Abstract: A gas turbine engine for an aircraft including: an engine core including a turbine, a compressor, and a core shaft connecting the turbine to the compressor; a fan located upstream of the engine core, the fan including a plurality of fan blades; a gearbox that receives an input from the core shaft and outputs drive to a fan shaft via an output of the gearbox so as to drive the fan at a lower rotational speed than the core shaft; and a fan shaft mounting structure arranged to mount the fan shaft within the engine, the fan shaft mounting structure including at least two supporting bearings connected to the fan shaft. A fan-gearbox axial distance is defined as the axial distance between the output of the gearbox and the fan axial centreline, the fan-gearbox axial distance being greater than or equal to 0.35 m.

Abstract: A clutch type driving mechanism used in a hybrid powered vehicle is disclosed to include an axle housing mounted at a motor shaft of a motor, a sliding sleeve having a female thread meshed with a male thread of the axle housing, an axle bearing mounted in the sliding sleeve, an input shaft rotatably and slidably supported in the axle bearing with its one end normally kept apart from the axle housing and its other end provided with a gear, and an output shaft meshed with the gear of the input shaft. When the motor is started, the axle housing is driven by the motor shaft to rotate the sliding sleeve, and the sliding sleeve is moved along the axle housing toward the motor due to the effects of inertia, causing friction engagement between the input shaft and the axle housing so that the axle housing can drive the input shaft to transfer rotational motion to the output shaft.

Abstract: A clutch actuated by inertia mass and friction damping is disclosed, in which a relay transmission structure assembly (104) is not additionally installed with a damping device, when the input side of a prime motive end (101) drives the relay transmission structure according to a set rotating direction, relative movement is generated through the friction damping between the inertia mass of the relay transmission structure assembly (104) itself and the adjacent machinery unit contacted in a sliding means, for controlling a clutch device between the output end to perform operations of coupling or releasing.

Abstract: A disconnectible stabilizer bar assembly for a vehicle having first and second stabilizer bar halves, a housing fixed to an end portion of each stabilizer bar half, so as to align the two halves. The housing containing a stator with magnetic coil, a rotor with exterior magnets and threaded onto a hollow screw, with the stator selectively rotating the rotor and the rotation translated into axial movement of the screw. The screw having meshing means on an interior surface and an end face, the interior meshing means meshed with an exterior meshing means on one of the stabilizer bar halves, and the end face meshing means selectively coupled and decoupled with aligned mashing means on the other of the stabilizer bar halves.

Abstract: A high efficiency bicycle hub for near frictionless free wheeling comprising a hub having a toothed engagement ring, a driver having a retractable engagement member that can engage and disengage from the hub, and a retraction device to facilitate a disengaged configuration. The retraction device comprises a retaining ring having retraction members and the retractable engagement member comprises reciprocal retraction members to “catch” the retraction member to maintain a disengaged configuration. In use, forward rotation of the driver engages the retractable engagement member with the toothed engagement ring of the hub to drive the hub. Reverse rotation of the driver rotates the reciprocal retraction members underneath or behind the retraction member thereby disengaging the driver from the hub.

Abstract: An overrunning torque transmitting device that employs a plurality of cone clutches and an overload mechanism for limiting the torque transmitted through the device in a predetermined rotational direction. A method for transmitting torque is also provided.

Abstract: The invention relates to a transmission system in which the crankshaft (V) of a combustion engine (M) is coupled via a transmission device using flexible links, particularly of the belt type, to a shaft (1) of an alternator-starter (ATD), characterized in that it has a two-state coupling device, the states being a first state corresponding to a phase for starting the engine, in which the shaft (1) of the alternator-starter (ATD) drives the crankshaft (V) of the engine (M) with a first transmission ratio, and a second state in which the crankshaft (V) of the engine (M) drives the shaft (1) of the alternator-starter (ATD) with a second transmission ratio, and in that the first transmission ratio is higher than the second transmission ratio.

Abstract: A permanent magnet rotor of a generator is used to excite a electromagnet stator to generate electric power for the generator and to control a disengagement mechanism whereby the generator can disengage from an accessory, such as a gear box drive shaft, when the generator is not working properly. The permanent magnet is affixed to an outer ball screw which normally rotates with an inner ball screw that is operatively engaged to the accessory. An increased load to the electromagnet stator slows or stops rotation of the permanent magnet rotor and outer ball screw, causing the inner ball screw to move axially from the outer ball screw and away from an accessory and toward a re-settable lock.

Abstract: A drive train module with an electric motor, a clutch differential, a pair of wheel hubs and a pair of shafts, which rotatably couple the wheel hubs to the clutch differential. The clutch differential can have an input member, which can be coupled to an output shaft of the motor, and first and second overrunning clutches. The overrunning clutches permit the electric motor to drive the wheel hubs when the drive train module is activated to provide supplemental drive power, and to prevent the electric motor from being back-driven by the wheel hubs when supplemental drive power is not desired.

Abstract: A wheel hub device includes a driving barrel and a hub shell mounted rotatably on an axle of a bicycle. When the shell is rotated via the barrel to move the bicycle forward, a coupling socket disposed in the shell threadedly engages the barrel and frictionally engages the shell. A coil spring is disposed between the shell and the coupling socket such that a sudden termination of rotation of the barrel while the bicycle continues to move forward due to inertia, imparts a frictional force to the coil spring to enable the coil spring to keep biasing against the coupling socket and against the biasing force of a associating spring disposed between the coupling socket and a sliding member, thereby disengaging the coupling socket from the shell to permit smooth idle rotation of the latter and to prevent rotation of the barrel with the shell.

Abstract: A wheel hub device includes a driving barrel and a hub shell mounted rotatably on an axle of a bicycle. When the shell is rotated via the barrel to move the bicycle forward, a coupling socket disposed in the shell threadedly engages the barrel and frictionally engages the shell. A coil spring is disposed between the shell and the coupling socket such that a sudden termination of rotation of the barrel while the bicycle continues to move forward due to inertia, imparts a frictional force to the coil spring to enable the coil spring to keep biasing against the coupling socket and against the biasing force of a associating spring disposed between the coupling socket and a sliding member, thereby disengaging the coupling socket from the shell to permit smooth idle rotation of the latter and to prevent rotation of the barrel with the shell.

Abstract: A fluid operated selectively engageable torque transmitter has a fluid operated piston that is pressurized to initiate engagement of a plurality of friction plates. The plates are alternately splined to an input member and an output member. One of the input or output members has a hub member threadably engaged therewith. The hub member has one set of plates and an apply plate splined thereto. Also connected with the threaded hub is a reaction plate. When the piston is lightly pressurized, the hub will traverse the input or output member on which it is threaded until the apply plate abuts a reaction surface on the member at which point the torque transmitter will be fully engaged. Upon a torque reversal, the threaded hub will traverse in the opposite direction to disengage the torque transmitter, thereby providing a direction sensitive mechanism. When the piston is fully pressurized, the torque transmitter will respond in a normal manner to transmit torque in both directions.