Abstract: The invention concerns a rolling bearing (1; 1?) with a one-piece outer bearing ring (3) and a one-piece inner bearing ring (2), and with rolling elements (4) arranged in at least one row between the bearing rings (2, 3). Provision is made in this rolling bearing that the outer bearing ring (3) and/or the inner bearing ring (2) has, on the axial end face, at least one cutout (10) through which the rolling elements (4) can be placed into the space between the bearing rings (2, 3), that the cutout (10) can be covered with a reversibly attachable cap (9), and that the cap (9) forms a rim (11) for guiding the rolling elements (4). The lateral cutout (10) for filling the rolling bearing (1) with rolling bodies permits cage solutions of segmented or strip design that are larger than a rolling element and hence can accommodate multiple rolling elements. The suitability of the rolling bearing for high rotational speeds and the stiffness of the rolling bearing are increased as a result.

Abstract: A clamp coupling has a slotted clamping ring seated on a first rotatable part. A clamping screw is arranged in the clamping ring and acts on the clamping ring to elastically spread the clamping ring apart and contract the clamping ring depending on the turning direction of the clamping screw. The first rotatable part has axially oriented slots that extend up to a free end face of the first rotatable part and that separate coupling segments of the first rotatable part from each other. The slots are arranged in an area surrounded by the clamping ring. The coupling segments receive a second rotating part and are clamped by the clamping ring on the second rotating part. A follower part is arranged on the clamping ring and in a spreading-apart direction of the clamping ring is fixedly connected with at least one of the coupling segments.

Abstract: A coupler 001 has a central section 006 with a rotation axis 007 and arms 003 which extend away from said central section 006. The arms 003 are in an offset location relative to a diametrical line 060. A portion 004 of the arms 003 meets or passes through or extends along a plane formed through the diametrical line 060 and the rotation axis 007. Also included is an appliance using such couplers and a drive mechanism using such couplers.

Abstract: A constant velocity universal includes an outer joint member having an inner peripheral surface including track grooves that are formed at a plurality of positions on the inner peripheral surface and extend in an axial direction, and an inner joint member having an outer peripheral surface including track grooves that are formed at a plurality of positions on the outer peripheral surface and in pairs with the track grooves of the outer joint member, the track grooves extending in the axial direction. Balls are interposed between the track grooves of the outer and inner joint members. A track chamfer is provided at each boundary portion between each of the track grooves and the inner peripheral surface of the outer joint member, and a track chamfer is provided at each boundary portion between each of the track grooves and the outer peripheral surface of the inner joint member.

Abstract: A rotation transmitter includes: a first member, an intermediate member and a second member that are arranged coaxially with a rotation axis. The first member is formed with a first bearing surface along the rotation axis and a first direction. The second member is formed with a second bearing surface along the rotation axis and a second direction. The intermediate member is formed with a first middle bearing surface facing the first bearing surface and formed with a second middle bearing surface facing the second bearing surface. A static-pressure air bearing is formed between the bearing surface and the middle bearing surface. The rotation transmitter further includes: a preload device that biases the bearing surface and the middle bearing surface in a direction approaching each other.

Abstract: A rotation clamping mechanism includes a rotating member and at least two engagement members that are attached to the rotating member and transmit rotational power. The engagement members engage a rotated object placed in a predetermined positional relationship with the engagement members. The rotated object is rotated by rotating the rotating member. The engagement members are supported on the rotating member so as to swing to an engagement position where power is transmitted to the rotated object and to a release position where engagement is released. The rotation clamping mechanism further includes: an opening/closing mechanism that moves the engagement members between the engagement position and the release position; and a biasing member that biases the engagement members toward the engagement position. At the engagement position, the engagement members clamp the rotated object in a floating state with the engagement members pressed onto the rotated object by the biasing member.

Abstract: A dual mass flywheel and dual clutch module assembly includes a connector plate and a drive plate. The connector plate is fastened to a center plate of the dual clutch module and has a plurality of castellation tabs disposed on an inner periphery of the connector plate. The drive plate drivingly connected to a flywheel member of the dual mass flywheel and includes a plurality of castellation tabs disposed on an inner periphery of the drive plate. The plurality of castellation tabs of the connector plate are interleaved with the plurality of castellation tabs of the drive plate.

Abstract: In a wet friction material, a plurality of segment pieces is disposed at both sides of inter-segment grooves. The segment pieces are composed of first segment pieces and second segment pieces. The first segment piece has at least two inner peripheral recesses formed on an inner periphery thereof and at least two outer peripheral recesses formed on an outer periphery thereof. The outer periphery of the first segment piece has a short dimension. The second segment piece has at least two inner peripheral recesses formed on an inner periphery thereof and at least two outer peripheral recesses formed on an outer periphery thereof. The outer periphery of the second segment piece has a long dimension.

Abstract: The invention relates to a clutch assembly of a motor vehicle, in particular a clutch-controlled differential unit, comprising a switchable clutch apparatus that is able to transmit driving power from a drive element on the input side with regard to the clutch device to a drive element on the output side with regard to the clutch device, wherein an oil conveying apparatus is provided for the clutch oiling, which oil conveying apparatus conveys oil of an oil circuit serving the clutch device depending on the operating state. In order to ensure that the lubrication of components arranged on the output side with regard to the clutch device is ensured in operating states in which the oil conveying apparatus does not convey any oil, an oil accumulating device is provided.

Abstract: A clutch assembly comprising a clutch housing, a central piston chamber positioned therein and a translatable clutch piston movable between a piston neutral and activated positions in response to air pressure. A rotating drive shaft member is positioned within the clutch housing. A cone clutch friction member is moved from a clutch engaged position to a clutch disengaged position in response to the translatable clutch piston moving between the piston neutral and activated positions. The cone clutch friction member engages the rotating drive shaft when in the clutch engaged position. A clutch spring biases the cone clutch friction member into the clutch engaged position with a clutch engagement force. The cone clutch friction member comprises a V-shaped member with a hollow or solid core, or a bent metal member. Friction material is positioned on at least the surfaces which engage and make contact with the rotating drive shaft member.

Abstract: A hydraulic system for a double piston includes a double piston that includes an operation piston with a first operation side and a second operation side, a first piston port for supplying hydraulic pressure to the first operation side, and a second piston port for supplying hydraulic pressure to the second operation side, a solenoid valve that receives a clutch control pressure and communicates with the first piston port through a first channel, a switch valve that receives the clutch control pressure from the solenoid valve, may be connected with the second piston port through a second channel, and selectively transmits the clutch control pressure to the second piston port, and a manual valve that receives a line pressure and selectively transmits the line pressure to the switch valve such that the clutch control pressure may be selectively transmitted to the second operation side through the second channel.

Abstract: The present invention relates to a piston-cylinder arrangement (2) for the operating device of a clutch, having a cylinder (16), a piston (36) which is arranged in the cylinder (16) and can be displaced in the axial direction (4, 6), and at least one locking element (50) which is associated with the piston (36), wherein the piston (36) can be displaced from a first position into a second position in which the locking element (50) can be moved from a released position into a locked position in which the piston (36) is locked in the second position via the locking element (50) in a positively locking manner.

Abstract: The electromagnetic clutch (X) includes a rotating shaft (1): a magnetic pole body (2) and a rotor (3) disposed to face each other along an axial direction of the rotating shaft (1); and an armature (4) capable of moving in a direction attachable to or detachable from the rotor (3) along the axial direction of the rotating shaft and forming a magnetic circuit with the magnetic pole body and the rotor. The armature is moved in the axial direction of the rotating shaft by electromagnetic suction force to press the rotor when an exciting coil (21) is in an excitation state. The rotating shaft is configured by an input side shaft portion (11) which is a non-magnetic body and formed of a material having enough strength to support rotation of the rotor and the armature; and an output side shaft portion (12) which is a magnetic body.

Abstract: A pulley assembly with a radially oriented decoupling mechanism is disclosed. The pulley assembly includes a pulley body having a bore therethrough, a hub, and a one-way clutch mechanism. The pulley body is rotatable in a predominate direction. The hub defines an axis of rotation. The hub is disposed within the pulley body. The one-way clutch mechanism radially surrounds the hub. The one way clutch mechanism includes an engaged position and a disengaged position. The hub and the pulley body rotate together in the predominate direction if the one-way clutch mechanism is in the engaged position. The hub freely rotates with respect to the pulley body if the one-way clutch mechanism is in the disengaged position.

Abstract: A vehicle control system to prevent deterioration in controllability of the engagement device resulting from temporal deterioration of the engagement device. The vehicle control system is configured to switch a driving mode selectively between a first driving mode in which the engagement device is disengaged, and a second driving mode in which the engagement device is engaged. The vehicle control system comprises: an estimation means that estimates deterioration in an engagement property of the engagement device; and an engagement means that engages the engagement device after achieving synchronization between an input speed and an output speed, in case the estimation means estimates that the engagement property of the engagement device is deteriorated, and the driving mode is shifted from the first driving mode to the second driving mode.

Abstract: A bolt guiding device for a floating caliper disc brake, having at least one guide bolt that is supported in a brake carrier and mounted on a brake caliper, wherein the brake caliper is movably guided over the guide bolt in the axial direction thereof. The bolt guiding device comprises a slide bush, wherein one surface of the inner circumferential surface and outer circumferential surface acts as a retaining surface on which the slide bush is retained, and wherein the other surface of the inner circumferential surface and outer circumferential surface acts as a sliding surface on which the slide bush slides.

Abstract: A motor vehicle drive train including a hydrodynamic retarder (1) that comprises a revolving bladed impeller (10) and a stationary or counter-rotating bladed turbine (11) which jointly form a working chamber (12) that can be filled with a working medium to switch on the retarder (1) is disclosed. The hydrodynamic retarder (1) can be mechanically disengaged from the drive train by a disconnect clutch (2). A fill level monitoring device (14) can detect the current fill level of the working medium in the working chamber (12), while a disconnect clutch-blocking device (9) is effectively connected in a communicating or mechanical manner to the fill level monitoring device (14) and prevents the disconnect clutch (2) from engaging in accordance with the detected fill level.

Abstract: A brake dust collector for a motor vehicle for collecting brake dusk of a vehicle wheel brake has a dust collecting device with a filter element arranged in a filter receptacle. The filter element is designed as an exchangeable filter and is arranged exchangeable in a receiving space provided in the filter receptacle. The filter receptacle has a housing opening communicating with the receiving space. Through the housing opening the filter element is inserted into the receiving space and removed from the receiving space. The housing opening is located on a side of the filter receptacle that is facing away from the vehicle wheel brake.

Abstract: A brake dust collector for a motor vehicles for collecting brake dust has a dust collecting device with a filter element and a filter receptacle in which the filter element is arranged. The filter element is a shaped filter and has at least two partial sections. The at least two partial sections each have a filter material of a different porosity including a first partial section with a great porosity and a second partial section with a small porosity.

Abstract: An axle assembly having a steering knuckle and a brake spider. The steering knuckle may include a spindle and a camshaft tube hole that may receive a camshaft for actuating a brake pad assembly. The brake spider may be disposed on the steering knuckle and may not encircle the spindle.

Abstract: Caliper bodies for disc brakes are provided. Such caliper bodies are suitable for being arranged astride a disc for a disc brake. Calipers which include such caliper bodies are also provided.

Abstract: A brake backing plate is provided in which a non-compressible core material is sandwiched between two sheet metal stampings to make a lightweight, composite brake backing plate. Each of the stampings has a textured face with a plurality of integrally formed piercing members. By rolling or pressing, the piercing members of the textured faces are fully embedded in the core material, and thus lock the stampings and the core material together.

Abstract: The invention relates to a disk brake, in particular for commercial vehicles, comprising a brake pad, a brake application device for pressing the brake pad against a brake disk, a pressure plate, by way of which the brake application device presses the brake pad against the brake disk during the braking process, and comprising an inclined guide, which during braking guides the pressure plate along a path located transversely to the brake axis. The pressure plate is provided with a protrusion, and the brake pad is provided with a recess, which accommodates the protrusion when assembled.

Abstract: A brake assembly for use on vehicles includes a rotor having connection tabs and a hub having bobbins, integrally formed or separate, with the rotor connection tabs being positioned between the hub bobbins and clamped together with a top plate. An ABS tone ring is fastened to the hub and is circumscribed by the rotor. Alternatively, an ABS tone ring can be formed as part of the top plate. A spring clip can be used with the top plate to accommodate thermal expansion of the rotor and eliminate rotor rattling. Torque is transferred from the brake rotor to the hub in a common plane to prevent twisting in the fastener connection.

Abstract: A vibration absorber for damping vibrations of motor vehicle components. The vibration absorber comprises an absorber mass including a passage, and an elastomeric spring member inserted in the passage of the absorber mass. The elastomeric spring member comprises an outer sleeve connecting the elastomeric spring member to the absorber mass, and an inner sleeve for attachment to the motor vehicle component to undergo vibration absorption. An elastomer body interconnects the inner sleeve and the outer sleeve. The elastomeric spring member also includes a securing element. The vibration absorber includes stops that are spaced apart in an axial direction and that cooperate with the securing element to secure the absorber mass in the axial direction.

Abstract: An inner tube as a cylinder includes an axially extending tubular portion, a large-diameter portion, and a tapered portion. The large-diameter portion is located at one end side of the tubular portion and is formed so as to have a diameter increased radially outwardly. The tapered portion is located between the large-diameter portion and the tubular portion, and is formed in such a manner that the diameter thereof increases in a flaring manner from the one end of the tubular portion to the large-diameter portion. A tubular protrusion of a rod guide is fittedly attached to the inner circumferential side of the large-diameter portion. A valve mounting portion is formed at the inner circumferential side of the tubular portion. A valve mechanism is mounted on the valve mounting portion. A seat surface is formed at the back side of the valve mounting portion.

Abstract: A damper assembly for a vehicle suspension system includes a primary damper and a secondary damper coupled to the primary damper. The secondary damper includes a housing, a piston, a conduit, and a valve. The housing includes a sidewall that defines a set of apertures and at least partially surrounds the primary damper, and the volume between the sidewall and the primary damper defines a damping chamber. The piston is positioned within the damping chamber and is slidably coupled to the sidewall. The conduit forms a flow path between the set of apertures, and the valve is disposed along the flow path. The primary damper provides a base damping force, and the secondary damper provides a supplemental damping force that varies based on the position of the piston along the housing.

Abstract: A frequency sensitive type shock absorber is provided. A housing has a bypass hole formed such that an upper portion of a chamber part is opened to connect to the opening, and a lower portion of the chamber part communicates with the compression chamber. A spool is formed within the chamber part and is elevated by a fluid flowing into the chamber part. A pair of partition members partitions the chamber part into upper and lower chambers and provides a restoring force to the spool. A guide member is formed between the pair of the partition members, has a elastic force, and guides the partition members to maintain positions thereof. A pair of elastic members is formed in the upper and lower chambers to prevent a fluid from penetrating between the pair of the partition members and the side of the chamber part, and assist a restoration of the partition members by elasticity.

Abstract: An apparatus for the damping of vibrations in a steering column in a motor vehicle, having a mounting (10) and an accommodation device (11) elastically supported in the mounting (10) to which a gas generator (20) is secured, a separate supplemental weight (30) is secured to the gas generator (20) or to the accommodation device (11) to provide desired vibration damping characteristics of the steering column assembly.

Abstract: An isolation system for a transportation pallet, a transportation pallet, and a method of providing an isolation system are provided. The isolation system comprises a plunger assembly comprising a graduated surface area having a first end with a relatively smaller surface area than a second end having a relatively larger surface area. The isolation system further comprises a cushion pad coupled to the plunger assembly such that when a load is applied to the plunger assembly, the plunger assembly is pressed into the cushion pad to cause the cushion pad to bear the load over a surface area of the plunger assembly corresponding to the magnitude of the load. When the load is increased, a larger surface area of the plunger assembly and the cushion pad supports the load and as the load decreases, a smaller surface area of the plunger assembly and cushion pad supports the load.

Abstract: A structure of an engine includes: a crankshaft module configured to convert reciprocal motion of a piston into rotational motion; and a first balance shaft module and a second balance shaft module configured to reduce vibration of the engine, in which the first balance shaft module is directly gear-meshed with the crankshaft module, and the second balance shaft module is gear-meshed with the crankshaft module through an intermediate gear.

Abstract: A power transmission belt having a body with a length, a width between laterally spaced sides, and a thickness between inside and outside surfaces. At least one load carrying member extends in a lengthwise direction. The body has a plurality of teeth spaced along at least one of the inside and outside of the body. The teeth have a width that decreases progressively from: a) a first location between the inside and outside surfaces; and b) one of the inside and outside surfaces so that the one surface has a width that is less than a width of the other surfaces. A cloth layer is applied to the one surface and is a multiwoven structure with interwoven: a) warp; and b) at least two different wefts.

Abstract: A liquid ejecting apparatus includes a first pulley; a second pulley; a head unit ejecting a liquid; a carriage in which the head unit is provided; a motor that generates power for driving the carriage; a power supply that supplies the power for ejecting the liquid from the head unit; and a belt that is hung on the first pulley and the second pulley, drives the carriage by the power supplied from the motor, and transmits the power to the head unit, in which the belt includes a first member for electrically connecting the power supply and the head unit, and a second member having an electric resistivity higher than an electric resistivity of the first member.

Abstract: It is an object to provide a mooring device capable of connecting weight members to each other easily and tightly and of preventing electric conduction between weight members and generating no noise or heat which causes malfunction. It is an object to provide a steering mooring mechanism using the mooring device. The mooring device has fixing members fixed to two electrically conductive members to be moored, and a metal connecting member connecting the fixing members, wherein at least one of the fixing members is configured as a non-conductive fixing member having a metal fixing body fixed to the member to be moored, and a coupling body made of non-conductive material for coupling the fixing body and the connecting member in a manner not to contact each other, such that the connecting member is non-conductive with respect to the member to be moored on the side of the non-conductive fixing member.

Abstract: A device, which connects a gearmotor to an aircraft wheel, comprising: a casing rotatably carrying a shaft driven by the gearmotor, the shaft having a fluted portion on which a gearwheel is mounted to slide along a longitudinal axis of the shaft without rotating relative to the shaft; a toothed ring for constraining to rotate with the aircraft wheel; and structure for moving the gearwheel axially between a retracted position (disengaged from the toothed ring) and an engaged position (gearwheel meshes with the toothed ring). The structure for moving the gearwheel comprises a hollow screw-and-nut assembly extending around the shaft. One element of the assembly is axially secured to the gearwheel but prevented from rotating by an anti-rotation member. The other element of the assembly is rotatably mounted inside the casing to be driven selectively by an electric motor so that rotating the electric motor causes the gearwheel to move axially.

Abstract: A vehicle-use transmission includes: an input shaft into which a driving force from an engine is inputted; a power extraction shaft for transmitting the driving force of the input shaft to front wheels; a transmission mechanism for transmitting the driving force of the input shaft to rear wheels; and a rear-wheel intermediate shaft provided in a power transmission path between the power extraction shaft and the transmission mechanism. The rear-wheel intermediate shaft transmits the driving force through a helical gear attached to the rear-wheel intermediate shaft. Further, the rear-wheel intermediate shaft is supported by tapered roller bearings.

Abstract: The disclosure relates to a transmission for a motor vehicle, wherein the transmission comprises an input shaft, at least first and second countershafts, and an output shaft. The input shaft is provided with a first driving gearwheel, which interacts with a first gearwheel arranged upon the first countershaft, and a second gearwheel arranged upon the second countershaft. A number of gear teeth of the first gearwheel is selected such that, in relation to the number of gear teeth of the first driving gearwheel, the number of gear teeth of the first gearwheel can be either reduced or increased with at least one gear tooth, without affecting the number of gear teeth upon the first driving gearwheel, whereby the reduction or increase in the number of gear teeth of the first gearwheel is compensated with a profile shift of the gear teeth of the first gearwheel.

Abstract: A motor vehicle powershift transmission which comprising two partial transmissions (TG1, TG2) each with a respective input shaft (GE1, GE2) that can be drivingly connected, via a main separator clutch (CL1, CL2; CL1?, CL2?; CL1*, CL2*), with the driveshaft (TW) of a drive engine (VM) and, on the output side, with a common output shaft (GA). To enable powershifts without frictional slipping, the two input shafts (GE1, GE2), on the input side, can be connected to and disconnected from a respective intermediate shaft (ZW1, ZW2) by the respective main separator clutch (CL1, CL2; CL1?, CL2?; CL1*, CL2*). The first intermediate shaft (ZW1) is directly connected to the driveshaft (TW) and the second intermediate shaft (ZW2) is in driving connection with the first intermediate shaft (ZW1) by way of a variator (V) which has a continuously adjustable transmission ratio (iV) and a rest transmission ratio having the value one iV—0=1).

Abstract: Transmissions with at least four gearing-arrangements and six clutches that produce nine forward speeds and one reverse. The gearing-arrangements may be simple planetary gearsets. The six clutches may include one to three brakes, and at least one clutch is an input clutch and one an output clutch. The input-shaft of each transmission may be associated with a carrier of one of the simple planetary gearsets. The input-shaft may be associated with carrier-1. The output-shaft of some transmissions may be associated with a carrier of another of the simple planetary gearsets. The output-shaft may be associated with carrier-4. Sun and ring gears in gearing-arrangements may be connected to a transmission housing. Sun-3 and ring-4 may be grounds.

Abstract: The first planetary gear set is configured to integrally rotate by a first clutch. The first element is coupled with the fifth element. The second element is configured to be locked through a first brake to a stationary section and configured to be coupled through a second clutch with the ninth element. The third element is coupled with the input shaft. The fourth element is configured to be coupled through a third clutch with the ninth element. The sixth element is locked to the stationary section. The seventh element is configured to be locked through a second brake to the stationary section. The eighth element is coupled with an output shaft. The ninth element is coupled with the twelfth element. The tenth element is configured to be coupled through a fourth clutch with the output shaft. The eleventh element is coupled with the input shaft.

Abstract: A continuously variable transmission (CVT) system, which turns the rear wheels of a lawn mower or similar vehicle at different speeds in a coordinated method with the front steering wheels in order to achieve the best turning radius (including a tight or zero turn radius, if desired) under most conditions. The system comprises two stages: the first stage comprising a Fixed Center Distance CVT pulley system, and the second stage comprising dual CVTs (e.g., left and right) that input into dual gear reducers (left and right), which are mechanically connected to the rear wheels. The second stage dual CVTs (left and right) are synchronized with the steering wheel, thus achieving different rear wheel speeds and/or directions based on the steering wheel position.

Abstract: A roller tappet intended for use a) in a high pressure fuel pump; b) in a valve train of an internal combustion engine; c) in an engine such as an axial piston engine or a radial piston engine; or d) generally for a pump/compressor of an axial piston type or of a radial piston type.

Abstract: The invention relates to a spur gear wheel with a gear body (4, 5) made from a sintered material, which has a circumference around which teeth (6, 7) are distributed projecting in the radial direction, and which is delimited by two end faces (8, 9, 10, 11) in the axial direction. At least one shaped element (12) in the form of a recess (13) and/or an elevation (14) and/or a compacted area is provided on at least one end face (8, 9, 10, 11) in the region of the teeth (6, 7) and/or in the radial direction underneath the teeth (6, 7).

Abstract: A transmission includes: a counter low-gear with a low-gear body and a boss fit into the low-gear body so that driving force can be transmitted, and provided with dog-claws and an expanded part at one axial end and that is axially non-movably and rotatably fit around a counter shaft. A counter high-gear with a high-gear body is arranged in the one side from the low-gear body and with a cylinder including dog-claws at the one axial end thereof and is axially non-movably and rotatably fit around the boss. A shift sleeve is axially movably spline-fit around the counter shaft, and is arranged in the one side from the counter high-gear and that includes dog-claws capable of engaging with the dog-claws of the gears. The high-gear body is axially non-movably arranged between the low-gear body and the expanded part.

Abstract: A solitary chainring of a bicycle front crankset for engaging a drive chain, including a plurality of teeth formed about a periphery of the chainring, the plurality of teeth consisting of an even number. The plurality of teeth includes a first group of teeth and a second group of teeth arranged alternatingly between the first group of teeth. The first group of teeth and the second group of teeth are equal in number. Each of the first and second group of teeth include an outboard side and an inboard side opposite the outboard side and each tooth of the first group of teeth includes at least a first protrusion on the outboard side thereof and each tooth of the second group of teeth are free of the first protrusions on the outboard side and the inboard side.

Abstract: Components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT) are provided. In one embodiment, a CVT has a number of spherical planets in contact with an idler assembly. Various idler assemblies can be used to facilitate to improve durability, fatigue life, and efficiency of a CVT. In one embodiment, the idler assembly has two rolling elements having contact surfaces that are angled with respect to a longitudinal axis of the CVT. In some embodiments, a bearing is operably coupled between the first and second rolling elements. The bearing is configured to balance axial force between the first and second rolling elements. In one embodiment, the bearing is a ball bearing. In another embodiment, the bearing is an angular contact bearing. In yet other embodiments, needle roller bearings are employed.

Abstract: An alternator pulley, a mounting structure of an alternator pulley, and an alternator for a vehicle are configured to reduce vibration by mounting an adaptor which includes a pendulum on the alternator pulley, by reacting a pendulum vibration with a belt vibration which have inverse phases to each other, and by completely press-fitting the adaptor to the alternator pulley without backlash. The alternator pulley, mounting structure and alternator may include a pulley body configured to be coupled with an alternator shaft and receiving power by a belt and an adaptor coupled with the pulley body and absorbs vibration caused by power delivery, wherein the adaptor may further include at least one pendulum for absorbing vibration caused by the power delivery.

Abstract: An isolating decoupler comprising a shaft, a pulley journalled to the shaft and having a belt bearing surface, the belt bearing surface having a diameter over balls not greater than 2A, a one-way clutch mounted to the shaft, a clutch carrier mounted to the one-way clutch, a torsion spring engaged between the clutch carrier and the pulley, the torsion spring loadable in the unwinding direction, the torsion spring having a diameter not less than 2B, and the torsion spring diameter 2B is greater than the belt bearing surface diameter over balls 2A.

Abstract: Reduction gear units are provided comprising a gearbox, a cam assembly, a bearing assembly, a first gear and a second gear. The first and second gears may engage one another and translate rotating movement from one axis to an axis perpendicular thereto. The second gear is disengagable from the first gear by action of the cam assembly, which is adapted to disengage the second gear from the first gear through eccentric rotation of the cam assembly. In one embodiment, a bearing assembly carried by the cam assembly is preloaded. The cam assembly is disposed so that the preloaded can be maintained during manufacture of the gearbox. In another embodiment, the gearbox case and cam assembly are disposed so as to minimize internal leakage from the case and enhance sealing of the gearbox.

Abstract: A planetary gear device includes: a sun gear having external teeth; a plurality of planet gears having external teeth and meshed with the sun gear; a ring gear having internal teeth and meshed with the planet gears; and a baffle unit disposed between the planet gears adjacent to each other and configured to collect lubricant oil into a collection chamber. The baffle unit includes: a discharge outlet to discharge a portion of the lubricant oil collected in the collection chamber in an axial direction; and a ring gear oil supply hole to discharge another portion of the lubricant oil in a radially outward direction and supplied to the ring gear, and a weir member separable from the baffle unit and configured to cover a portion of the discharge outlet to reserve the lubricant oil to be discharged through the ring gear oil supply hole.