Abstract: A two-way clutch assembly (10) having an inner race (14), an outer race (20), and an engagement mechanism (22) disposed therebetween and operable to shift between a first position providing torque translation between the inner and outer races (14, 20) in one rotational direction while allowing relative freewheeling rotation between the inner and outer races (14, 20) in an opposite rotational direction. Furthermore, the engagement mechanism (22) is operable to shift to a second position that provides torque translation and relative freewheeling rotation between the inner and outer races (14, 20) in rotational directions opposite to that provided by the engagement mechanism when disposed in the first position. An actuator assembly (24) is operatively connected to the engagement mechanism (22) and acts to simultaneously move in an axial direction and rotate about the axis of rotation (A) in an indexing manner to shift the engagement mechanism (22) between the first and second positions.

Abstract: A device includes: a locking member substantially disposed within a closure in the housing, the locking member locking the housing and the rotor free from relative rotation and independent of fluid flow; and at least one vent passage disposed between either the first or the second chamber and the closure in the housing; thereby air within the chamber is purged and noise stopped.

Abstract: A clutch assembly (10) having an inner race (12), an outer race (14), and an engagement mechanism (16) disposed between the inner and outer races. The engagement mechanism (16) is operable to move between a disengaged position wherein the inner and outer races may freely rotate in one direction relative to one another and an engaged position wherein in the inner and outer races are locked so as to translate torque therebetween in the opposite rotational direction. The inner race (12) and outer race (14) may be defined by a plurality of plates (18, 12) and layers of elastomer (20, 24) that are disposed between adjacent plates in laminated fashion. The inner race and/or outer race may further include at least one bearing surface through which a force may be translated. The bearing surface is defined by a plurality of plates (70, 76) that are offset relative to an adjacent plate by a predetermined distance.

Abstract: An engine with dependent intake cams requires a different method and formula to determine the phase of the intake cams. The exhaust camshaft drives the intake camshaft and so the intake cam position is dependent upon the exhaust cam position. The present invention provides a VCT cam timing system utilizing calculation of intake phase for dual dependent cams.

Abstract: A containment (5) for a heat producing device has cooling fins (15) to dissipate the produced heat. In this type of cooling fin arrangement the cooling fins comprise, traditionally, smooth outer surfaces (17) so that in a boundary layer (18) the flow pattern of the cooling fluid along the cooling fins is laminar. The present invention provides means (20) to break this laminar flow pattern in the boundary layer and herewith improves the heat transfer from the cooling fins to the cooling liquid. This invention can advantageously be applied to viscous fan clutch covers.

Abstract: A method that uses a dither signal for reducing hysteresis effect in a variable cam timing system is provided. The method includes the steps of: a) providing a dither signal having at least two switchable frequencies; b) determining the frequency characteristics of an engine speed; c) determining at least one frequency beating point in relation to a neighborhood of an engine crank RPM values; and d) changing the dither signal frequency when the engine is operating within the neighborhood of the engine crank RPM values. Thereby frequency beating effect is reduced.

Abstract: A sprocket is disclosed for use with a roller chain and that substantially avoids radial impact of chain rollers with the sprocket. The sprocket differs from prior sprockets in that the tooth root radius of the sprocket is increased while the sprocket pitch circle diameter is maintained. This configuration creates a clearance between the roller and the tooth root. This clearance allows rollers of a chain of like pitch to impact the sprocket teeth in a substantially tangential fashion on their flanks, rather than substantially radially on the tooth root.

Abstract: The present invention controls the position of a center mounted spool valve (192) with an externally mounted vacuum controlled actuator (301). The actuator position is preferably controlled by a pulse width modulated or variable force solenoid (302), which modulates the amount of vacuum going to the actuator (301). A microprocessor (208) reads the phase angle and adjusts the duty cycle or current based on the error signal of the control loop (450). In a preferred embodiment, a position sensor (304) further controls the position of the spool valve (192). The position sensor (304) creates an inner loop (400) with position feedback on the position of the actuator (301) and spool valve (192), while the outer loop controls the phase angle. Added to the spool valve position is an offset to move the spool valve (192) to its steady state or null position (410).

Abstract: A viscous coupling, or clutch system, is either coupled to a water pump or combined with a water pump and is used for controlling the coolant flow rate in a cooling system. At engine idle or low speeds, wherein the water pump is driven at very close speeds to the input speed, the viscous coupling would have little effect on the speed of the pump. However, due to the presence of the viscous coupling, a larger water pump may be used, resulting in good coolant flow at engine idle or lower speeds. As engine speeds are increased, the viscous coupling slips, resulting in lower input speeds for the water pump, thereby reducing the risk of pump cavitation. By increasing the water pump speed at lower engine speeds and decreasing the water pump speed at higher engine speeds, the engine likely will operate at ideal temperatures, and thus fuel economy may be improved and emissions minimized.

Abstract: Engagement characteristics of electromagnetic friction clutch pack assemblies disposed in, for example, motor vehicle transfer cases are improved, especially at the transition between static and dynamic friction modes, by superimposing a random noise signal on an otherwise smooth analog or stepped digital signal. The controller and driver for the clutch includes a random noise (signal) generator having an output which is superimposed on the controller output generated in response to signals from various sensors disposed on the vehicle. When the controller inputs cause clutch engagement in accordance with the controller software, an engagement signal comprising both a drive portion and a smaller random noise portion is supplied to the electromagnetic clutch operator. Improved, less perceptible clutch engagement action is thereby achieved.

Abstract: A controllable viscous clutch that is integral to a water pump. The pump impeller is part of the output member of the clutch while the input is composed of a central drive shaft (attached to a pulley) and a clutch plate. A bimetallic control element located internally within the output member of a viscous type water pump to control the flow rate of engine coolent to an engine. The bimetallic control element reacts directly to sensed engine coolant temperature to control the amount of viscous fluid entering or exiting an operating chamber of the viscous type water pump. This enables the water pump to deliver low coolant flow during cold engine conditions and higher flow once the engine exceeds a predetermined temperature. This provides faster engine warm-up resulting in improved occupant comfort, fuel economy, and decreased tailpipe emissions.

Abstract: In a dual dependent variable cam timing system, the desired intake global phase is reached by directly controlling the global phase of exhaust VCT phaser and controlling the local phase of intake VCT phaser. The global intake set point specified by an engine controller is converted into a local intake set point first, then passed through a set point filter, and compared with the measured local intake phase. The difference (error signal) is passed through a PI controller and a phase compensator, which have the same control structures as those of exhaust VCT phaser control, to form a control signal.

Abstract: A method for the control of a bi-directional overrunning clutch assembly (10) disposed within a vehicle transmission, including the steps of initiating a drive function control routine (112) within an electronic control unit and sensing the commanded gear ratio within the transmission. The method steps further include determining whether a first gear function (132) should be initiated based on the commanded gear ratio and determining whether a second gear function (150) should be initiated based on the commanded gear ratio. The method also includes sensing whether the reverse engagement members (24B) and the forward engagement members (24A) of the bi-directional clutch (10) are engaged when neither the first gear function (132) nor the second gear function (150) are initiated.

Abstract: A method of controlling the temperature of the clutches of a dual clutch transmission, which includes the steps of providing a predetermined flow of cooling fluid to at least one clutch of the dual clutch transmission for controlling bulk clutch temperature, monitoring the temperature of the cooling fluid at the clutch, and changing the flow of the cooling fluid to the clutch as a function of a change in the bulk clutch temperature.

Abstract: A hydraulic tensioner having in combination a pre-loaded biasing system for a secondary piston to reduce the operating loads in a drive chain or belt system at or near the maximum limit of the prescribed range for the tensioner and a pressure relief system to quickly relieve hydraulic pressure when the operating loads exceed the maximum limit of the prescribed range. The pressure relief system is opened when the secondary piston is forced to move independently of and toward the primary piston a predetermined stroke amount. Once the pressure relief system is opened, hydraulic fluid is discharged from the chamber to allow the tensioner to temporarily release tension on the chain or belt system. When the operating loads reduce below the maximum limit, the secondary piston moves to its normal operating range and the pressure relief system closes to allow the tension to return to its normal operating state.

Abstract: An exhaust gas-driven turbocharger (1) exhibits an adjustable radial turbine (2) which powers a compressor (3) by way of a common shaft (4), whereby a turbine housing (5) designed with a multiplicity of scrolls surround the turbine wheel (6) and exhibits at least two afflux ports (7a, 7b) annularly encompassing the turbine wheel (6), whose outlets (8a, 8b) at least partly surround the wheel approach (9) of the turbine wheel (6) and which are at an axial distance from one another. An annular, axially displaceable coupler (15) is provided for opening and closing the outlet (8a, 8b) of at least one afflux port (7a, 7b), so that the boost pressure of the turbine can be influenced thereby.

Abstract: A greatly simplified turbocharger assembly comprised of a minimum number of parts allows accurate and efficient control of oil flow over the bearings (44,46), thereby permitting excellent lubrication of the bearings with a reduced amount of oil flow through the bearing housing (16), resulting in significantly lower hydrocarbon leakage from the turbocharger into the engine or engine exhaust, and ultimately lower hydrocarbon emissions by the engine.

Abstract: The phaser of the present invention includes a reed plate. The reed plate has reed valves, which control the flow of hydraulic fluid. The reed valves are all inclusive on the reed plate. Worn trails in the surface of the parts sandwiching the reed plate direct the flow to and from the reed valves.

Abstract: A turbocharged internal-combustion engine (10), with at least one high-pressure stage (20), with at least one low-pressure stage (30), which is arranged downstream of the high-pressure stage, with bypass piping (24a, 24b) having pipe switch(es) (70, 71), and which connect the exhaust side (12) of the engine with the inlet side of the low-pressure turbine (31) with sensors for detection of the operating parameters of the engine.

Abstract: A preferred embodiment compound ball ramp clutch assembly for motor vehicle drive line components includes a force amplifying assembly having two ball ramp operators arranged in tandem. The clutch assembly includes a first ball ramp operator having opposed cam plates with load transferring balls, an electromagnetic coil, a rotor and an armature. When energized, the coil creates drag which causes separation of the plates of the first ball ramp operator which compresses a primary (pilot) clutch pack disposed in mechanical parallel with the cam plates and load transferring balls of a second ball ramp operator. A speed difference and drag across the second ball ramp operator compresses a secondary (main) clutch pack. Significantly increased torque carrying capacity is exhibited by such a compound or a tandem ball ramp clutch assembly.