Abstract: A coupling includes left and right side members, and a centre member that is disposed between the side members. The centre member has a main axis of rotation, and includes holes disposed about the main axis at a radius. The side members each have a common offset axis of rotation parallel to and offset from the main axis. Each side member includes holes congruent with the holes in the centre member and disposed about the offset axis at the radius. Torque transfer elements extend through the holes of the centre member and into the holes of the side members. The torque transfer elements rotate about a third axis parallel to and disposed midway between the main axis and the offset axis, and transfer torque between the centre member and the side members through rolling contact between the torque transfer elements and the holes of the centre and side members.

Abstract: A regenerative differential includes torque members, and a gear assembly that includes a primary gear set and a plurality of secondary gear sets. The primary gear set is configured to transfer torque between the secondary gear sets and first and second torque members. The first secondary gear set transfers torque between the primary gear set and a third torque member. The second secondary gear set transfers torque between the primary gear set and a fourth torque member. The gear assembly is configured to maintain a fixed relationship between torque member rotation velocities ?1, ?2, ?3, and ?4, such that ?3=ML?2+?L?1, ?4=MR?2+AR?1, ML and ?L are functions of a ratio of the first secondary gear set, and MR and ?R are functions of kR of a ratio of the second secondary gear set.

Abstract: A one-to-one torque coupling includes a centre member, left and right side members, and a plurality of torque transfer elements. The centre member is disposed between the side members, has a main axis of rotation and includes a plurality of holes disposed about the main axis at a radius. The side members each have a common secondary axis of rotation that is parallel to and offset from the main axis. Each side member also includes a plurality of holes that are congruent with the holes in the centre member and are disposed about the secondary axis at the radius. The torque transfer elements extend through the holes of the centre member into the holes of the side members, and rotate about a third axis that is parallel to and disposed midway between the main axis and the secondary axis. The torque transfer elements transfer torque between the centre member and the side members through rolling contact between the torque transfer elements and the holes of the centre and side members.

Abstract: A regenerative differential includes torque members, and a gear assembly that includes a primary gear set and a plurality of secondary gear sets. The primary gear set is configured to transfer torque between the secondary gear sets and first and second torque members. The first secondary gear set transfers torque between the primary gear set and a third torque member. The second secondary gear set transfers torque between the primary gear set and a fourth torque member. The gear assembly is configured to maintain a fixed relationship between torque member rotation velocities ?1, ?2, ?3, and ?4, such that ?3=ML?2+?L?1, ?4=MR?2+AR?1, ML and ?L are functions of a ratio of the first secondary gear set, and MR and ?R are functions of kR of a ratio of the second secondary gear set.

Abstract: A coupling comprises at least two inter-connected torque couplings. Each torque coupling includes a pair of clutch end members, a clutch centre member disposed between the clutch end members, and an actuator coupled to one of the end members. The end members and the centre member each includes a set of concentric V-grooves each disposed on a respective face thereof. The centre member is axially movable between the end members. The actuator is configured to simultaneously couple the end members to the centre member by engaging the V-grooves of both of the respective end members with the V-grooves of the centre member. The centre member of one of the torque couplings comprises one of the opposing surfaces of the one torque coupling, another of the opposing surfaces of the one torque coupling and one of the end members of another of the torque couplings.

Abstract: A coupling comprises a pair of clutch end members, a clutch center member disposed between the clutch end members, and an actuator coupled to one of the end members. Each end member includes concentric V-grooves disposed on a respective face thereof. The center member is axially movable between the end members, and includes a pair of opposing surfaces. One of the opposing surfaces includes concentric V-grooves configured to mesh with the V-grooves of one of the end members. Another of the opposing surfaces includes concentric V-grooves configured to mesh with the V-grooves of another of the end members. The actuator is configured to simultaneously couple the end members to the center member by urging the V-grooves of both of the end members into engagement with the V-grooves of the center member.

Abstract: A coupling comprises a pair of clutch end members, a clutch centre member disposed between the clutch end members, and an actuator coupled to one of the end members. Each end member includes concentric V-grooves disposed on a respective face thereof. The centre member is axially movable between the end members, and includes a pair of opposing surfaces. One of the opposing surfaces includes concentric V-grooves configured to mesh with the V-grooves of one of the end members. Another of the opposing surfaces includes concentric V-grooves configured to mesh with the V-grooves of another of the end members. The actuator is configured to couple the end members and the centre member together by urging the V-grooves of the end members into engagement with the V-grooves of the centre member.

Abstract: An infinitely-variable transmission consists of a rotational input member, a rotational output member, first and second non-circular driving gears coupled to one of the rotational members, and a plurality of variable velocity-ratio gear assemblies disposed about the one rotational member. Each gear assembly comprises an intermediate shaft including first and second non-circular driven gears respectively meshing with the first and second non-circular driving gears. Each gear assembly also comprises a multi-directional coupling associated with the pair of first driven/driving gears and the pair of second driven/driving gears, and an actuator associated with the coupling for coupling the first and second variable-ratio gear pairs to the rotational members.

Abstract: An infinitely-variable transmission comprises a rotational input member, a rotational output member, first and second non-circular driving gears coupled to one of the rotational members, and a plurality of variable velocity-ratio gear assemblies disposed about the one rotational member. Each gear assembly comprises an intermediate shaft including first and second non-circular driven gears respectively meshing with the first and second non-circular driving gears. Each gear assembly also comprises a multi-directional coupling associated with the pair of first driven/driving gears and the pair of second driven/driving gears, and an actuator for coupling the first and second variable-ratio gear pairs to the rotational members. The transmission also includes a phase angle variator associated with the variable-ratio gear pairs for varying the rotational angular displacement between the first gear pairs and the second gear pairs of each gear assembly so as to vary the velocity ratio of the transmission as needed.

Abstract: A power transfer device for amplifying and transmitting torque consists of an impeller (14), a turbine (16), a stator (18). A one-way clutch (32) responsive to impeller (14) rotational speed allows the stator (18) to rotate when the turbine is stationary or during high speed operation.

Abstract: A power transfer device for amplifying and transmitting torque consists of an impeller (14), a turbine (16), a stator (18). A one-way clutch (32) responsive to impeller (14) rotational speed allows the stator (18) to rotate when the turbine is stationary or during high speed operation.

Abstract: A variable-ratio gear assembly comprising an input shaft, an output shaft, and at least two intercoupled independently-variable coplanar reverted gear train loops coupled to the input and output shaft. Each coplanar reverted gear train loop comprises a torque input member, a torque output member and a reactive member. A clutch is coupled to the coplanar reverted gear train loops for independently switching at least two of the members from coupling to one of the casing of the gear assembly, the input shaft and the output shaft to coupling to another of the casing, the input shaft and the output shaft for varying the velocity ratio of the coplanar reverted gear train loops.

Abstract: A rotary pump consists of a cam ring, a rotor disposed within the cam ring, and a pump body enclosing the cam ring and the rotor. The cam ring includes a cam surface having a centre of symmetry. The rotor has a centre of rotation which coincides with the centre of symmetry of the cam surface, and includes a plurality of fluid chambers. Each fluid chamber comprises an aperture opening into a circumference of the rotor, and a pump element sealingly disposed within the aperture. As the rotor revolves, each element remains in contact with the cam surface and moves over a stroke length between a first position adjacent the radial innermost portion of the respective aperture and a second position adjacent the radial outermost portion of the respective aperture. The pump body includes a fluid inlet and a fluid outlet respectively for transferring fluid to and fluid from the fluid chambers as the rotor rotates.

Abstract: A spiral type coupling (10) consists of a tubular slipper (14) between a tubular member (12) and a race (6), there being engageable tubular friction surfaces (20, 36) on the slipper (14) and the race (16), and facing pairs of clockwise and counterclockwise spiral surfaces (18a, 18b, 22a, 22b) on the tubular member (12) and the slipper (14) defining therebetween a channel (28) receiving roller members (30), there being an actuator engageable with the slipper (14) to provide two, three or four different modes of operation (e.g., lock up, freewheel in both directions, freewheel in one direction and/or the other).

Abstract: A gear assembly includes a first gear including first set of teeth and a first addendum circle, and a second gear having a second set of teeth meshing with the first set of teeth, The shape of the addendum flank of each first tooth and the shape of the addendum flank of each corresponding second tooth are defined by a curve of congruency which passes between the addendum circles and extends between the point of intersection of the addendum circles and the pitch point of the gears.

Abstract: A multi-directional coupling (10) consists of a tubular slipper (14) between a tubular member (12) and a race (16), there being engageable tubular friction surfaces (20, 36) on the slipper (14) and the race (16), and facing bearing surfaces (18, 22) on the tubular member (12) and the slipper (14) defining therebetween a channel (28) with pockets (28a) receiving roller members (30), there being an actuator (e.g. a tooth (30)) on the tubular member (12) engaging a recess (40) in the slipper (14), or a spigot or a pin(s) or a cam engageable with the slipper (14) to provide two, three or four different modes of operation (e.g. lock-up, freewheel in both directions, freewheel in one direction and/or the other).

Abstract: A power transfer device for amplifying and transmitting torque consists of an Impeller (14), a turbine (16), and a stator (18). A one-way clutch (32) responsive to impeller (14) rotational speed allows the stator (18) to rotate when the turbine is stationary or during high speed operation.

Abstract: A spiral-type one-way clutch suited for use in an accessory drive system for an internal combustion engine, in one of the pulleys (P1-P6) (e.g. on the engine crankshaft, the alternator, a hydraulic pump) to isolate oscillations from the engine is provided. The clutch preferably has roller bearings (5) in a saw tooth spiral channel (23), defined by an inner and/or an outer slipper member (3, 105, 106) which/each of which engages a cylindrical bearing race (4a, 15, 29) of an adjacent inner or encircling member (2, 4). The slipper member (3, 3a) may be split and elastically sprung against the adjacent bearing race (4a, 15, 29) or segmented. A single spring means (6a, 110) is interposed between the rolling bearings (5, B1 to B11) which fill the spiral channel from end to end.

Abstract: A variable-ratio gear assembly comprising an input shaft, an output shaft, and at least two intercoupled independently-variable coplanar reverted gear train loops coupled to the input and output shaft. Each coplanar reverted gear train loop comprises a torque input member, a torque output member and a reactive member. A clutch is coupled to the coplanar reverted gear train loops for independently switching at least two of the members from coupling to one of the casing of the gear assembly, the input shaft and the output shaft to coupling to another of the casing, the input shaft and the output shaft for varying the velocity ratio of the coplanar reverted gear train loops.

Abstract: An automotive accessory drive linkage is provided with a one-way clutch mounted on any of the pulleys carried by the engine crankshaft, an alternator, an hydraulic pump or generally, on the pulley for any other accessory operated by a belt linked to the engine in order to isolate such driven elements from oscillations in the engine speed.A spiral one-way clutch especially suitable for incorporation in automotive accessory drive system pulley has a high indexing capacity. Such clutch, installed between the pulley shive and spindle operates to suppress belt oscillations during low speed engine operation, placing less critical demands on a belt tensioner, if present. It also operates to prevent belt slippage during periods when the engine is forced to decelerate rapidly during up-shifts of the transmission, effectively eliminating "belt squeal".