Abstract: In a permanently engaged starter system (20), a one-way clutch (40) is located between a starter motor (21) and a starter gear (54) for initiating the start of an internal combustion engine. The clutch (40) can include a starter gear (54), an outer race (56), an inner race (60), a roller cage (42) supporting a plurality of roller disks (46), and at least one spring (52). The roller cage (42) can include an enlarged inertia ring supported adjacent to a radially outwardly located peripheral edge (50) for retarding rotational movement of the roller cage (42) relative to the inner race (60) in response to acceleration of the starter motor (21). The spring (52) biases the roller cage (42) relative to the inner race (60) toward a disengaged clutch position, such that the plurality of roller disks (46) engage the inner race (60) and are spaced from the outer race surface (56).

Abstract: The present invention is directed toward a shift actuator assembly that includes a housing having a retaining mechanism. A holding pawl is biased into engagement with the retaining mechanism. A solenoid releasably engages the pawl when the shift shaft is disposed in its first position such that once the solenoid disengages the pawl, the cam surfaces on the retaining mechanism cooperate with the holding surfaces on the pawl to drive the pawl out of engagement with the retaining mechanism thereby releasing the biasing force of the biasing mechanism to drive the housing and the shift fork axially on the shift shaft between engaged and disengaged positions with respect to the associated gear set.

Abstract: A cam phaser (10) dynamically adjusts a rotational relationship of a camshaft (24) of an internal combustion engine with respect to an engine crankshaft (34). A cam sprocket (20) can be driven by an endless loop power transmission member connected to a drive sprocket (36) mounted for rotation with the engine 5 crankshaft (34). The cam phaser (10) can include a planetary gear drive train (12) having a centrally located sun gear (14) connected for rotation with the cam sprocket (20), a ring gear (18) connected for rotation with the camshaft (24), and a plurality of planet gears (16a, 16b) supported by a carrier (22) in meshing engagement between the sun gear (14) and the ring gear (18). A phase adjustment gear (26) can be 10 connected for rotation with the carrier (22). The sun gear (14) can drive the planet gears (16a, 16b) in rotation thereby causing the ring gear (18) to be driven in rotation.

Abstract: A cam phaser (10) dynamically adjusts a rotational relationship of a camshaft (24) of an internal combustion engine with respect to an engine crankshaft (34). A cam sprocket (20) can be driven by an endless loop power transmission member connected to a drive sprocket (36) mounted for rotation with the engine 5 crankshaft (34). The cam phaser (10) can include a planetary gear drive train (12) having a centrally located sun gear (14) connected for rotation with the cam sprocket (20), a ring gear (18) connected for rotation with the camshaft (24), and a plurality of planet gears (16a, 16b) supported by a carrier (22) in meshing engagement between the sun gear (14) and the ring gear (18). A phase adjustment gear (26) can be 10 connected for rotation with the carrier (22). The sun gear (14) can drive the planet gears (16a, 16b) in rotation thereby causing the ring gear (18) to be driven in rotation.

Abstract: A cam phaser (10) for dynamically adjusting a rotational relationship of a camshaft (24) of an internal combustion engine with respect to an engine crank shaft can include a planetary gear system (12) having a split ring gear (18) including a drive-side ring gear (18a) to be driven by the engine crank shaft through an endless loop power transmission member and an output-side ring gear (18b) connectable for rotation with the camshaft (24). A sun gear (14) can be located concentric with the split ring gear (18), and a number of planetary gears (16a,16b, 16c) can be in meshing engagement between the sun gear (14) and the split ring gear (18). The output-side ring gear (18b) can have a different number of teeth (greater or lesser) than compared with the drive-side ring gear (18a) by a value corresponding to a multiple of the number of planetary gears to provide tooth alignment at an engagement position of each of the planetary gears (16a, 16b, 16c).

Abstract: In a permanently engaged starter system (20), a one-way clutch (40) is located between a starter motor (21) and a starter gear (54) for initiating the start of an internal combustion engine. The clutch (40) can include a starter gear (54), an outer race (56), an inner race (60), a roller cage (42) supporting a plurality of roller disks (46), and at least one spring (52). The roller cage (42) can include an enlarged inertia ring supported adjacent to a radially outwardly located peripheral edge (50) for retarding rotational movement of the roller cage (42) relative to the inner race (60) in response to acceleration of the starter motor (21). The spring (52) biases the roller cage (42) relative to the inner race (60) toward a disengaged clutch position, such that the plurality of roller disks (46) engage the inner race (60) and are spaced from the outer race surface (56).

Abstract: The present invention is directed toward a shift actuator assembly that includes a housing having a retaining mechanism. A holding pawl is biased into engagement with the retaining mechanism. A solenoid releasably engages the pawl when the shift shaft is disposed in its first position such that once the solenoid disengages the pawl, the cam surfaces on the retaining mechanism cooperate with the holding surfaces on the pawl to drive the pawl out of engagement with the retaining mechanism thereby releasing the biasing force of the biasing mechanism to drive the housing and the shift fork axially on the shift shaft between engaged and disengaged positions with respect to the associated gear set.

Abstract: A pump having an actuator mounted on a rotatable shaft, and a pump mounted on the shaft, which is selectively engageable with the actuator. When the actuator is actuated, the pump will receive rotational force from the shaft, creating a pumping. action.

Abstract: An outer housing for a clutch assembly that allows for the housing to be placed over an already assembled multi-disc clutch pack. The outer housing incorporates a plurality of internally splined grooves, a lead-in chamfer to assist in the alignment of the center line between the housing and the center line of the clutch pack, and an index chamfer on elevated ridges that reside between the splined grooves to assist in the alignment of the splined teeth of outer clutch plates in the assembled clutch pack with said splined grooves.

Abstract: A coupling device (16) for use in a motor vehicle has an input member (45), a first and a second output member (46, 47), and a planetary gear set (54, 56, 58, 62) having gears (56, 58, 62) and a planetary gear carrier (54). Each of the input member (45) and the first and second output members (46, 47) are coupled to one of the planetary gear carrier (54) and a gear (56, 58, 62) of the planetary gear set (54, 56, 58, 62). A modulating biasing clutch assembly (70) selectively applies a biasing force to two of the three members. The modulating biasing clutch assembly (70) has an electrical clutch operator (72, 78, 84), a first clutch plate (92) coupled to one of the three members and a second clutch plate (94) coupled to another of the three members.

Abstract: The present invention is an axle (10) for a vehicle having a housing (12), an input shaft (14) coupled to a differential on a first end, extending through the length of the housing (12), and an output gear (16) having a first tooth profile located inside the housing (12) splined to the input shaft (14). Also included is a drive gear (18) having a second tooth profile coupled to a differential housing, at least one planetary gear (20) having a single tooth profile mounted on a carrier (22), in mesh with the first tooth profile of the output gear (16) and the second tooth profile of the drive gear (18), a carrier ring (26), and an actuatable clutch pack (32) coupled to the carrier ring (26) and the housing (12). When the actuatable clutch pack (32) is actuated, the carrier (22) is slowed down, and the speeds of the planetary gear (20) and the output gear (16) are increased, increasing the speed of the input shaft (14).

Abstract: In at least one embodiment of the present invention, a torque vectoring axle assembly for a non-driven axle of a motor vehicle is provided. The assembly comprises a first torque vectoring system (12) and a non-driven differential (16) that includes a differential carrier (24). The first torque vectoring system (12) includes a first shaft (30) configured to receive a first torque output from the non-driven differential (16) and to rotate about a shaft central axis (42). In communication with the first shaft (30) is a first gear (44) that is configured to rotate in conjunction with the first shaft (30) about the shaft central axis (42). In communication with the differential carrier (24) is a second gear (46) that is configured to rotate about the shaft central axis (42). A first set of planet gears (50) are in communication with the first and second gears (44, 46). The first and second gears (44, 46) have a first gear ratio other than one.

Abstract: An outer housing for a clutch assembly that allows for the housing to be placed over an already assembled multi-disc clutch pack. The outer housing incorporates a plurality of internally splined grooves, a lead-in chamfer to assist in the alignment of the center line between the housing and the center line of the clutch pack, and an index chamfer on elevated ridges that reside between the splined grooves to assist in the alignment of the splined teeth of outer clutch plates in the assembled clutch pack with said splined grooves.

Abstract: A variable biasing differential provides an adjustable torque bias between two outputs. An input shaft provides drive torque to a carrier which receives a plurality of stub shafts and a like plurality of planet gears. A first set of planet gears drives a first sun gear and first output and a second set of planet gears, which, in turn, drives additional planet gears which drive a second sun gear and second output. Secured to both ends of the carrier are first and second ring gears which each mesh with an eccentric gear which in turn includes an eccentric second ring gear which meshes with an internal gear disposed about the first and second outputs. These gears are coupled to respective first and second friction clutches which can be independently activated to adjust the torque bias of the differential.

Abstract: A coupling device (16, 116) for use in a motor vehicle has an input member (45, 145), a first output member (46, 146), a second output member (47, 147), and a planetary gear set (54, 56, 58, 62, 154, 155, 156, 161, 162) having gears (56, 58, 62, 155, 156, 161, 162) and a planetary gear carrier (54, 154). Each of the input member (45, 145), the first output member (46, 146), and the second output member (47, 147) are coupled to one of the planetary gear carrier (54, 154) and a gear (56, 58, 62, 155, 156, 161, 162) of the planetary gear set (54, 56, 58, 62, 154, 155, 156, 161, 162). Of the input member (45, 145), the first output member (46, 146), and the second output member (47, 147), a modulating biasing clutch assembly (70, 170) selectively applies a biasing force to two of the three.

Abstract: The present invention is an axle (10) for a vehicle having a housing (12), an input shaft (14) coupled to a differential on a first end, extending through the length of the housing (12), and an output gear (16) having a first tooth profile located inside the housing (12) splined to the input shaft (14). Also included is a drive gear (18) having a second tooth profile coupled to a differential housing, at least one planetary gear (20) having a single tooth profile mounted on a carrier (22), in mesh with the first tooth profile of the output gear (16) and the second tooth profile of the drive gear (18), a carrier ring (26), and an actuatable clutch pack (32) coupled to the carrier ring (26) and the housing (12). When the actuatable clutch pack (32) is actuated, the carrier (22) is slowed down, and the speeds of the planetary gear (20) and the output gear (16) are increased, increasing the speed of the input shaft (14).

Abstract: An on demand vehicle drive system monitors vehicle performance and operating conditions and controls torque delivery to the vehicle wheels. The system includes a plurality of speed and position sensors, a transfer case having primary and secondary output shafts driving primary and secondary axles and a microcontroller. The sensors include a vehicle speed sensor, a pair of primary and secondary drive shaft speed sensors, and brake and driveline status sensors. The transfer case includes a modulating electromagnetic clutch controlled by the microcontroller which is incrementally engaged to transfer torque from the primary output shaft to the secondary output shaft. When the speed of either the front or the rear drive shafts overruns, i.e., exceeds, the speed of the other drive shaft by a predetermined value related to the vehicle speed, indicating that wheel slip is present, clutch current is incrementally increased to increase clutch engagement and torque transfer to the secondary axle.

Abstract: A two-speed segmented transfer case includes an automatic transmission side, and a transfer case side. The transfer case side having a gear reduction set, and a shift sleeve for selecting between the high, or direct drive speed, and the low, or reduced gear speed. The transmission side includes a hydraulic clutch which is used to transfer power from the transmission, to the front wheels. The hydraulic clutch is operated and controlled by the use of automatic transmission fluid that comes from the vehicle transmission. When fully engaged, the hydraulic clutch causes the power coming into the transfer case to be split between the front and rear wheels. This configuration allows for the elimination of a separate actuation system that would normally control the engagement of the clutch.

Abstract: A system for a torque vectoring differential in motor vehicle applications is provided. The system includes a shaft (30), a first gear (44), a second gear (46), and a set of planet gears (50). The first gear (44) engages and rotates together with the shaft (30). The first and second gear (44, 46) both engage the set of planet gears (50) thereby forming a gear ratio between the first and second gear (44, 46) other than one. A carrier (48) rotates about the shaft central axis (42) and locates the planet gears (50) about the circumference of the carrier (48) to engage both the first and second gears (44, 46). In a normal mode of operation, the carrier (48), the first gear (44), and the second gear (46) all rotate about the shaft (30) at shaft speed. However, in an enhanced torque mode, the clutch pack (56) is compressed transferring torque from the carrier (48) to a mechanical ground (62).

Abstract: A method and apparatus for a four-wheel drive motor vehicle provides improved cornering by disengaging drive torque to the inside rear wheel during significant steering maneuvers. The apparatus includes a primary front wheel drive motor vehicle driveline having a center differential which provides drive energy to the primary (front) driveline and secondary (rear) driveline and a rear axle assembly having a pair of normally engaged (active) clutches which provide drive energy to the respective rear wheels. A steering angle sensor detects angular displacement of the steering column or front (steering) wheels and an associated controller disengages the clutch associated with the rear wheel on the inside of the turn as determined by the steering angle sensor.