Abstract: A vehicle drivetrain differential (22) driven by a rotary drive member (24) rotatively drives a pair of rotary members (26, 28) and includes a housing (30) for containing hydraulic fluid and in which a hydraulic coupling (32) is received. A casing (34) of the hydraulic coupling has a ring gear (44) rotatively driven by the rotary drive member (24). A planetary gear set (36) of the bevel gear type is located within the casing (34) and includes a pair of bevel gears (124, 126) having associated spline connections (128, 130) to the pair of rotary members (26, 28), and the planetary gear set also includes planet gears 132 that revolve with the casing 34 and are meshed with both bevel gears to provide a differential gear action. A fluid inlet 58 and an outlet port 78 of the casing are provided with a gerotor type pump (48) provides pumping of hydraulic fluid into and out of the casing.

Abstract: A limited slip differential gear mechanism, particularly for use with automotive vehicle axles, comprising differential side gears connected drivably to each of two driving axles for the vehicle. A pair of pressure plates splined to the carrier define a pair of opposed ramps. They are engaged by differential pinions carried by a pinion shaft. The pinions engage each of the two side gears. A friction clutch assembly is situated adjacent each side gear. The pressure plates transfer an axial component of the thrust force created on the ramp surfaces as torque is transmitted through the pinions and through each side gear to each of two axle shafts. Each friction clutch assembly includes friction disks carried by the side gears and by the carrier so that a bias torque is established as one axle shaft overspeeds the other. A hydrostatic pump has one pump member connected to the carrier and another connected to one of the axle shafts.

Abstract: A control valve (80) of a hydraulic coupling (32) controls pumping from a casing inlet port (58) by a hydraulic pump (48) through a casing outlet port (78) to control coupling between two rotary members such as by operation of a clutch (68). The casing (34) is connected to one of the rotary members while a pumping component embodied by an impeller (50) is connected to the other rotary member and meshed with an internal ring gear (54) having one more tooth than the number of impeller teeth to provide sufficient pumping capacity so that the pump can act as a brake while still having relatively constant pumping pressure. The control valve (80) includes an elongated valve element (82) mounted within a recess (98) to provide accurate control of its closure when the pumped hydraulic fluid reaches a predetermined pressure corresponding to a predetermined extent of relative rotation between the two drivetrain members.

Abstract: A metallic connector (48) secures the terminal end (50) of a first metallic tubular member (28) to an intermediate portion (52) of a second metallic tubular member (30). The connector (48) includes an end connection portion (54) having an opening (56) that receives the terminal end (50) of the first tubular member (28) and also includes a saddle portion (58) that extends from the end connection portion and receives the intermediate portion (52) of the second tubular member (30). Opposite ends (60) of the saddle portion (58) each includes a pair of spaced clamp attachers (62) for securing a clamp to permit the assembly by a connection (64) that includes a filler alloy (66) that is preferably a brazing material. The first and second tubular members (28,30) as well as the connector (48) are preferably made from stainless steel.

Abstract: A supplemental pressurized hydraulic supply (103) provides control of a hydraulic coupling (32a,32b,32c) that normally operates in response to differential rotation between a pair of rotary members (26,28) to provide actuation of a clutch (68) that couples the pair of rotary members. A rotary seal assembly (104) of the supply (103) feeds pressurized hydraulic fluid to the coupling to provide supplemental actuation of the clutch (68) that is normally actuated by hydraulic fluid from a hydraulic pump (48) that operates in response to the differential rotation between the pair of rotary members. In one embodiment, the hydraulic coupling (32a) also includes a differential gear set (36). A further embodiment of the hydraulic coupling (32b) includes a clutch (68) having a pair of clutch packs (69) that can be individually actuated by the supplement pressurized hydraulic fluid supply (103).

Abstract: A vehicle body construction (10) includes a tubular metallic space frame (11) to which panels are secured by adhesive connections (126) of elongated shapes. Each adhesive connection (126) includes elastomeric spacers (128) having a nominal thickness between the associated panel and tubular member in the range of 2 to 6 millimeters, and each adhesive connection also includes an adhesive (130) that extends between the associated panel and the tubular member intermediate the spacers and has a Shore A scale hardness in the range of 40 to 60.

Abstract: A control valve (80) of a hydraulic coupling (32) controls pumping from a casing inlet port (58) by a hydraulic pump (48) through a casing outlet port (78) to control coupling between two rotary members such as by operation of a clutch (68). The casing (34) is connected to one of the rotary members while a pumping component embodied by an impeller (50) is connected to the other rotary member and meshed with an internal ring gear (54) having one more tooth than the number of impeller teeth to provide sufficient pumping capacity so that the pump can act as a brake while still having relatively constant pumping pressure. The control valve (80) includes an elongated valve element (82) mounted within a recess (98) to provide accurate control of its closure when the pumped hydraulic fluid reaches a predetermined pressure corresponding to a predetermined extent of relative rotation between the two drivetrain members.

Abstract: A hydraulic coupling (32,32a) includes a lock (204) for selectively preventing the level of torque transmitted from a coupling casing (34) to a pair of rotary members (26,28) from affecting torque transfer between the rotary members. The coupling (32) also includes an adjuster (216) for adjusting resistance of fluid flow from a hydraulic pump (48) through ports of the coupling to control coupling of the pair of rotary members (26,28) to each other. One embodiment of the coupling (32) operates in a supercharged pumping manner, while another embodiment of the coupling (32a) pumps the fluid through a clutch actuating piston (72) of the coupling.

Abstract: A control valve (80) of a hydraulic coupling (32) controls pumping from a casing inlet port (58) by a hydraulic pump (48) through a casing outlet port (78) to control coupling between two rotary members such as by operation of a clutch (68). The casing (34) is connected to one of the rotary members while a pumping component embodied by an impeller (50) is connected to the other rotary member and meshed with an internal ring gear (54) having one more tooth than the number of impeller teeth to provide sufficient pumping capacity so that the pump can act as a brake while still having relatively constant pumping pressure. The control valve (80) includes an elongated valve element (82) mounted within a recess (98) to provide accurate control of its closure when the pumped hydraulic fluid reaches a predetermined pressure corresponding to a predetermined extent of relative rotation between the two drivetrain members.

Abstract: A hydraulic coupling (32) includes a control valve (80) that controls pumping from a casing inlet port (58) by a hydraulic pump (48) through a casing outlet port (78) to control operation of a clutch (68) for coupling between two rotary members. The casing (34) is connected to one of the rotary members while a pumping component embodied by an impeller (50) is connected to the other rotary member and meshed with an internal ring gear (54) having one more tooth than the number of impeller teeth to provide sufficient pumping capacity so that the pump can act as a brake while still having relatively constant pumping pressure. The control valve (80) includes a by metallic valve element (82) mounted within a recess (98) to provide accurate temperature compensated control of its closure when the pumped hydraulic fluid reaches a predetermined pressure corresponding to a predetermined extent of relative rotation between the two drivetrain members.

Abstract: A hydraulic coupling (32) includes a control valve (80) that controls pumping from a casing inlet port (58) by a hydraulic pump (48) through a casing outlet port (78) to control coupling between two rotary members. The casing (34) is connected to one of the rotary members while an impeller (50) having between five and seven external teeth is connected to the other rotary member and meshed with an internal ring gear (54) having one more tooth than the number of impeller teeth to provide sufficient pumping capacity so that the pump can act as a brake while still having relatively constant pumping pressure. The control valve (80) includes a bimetallic valve element (82) that compensates for temperature changes and may also include a speed sensitive valve closure (104) for providing immediate coupling without delay above certain speeds of operation. Mounting of the bimetallic valve element (82) of control valve (80) within a recess (98) provides accurate control of the temperature compensation.

Abstract: A vehicle vent (12) for exhausting air from a vehicle occupant compartment includes a float valve (32) that prevents water that enters an outlet (24) of the vent from passing into the vehicle through the vent inlet (20) but which has a drain passage (36) for permitting a limited flow of the water to a drain (38) on the vent inlet side of the float valve (32). The vent (12) preferably includes a fan (40) that is most preferably energized by a solar panel (48). Mounting of the vent (12) can be provided on the vehicle roof, on the roof just forward of a vehicle back window, or as part of a sunroof.

Abstract: A vehicle sunshade roof construction (16) is disclosed as including a transparent roof panel (28) and a sunshade (32) for opening and closing the area below the transparent roof panel. The sunshade (32) includes a plurality of laterally elongated blades (34) connected by a flexible sheet-like shade (38) and utilized in association with a pair of roof mounted guides (40) that support the sunshade for movement between the closed and open positions. In the closed position, the blades (34) are spaced with the shade (38) extending therebetween; and in the open position, the blades (34) are stored in a single vertical stack with the shade (38) folded therebetween at a location that exposes the occupant compartment to the transparent roof panel (28). A front end (32f) of the sunshade includes a handle (41) that is manually grasped to move the sunshade between the closed and open positions.

Abstract: A vehicle sunshade roof construction (16) is disclosed as including a transparent roof panel (28) and a sunshade (32) for opening and closing the area below the transparent roof panel. The sunshade includes a plurality of laterally elongated blades (34) connected by a flexible sheet-like shade (38) and utilized in association with a pair of roof mounted guides (40) that support the sunshade for movement between the closed and open positions. In the closed position, the blades (34) are spaced with the shade (38) extending therebetween; and in the open position, the blades (34) are stored in a stacked relationship with the shade (38) folded therebetween at a location that exposes the occupant compartment to the transparent roof panel (28). A power operated drive mechanism (42) is preferably provided for moving the sunshade between the closed and open positions and utilizes flexible drive tapes (48) and ramps (64) that make and uncouple connections (50) between the drive tapes and the sunshade blade ends (36).