Eaton Corporation

Erlen B Walton

David M Preston

James Lester Oliver

James A Juriga

David Allen Janson

Herman P Schutten

Robert W Lade

William N Eybergen

Lawrence J Kamm

Lawrence L Meyer

David P Godlew

James Kevin Spring

James Matthew Brown

Wayne K Leichliter

Donald J Fergle

James R DeBrabander

Frank J Waksmundzki

Michael W Nank

A center differential (,) including a clutch pack (,), a cam ramp actuator (,) for moving the friction discs (,) toward an engaged position, and a viscous coupling (,) which will have a &ldquo;slip speed&rdquo; representative of the speed difference between the front (,) and rear (,) wheels. There is a one-way clutch (,) disposed between the output (,) of the viscous coupling (,) and the first ramp plate (,) 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 (,) is provided, including a plurality of spring biased pins (,), such that, below a predetermined speed of rotation, positive torque can also be transmitted when the vehicle is in reverse gear. The pins (,) are associated with flyweight members (,) so that, above the predetermined speed, the pins are disengaged, and positive torque can be transmitted only in forward gear.

Viscous actuated ball ramp clutch having one-way clutch

A differential device (,) of the type including a clutch pack (,), engaged by a ball ramp actuator (,), which is initiated by a viscous coupling (,). The output of the device (,) is an output shaft (,) which is hollow and extends through the entire axial extent of the device. The viscous coupling (,) includes, in the embodiment of FIG. 1, an annular input coupling member (,) and an annular output coupling member (,), within the input member, to define therebetween a cylindrical viscous shear chamber (,). The output coupling member (,) at least partially surrounds the first ramp plate (,) of the ball ramp actuator (,), and is in driving engagement therewith, for improved packaging. The clutch pack (,) and the actuator (,) are disposed about the output shaft (,) and axially retained between snap rings (,), so that all axial separation forces generated within the clutch pack and the actuator are taken up within a single member, such as the output shaft (,), rather than being exerted on the connection of the housing (,) and the end cap (,). In the FIG. 5 embodiment, the viscous coupling (,) is in driven engagement with the inner periphery of the first ramp plate (,), with the viscous coupling being of the type including interleaved plates (,).

Viscous actuated ball ramp clutch having through shaft capability

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). With the present invention, for any given amount of front wheel slip, a predetermined amount of torque may be transmitted automatically to the rear drive wheels (23), the viscous coupling (29) providing a 'speed sensitive' input to the ball ramp actuator (31), without the need for any separate controls, sensors, etc.

Viscous actuated ball ramp clutch

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). The device (17) includes a housing (25) which preferably comprises a unitary member having a plurality of axially-extending grooves (77) which receive mating ridges (79) on the outer surface of the input coupling member (35), and ears (81) on the outer friction discs (65). Rollovers (76,83) at opposite ends of the housing retain the various components, thus providing a simple and inexpensive housing and method of assembly of the device.

Viscous actuated ball ramp clutch and improved housing therefor

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).

One-way clutch

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.

Dual ratio viscous fan drive

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.

Vehicle suspension with auxiliary leaf spring and squat control system

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.

Hydraulic actuator for parallel auxiliary leaf springs

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.

Vehicle suspension with auxiliary leaf spring with load control system

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.

Vehicle suspension with auxiliary leaf spring with roll control system

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.

Vehicle suspension with auiliary leaf springs

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.

Jounce responsive actuator for parallel auxiliary spring

Vehicle suspension with auxiliary leaf springs

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.

Manually power mechanical actuator for parallel auxiliary spring

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).

Growing community of inventors

Farmington Hills, MI, United States of America

Erlen B Walton