Abstract: A clutch assembly for automotive vehicle four-wheel drives either in association with an axle disconnect or wheel hub incorporates a power shift mechanism which can be remotely activated either when the vehicle is static, in motion and during either forward or reverse direction of movement to positively drive the clutch members into and out of engagement with one another. The power shift mechanism includes sealed envelopes in the form of expandable and contractable compartments which in response to a remote control valve will positively shift the clutch members into and out of engagement, and the members will remain in the shifted position without the continued application of force until positively shifted away from that position by the power shift mechanism. In the alternative, a spool-like shifter may be utilized with positive locking elements which will lock the clutch members in the engaged and disengaged position at the end of travel of the shift mechanism.

Abstract: A clutch assembly for automotive vehicle four-wheel drives either in association with an axle disconnect or wheel hub incorporates a power shift mechanism which can be remotely activated either when the vehicle is static, in motion and during either forward or reverse direction of movement to positively drive the clutch members into and out of engagement with one another. The power shift mechanism includes sealed envelopes in the form of expandable and contractable compartments which in response to a remote control valve will positively shift the clutch members into and out of engagement, and the members will remain in the shifted position without the continued application of force until positively shifted away from that position by the power shift mechanism.

Abstract: Conversion of a vehicle between two-wheel drive and four-wheel drive is effected by means of a camming assembly and a shift mechanism to temporarily lock the camming assembly against rotation in advancing a drive gear into driving engagement with a receiving gear in converting to four-wheel drive, or to re-engage the camming assembly under the control of the shift mechanism as a preliminary to disengaging the drive gear from the receiving gear in converting to two-wheel drive.

Abstract: An automatic locking gear is adapted to drivingly connect a drive axle and wheel hub automatically in response to application of torque to the drive axle which has a stationary housing in which said drive axle is journaled, a drive gear keyed for rotation with the drive axle while being slidable in an axial direction independently of the drive axle, and a driven gear is keyed for rotation with the wheel hub while being slidable in an axial direction independently of the wheel hub. The locking member is mounted on the stationary housing, and the cam follower mounted on the drive gear.

Abstract: A fluid vibration damper, such as, a shock absorber includes a cylinder and piston combination in which the piston head travels through a fluid-filled cylinder and has fluid bypass openings in its external surface forming one or more recesses of predetermined cross-sectional configurations and sizes whereby to regulate fluid flow past the piston head according to a performance curve. The bypass openings can be formed in interchangeable elements so as to permit selective variations in the fluid flow characteristics of each particular size or design of shock absorber according to a specific force performance curve.

Abstract: A vehicle wheel assembly of the live spindle type is rendered driven or free wheeling by a torque responsive hub clutch. The hub clutch operates in response to the presence or absence of relative rotary motion between a driveable axle and a passive or stationary member in the wheel assembly.

Abstract: An assembly maintenance tube maintains a live spindle mounted within a bore of a vehicle mounting component. The maintenance tube has a central aperture for receiving in a spaced relationship a drivable axle. The axle is drivingly connected to the live spindle in a manner which allows axial movement of the axle relative to the spindle to relieve stress in the drive train which drives the axle.

Abstract: A locking gear in the form of an annular, slotted cam member causes a driving member to move into locking engagement with a member to be driven automatically in response to the application of torque or positive rotation to the driving member. The driving member can be disengaged only by removing torque from the driving member and reversing the direction of rotation of the driven member without relying upon spring force for disengagement. Accordingly, the driving member is not only forcefully cammed into engagement with the member to be driven but is mechanically and positively cammed into disengagement at the will and under the full control of the operator. Thus in four-wheel drive vehicles, the wheels or members to be driven are selectively engaged by a drive gear which is slidably advanced through interengagement of cam followers on the drive gear with camming surfaces on the locking gear.

Abstract: A clutch interposed between a hub mounted for rotation on a spindle and a selectively driveable axle which extends longitudinally through the spindle serves to engage the hub to the axle when the clutch is subjected to torque caused by placement of the axle in a dynamic or driving axle mode. When the axle is in a passive or non-driving axle mode the clutch serves to disengage the hub from the axle whereby the hub is free-wheeling on the spindle.

Abstract: An automatic locking gear has been devised in which rapid, positive axial location and driving engagement is established between concentric driving and driven members through the agency of a clutch type actuator mechanism which is responsive to rotation of the driving member to be forced into intermeshing engagement with a complementary receiving member on the driven member. The actuator mechanism is characterized by including a spring-loaded compressible bearing arrangement which normally urges the actuator mechanism into a locked stationary position but will permit retraction of the actuator mechanism away from the locked position whenever torque is applied to the actuator mechanism so that the mechanism is free to travel or rotate with the actuator-receiving mechanism when the driving and driven members are interconnected; and when torque is no longer applied to the actuator mechanism it is free to return gradually into its normal locked position without the application of external forces or control.