Abstract: A variable stator vane arrangement is provided in which the variable stator vanes extend from a first end at a radially inner flow boundary to a second end at a radially outer flow boundary. At least one of the radially inner flow boundary and the radially outer flow boundary is faceted, such that the surface of the faceted flow boundary comprises flat portions at the interfaces with the respective first or second end of each stator vane. The flat portions mean that the tips of the variable stator vanes can be made substantially flush with the flat casing portions. This may improve aerodynamic efficiency and/or increase the design flexibility on where to position the pivot axis of the variable stator vanes.

Abstract: There is disclosed a variable vane actuation arrangement 100 comprising a unison ring 34 configured to pivot a plurality of variable vanes 26 and a drive assembly 102 for driving rotation of the unison ring 34, comprising a drive 104 and a flexible line 106 extending from a ring anchor point 110 on the unison ring 34 to the drive 104. The ring anchor point 110 is positioned such that a portion of the flexible line 106 extending towards the drive 104 wraps around the unison ring 34, whereby tension in the flexible line 106 is applied to the ring anchor point 110 in a direction tangential to the unison ring 34.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A coupling device (11) and method of assembly, the device being of the type including a plenum member (17) disposed at one axial end of the coupling housing (13,15), the method comprising configuring the plenum member (17) such that each of the required features (55,57,61,66) is disposed circumferentially between an adjacent pair of fastener holes (18H). Next, the input ring gear (R) is installed about the housing (13,15) of the coupling device (11), from an axial end opposite said plenum member (17), into assembly position adjacent said flange portion (18). Each of a plurality (N) of fasteners (89) is inserted through one of the fastener holes (18H) and into initial threaded engagement with the input ring gear (R). Finally, by means of a fastener driver, all of the plurality (N) of fasteners (89) are driven into full threaded engagement, substantially simultaneously, with the input ring gear (R).

Abstract: An improved differential gear mechanism is characterized by a lockout mechanism (129) operably associated with a latch member (119) that cooperates with a flyweight mechanism (53) to retard differentiating action in the differential gear mechanism. The lockout mechanism (129) includes a lockout member (131) positionable, in response to an input signal, in a normal condition and a lockout condition. In the normal condition, the lockout member (131) permits the latch member (119) to move freely between a locking position and an unlocking position. In the lockout condition, the lockout member (131) prevents the latch member (119) from moving into the locking position.

Abstract: An improved differential gear mechanism is characterized by a lockout mechanism (63) operably associated with a flyweight mechanism (53) and including a lockout member (65, 101) positionable, in response to an input signal, in a normal condition and a lockout condition. In the normal condition, the lockout member (65, 101) permits a flyweight stop surface (57) to move from the retracted position to the extended position. In the lockout condition, the lockout member (65, 101) prevents the flyweight stop surface (57) from moving from the retracted position to the extended position.

Abstract: A control system for a vehicle having first and second wheels is provided that includes a differential apparatus adapted to distribute torque between the first and second wheels and a traction controller for controlling operation of the differential apparatus from vehicle launch up to a predetermined vehicle speed. The traction controller is configured to engage the differential apparatus in a first operating state according to at least one vehicle operating parameter indicative of a low traction operating condition and to further control engagement of the differential apparatus in a second vehicle operating state during the low traction operating condition according to a difference between an actual vehicle yaw rate and a predetermined target vehicle yaw rate. The control system also includes a stability controller for controlling engagement of the differential apparatus at or above the predetermined vehicle speed.

Abstract: A coupling device (11) and method of assembly, the device being of the type including a plenum member (17) disposed at one axial end of the coupling housing (13,15), the method comprising configuring the plenum member (17) such that each of the required features (55,57,61,66) is disposed circumferentially between an adjacent pair of fastener holes (18H). Next, the input ring gear (R) is installed about the housing (13,15) of the coupling device (11), from an axial end opposite said plenum member (17), into assembly position adjacent said flange portion (18). Each of a plurality (N) of fasteners (89) is inserted through one of the fastener holes (18H) and into initial threaded engagement with the input ring gear (R). Finally, by means of a fastener driver, all of the plurality (N) of fasteners (89) are driven into full threaded engagement, substantially simultaneously, with the input ring gear (R).

Abstract: A coupling device (11) of the type including a clutch assembly (29) actuation of which is responsive to fluid pressure in a clutch piston apply chamber (43), and a series of fluid passages (53,55,57,59) communicating the chamber to a control valve assembly (69). A housing (15) defines a hub portion (61) surrounded by a plenum member (17) carrying two high pressure seals (63;163). The housing is formed such that the outer surface (60) of the hub portion is free of graphite porosity, to improve the life of the seals. Preferably, each of the seals (63;163) has a height/width ratio selected to provide the desired radially inward sealing force, but wherein the seals are still able to be assembled within the respective seal cavities (73,75;173,175).

Abstract: A locking differential of the type including a clutch pack (31,33) actuated by a cam arrangement (43,45) to lock the side gears (19,21) relative to the gear case (11). Lock-up is initiated by retarding rotation of one of the cam members (45), by means of a flyweight mechanism (51). Disposed adjacent the flyweight mechanism is a latch mechanism (63) which comprises an integral, generally U-shaped member including a bottom portion (65) and a pair of upright leg portions (71,73). The bottom portion defines a pair of integral latch member (67,69), each of which is disposed to engage one of the flyweights (53,55) when the latch mechanism is in its operative position. Each of the upright leg portions includes a pair of individual leg portions (75) disposed on opposite sides of the pinion shaft (15), extending past the axis of rotation (A), and engaging a weight (83) disposed in a window (89) on the opposite side of the gear case (11) from the flyweight mechanism.

Abstract: A torsion damping mechanism is disclosed of the type including a viscous damper in which a first sidewall defines a ramp surface. The clutch assembly includes a radially outer portion and a radially inner portion, the portions cooperating to define a plurality of windows or openings. The windows are located axially adjacent the ramp surface such that at least a portion of the fluid in the larger, first reservoir, under the influence of centrifugal force, flows radially outward, impinges the ramp surface, and is then deflected through one of the windows and into the opposite shear chamber. With the present invention, the amount of fluid flowing into the two shear chambers may be equalized, even though the reservoirs contain substantially different volumes of fluid. Thus, the shear chambers are filled faster, and the damper operates more smoothly.

Abstract: A viscous coupling (11) is disclosed of the type used as a by-pass element in a torque converter assembly (T) including a torque converter housing (H) and an output shaft (S). The coupling includes a body member (13), a cover member (15), and an annular clutch assembly (19). The clutch assembly includes a pair of clutch plates (53 and 57), riveted to a mounting portion (37), and the coupling housing includes a housing plate (59), disposed between the clutch plates. The housing plate (59) has an outer portion (61) which is fixed between the body and cover members, by means of tabs (65) engaging the body member (13) and tabs (69) engaging the cover member (15). Preferably, the tabs (65) are received in recesses (67) to prevent relative rotation of the housing plate (59) and body member (13). Also disclosed is an assembly and fluid fill method which eliminates the need for fill holes and plugs or balls being pressed into the fill holes.

Abstract: A clutch plate assembly (24) for a vehicle driveline includes a spring damping mechanism disposed in parallel with a viscous shear damper mechanism (30) for damping spring recoil. The spring damping mechanism includes a set of pairs of relatively high rate helical compression springs (34,36) for transmitting torque and attenuating torsionals when a transmission input shaft (22) is connected to a load and a set of relatively low rate helical compression springs (38) connected in series with the high rate springs (34,36) for attenuating torsionals when the shaft (22) is not connected to a load. The viscous damper mechanism includes an annular housing (48) having first and second radially extending sidewalls (52,54) defining a compartment (48a) having a clutch assembly (50) disposed therein for viscous clutching coaction via a viscous shear oil.

Abstract: A clutch plate assembly (24) for a vehicle driveline includes a spring damping mechanism disposed in parallel with a viscous shear damper mechanism (30) for damping spring recoil. The spring damping mechanism includes a set of pairs of relatively high rate helical compression springs (34,36) for transmitting torque and attenuating torsionals when a transmission input shaft (22) is connected to a load and a set of relatively low rate helical compression springs (38) connected in series with the high rate springs (34,36) for attenuating torsionals when the shaft (22) is not connected to a load. The viscous damper mechanism includes an annular housing (48) having first and second radially extending sidewalls (52,54) defining a compartment (48a) having a clutch assembly (50) disposed therein for viscous clutching coaction via a viscous shear oil.