Abstract: A suspension system for suspending a final drive unit installed on an automotive vehicle. The final drive unit including a drive shaft drivingly coupled to a cardan shaft, and output shaft drivingly coupled to road wheels for transmitting a drive from the cardan shaft to the road wheels. The drive shaft has an axis extending longitudinally of the vehicle. The output shafts have an axis extending transversely of the vehicle. The final drive unit is subject to reaction torques causing the final drive unit to make a rolling angular displacement around the drive shaft axis and reaction torques causing the final drive unit to make a pitching angular displacement around the output shaft axis during vehicle driving. The suspension system includes elastic suspension elements for elastically flexibly suspending the final drive unit, with respect to the vehicle, at suspension points located at different positions to reduce the pitching angular displacement substantially to zero.

Abstract: To reduce vibrations and noise, a final drive assembly of a vehicle is supported at four separate support points. The first and fourth support points are on the front side of the axis of a ring gear of a final reduction gear pair, and a second and third support points are on the opposite rear side. The third and fourth support points are on the same side of the axis of a drive pinion of the final reduction gear pair, as the ring gear. The first and second support points are on the opposite side of the axis to the ring gear. The support stiffness is greatest at one of the first and third support points. The support positions and support stiffness are preferably determined according to theoretically obtained mathematical relationships.

Abstract: A final drive suspension system for a motor vehicle. The final drive has a drive shaft integral with a bevel pinion meshing with a bevel wheel for turning the drive from a cardan shaft around through 90.degree. and transmitting the drive to an axle shaft having driving wheels secured thereon. The drive shaft has an axis extending longitudinally of the vehicle and the axle shaft has an axis extending transversely of the vehicle. The final drive is subject to a rolling action due to reaction torques around the drive shaft axis and to a pitching action due to reaction torques around the axle shaft axis during vehicle running. The final drive suspension system elastically flexibly suspends the final drive at least three suspension points with respect to the vehicle. The rigidities at the respective suspension points are determined in relation to the positions of the respective suspension points to cancel the rolling and pitching actions on the drive shaft axis.

Abstract: A rotary heat exchanger has a plurality of arcuate hollow blow blades with extend between first and second rotating bodies and which conduct liquid from one to the other. Each of the blades is provided with its own set of fins which are arranged to interleave between and overlap those on the adjacent blades. The rotating bodies are constructed to define inlet and outlet chambers therein. Bearings which are disposed between stationary inlet and outlet pipes and the first and second rotating bodies protect seals from damaging forces when the device is rotating.

Abstract: A system for reducing vibration and noise generated from a propeller shaft assembly of an automotive vehicle comprises a center bearing which is variable in position relative to the vehicle body under the control of a controller.

Abstract: A rotary heat exchanger comprises a plurality of hollow disc shaped members which are arranged along a distribution conduit and are rotatable about an axis which is concentric with the axis of the distribution circuit. Two diametrically opposed exhaust conduits fluidly interconnect the disc members at locations proximate their peripheries. Bearings and seals are arranged next to one another along inlet and exhaust pipes so that the bearings protect the seals from damage during rotation of the heat exchanger.

Abstract: An engine anti-knock control arrangement controls both the ignition timing system and an evaporative cooling system so that when the engine is operating in a predetermined engine speed and load zone and engine knock is detected, the cooling system is operated to reset the temperature to which the coolant (and therefore the engine) should be controlled, to a predetermined minimum value and the ignition timing incrementally retarded until the knocking phenomenon terminates. While the temperature is dropping and knocking is absent, the ignition timing is incrementally advanced until the knock threshold is reached and thus brings the timing as close as practical to the MBT value for the instant set of operating conditions. Cyclic repetition of the ignition timing advancement and retardation holds the timing at MBT while the engine is operating in the predetermined zone.

Abstract: An evaporative cooling system features a reservoir which contains only sufficient coolant to fill the radiator when the engine is not in use and thus reduces the weight of the system. The remaining sections of the cooling circuit such as the upper section of the coolant jacket which are fairly resistant to corrosion are filled with air during non-use periods. The air is suitably purged out during engine warm-up and operation in accordance with the temperature differential which exists between the coolant jacket and the bottom of the radiator.

Abstract: In order to avoid the need to expose a coolant level control pump to hot and/or near boiling condensate the radiator is disposed at a level higher than the coolant jacket and gravity is used to return the condensate to the coolant jacket. A level sensor in the coolant jacket senses the coolant level and energizes the pump to induct cool coolant from a reservoir in the event that the level is found inadequate. The cooling circuit can be vented to the atmosphere in order to drop the excess coolant which is introduced into the system during non-use periods to the required level to speed engine warm-up following a cold engine start.

Abstract: A reservoir in which coolant is stored, is fluidly interposed between the downstream end of the condensor in which coolant vapor from the engine coolant jacket is condensed, and a coolant return pump which is responsive to a level sensor disposed in the coolant jacket, in a manner to form part of the cooling circuit of the system. The system further includes two temperature sensors, the first is disposed in the lower tank of the radiator and the other in the coolant jacket proximate the cylinder head. A device which modifies the pressure prevailing in the system is operated in response to one or both of the temperature sensors. This device can take the form of a cooling fan or an electromagnetic valve which controls one of a coolant jacket/atmosphere vent or a reservoir/atmosphere vent.

Abstract: The cooling circuit of an internal combustion engine cooling system wherein the coolant is allowed to boil and the vapor used as a vehicle for removing heat from said engine is equipped with an external reservoir and arranged so that the amount of liquid coolant in the cooling circuit of the system can be varied in a manner which both assists in controlling the boiling point of the coolant and prevents the development of negative pressures which invite the invasion of non-condensible matter such as atmospheric air.

Abstract: In order to prevent wasteful cooling fan energization when the radiator or condensor of an evaporative type cooling system is partially filled in a manner which hinders heat exchange promotion and defeats any merit derived by operating a fan at full power, the fan is operated at a lower level to reduce fan noise and power consumption.

Abstract: In order to diagnose a malfunction an evaporative cooling system upon the engine being initially started or in response to a demand for engine operation (e.g. cranking of the engine) the outputs of a sensor or sensors are monitored and diagnostic check of the system performed to determine if the sensors and or valves of the system are operating properly. In the event that a malfunction is indicated a warning is issued and/or the operation of the engine prevented.

Abstract: In order to avoid the need to provide auxiliary pumps and the like to obviate cavitation problems in the coolant return pump and the coolant jacket of an evaporative cooling type engine cooling system, a heater circulation pump which circulates heated coolant through a cabin heating circuit is selectively connected with a reservoir in which liquid coolant is stored and energized to pump fresh relatively cool coolant into the coolant jacket in the event that the normal coolant return pump is sensed as operating continuously for more than a predetermined period of time and thus ensure that the level of coolant in the coolant jacket is maintained at an appropriate level. Upon a positive pressure developing in the system a valve upstream of the coolant return pump is opened and hot coolant is displaced out to the reservoir. When a negative pressure develops the aforementioned valve is opened and fresh cool coolant from the reservoir is inducted into the system upstream of the pump to alleviate pump cavitation.

Abstract: In order to ensure that due to the nature of the evaporative cooling of the engine, the anti-freeze in the coolant does not concentrate in the coolant jacket leaving the coolant in the radiator diluted to the point of being susceptible to freezing in cold weather, a transfer conduit is connected with a cabin heating circuit at a location downstream of the heater circulation pump discharge port and arranged to transfer a portion of the pump discharge across to the radiator in a manner that the "distilled" condensate is blended with liquid coolant containing sufficient anti-freeze that the blending maintains an essentially uniform distribution of the anti-freeze throughout the system.

Abstract: In order to simultaneously control cooling system overheat and purge out any non-condensible matter that has come out of solution during engine warm-up and which has not be purged during a cold engine start, a valve and conduit arrangement which controls the communication between a reservoir located externally of the cooling circuit in which liquid coolant is permitted boil and the vapor used as a vehicle for removing heat from the heated structure of the engine, is conditioned so that firstly a valve located at a relatively low level is opened to render the cooling circuit open circuit and permit pressurized coolant vapor to move down through the radiator of the system in a manner which tends to carry any non-condensible matter with it out to the reservoir. Should this measure prove ineffective in obviating the overheat condition within a preselected period of time, then a second valve located at high level on the system is opened to additionally vent coolant vapor to the reservoir.

Abstract: In order to rapidly bring the temperature of the coolant in the coolant jacket of an evaporative type cooling system to a derived target value, both the rate of heat exchange between the condenser or radiator of the system and the surrounding ambient atmospheric air and the amount of coolant in the cooling circuit are varied in a manner to change the pressure and therefore the boiling point of the coolant. With the invention coolant is positively pumped to and from a reservoir which is maintained at atmospheric pressure, into and out of a cooling circuit which is hermetically sealed during engine operation via a valve and conduit arrangement which includes only two electromagnetic valves and associated conduits. A reversible pump is utilized to pump the coolant to and from the reservoir. The coolant is permitted to pass unrestrictedly through the pump when the pump is not operating due to a pressure differential between the cooling circuit and the reservoir.

Abstract: An intercooler includes a first heat exchanger into which liquid coolant is sprayed and subsequently converted to vapor via the absorption of its latent heat of vaporization. The vapor is condensed in a radiator under the influence of a fan. The condensate is pumped back to the first heat heat exchanger via an thermostatically controlled expansion valve. When the intercooler is not in use it is filled with liquid coolant to prevent the intrusion of contaminating air. Excess coolant may be forced into the system when cold to purge out any non-condensible matter.

Abstract: In order to control the temperature of the engine in close accordance with the operational parameter of the same, engine speed and load are monitored and the temperature at which the coolant in an evaporative type automotive cooling system boils is controlled by the controlling the rate of condensation of coolant vapor in the engine radiator and the pressure in the system by introduction or discharge of liquid coolant and/or by supplementing the flow of air over the radiator via selective energization of a cooling fan.

Abstract: In order to obviate vapor locking and subsequent cavitation of a pump which returns coolant vapor condensate from a radiator to the coolant jacket of an evaporative type cooled internal combustion engine and maintains the highly heated structure of the engine immersed in a predetermined depth of liquid coolant, the load on the pump is sensed by determining the amount of electrical current the pump is drawing and in the event that the load is at a level indicative of pump cavitation the connection between the radiator and the pump is interrupted and communication between a reservoir and the pump is established so as to introduce cool liquid coolant into the induction port of the pump.