A method for determining timing of oil filling for a ball screw can determine whether the oil film in a specific time period is sufficient, falling or insufficient, and then know the optimum timing of oil filling, by comparing the sum of the slope values within respective time periods with a predetermined value. The method is further capable of determining the timing of oil filling even when the rotation speed of the ball screw changes. The method includes a step of signal acquisition, a step of converting signal, a step of defining and saving eigenvalues, a step of calculating eigenvalues, and a step of determining oil filling.

There is provided a torque transmission joint configured to transmit torque between end portions of a driving shaft and a driven shaft arranged in series in an axial direction. An outer-diameter-side concave-convex portion is formed on an inner periphery of one shaft of the driving shaft and the driven shaft or a member fixed to the one shaft, an inner-diameter-side concave-convex portion is formed on an outer periphery of the other shaft or a member fixed to the other shaft, and the outer-diameter-side concave-convex portion and the inner-diameter-side concave-convex portion are engaged with a circumferential gap being interposed therebetween. An elastic member is provided between the end portion of the driving shaft and the end portion of the driven shaft either directly or via another member such that torque can be transmitted between the driving shaft and the driven shaft.

A furniture system having a furniture item which includes an electrically-adjustable component, a control unit and a linear actuator for adjusting a component of the furniture item is provided. The linear actuator includes a gear mechanism including a hollow element and a first stage formed as a friction wheel stage. The linear actuator further includes a motor on a drive side and an adjustment member arranged on an output side. The linear actuator, in particular the motor, the gear mechanism and the adjustment member are adapted to alter a length of the adjustment member by means of the motor and the gear mechanism. The control unit is coupled with the linear actuator and adapted to actuate the linear actuator for adjusting the component.

A transmission damper includes a first cover plate, a flange, a spring, and a shaft. The first cover plate includes a first spring window and is arranged for fixing to a sheave for a continuously variable transmission. The flange is rotatable relative to the first cover plate and includes a second spring window. The spring is disposed in the first and second spring windows. The shaft is fixed to an inner portion of the flange and arranged for connecting to an engine crankshaft. In an example embodiment, the shaft is fixed to the flange by welding. In an example embodiment, the sheave is rotatable relative to the shaft. In an example embodiment, the shaft includes an internal taper for connecting to the engine crankshaft. In an example embodiment, the flange includes a radially extending tab arranged for contacting a portion of the cover plate after a predetermined rotation.

A transmission damper includes a first cover plate, a flange, a spring, and a shaft. The first cover plate includes a first spring window and is arranged for fixing to a sheave for a continuously variable transmission. The flange is rotatable relative to the first cover plate and includes a second spring window. The spring is disposed in the first and second spring windows. The shaft is fixed to an inner portion of the flange and arranged for connecting to an engine crankshaft. In an example embodiment, the shaft is fixed to the flange by welding. In an example embodiment, the sheave is rotatable relative to the shaft. In an example embodiment, the shaft includes an internal taper for connecting to the engine crankshaft. In an example embodiment, the flange includes a radially extending tab arranged for contacting a portion of the cover plate after a predetermined rotation.

A transmission comprising at least a first shaft and at least a second shaft parallel thereto, comprising a first gear wheel and a second gear wheel arranged on the first and second shafts, respectively, the first gear wheel of said first shaft and the second gear of the second shaft arranged as a gear wheel pair and meshing with each other, wherein the first gear wheel of the gear wheel pair is non-rotatably fixed to the first shaft and the second gear wheel of the gear wheel pair is rotatably arranged on the second shaft, an axially displaceable shifting collar for fixing the second gear wheel against rotation relative to the second shaft, an axially displaceable selector fork for actuating the shifting collar and, a damping element arranged on the selector fork and is able to engage a transmission element.

A vehicle vibration reducing apparatus includes: an inertial mass body; a first engagement device that is switched between a state where a running power source engages with a damper of a power transmission device so as to enable power transmission and a state where the engagement is released; a second engagement device that is switched between a state where the power transmission device engages with the inertial mass body so as to enable power transmission in a power transmission pass different from that of the first engagement device and a state where the engagement is released; and a third engagement device that is switched between a state where the running power source engages with the inertial mass body so as to enable power transmission in a power transmission path different from those of the first engagement device and the second engagement device and a state where the engagement is released.

A cartridge drive gear assembly for holding a drum coupling includes a drive gear having an outer surface and an inner surface, the inner surface including inner projections which extend into the interior of the drive gear and includes at least two voids disposed on opposing sides of the inner projections, and at least one slot disposed in the inner surface.

According to one exemplary embodiment of the present invention a worm shaft subassembly for supporting a worm shaft is provided. The worm shaft has a worm shaft radial load, a worm shaft axial load, and a worm shaft axial travel. The worm shaft subassembly includes at least one damping member to support the worm shaft axial load. The at least one damping member has at least one damping member axial load. The at least one damping member limits the worm shaft axial travel. The worm shaft subassembly also includes a bearing to support the worm shaft radial load and the at least one damping member axial load.

A shaft assembly for a powertrain includes a shaft having a cavity extending at least partially from a first axial end to a second axial end of the shaft and opening at at least one of the first axial end and the second axial end. For example, the shaft may be a balance shaft, a camshaft, or a transmission shaft. A first core plug is disposed in the cavity. The shaft and the core plug may be the same material, or may be different materials. The shaft may have a first density, first cross-sectional area, or first area modulus, and the core plug may have a different second density, second cross sectional area, or second area modulus which may be less than the first density, the first cross-sectional area, or the first area modulus.