Abstract: A tilting pad journal bearing manufacturing method includes a first process and a second process. In the first process, a pivot fitting hole is formed on a convex curved outer circumferential surface of the tilting pad. The pivot fitting hole is recessed from the outer circumferential surface toward an inner circumferential surface and has an inner diameter smaller than an outer diameter of the distal end portion of the pivot. In the second process, a concave portion is formed on the concave curved inner circumferential surface of the tilting pad by attaching the distal end portion of the pivot to the pivot fitting hole by interference-fitting.

Abstract: A sliding element component for sliding engagement with a rotatable component, the sliding element component being coupleable to a further sliding element component by an adhesive. The sliding element component comprises an engagement surface for engagement with a corresponding engagement surface on the further sliding element component and the engagement surface of the sliding element component comprises at least one recess for receiving the adhesive.

Abstract: A method of assembling a thrust bearing arrangement is disclosed. The method includes (a) providing a thrust bearing assembly. The thrust bearing assembly includes a support washer. The support washer includes a radially outer rim defining a plurality of slots extending radially outward from the radially outer rim. The method includes (b) providing a spring plate. The spring plate includes projections at a radially outer region. The projections extend in an axial direction. The method includes (c) aligning the projections of the spring plate with the slots of support washer. The method includes (d) deforming the projections of the spring plate to retain the thrust bearing assembly with the spring plate.

Abstract: A motor includes a shaft, a shell, a sleeve, an abrasion-resistance piece, a bearing, an oil seal, and several compressed springs. The shaft has an axial line. The shell is connected to the shaft. The sleeve has an accommodating space, and the wall of the accommodating space forms a first inclined surface which is inclined at an angle with respect to the axial line. The abrasion-resistance piece is disposed at the bottom of the accommodating space. The bearing is disposed in the accommodating space, and the outer wall of the bearing forms a second inclined surface corresponding to the first inclined surface. The shaft passes through the bearing and abuts the abrasion-resistance piece. The oil seal is affixed to the wall of the accommodating space and covers the bearing. The compressed springs are connected between the oil seal and the bearing.

Abstract: A motor includes a shaft, a shell, a sleeve, an abrasion-resistance piece, a bearing, an oil seal, and several compressed springs. The shaft has an axial line. The shell is connected to the shaft. The sleeve has an accommodating space, and the wall of the accommodating space forms a first inclined surface which is inclined at an angle with respect to the axial line. The abrasion-resistance piece is disposed at the bottom of the accommodating space. The bearing is disposed in the accommodating space, and the outer wall of the bearing forms a second inclined surface corresponding to the first inclined surface. The shaft passes through the bearing and abuts the abrasion-resistance piece. The oil seal is affixed to the wall of the accommodating space and covers the bearing. The compressed springs are connected between the oil seal and the bearing.

Abstract: A buoyancy-enhanced loop drive system includes upper and lower gears, a helical drive loop extending around and rotatably engaging the upper and lower gears, and a tank configured to retain a liquid medium. An ascending side of the drive loop extends through the tank. In some embodiments, the drive loop includes a plurality of sections, and adjacent sections are rotatable with respect to each other about an axis normal to an end face of the sections. Additionally or alternatively, the ascending side of the drive loop advances through an inlet seal via an exit port defined in an exit wall oriented perpendicular to the exit direction. Additionally or alternatively, an intermediate plate is coupled to an inlet housing for rotation about a vertical axis, and to a stationary support structure for bi-directional translation.

Abstract: A sliding member having a sliding surface that is at least partially formed of a surface of a lubricating member is provided. The sliding member includes: a base body as a sintered body of a compact containing metal powder, the base body being integrated with the lubricating member; and the lubricating member as an injection molded product of a resin composition containing a polyarylene sulfide-based resin and a carbon material.

Abstract: An insulating device is for a bearing mountable within a housing and includes a generally annular metallic body configured to couple with an outer ring of the bearing so as to be mounted to the bearing when the bearing is separate from a housing. The body includes an axial portion, the axial portion having an inner circumferential surface disposeable about the outer ring outer surface and an opposing outer circumferential surface, and first and second radial portions each disposeable against a separate one of the outer ring axial ends. At least one oxide layer is formed on at least one of the inner and outer circumferential surfaces of the body axial portion so as to substantially prevent electrical flow between the bearing and the housing.

Abstract: A bearing assembly (10 includes an outer ring (14) having an outer raceway (18) and an inner ring (22) having an inner raceway (26) and a flange (54) defining an outer diameter of the inner ring. A plurality of rolling elements (30) is retained between the outer and inner rings on the outer and inner raceways. A cage (34) has first and second side rings (38) interconnected by a plurality of bridges (42) to form a plurality of windows (46), each window receiving a respective rolling element (30) to maintain relative spacing between adjacent rolling elements. At least some of the bridges (42) include a projection (50) on a radially inner side such that the plurality of projections (50) together define an inner diameter of the cage (34), the inner diameter of the cage (34) being smaller than the outer diameter of the inner ring (22) to create interference and deformation of the cage (34) as the cage is installed over the flange of the inner ring.

Abstract: A cage for a constant-velocity ball joint is annular and has cage windows arranged spaced apart from one another along a circumferential direction for guiding balls of the constant-velocity ball joint; wherein each cage window has at least on one side a ball guiding surface facing in an axial direction. The cage can be produced by: a) providing a cage having cage windows; b) applying at least one compressive force via an outer circumferential surface of the cage, facing in a radial direction, in a first region of at least one ball guiding surface of at least one cage window; c) deforming the cage in the first region of the at least one ball guiding surface, so that the at least one ball guiding surface is displaced inwardly in the radial direction with respect to an adjacent second region of the cage.

Abstract: Example torque tube assemblies for use with aircraft high lift devices are described herein. An example torque tube assembly includes a torque tube having a first end and a second end opposite the first end. A first fitting is coupled to the first end and a second fitting is coupled to the second end. The first fitting is to be coupled to a first high lift device of an aircraft. The second fitting has a spline section. The torque tube assembly also includes a sliding spline shaft having a channel and a first yoke. The second fitting is slidably received within the channel. The torque tube assembly further includes a spline coupling having a second yoke, which is coupled to the first yoke of the sliding spline shaft to form a U-joint. The spline coupling is to be coupled to a second high lift device of the aircraft.

Abstract: Example apparatus and methods for rigging a torque tube assembly in an aircraft are described herein. An example torque tube assembly includes a torque tube and a spline coupling coupled to an end of the torque tube. The spline coupling has an opening to receive a spline gear on a drive shaft of an aircraft high lift device. The torque tube assembly also includes a retainer coupled to the spline coupling. The retainer blocks at least a portion of the opening in the spline coupling to prevent the spline coupling from being moved off of the spline gear on the drive shaft.

Abstract: An improved clutch hub assembly is disclosed. The improved clutch hub assembly provides improved wear resistance at the interfaces between separator plates and a clutch hub while allowing an operator to have improved clutch lever control and modulation when manually engaging or disengaging the clutch system.

Abstract: A power transmitting apparatus has a clutch member and a pressure member. The cam surfaces of the pressure-contact assist cam face each other. The cam surfaces of the back torque limiter cam face each other. A receiving portion for a clutch spring (10) on the pressure member (5) side has a receiving member (11) separate from the pressure member (5). A first cam surface (C1) and a second cam surface (C2), constituting the back torque limiter cam, are, respectively, formed on the receiving member (11) and the clutch member (4). A third cam surface (C3) and a fourth cam surface (C4), constituting the pressure-contact assist cam, are, respectively, formed on the pressure member (5) and the clutch member (4).

Abstract: A controllable one-way clutch assembly having a clutch module and an actuator module mounted to a first clutch member of the clutch module. The actuator module includes an electromagnetic actuator equipped with an energizeable coil assembly, a strut moveable in response to energization of the coil assembly from a released position to a locked position with respect to ratchet teeth formed on a second clutch member of the clutch module, and a strut spring biasing the strut toward its released position. The strut spring is configured to provide an anti-tilting feature.

Abstract: A controllable one-way clutch assembly having an actuator module with a direct action configuration provided between a linearly-moveable actuation component of a power-operated actuator and a pivotably moveable locking element. In particular, the actuator module is equipped with a solenoid having an energizeable coil assembly, a linearly-moveable plunger having a tip portion, a strut moveable in response to energization of the coil assembly from a released position to a locked position due to engagement with the tip portion of the plunger, and a strut biasing arrangement biasing the strut toward its released position. In addition, various strut/actuator interface arrangements are provided between the tip of the plunger of the solenoid actuator and the strut to control movement of the strut between its released and locked positions.

Abstract: A clutch device includes a shaft member, an outer rotor provided on a radially outer side of the shaft member, a clutch module configured to selectively switch between a free state where the shaft member and the outer rotor are allowed to rotate relatively and a lock state where the shaft member and the outer rotor are not allowed to rotate relatively, a coil spring configured to absorb a rotational fluctuation between the shaft member and the outer rotor in the lock state, and a bearing configured to support the shaft member and the outer rotor to rotate relatively is in the free state, and the clutch module is provided on the radially outer side of the shaft member, and the coil spring configured to absorb the rotational fluctuation is provided further radially outwards than the clutch module.

Abstract: A proportional braking system is provided for use with a movable surface which is movable relative to a housing. The proportional braking system includes a variable displacement brake which is configured for displacement toward or away from braking engagement with the movable surface in proportion to an input command and a brake driver which is receptive of data reflective of movements of the movable surface relative to the housing and which issues the input command to the variable displacement brake in accordance with the data.

Abstract: A method for controlling an electromagnetic brake (1) having a coil carrier (2), a solenoid (5), an armature disc (7), and at least one further force-exerting element. The internal and external poles (3, 4) of the coil carrier each have a front surface with a varying gradient that fits, in a complementary fashion, the front surfaces of the respective internal and external poles (8, 9) of the armature disc. The brake has an air gap (11) which varies in size and forms a stroke region (21). When excitation occurs, the solenoid generates a magnetic force, and the force-exerting element generates an opposing force, wherein the ratio of the solenoid's magnetic force and the opposing force varies at least once between greater than and smaller than one during the movement of the armature disc in the stroke region owing to the variation of the excitation of the solenoid.

Abstract: A long-strand carbon composite brake housing for use on aircraft is formed from a thermoplastic material carrying long-strand carbon fibers, with the composition, concentration, and orientation of the fibers being such as to optimize the strength of the resultant carrier plate, and particularly in regions subject to high stress and the like. A hydroforming technique accommodates the appropriate positioning of the thermoplastic carbon composition in the desired regions of varying concentrations, compositions, and orientations to achieve a carrier plate for aircraft brake assemblies that is lightweight while being reliable and durable in use.

Abstract: A pad liner for a brake apparatus includes a pair of main body parts that are in contact with a torque member and are arranged to be spaced apart from each other, insertion parts, each insertion part connected to the main body part and a torque member protrusion of the torque member being inserted thereinto, guide parts, each guide portion extending from the insertion parts to one side, contacting the brake pad and guiding movement of the brake pad, supporting parts, each supporting part extending from the guide part in the same direction as the insertion part and supporting the brake pad, and return parts, each return part extending from an upper end of the body part toward the guide part and providing an elastic restoring force to the brake pad.

Abstract: A wheel brake arrangement for a wheel of a vehicle, said wheel brake arrangement comprising a wheel hub (102) comprising an outwardly facing gear teeth arrangement (104) arranged in a circumferential direction thereof; and a brake disc (106) comprising an inwardly facing gear teeth arrangement (108) arranged in meshed connection with the outwardly facing gear teeth arrangement of the wheel hub for preventing a relative circumferential movement between the brake disc and the wheel hub, wherein one of the wheel hub and the brake disc comprises a circumferentially arranged groove (110); wherein the wheel brake arrangement further comprises at least one retainer (112) connected between the wheel hub and the brake disc for preventing a relative axial movement between the wheel hub and the brake disc, wherein the at least one retainer is at least partially arranged in the circumferentially arranged groove (110) of one of the wheel hub and the brake disc.

Abstract: A proportional brake is provided and includes first and second bodies, a spring element, a coil and a booster coil. The first body includes brake plates and the second body includes thrust plates. The second body is disposed such that the thrust plates are interleaved with the brake plates and is rotatable and movable with respect to the first body. The spring element urges the second body to move toward the first body such that the thrust plates are urged toward braking engagements with the brake plates. The coil is provided at a first side of the brake plates and, when energized, generates a first flux moment on the second body in opposition to the spring element. The booster coil is provided at a second side of the brake plates and, when energized, generates a second flux moment on the second body in support of the spring element.

Abstract: A brake pad wear measuring system for measuring brake pad wear for a vehicle disc brake system includes a first and second coil excitable to create a first and second magnetic field and first and second targets associated with the first and second coils. The coils and targets are configured for movement relative to each other along an axis in response to application of the disc brake system. The relative movement along the axis causes the targets to move within the magnetic fields and affect the inductance of the coils. The first coil and the first target are configured so that the inductance of the first coil is indicative of the amount of brake pad wear. The inductance of the second coil is indicative of component shifting transverse to the axis.

Abstract: Provided is a vibration control bush configured to improve durability of a rubber elastic body. The vibration control bush includes: a shaft member that includes a spherical convex portion; a tubular member that is arranged on a radially outer side of the shaft member; and a rubber elastic body that joins the tubular member and the shaft member. The rubber elastic body is joined to a first portion and a second portion of the tubular member. The first portion is positioned on the radially outer side of the convex portion, and the diameter of the inner circumferential face gradually decreases axially outward from the center. The second portion is positioned on the axially outer side with respect to the first portion, and the diameter of the inner circumferential face gradually increases axially outward.

Abstract: There is disclosed a suspension unit 100 comprising a body 110 defining a primary chamber 124 for containing a primary fluid; a piston arm 150 having a piston end 154 received in the body 110 to act on primary fluid in the primary chamber 124, wherein the piston arm 150 is moveable relative the body 110 between at least an extended configuration and a retracted configuration. There is a first gas spring chamber 160 within the piston arm 150 and a first moveable member 156 to vary a volume of the first spring chamber 160; a second gas spring chamber 162 separate from the piston arm 150 and a second moveable member 136 to vary a volume of the second gas spring chamber 162. In at least one of the extended configuration and the retracted configuration of the piston arm 150, a first damping chamber 158 is defined adjacent the first moveable member 156 and a second damping chamber 168 is defined adjacent the second moveable member 136.

Abstract: A piston/damper tube assembly may include a damper tube with damping fluid, a movable piston rod, a working piston, a controllable 4-way bottom valve with a control member, and a compensation space. Two flow passage ways of the bottom valve connect the working space remote from the piston rod via the control member to the compensation space. Two control ways of the bottom valve load the control member on a first side with a pressure of the piston rod-side working space and on a second side with a pressure of the compensation space. The control member may control the flow passage ways in a manner dependent on the pressure of the piston-rod-side working space that prevails on the control member on the first side via a fluidic connection, and on the pressure of the compensation space that prevails on the control member on the second side via an opening.

Abstract: A frequency-dependent damping valve arrangement of a vibration damper for a motor vehicle includes a damping piston with a check valve. The damping piston is arranged inside a cylinder at least partially filled with a damping fluid and is axially fixed to a carrier. A control arrangement is arranged at the carrier coaxial to the damping piston and includes a control pot, an axially displaceable control piston arranged in the control pot, and at least one spring arrangement arranged between the control piston and the check valve and has at least a first spring element. The control piston has a height difference between its radially outer edge and its radially inner edge facing the radial center of the control piston, which height difference defines a maximum deflection height of the first spring element.

Abstract: A damping valve for a vibration damper, having a damping valve body with at least one through-channel, the outlet side of which is at least partially covered by at least one valve disk. The at least one valve disk lifts from a valve seat surface when there is an incident flow via the through-channel, and a supporting disk, as stop, limits the lift movement. The supporting disk is outfitted with an elastomer support in direction of the valve disk. The elastomer support is formed by a plurality of individual supporting elements. At least one individual supporting element is formed by at least two individual elastomer supports, which are paired to form an individual supporting element.

Abstract: A shock absorber includes a cylinder tube, a damping-force generating portion, a rod, an annular guide portion, and an annular support portion provided to project from an inner circumferential surface of the cylinder tube, the support portion being configured to support the guide portion, wherein the guide portion has an opposing surface formed to oppose the inner circumferential surface of the cylinder tube, and a contacting surface in contact with the support portion, the contacting surface being inclined with respect to the opposing surface, and the contacting surface is formed so as to be, as a whole, inclined with respect to the opposing surface.

Abstract: An anti-vibration device (1) of the present invention includes a cylindrical first attaching member (11) and a second attaching member (12), an elastic body (13), and a partition member (17) which is configured to partition a liquid chamber (14) in the first attaching member into a main liquid chamber (15) and an auxiliary liquid chamber (16). The partition member includes a membrane (31) that forms a part of the partition wall of the main liquid chamber, and an intermediate chamber (35) which is located on a side opposite to the main liquid chamber with the membrane therebetween and has a membrane as a part of a partition wall of the main liquid chamber.

Abstract: A torque transmission device for a powertrain of a motor vehicle has an input area and an output area. A torque path runs from the input area to the output area. A torsional vibration damping unit is positioned first, followed by a gear unit, along the torque path between the input area and the output area. The torsional vibration damping unit provides a first spatial area and an adjoining second spatial area along the torque path, and the gear unit provides an adjoining third spatial area.

Abstract: The invention relates to a torque-transmission device (1), in particular for a motor vehicle, including a torque-input element (7), intended for being rotatably coupled with a crankshaft of an engine, an intermediate element (19) and a torque-output element (11), intended for being rotatably coupled with a gearbox input shaft, first damping means being mounted between the torque-input element (7) and the intermediate element (19) and second damping means being mounted between the intermediate element (19) and the torque-output element (11), the torque-input element (7), the torque-output element (11) and the intermediate element (19) being capable of pivoting relative to one another about an axis (X), characterised in that the first damping means (20, 21) are capable of exerting a force directed circumferentially or, respectively, a force comprising a radial component, the second damping means (21, 20) being capable of exerting a force comprising a radial component or, respectively, a force directed circumfer

Abstract: In a vibration damping device 20, the moment of inertia J1 of a driven member 15, the moment of inertia J2 of an inertial mass body 23, the mass m of crank members 22, the distance L3 between the center of gravity G of the crank member 22 and the fulcrum of swinging of the crank member 22 with respect to the inertial mass body 23, and the distance L4 between this fulcrum and the center of rotation RC are determined so that torque fluctuation of an object for which vibration is to be damped, which is derived based on angular displacement and angles obtained by solving an equation of motion for the driven member 15 and an equation of motion for the entire vibration damping device 20 is equal to a target value.

Abstract: A torque fluctuation inhibiting device for inhibiting torque fluctuations in a rotor to which a torque is inputted is disclosed. The torque fluctuation inhibiting device comprises a mass body, a plurality of drag mechanisms, and a restriction mechanism. The mass body is disposed to be rotatable with the rotor and to be rotatable relative to the rotor. Each of the plurality of drag mechanisms is for generating a circumferential force when a relative displacement is produced between the rotor and the mass body in a rotational direction. The circumferential force is directed to reduce the relative displacement. The restriction mechanism is for restricting actuation of one or more of the plurality of drag mechanisms.

Abstract: Descriptions of time altering apparatuses for removing a need for leap seconds are provided. Currently leap seconds are applied to Universal Time Coordinated (UTC) in order to align UTC with mean solar time. In one embodiment a time measurement system is connected to a gigantic heavy flywheel positioned at at least one of a north rotational pole or south rotational pole of the Earth. The time measurement system may determine a shift of UTC away from mean solar time and may subsequently speed up or slow down the flywheel to adjust a rotational speed of the Earth in order to move UTC back to mean solar time. In a second embodiment a similar time measurement system may raise or lower heavy weights into mine shafts drilled at or near the equator of the Earth for a similar effect. Planetary speed adjustments may be written to a blockchain.

Abstract: A hem bar of a cable guided shade adapted to be removably attached to a pair of cables secured along opposite sides of a structural opening. The hem bar comprises a pair of cable engaging portions disposed at two opposite ends of the hem bar. Each cable engaging portion comprises a tubular body with a longitudinal channel extending therein and a slot traversing the tubular body from the top end to the bottom end of the tubular body. The hem bar may removably and slidably engage the pair of cables by twisting the hem bar in a first direction to align each slot in the cable engaging portions with a length of the respective cable, inserting the cables through the slots into the channels in the cable engaging portions of the hem bar, and twisting the hem bar in a second direction, opposite the first direction, to capture the cables within the channels in the cable engaging portions.

Abstract: A final drive for a motor vehicle, including a first input shaft, a second input shaft, a first output shaft and a second output shaft, wherein the first input shaft is permanently coupled to the first output shaft by means of a first bevel-gear transmission and the second input shaft is permanently coupled to the second output shaft by means of a second bevel-gear transmission. The first input shaft and the second input shaft are coaxial and the first output shaft and the second output shaft extend from the respective bevel-gear transmission in opposite directions, wherein axes of rotation of the output shafts intersect each other or are arranged parallel or askew to each other.

Abstract: A variable-speed accelerator includes: an electric device that generates a rotational driving force; and a planetary gear transmission device that changes a speed of the rotational driving force to a constant-speed input shaft and a variable-speed input shaft, and transmits the rotational driving force to a driving target via an output shaft, wherein the electric device includes a constant-speed electric motor including a constant-speed rotor that rotates the constant-speed input shaft in a second direction, and a variable-speed electric motor that includes a variable-speed rotor connected to the variable-speed input shaft, which functions as a generator in a generator mode and as an electric motor in an electric motor mode, and which rotates the output shaft at a maximum rotational speed by rotating the variable-speed rotor at the maximum rotational speed in a first direction.

Abstract: A 6-speed planetary transmission for a motor vehicle has an input shaft, an output shaft, a first planetary gear set, a second planetary gear set and a third planetary gear set. The input shaft can be coupled to the first planetary carrier or to the first ring gear via a first shifting element. The first sun gear can be coupled to a gearbox housing via a second shifting element. The first planetary carrier can be coupled to the first ring gear via a third shifting element. The second ring gear or the second planetary carrier can be coupled to the gearbox housing via a fourth shifting element. In addition, the first ring gear or the first planetary carrier, the second sun gear and the third sun gear are connected for conjoint rotation. In addition, the output shaft is connected for conjoint rotation to the second planetary carrier or the second ring gear.

Abstract: In one example, an apparatus includes a plate configured to pivot about a pivot point, a pulley coupled to a first planar side of the plate and configured to rotate a belt, a motor coupled to the first planar side of the plate and configured to drive the pulley, and a torsion spring coupled to a second planar side of the plate that is opposite the first planar side and configured to apply tension to the belt.

Abstract: The invention relates to a transmission comprising two circulating elements and a transmission element, such as a toothed belt. At least one circulating element comprises a number of contact elements for contact with the transmission element which determine a running radius of the transmission element, a radial guide for the contact elements, along which the latter are radially displaceable, displacement means for displacing the contact elements in the radial direction, wherein the transmission element has engagement elements such as teeth. Each of the contact elements comprises a base part which is in contact with the radial guide and with the displacement means, and an engagement member which is connected to the base part and is radially movable with respect to the base part, wherein the engagement member of at least one of the number of contact elements of the respective circulating element is in positive-locking contact with the transmission element.

Abstract: A steering shaft decoupling assembly includes a steering shaft. The assembly also includes a lower shaft mechanically coupled to the steering shaft. The assembly further includes a steering shaft locking component engageable with the steering shaft and moveable between a first position and a second position, the first position locking the steering shaft to prevent axial translation and the second position unlocking the steering shaft to allow axial translation of the steering shaft, the steering shaft locking component being in the second position in an autonomous driving mode, the autonomous driving mode comprising an advanced driving assist system controlling road wheels of a vehicle resulting in rotation of the lower shaft.

Abstract: A spindle drive includes a spindle nut, wherein the spindle nut is rotatably supported in a housing, a spindle, wherein the spindle is configured to be displaced in relation to the housing, an axial rolling bearing configured to support the spindle nut, wherein the axial rolling bearing does not guide axially, and a sliding bearing configured to support the spindle and act in a radial direction.

Abstract: To provide a rectilinear drive device capable of preventing or significantly suppressing a guide plate from swinging caused by a shake of a lead screw when the lead screw is shaken. Specifically, a lead screw driven and rotated by a motor, a nut threadedly engaged with the lead screw, a guide shaft arranged parallel to the lead screw, a regulating portion movably provided on the guide shaft and engaged with the outer periphery of the nut to regulate the rotation of the nut, and a slide plate formed with the wall portion configured to receive a thrust force of the nut from the end surface of the nut are included, and the end surface of the nut is provided with projections in line contact or point contact with the wall portion.

Abstract: A mechanism (100) for storing and releasing mechanical energy, which stores a low-power energy continuously inputted by a power transmission mechanism into an energy storage mechanism, and then controllably drives output in a high-power manner. The mechanism comprises a bracket (10), a supporting main shaft (11) arranged on the bracket (10), a driving gear (101) which sleeves over and rotates about the supporting main shaft (11), wherein arranged on one side of the driving gear (101) is at least one set of energy storage and release device (102). The mechanism (100) for storing and releasing mechanical energy is structurally simple and reliable. A light-weight high-efficiency drive mechanism may be fabricated by using a light-weight structural material or a composite material, which may store a large amount of low-power energy which is inputted continuously.

Abstract: A differential transmission for transmitting a torque to an axle of a motor vehicle, has at least one driveshaft and at least one output shaft, which are connectable in torque-transmitting manner via a clutch within a housing of the differential transmission, wherein the clutch is actuatable via an actuating device, wherein the actuating device is mounted on the housing, wherein the at least one output shaft is mounted in a rotatable manner via a bearing, wherein the bearing is mounted on the actuating device; wherein a stop is arranged on the at least one output shaft such that an actuating force that is provided for actuating the clutch and acts at least in an axial direction is supported on the stop at least via the actuating device and the bearing.

Abstract: A locking differential assembly includes a differential case defining an axis of rotation. A first side gear is at a first end of the differential case. A second side gear is at a second end of the differential case. A stator is disposed at the first end. A solenoid is fixedly attached to the stator. The stator is selectably magnetically actuatable to translate an axial translation distance by the solenoid. A lock ring is selectably engagable with the first side gear to prevent the first side gear from rotating relative to the differential case. At least two relay pins are connected to the lock ring and in contact with the stator to space the lock ring at least a predetermined distance from the stator.

Abstract: A torque vectoring unit for use with a motor vehicle including a differential unit, a gear arrangement and a clutch system. The gear arrangement is connected to the differential unit and includes a first gear set, a second gear set, a third gear set and a common shaft. The clutch system is selectively connected to the gear arrangement and includes a concentric inner clutch and a concentric outer clutch drivingly to an actuator. The actuator actuates each clutch independently. The first gear set includes an external gear supported on the common shaft and an internal gear selectively in engagement with the outer clutch. The second gear set includes an external gear supported on the common shaft and an internal gear selectively in engagement with the inner clutch. The third gear set includes an external gear coupled to the common shaft and an internal gear coupled to a differential case.

Abstract: A strain wave gear speed reducer unit includes: a casing extending in the axial direction; an internal gear disposed to be rotatable relative to the casing and having internal teeth on the inner circumference; a flexible external gear disposed to the inside of the internal gear in the radial direction, an end of which is fixed to the casing on one side in the axial direction, and which has external teeth on the outer circumference for meshing with the internal teeth; an cam, disposed to the inside of the external gear in the radial direction and deforming the external gear in the radial direction by rotating together with a rotating shaft of a motor unit; a connecting part formed integrally with the cam 12a and connected to the rotating shaft on the inside of the external gear; and a support connected to the casing and rotatably supporting the connecting part.