive to rotation of the circular transmission control cam 88. Hydraulic, electrical or mechanical means may be used, but for the purpose of this disclosure, a mechanical control means has been selected. A manually positioned control drum 97 is illustrated with the series of cam lifts 98. Contacting the control drum 97 operably aligned with each row of the cam lifts 98 is a series of cam followers 99 which are operably attached to each of the wheel transmissions 33 by means of a cam pushrod 100. These rods may be comprised of sheathed, flexible cables. As is readily papreent from an inspection of FIG. 14, various combinations of cam lifts 98 with various profiles or geights of lift will result in varying combinations of actions being effected through the control arms 78 of the various combinations of actions being effected through the control arms 78 of the various wheel transmissions 33. When the circular transmission control cam 88 is rotated to one of iTs three positions, definite control functions are selected. The diagonal camming segments 95 are constructed such that when the circular transmission control cam 88 is rotated to its extreme clockwise position the transmission 33 is made ready to ascend, when the circular control cam 88 is rotated to its extreme counterclockwise position the transmission 33 is made ready to descend, and when the circular transmission control cam 88 is rotated midway between the extremes, the transmission is placed in neutral. In ascend, peripheral wheels roll forward; in descend, peripheral wheels roll rearward and in neutral, no driving power is transmitted to the peripheral wheels. To function properly, a multiplicity of control arms 78 a and b are required. These arms, however, apply pressure to unitary ringlike structures, ascend clutch 81 or descend clutch 77. For a description of the drive through individual wheel transmission 33 reference is particularly made to FIG. 6 and the related sectionalized views in FIGS. 7 through 13. Drive shaft 32 rotates in a clockwise direction rotating drive gear 61 which drives ring gear 62 clockwise which is geared with an drives arm gear 63 which is mounted on and rotates on arm stud 64. Gear 63 drives transfer gear 70 always in a counterclockwise direction due to the restraint of the spragforms 87. Arm 71 which might be referred to as a plate 71 carries innerspur gear 72 and outer spur gear 73. Outer spur gear 73 engages transfer gear 70 while inner spur gear 72 meshes with wheel drive gear 76. Direction of rotation of wheel drive gear 76 determined the direction of rotation of the peripheral wheels 36 which in the preferred embodiment in operation each turns in the same direction. Between wheel drive gear 76 and arm 71 is positioned descend