Abstract: Compressor inlet control devices control the pressure level at the inlet of a compressor (18) which is operated by an engine (10) equipped with a turbocharger (12) that maintains the intake manifold (16) of the engine (10) at pressure levels greater than atmospheric for most engine operating conditions. A valve (20) limits the pressure level at the inlet of the compressor (18) to a predetermined pressure level to prevent damage to the compressor (18). The valve (20) includes a pressure differential responsive piston (36) which responds to the pressure level at the valve inlet (52) to close a pair of valve members (60,62) to terminate communication between the valve inlet (52) and outlet (54) when the pressure level at the inlet (52) exceeds the predetermined pressure level, and to initiate communication between the inlet (52) and outlet (54) when the pressure level drops below the predetermined pressure level.

Abstract: Fan drive mechanism includes a fan plate rotatably mounted on a spindle by bearings having an outer race secured to the fan plate, an inner race mounted on the spindle, and ball bearings rotatably supporting the outer race on the inner race. A stop nut threaded on the spindle has a forward face engaging the inner race and a radially outwardly tapering conical surface tapering from the forward face. The conical surface catches the fan plate upon failure of the bearings and separation of the outer race from the inner race and controls the wobble of the fan plate while stopping its rotation, thereby preventing the fan plate from separating from the spindle.

Abstract: A brake slack adjuster includes a housing defining a pair of intersecting bores therein. A gear is rotatably mounted in one of the bores, and is splined to a cam shaft which mounts a cam brake actuator. A worm shaft is mounted in the other bore and a worm is rotatable with the worm shaft to turn the gear. The worm shaft is supported in the bore by a surface tapering toward the open end of the bore that cooperates with a retaining ring which is received in a circumferentially extending groove circumscribing the bore to retain the worm gear in the bore. The retaining ring terminates in an arm which tapers toward the open end of the bore and engages flats provided on the worm shaft which are adapted to receive a conventional mechanic's socket to turn the shaft when the brake is to be adjusted. The arm yieldably locks the shaft against rotation, to prevent the adjustment from backing off after it is made.

Abstract: A clutch drive mechanism (10) interconnects a vehicle engine (12) with a vehicle air compressor (14) to provide a driving connection therebetween when operation of the air compressor (14) is necessary to charge the vehicle reservoir (18) and to break the driving connection to the air compressor (14) when the reservoir (18) is fully charged. The drive mechanism (10) includes a clutch disc pack (82) which is controlled by a piston (52). Piston (52) responds to a pressure signal from a conventional unloader mechanism (20) to disengage the clutch mechanism (10) to disconnect the air compressor (14) from driving connection with the vehicle engine (12). A thrust bearing (68) provides a rotary connection between the piston (52) and the disc pack (82) and another thrust bearing (46) is provided between the output drive (36) and the clutch drive housing (26) so that axial forces or loads are transmitted to the housing (26) instead of to the compressor (14).

Abstract: A seal assembly (54) for closing a cavity (55) between a rotor (24), a bearing retainer (38) and a crankshaft (80) to retain a fluid therein for lubricating bearings (48, 50, 90) associated with the crankshaft (80). Seal assembly (54) has a disc (72) with a first resilient member (56) that engages the rotor surface (44) and a second eccentrically positioned resilient member (62), that engages surface (65) on bearing retainer (38). Disc (72) which is attached to crankshaft (80) rotates with ring gear (36) around pinion (32) to maintain a sealed cavity (55) even though the first and second resilient members (56 and 62) rotate on their respectively sealing surfaces (44 and 65) with different revolutions per minute.

Abstract: A fan clutch for a vehicle engine connects the engine cooling fan with the engine when the cooling effect of the engine fan is necessary and disconnects the fan when its cooling effect is not necessary. The clutch includes a driven member and a driving member and a belt carried by the driving member and rotatable therewith which is adapted to engage the driven member when the clutch is to be engaged. The driven member comprises a pair of relatively rotatable, axially extensible portions, so that when the belt is in driving engagement with the driven member, relative rotation between the portionsextends the same so that engagement surfaces on one of the portions and on the driving member are brought into engagement, thus connecting the driven and driving members.

Abstract: A control valve is provided for a fluid-operated clutch. Specifically, the control valve controls fluid to the fluid-operated clutch of a vehicle cooling fan. The control valve disengages the clutch to disconnect the fan from an internal combustion engine of the vehicle when coolant temperature is low and engages the clutch to operate the fan when the coolant temperature rises to a predetermined value. The control valve has a central passage with three bores and a valve spool with three sealing members associated with the bores. Fluid is supplied under pressure to the valve and always acts in opposite directions on two of the sealing members to provide a balanced condition for the valve spool even with fluctuations in the inlet pressure of the fluid. The control valve utilizes a temperature-responsive device to move the valve spool, with the device being readily adjustable to achieve operation at desired coolant temperatures.

Abstract: A speed sensor for an adaptive braking system is disclosed. The sensor is enclosed in a housing, so that all critical adjustments may be made at the time the sensor is manufactured and not when the sensor is installed on the vehicle. The entire sensor package is small enough to be mounted within the tubular axle used on many relatively large vehicles, such as semi-trailers, which are in use today. A driving connection is provided between the speed sensor and the hub cap of the vehicle, which of course, rotates with the corresponding vehicle wheel.