Abstract: A pump assembly is provided that includes a gerotor pump and a manifold. An aspirating member is positioned between a pump inlet cavity in the manifold and a fluid reservoir. Fluid flow generated by operation of the pump is diverted by a flow control valve and accelerates as it passes between the aspirating member and the manifold. The resulting decrease in static pressure draws the fluid out of the reservoir where it mixes with the higher velocity fluid. As the combined fluid is slowed, the static pressure increases to “supercharge” the inlet cavity to improve the inlet fill and reduce cavitation. An inlet port in the gerotor pump corresponds to the inlet cavity in the manifold. The timing and geometry of an input port is optimized to prevent noise inducing pressure spikes while maintaining sufficient back pressure in the pump chambers to collapse entrapped vapor bubbles in the fluid.

Abstract: A center differential (17) including a clutch pack (33), a cam ramp actuator (31) for moving the friction discs (65,67) toward an engaged position, and a viscous coupling (29) which will have a “slip speed” representative of the speed difference between the front (11) and rear (23) wheels. There is a one-way clutch (57) disposed between the output (49) of the viscous coupling (29) and the first ramp plate (51) to transmit positive torque when the vehicle is in a forward gear, but negative torque is not transmitted, for example, during braking. An override mechanism (55) is provided, including a plurality of spring biased pins (107), such that, below a predetermined speed of rotation, positive torque can also be transmitted when the vehicle is in reverse gear. The pins (107) are associated with flyweight members (97) so that, above the predetermined speed, the pins are disengaged, and positive torque can be transmitted only in forward gear.

Abstract: A differential device (11) of the type including a clutch pack (23), engaged by a ball ramp actuator (21), which is initiated by a viscous coupling (19;101). The output of the device (11) is an output shaft (13) which is hollow and extends through the entire axial extent of the device. The viscous coupling (19;101) includes, in the embodiment of FIG. 1, an annular input coupling member (25) and an annular output coupling member (27), within the input member, to define therebetween a cylindrical viscous shear chamber (29). The output coupling member (27) at least partially surrounds the first ramp plate (41) of the ball ramp actuator (21), and is in driving engagement therewith, for improved packaging.

Abstract: A center differential device (17) for use in a four wheel drive system, the device including a viscous coupling (29), a ball ramp actuator (31), and a clutch pack (33). Under normal driving conditions, most of the torque is transmitted to the front drive wheels (11), and the device (17) rotates as a unit. If the front wheels (11) begin to slip, the input shaft (15) and input coupling member (35) rotate faster than the output coupling member (43), thus transmitting torque to the output coupling member (43). This torque is transmitted to the first ramp plate (51) of the ball ramp actuator (31), displacing the actuator from its neutral position (FIG. 3), such that the second ramp plate (52) begins to load the clutch pack (33) and transmit torque from the housing (25) to the output shaft (19), and from there to the rear drive wheels (23).

Abstract: A differential device (17) for use in a four wheel drive system, the device including a viscous coupling (29), a ball ramp actuator (31), and a clutch pack (33). Under normal driving conditions, most of the torque is transmitted to the front drive wheels (11), and the device (17) rotates as a unit. If the front wheels (11) begin to slip, the input shaft (15) and input coupling member (35) rotate faster than the output coupling member (43), thus transmitting torque to the output coupling member (43). This torque is transmitted to the first ramp plate (51) of the ball ramp actuator (31), displacing the actuator from its neutral position (FIG. 3), such that the second ramp plate (52) begins to load the clutch pack (33) and transmit torque from the housing (25) to the output shaft (19), and from there to the rear drive wheels (23).

Abstract: A one-way clutch assembly (15) including a planar drive member (57) and a planar driven member (25, 27) defining driven pockets (33), and a pawl (55) disposed in each driven pocket. A one-piece spring assembly (45) is disposed adjacent the driven plate (27) and includes a spring member (49) in biasing engagement with each of the pawls (55). In one embodiment, the drive member (57) is molded integrally with an annular stator hub (19) of a torque converter stator (13).

Abstract: A fan drive assembly includes a viscous coupling device (11), a radiator cooling fan (F), and a speed increasing mechanism (13), so that, at relatively low engine speeds, the fan (F) is driven at a speed ("overdrive") greater than the input speed to the coupling device (11), and at relatively higher engine speeds, the input torque is transmitted through the viscous coupling in the normal manner. In the subject embodiment, the speed increasing mechanism (13) is a planetary gear set, in which torque is transmitted from the input shaft (21) to the planet carrier (47), and in the overdrive condition, the sun gear (53) is grounded. The output of the planetary is the ring gear (59), which directly drives a housing (61) attached to both the housing (17) of the viscous coupling, as well as the cooling fan (F), thus effectively bypassing the viscous clutching action.

Abstract: Selectively engagable auxiliary leaf springs (38) for vertically supporting a vehicle chassis (32) on an axle assembly (22) in parallel with main suspension springs (34). Forward and rear ends (38b, 38a) of the auxiliary leaf springs are pivotally attached to the vehicle chassis and the axle assembly, and pivotal movement of the forward ends (38b) is inhibited or prevented by engagement of actuator assemblies (56 or 100 or 170) to engage the auxiliary leaf springs. A control system automatically engages the actuator assemblies in response to load added to the vehicle and/ot vehicle steering movement and/or rapid vehicle acceleration.

Abstract: Selectively engagable auxiliary leaf springs (38) for vertically supporting a vehicle chassis (32) on an axle assembly (22) in parallel with main suspension springs (34). Forward and rear ends (38b, 38a) of the auxiliary leaf springs are pivotally attached to the vehicle chassis and the axle assembly, and pivotal movement of the forward ends (38b) is inhibited or prevented by engagement of actuator assemblies (56 or 100 or 170) to engage the auxiliary leaf springs. A control system automatically engages the actuator assemblies in response to load added to the vheicle and/or vehicle steering movement and/or rapid vehicle acceleration.

Abstract: Selectively engagable auxiliary leaf springs (38 or 138) for vertically supporting a vehicle chassis (32) on an axle assembly (22 or 102) in parallel with main suspension springs (34 or 114). In three of the disclosed embodiments, both ends (38b,38a) of the auxiliary springs (38) are pivotally attached. In two other embodiments, one end (138a) of the auxiliary leaf springs (142) is pivotally attached and the other end (138b) is rigidly affixed in cantilever fashion. Actuators (56, 139 or 159) are employed to selectively enable or increase load supporting of the auxiliary leaf springs.

Abstract: Selectively engagable auxiliary leaf springs (38) for vertically supporting a vehicle chassis (32) on an axle assembly (22) in parallel with main suspension springs (34). Forward and rear ends (38b,38a) of the auxiliary leaf springs are pivotally attached to the vehicle chassis and the axle assembly, and pivotal movement of the forward ends (38b) is inhibited or prevented by engagement of actuator assemblies (56 or 100 or 170) to engage the axuiliary leaf springs. A control system automatically engages the actuator assemblies in response to load added to the vehicle and/or vehicle steering movement and/or rapid vehicle acceleration.

Abstract: Selectively engagable auxiliary leaf springs (38) for vertically supporting a vehicle chassis (32) on an axle assembly (22 or 102) in parallel with main suspension springs (34 or 114). Forward and rear ends (38b,38a) of the auxiliary leaf springs are pivotally attached to the vehicle chassis and the axle assembly, and pivotal movement of the forward ends (38b) is inhibited or prevented by actuators (56) to engage the auxiliary leaf springs.

Abstract: Selectively engagable auxiliary leaf spings (38 or 138) for vertically supporting a vehicle chassis (32) on an axle assembly (22 or 102) in parallel with main suspension springs (34 or 114). In three of the disclosed embodiments, both ends (38b,38a) of the auxiliary springs (38) are pivotally attached. In two other embodiments, one end (138a) of each auxiliary leaf spring (138) is pivotally attached and the other end (138b) is rigidly affixed in cantilever fashion. Actuators (140 or 170) are employed to selectively enable or increase load supporting of the auxiliary leaf springs.

Abstract: Selectively engagable auxiliary leaf springs (38) for vertically supporting a vehicle chassis (32) on an axle assembly (22 or 102) in parallel with main suspension springs (34 or 114). Forward and rear ends (38b,38a) of the auxiliary leaf springs are pivotally attached to the vehicle chassis and the axle assembly, and pivotal movement of the forward ends (38b) is inhibited or prevented by actuators (56) to engage the auxiliary leaf springs.

Abstract: Selectively engagable auxiliary leaf springs (38 or 142) for vertically supporting a vehicle chassis (32) on an axle assembly (22 or 102) in parallel with main suspension springs (34 or 114). In three of the disclosed embodiments, both ends (38b,38a) of the auxiliary leaf springs (38) are pivotally attached. In two other embodiments, one end (142a) of each auxiliary leaf spring (142) is pivotally attached and the other end (142b) is rigidly affixed in cantilever fashion. A manually operated hand crank (60) or ratchet mechanism (87) employed to drive a speed reducer actuator (62) to selectively enable or increase load supporting of the auxiliary leaf springs.

Abstract: Selectively engagable auxiliary leaf springs (38 or 138) for vertically supporting a vehicle chassis (32) on an axle assembly (22 or 102) in parallel with main suspension springs (34 or 114). In three of the disclosed embodiments, both ends (38b,38a) of the auxiliary springs (38) are pivotally atached. In two other embodiments, one end (138a) of the auxiliary leaf springs (142) is pivotally attached and the other end (138b) is rigidly affixed in cantilever fashion. Actuators (56 or 142) are employed to selectively enable or increase load supporting of the auxiliary leaf springs. One of the actuators is a hydraulic actuator (142) which receives pressurized fluid from a pump (148) driven by jounce of the axle assembly (22 or 102).

Abstract: A cavity such as a chamber (10) of a hydraulic cylinder (2) containing a movable piston (4) is equipped with transducers (12) for transmitting alternating pressure signals into a fluid in the chamber and for receiving signals from it. The fluid chamber acts as a resonant tank circuit for determining the frequency of an external electronic oscillator (24). The frequency of oscillation of the circuit indicates the depth of the cavity, i.e., the position of the piston in the cylinder. Multiple modes of oscillation are employed (34, 36) in the same chamber to provide high accuracy and resolution of ambiguities. In one embodiment chambers (10', 66) on both sides of the piston (4') of a double-acting cylinder (2') are measured, and the readings are combined (76) to reduce errors that would otherwise result from changes in temperature, pressure, viscosity and other parameters unrelated to the position of the piston.

Abstract: A closed hydraulic system (22 or 200) is provided for transmitting steering movement to a rear wheel steering assembly (16) in response to steering movement of a front wheel steering assembly (14). The front wheel steering assembly is controlled by a steering wheel (18) and a power steering assembly (20). The closed hydraulic system (22) includes a pump assembly (50) and an actuator assembly (52) connected together by conduits to define closed fluid flow branches (104,106) for moving a piston (90) in the actuator assembly in response to movement of a piston (72) in the pump assembly. In one embodiment (22) movement of the actuator piston is transmitted to the rear wheel steering assembly via a cam assembly which effects same direction rear wheel steering for rather small front wheel steering angles and which effects opposite direction rear wheel steering for greater front wheel steering angles. In another embodiment (200), the actuator piston (214) is connected directly to the rear wheel steering assembly.

Abstract: A mechanism (47) is provided for converting rotational movement to substantially linear movement. The mechanism is adapted for incorporation into a vehicle (12) having front and rear wheel steering assemblies (14, 16) and a closed hydraulic system (22) for driving the mechanism in response to-and-fro steering movement of the front wheel steering assembly. The mechanism includes a support housing (98) rotated about an axis (93b) of a drive pinion (93) driven by the closed hydraulic system, a nut (100) threadably receiving a shaft (99) mounted for rotation by the support housing and having an axis (99c) normal to and intersecting an extension of the drive pinion axis (93b), a stepper motor for rotating the shaft to vary the position of the nut with respect to the drive pinion axis (93b), a logic (107) for energizing the motor and positioning the nut as a function of vehicle speed. In one embodiment the nut transmits substantially linear movement directly to the rear wheel steering assembly.

Abstract: A closed hydraulic system (22) is provided for transmitting steering movement to a rear wheel steering assembly (16) in response to steering movement of a front wheel steering assembly (14). The front wheel steering assembly is controlled by a steering wheel (18) and a power steering assembly (20). The closed hydraulic system (22) includes a pump assembly (44) and an actuator assembly (46) connected together by conduits (48,50) to define closed fluid flow branches or fluid links (49,51) for moving a piston (94) in the actuator assembly in response to movement of a piston (72) in the pump assembly. Movement of the actuator piston is transmitted to the rear wheel steering assembly via a cam assembly (92) which effects same direction rear wheel steering for rather small front wheel steering angles and which effects opposite direction rear wheel steering for greater front wheel steering angles.