Abstract: A differential gear mechanism including a first output gear (25), and a cam and ramp actuator (55) including first (59) and second (63) actuating plates, relative rotation of which results in axial movement of said first plate (59) toward said first output gear (25). The mechanism includes an electromagnetic actuator (57) operable to cause rotation of the second actuating plate (63), relative to a gear case (11). Both actuating plates (59,63) are disposed external to an end wall (53) of the gear case, the first actuating plate (59) having a plurality of actuation members (85) extending axially through openings (81) in the end wall. A locking plate (41) is disposed adjacent the first output gear (25), and is fixed to be non-rotatable relative to the gear case, but axially moveable therein.

Abstract: A multiple speed ratio gerotor motor having first (13) and second (19) gerotor gear sets as the displacement mechanisms, and a commutating valve member (43) of the well known type. In one embodiment (FIGS. 1-5) there is provided a selector valve section (15) disposed between the first and second gerotor gear sets, and in a low speed mode (FIG. 5A), fluid flows from the commutating valve member (43) through the first volume chambers (39), then through the selector valve section, then through the second volume chambers (66). In a high speed mode (FIG. 5B), flow out of the first volume chambers (39) is blocked by the selector valve section (15), and fluid in the second volume chambers (66) flows through the selector valve section to the case drain region (106). In a free wheel mode (FIG. 5C), both the first and second volume chambers are open to case drain. In another embodiment (FIG.

Abstract: A hydrostatic steering system of the type including a fluid controller (21) for controlling the flow of fluid from a source (11) to a steering actuator (19) in response to movement of a steering wheel (W). The controller (21) is of the type having a fluid meter (65) including a moveable star member (95), the movement of which corresponds to the flow of fluid to the actuator (19). The controller includes a sensor assembly (125) which senses the movement of the star member (95) and generates an electrical signal (127) representative of the fluid flow through the fluid meter (65).

Abstract: A differential gear mechanism of the limited slip type including a clutch pack (35) operable to retard rotation between the side gears (21,23) and the gear case (11). The clutch pack may be loaded, to retard differentiating action by means of a retarding mechanism (33) including a first ball ramp actuator (43) operable to cause axial movement of a plurality of elongated engagement members (61). When the members (61) move axially, a cone clutch assembly (79) is engaged, which retards rotation of a ramp plate (73) of a second ball ramp actuator (71). It is the ramping action of the second ball ramp actuator (71) which applies a load to the clutch pack (35) to limit, or prevent, differentiation within the differential gearing.

Abstract: A valve actuation sub-assembly for an internal combustion engine, the sub-assembly being adapted for attachment to an engine block (11B) and including a conventional roller follower (21) and a deactivating roller follower (47). The sub-assembly comprises a follower guide member (71) defining a first guide receptacle (81) for receiving an upper portion (87) of the conventional roller follower (21), and a second guide receptacle (83) for receiving an upper portion (93) of the deactivating roller follower (47). In accordance with the invention, neither upper portion (87,93) will be received within the guide receptacle (81,83) intended for the other upper portion, thus preventing assembly errors, wherein one roller follower type is installed in a location on the engine intended for the other roller follower type.

Abstract: An improved process 30 for making an engine poppet valve 10 provides an unfinished poppet valve 10 with an initial diameter (d1) of a valve head 22 and an initial thickness (t1) of an interface 56 between a seat facing groove 54 and a combustion face 18 of the valve 50 prior to seat facing the valve 50 to prevent burn-through during the welding process 38. Coining 40 the valve head 22 after seat facing 38 decreases the initial thickness (t1) of the interface 56 to a selected thickness (t2) and increases the initial diameter (d1) to a final or desired diameter (d2) of the valve head 22. The method of the present invention eliminates any need for removing excess material and allows for hot forming the seat facing material 58 to reduce machining steps.

Abstract: An axial piston device (11) of the bent axis type including a housing (13), a main shaft (29) defining an axis of rotation (A), a cylinder barrel (37) defining a plurality of mutually parallel cylinders (39), and a piston (45) reciprocably disposed in each cylinder (39). The cylinder barrel is mounted to be pivotable within the housing relative to the axis of rotation (A). A universal type connection (35) is operable to transmit rotational movement between the main shaft (29) and the cylinder barrel as the cylinder barrel pivots through its range of motion between a minimum displacement and a maximum displacement (FIG. 2) relative to the axis of rotation (A). A plurality of connecting rods (49) is arranged to correspond generally to the cylinders, each connecting rod including a ball portion (51) pivotably received within a socket member (55) fixed relative to the main shaft (29).

Abstract: A supercharger clutch system has a clutch housing (52) in which a clutch pack (84) is disposed to transmit torque from an input, such as a pulley (66), to one of the timing gears (58). The clutch pack (84) is disposed within a cage (92), having a spring seat member (98) adjacent thereto. A set of springs (104) biases the seat member and the clutch cage (92) to engage the clutch pack (84). On the opposite side, axially, of the clutch pack there is a piston (76) including a portion (80) surrounding the clutch cage (92) and engaging the seat member (98). The piston (76) and the clutch housing (52) define a pressure chamber (106) which, when pressurized, causes movement of the piston in a direction compressing the springs (104) and disengaging the clutch pack. With the invention, the clutch system can be operated by engine lubrication oil, while still achieving rapid engagements (short response time), wherein the rate of engagement can be modulated to suit vehicle operating conditions.

Abstract: A fluid pressure device including a housing (13) defining a high pressure port (31) and a low pressure port (33). The housing defines a shuttle bore (35) and disposed therein is a shuttle valve assembly (51) including a shuttle spool (63). The shuttle spool (63) defines a fluid passage (87) disposed to provide fluid communication from the low pressure chamber (57) to the shuttle outlet port (85) as the shuttle spool moves from its neutral position (FIG. 2) to the end of its centered range of positions (FIG. 3). The low pressure fluid from the chamber (57) is communicated through the fluid passage (87) and acts on a shuttle poppet member (75), aiding the shuttle spool (63) and its shoulder (67) and unseating (opening) the poppet member (75), thus reducing the fluid pressure in the high pressure chamber (55) required to begin opening the shuttle valve assembly (51).

Abstract: An adjustable stop assembly (33) for limiting maximum yoke angle of a hydraulic pump(11) having a fluid displacement proportional to the angle of the yoke (25). The adjustable stop assembly (33) includes a control piston (37) for inclining the yoke (25) to define a desired yoke angle, and a stop member (57) defines a set of internal threads (67) and is disposed within a cavity (65) defined by the adjustment assembly. An adjustment screw (51) is disposed for rotational motion, comprising a portion (49) operable to retain the adjustment screw (51) reciprocally stationary relative to the adjustment assembly (33), the adjustment screw (51) further comprising a first set of external threads (53) for engagement with the internal threads (67) of the stop member (57), whereby rotation of the adjustment screw (51) causes axial travel of the stop member (57), thereby displacing the control piston (37).

Abstract: A compression release engine brake assembly adapted for use with an internal combustion engine, and an exhaust valve (29) operable to open in a normal exhaust lift event (FIG. 9) and in a brake lift event (FIG. 15). The engine includes an exhaust valve actuating mechanism (23,31,37) for imparting reciprocal movement to said exhaust valve (29) in response to rotation of a cam shaft (11) including a cam profile (13), a normal lift portion (17) and a brake lift portion (19). The assembly includes a lost motion device (75) moveable between a normal lost motion condition (FIG. 4) and an actuated condition (FIG. 14) in response to movement of an input member (91). An energy storage spring (117) is operable, after being compressed to an energy storage condition (FIG. 12) to be able to bias the input member (91) toward a second position, effecting the actuated condition of the lost motion device (75).

Abstract: A hydraulic lash adjuster (11) disposed within a bore (14) defined by an internal combustion engine (16), the hydraulic lash adjuster (11) comprising a ball plunger (12) including a body portion (13), whereby the body portion (13) is reciprocable in the bore (14) as said ball plunger (12) reciprocates between a relatively retracted position and a relatively extended position. The hydraulic lash adjuster (11) further comprising a leakdown plunger assembly (17) disposed within the body portion (13) and disposed downward in response to downward movement of the ball plunger (12) and said body portion (13). The leakdown plunger assembly (17) has a bottom portion (34) disposed toward a bottom (20) of the bore (14), to define a high pressure chamber (28). In the lash adjuster (11) of the invention, the ball plunger (12) and the body portion (13) comprise a single, integral, formed member.

Abstract: A brake assembly of the type in which there are provided brake discs (87,89) which are pressed into frictional engagement by a lock piston (65). The lock piston is of the type applied by a set of Belleville washers (73) and released by fluid pressure in a chamber (113). The invention provides a disengagement mechanism (95) associated with the lock piston (65) and including a manually operable handle (107) disposed external to a housing (21) enclosing the brake assembly. The handle is moveable between a normal position (FIG. 2) and a disengagement position (FIG. 4) in which the lock piston is moved toward at least a partially retracted position, in opposition to the force of the Belleville washers. When pressurized fluid is again communicated to the chamber (113), the lock piston is biased to its fully retracted position, and the handle (107) of the disengagement mechanism (95) returns to its normal position (FIG. 2), ready for the next time the operator wants to manually disengage the brakes.

Abstract: The invention is a valve deactivator assembly (15) for use in connection with a valve train of an internal combustion engine. In application, a pre-selected number of the engine cylinders would each be equipped with a deactivator connected to its intake engine valve. Upon driver selection or predetermined road conditions, sufficient lost motion would be introduced into the valve train so that the valve would remain closed and the cylinder deactivated as the engine is in operation. The deactivator has in its inner body (19) a latch assembly that is in a latched condition for normal operation of the valve train. When it is desired to retain the valve in the closed position and deactivate a cylinder, the latch assembly is caused to be moved to the unlatched condition by increase in the pressure of the engine oil. When the latch assembly is unlatched, significant lost motion is introduced into the valve train causing the valve to remain closed and the cylinder is deactivated.

Abstract: A fluid controller (17) to control flow to a steering cylinder (19) is modified to include a selector valve assembly (41,73) having two operating positions. In a first position (“R” in FIG. 1), the selector valve (73) permits fluid flow though the main fluid path (53) in the normal manner, as would be used when the vehicle is in a “roading” mode. In a second position (“W” in FIG. 1 and in FIG. 3), the selector valve (73) blocks flow through the fluid meter (43) which normally provides the follow-up movement (51) to the controller valving (31,33), and bypasses the fluid meter in a “working” mode. Thus, the normal flow rate can be achieved by merely rotating the steering wheel (27) an amount which corresponds to the desired deflection of the controller valving (31,33), without the need for the continuous rotation of the steering wheel, as required during normal steering.

Abstract: A locking differential of the type including a clutch pack (31,33) actuated by a cam arrangement (43,45) to lock the side gears (19,21) relative to the gear case (11). Lock-up is initiated by retarding rotation of one of the cam members (45), by means of a flyweight mechanism (51). Disposed adjacent the flyweight mechanism is a latch mechanism (63) which comprises an integral, generally U-shaped member including a bottom portion (65) and a pair of upright leg portions (71,73). The bottom portion defines a pair of integral latch member (67,69), each of which is disposed to engage one of the flyweights (53,55) when the latch mechanism is in its operative position. Each of the upright leg portions includes a pair of individual leg portions (75) disposed on opposite sides of the pinion shaft (15), extending past the axis of rotation (A), and engaging a weight (83) disposed in a window (89) on the opposite side of the gear case (11) from the flyweight mechanism.

Abstract: An aircraft flap drive system utilized a variable displacement motor (15) having a fluid pressure actuated device (23) to vary the displacement of the motor. The system includes a displacement control valve (41), and an electrohydraulic control means (55,67,85) operable in response to an electrical input signal (91) to communicate pressurized fluid from a source (11) to the motor. The displacement control valve (41) includes a load sensing arrangement (13,53,49) responsive to an increasing load on the motor to bias the displacement control valve toward a position whereby the motor moves toward its maximum displacement (minimum flow). One result is that the conventional fixed displacement motor, of a particular size and weight, may be replaced by a variable motor which is smaller and lighter.

Abstract: A supercharger clutch system has a clutch housing (52) in which a clutch pack (84) is disposed to transmit torque from an input, such as a pulley (66), to one of the timing gears (58). The clutch pack (84) is disposed within a cage (92), having a spring seat member (98) adjacent thereto. A set of springs (104) biases the seat member and the clutch cage (92) to engage the clutch pack (84). On the opposite side, axially, of the clutch pack there is a piston (76) including a portion (80) surrounding the clutch cage (92) and engaging the seat member (98). The piston (76) and the clutch housing (52) define a pressure chamber (106) which, when pressurized, causes movement of the piston in a direction compressing the springs (104) and disengaging the clutch pack. The invention provides a method of controlling the clutch system by means of an electrohydraulic valve (110) which can communicate the pressure chamber (106) to either high pressure (112) or low pressure (132).

Abstract: A valve deactivator assembly (49a) for an internal combustion engine of the type having valve means (29), drive means (13) for providing cyclical motion for opening and closing the valve means (29) in timed relationship to the events in a combustion chamber (30), and valve gear (21,23) operative in response to the cyclical motion to effect cyclical opening and closing of the valves (29). The valve deactivator assembly (49a) comprises part of the valve gear (21,23) and is disposed in series relationship between the drive means (13) and said valves (29). The valve deactivator assembly (49a) includes an outer body member (53) disposed for engagement with the drive means (13) and for cyclical motion therewith. There is an inner body member (61) disposed within the outer body member (53) and reciprocable relative thereto, the inner body member (61) having an upper end portion (93) disposed external to the outer body member (53) when the members (53,61) are in a latched condition.

Abstract: A hollow poppet valve (31) is disclosed, in which a stem portion (13) includes a flared fillet portion (17), having a wall thickness (T), and a downwardly-extending cylindrical portion (33;51), having a cylindrical external surface (35). In the main embodiment, the valve includes a cap member (15) defining a seat face (25), and a cylindrical internal surface (39), the internal and external surfaces (39,35) being closely spaced apart, defining an interface having an axial length (L), and being consumed by a weld (43). Preferably, the length (L) of the weld (43) is equal to at least 1.1 times the thickness (T). The fillet portion (17) defines an internal fillet radius (R1), greater than 0.3 times the thickness (T), and near the radius (R1) is a transition region (TR). The present invention improves fatigue strength of the poppet valve by separating the transition region (TR) from the weld (43) so that there is overlap for no more than a minor portion of the weld.