Abstract: An annular propeller shaft (10) for transmitting torque from an automotive ehicle transfer case to the rear axle of the vehicle, the propeller shaft having an internal spline (16) which receives an externally splined portion (18a) of a drive shaft (18) at its torque input end and which is adapted to receive an externally splined portion of a slip yoke of a universal joint at its torque output end. The torque input end and a major portion of the length of the propeller shaft are surrounded by an internally lubricated housing (12), and the drive shaft is rotatingly support with respect to the housing by a ball bearing (20). The propeller shaft is rotatingly sealed with respect to the housing by a seal (32) and is rotatingly supported with respect to the housing by a sealed for life, internally lubricated ball bearing (28) which is positioned outboard of the seal. The outboard ball bearing is protected from contamination from external debris by an annular sheet metal guard housing.

Abstract: A control architecture for controlling continuously variable transmissions includes two microcomputers. A first microcomputer receives certain input signals and performs certain tasks, and a second microcomputer receives other input signals and performs other tasks. A data bus is provided for communicatively interconnecting the microcomputers, and a transfer table associated with each microcomputer has a transmit section of pointers referencing memory locations containing data to be transferred and a receive section of pointers referencing memory locations to receive transferred data. Data is transferred between the microcomputers at regular intervals enabling real time output control signals to be generated.

Abstract: A system and several strategies for controlling a continuously variable transmission with an improved secondary servo arrangement in order to efficiently provide sufficient clamping forces under high torque conditions. The valving means allowing for the relative movement of the second variable pulley's movable sheave includes a valving arrangement operative to regulate the secondary apply pressure at or below the hydraulic source pressure and distinct from the primary line pressure. Control signals are developed to prevent belt slip and to efficiently launch a vehicle, maintain the necessary primary to secondary clamping force ratio in overdrive conditions, and avoid overpressurization of the secondary servo for many vehicle operating conditions.

Abstract: A roller chain is provided with the links having extending butt portions to prevent excess inward movement of the chain. The butts may be located on the inner links or outer links. A silent chain with block lacing is also provided with the butt portions on the guide links.

Abstract: A hydraulic tensioner having a plunger slidably fitted in a mounting cavity n a housing and biased in a protruding direction by a spring and fluid. A variable orifice check valve permits fluid to only flow into, and thereby protrude the plunger, but not out of the mounting cavity is disclosed. The variable orifice check valve is accomplished with a cylindrical compression spring in which the spring coils are normally mutually contacting, thus preventing the transfer of fluid, but which move to a non-contacting orientation upon experiencing a desired pressure. A mechanical no-return capability is provided to the plunger through an internal ratchet positioned within the mounting cavity and constructed from a cylinder having two helical openings which the plunger engages when the plunger experiences sufficient force to be pushed inwardly.

Abstract: A continuously variable transmission includes an improved secondary servo arrangement in order to provide the necessary clamping forces for high torque conditions. The secondary servo includes a plurality of fluid chambers in order to allow an increase in the area for application of fluid pressure. Fluid conduits between the chambers permit communication of the fluid to the chambers to regulate the clamping force of the movable sheaves of the secondary variable pulleys.

Abstract: A camshaft (126) has a vane (160) secured to an end thereof for non-osciling rotation therewith. The camshaft also carries a sprocket (132) which can rotate with the camshaft but which is oscillatable with respect to the camshaft. The vane has opposed lobes (160a, 160b) which are received in opposed recesses (132a, 132b), respectively, of the sprocket. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a chain drive extending therebetween.

Abstract: A camshaft (126) has a vane (160) secured to an end thereof for non-osciling rotation therewith. The vane has opposed lobes (160a/160b) which are received in opposed recesses (132a/132b) respectively, of a sprocket (132) which is oscillatingly journalled on the camshaft. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a timing belt drive extending therebetween. The camshaft experiences torque reversals as it rotates due to valve follower force on cam lobes attached to the camshaft, and such torque reversals are partly counteracted by a flywheel (144) fixedly attached to the camshaft.

Abstract: A chain link is provided with a concave back configuration that substantiy matches the curvature of the contact surface of a chain tensioner. In the chain assembly, as the backs of the links contact the chain tensioner surface, the contact stresses are reduced as a result of the matched curvatures. The link geometry is utilized in both silent chain and roller chain assemblies.

Abstract: A groove pattern for the paper-based annular friction facing (38) on an alar plate (39) of a clutch plate (41) of a wet clutch to equalize the surface temperature of the friction facing and thus increase the thermal capacity of the clutch where there is continuous slippage. The groove pattern includes one or more continuous annular grooves (42,43,44,45) dividing the friction area into at least three annular bands (46,47,48,49,50), an inner band (46), at least one intermediate band (47,48,49), and an outer band (50), and a plurality of cross grooves (51,52) in each band which are angled with respect to a radius of the facing. The angled cross grooves extend at an acute angle (a,b) (10-60 degrees) to such radius. Slip of the friction pair of plates causes a viscous pumping action. The cross groove angle in each band of the facing is similar so as to keep all the grooves filled with cooling oil, and the cross-section of the cross grooves vary in their dimensions as between the bands.

Abstract: A variable assist power steering system for an automotive vehicle, the system having a source of hydraulic fluid (10), a power steering assembly (30) having a low speed inlet (32) and a high speed inlet (34), and a control valve (50) for continuously delivering hydraulic fluid to the low speed inlet and for delivering fluid to the high speed inlet only at vehicle speeds above a predetermined level. The control valve has an annular spool (64) which moves freely within a cylindrical housing (52), and it has a second spool (74) which is caused to move linearly by a solenoid (86) which acts on the one end thereof and a spring (88) which acts on the other end thereof. The second spool has a central portion (76) which is positioned within the annular spool and which defines an annular passage (68) therewith. The second spool further has enlarged end portions (78, 80) positioned outside of the ends of the annular spool to permit fluid to flow into the annular passage from each end.

Abstract: An improved electrically actuated solenoid is used to regulate the function of a hydraulic flow control valve. The solenoid directs a control valve to generate a predetermined output pressure as a function of the solenoid input current. The working air gap surface area is increased by locating it at a greater circumferential radius than the pole piece to increase the air gap permeance, thereby increasing the output force obtainable from a solenoid of relatively small physical dimensions and low cost.

Abstract: An electromagnetic clutch assembly (40) especially suitable for use in motor vehicle four wheel drive systems selectively provides power to the front drive components (26, 28, 30). The clutch assembly (40) includes a through drive shaft (42) about which a clutch armature (100), clutch rotor (110), output drive sprocket (76) and other components are coaxially disposed. The drive shaft (42) receives a plurality of spring biased fingers (56) which selectively couple the shaft (42) to the drive sprocket (76). The fingers are translated axially by a like plurality of cam lobes (122) on the rotor (110). A torsion spring (154) maintains the cam lobes (122) in alignment with the fingers (56).

Abstract: A camshaft (426) has a vane (460) secured to an end thereof for non-osciling rotation therewith. The camshaft also carries a sprocket (432) which can rotate with the camshaft but which is oscillatable with respect to the camshaft. The vane has opposed lobes (460a, 460b) which are received in opposed recesses (432a, 432b), respectively, of the sprocket. The recesses have greater circumferential extent than the lobes to permit the vane and sprocket to oscillate with respect to one another, and thereby permit the camshaft to change in phase relative to a crankshaft whose phase relative to the sprocket is fixed by virtue of a chain drive extending therebetween.

Abstract: Clutch and brake components especially adapted for use in electromagnetic semblies (50) includes a first disc (56) or plate having a ground surface (58) comprising parallel surface features and a second disc or plate (64) having a turned surface (66) comprising circular or spiral features. Excellent static and dynamic frictional coefficients are achieved. Preferably, the ground (58) and turned (66) surfaces have roughness of between Ra 3 and 300. A wide variety of variously alloyed steels may be utilized to fabricate the clutch or brake components.

Abstract: A variable camshaft timing arrangement for an internal combustion engine in which a camshaft, for example, an intake valve operating camshaft in a dual camshaft system, is advanced or retarded in its position relative to the crankshaft and to the exhaust valve operating camshaft in reaction to torque pulsations in such intake valve operating camshaft. The other camshaft of the dual camshaft engine has a sprocket oscillatingly mounted thereon. The other camshaft also has a bracket or another sprocket keyed thereto and the bracket or another sprocket is chain driven by the rotation of the crankshaft. A pair of single acting hydraulic cylinders interconnect the oscillating sprocket and the bracket or other sprocket, with the piston ends of the cylinders pivotably attached to the oscillating sprocket and with the body ends of the cylinders pivotably attached to the other sprocket or bracket.

Abstract: A groove pattern for the friction facings of a wet clutch to equalize the face temperature of the friction facings and thus increase the thermal capacity of the clutch where there is continuous sllippage. The groove pattern includes one or more circumferential grooves dividing the friction area into two or more annular bands with radial grooves in each band which increase in number from the inner band to the outer band.