A method for designing a planetary gearset meeting one or more design targets is described. Initially, a size and ratio of the planetary gear set, and the number of planet gears for the planetary gearset is specified. All valid combinations of tooth numbers and planet numbers that satisfy one or more constraints are then calculated. From these, a starting combination is selected and a value for a design target for the gear set is calculated. One or more of the macro-geometry parameters are modified, and the macrogeometry parameters are chosen such that the positive effects of one macrogeometry parameter on the design target counteract any negative effects of another macrogeometry parameter. In this way, a design for planetary gearset meeting the one or more design targets is produced. Also disclosed is a method additionally calculating a sideband distribution resulting from the selected combination. The side band distribution is compared with a design target for sideband distribution and parameters are varied as necessary to achieve the required design.

The brake assembly includes a housing, a rotor disc. The rotor disc includes at least one internal cavity. The at least one internal cavity includes a pawl and a thermal fuse. In use, the thermal fuse is configured to maintain the position of the pawl in the at least one internal cavity when a temperature is below a predetermined threshold, and wherein the thermal fuse is configured to melt when a predetermined threshold of temperature is reached during braking to release the pawl out of the at least one internal cavity towards the housing. The housing includes at least one recess configured to receive the pawl.

A landing leg assembly for a heavy duty commercial vehicle includes a first leg member defining an interior space, a second leg member telescopingly engaging the first leg member and movable between a retracted position and an extended position with respect to the first leg member, a gear assembly at least partially located within the interior space of the first leg member and operably coupled to the second leg member and configured to receive an input from a user to move the first leg member between the retracted and extended positions, the gear assembly including a shaft member and a gear member fixed for rotation with the shaft member, and an integral, single-piece bearing member including a bore that rotatably receives the shaft member, wherein the bearing member comprises a powdered metal and is directly welded to the first leg member.

A sliding table assembly includes a sliding seat unit slidably mounted to a base unit. Two auxiliary sliding seats are slidably mounted to the base unit and disposed on two sides of the sliding seat unit. A connection member is connected between the auxiliary sliding seats. Two roller sets are respectively mounted to the auxiliary sliding seats. Each roller set has rollers to roll on the base unit. A driving screw rod is coupled to the sliding seat unit and embraced by the auxiliary seats. When the sliding unit is moved by the driving screw rod, it pushes the auxiliary sliding seats to slide together therewith.

An embodiment power train for a vehicle includes a first input shaft configured to receive rotating forces from a first motor and an engine, a second input shaft configured to receive a rotating force from a second motor, an output shaft disposed in parallel with the first input shaft and the second input shaft, a transmission gear set in which a plurality of gear sets having different gear ratios are engaged with and coupled to the first input shaft and the output shaft, a shifting unit configured to select a gear set of the plurality of gear sets based on a traveling speed of the vehicle, and a motor-side transfer gear set engaged with and coupled to the second input shaft and the output shaft.

An engine assembly defining an axial direction (A) and including a gearbox, an engine core including at least one rotor, and a flexible coupling shaft having a first end and a second end along the axial direction (A). The first end of the flexible coupling shaft is connected to the engine core and the second end of the flexible coupling shaft is connected to the gearbox. A damper system is positioned at the second end of the flexible coupling shaft. The damper system is configured to reduce vibrations to the flexible coupling shaft during operation of the engine assembly.

Described herein relates to a system of and method for recovering energy and providing power in a multi-source transmission assembly, in which the transmission assembly includes secondary power sources in combination with a primary power source, where the secondary power sources are in reverse rotation with respect to the primary power source, such that energy is recovered during deceleration or the secondary power sources power the vehicle as needed. During the translation of a vehicle employing the transmission assembly, at least one motor may function, as needed, to propel the vehicle forward. During times in which the vehicle may not positively accelerating, at least one of the motors may switch to a generator mode to generate energy to be stored in a vehicle battery. As such, at least one of the motor power sources may recover an amount of energy expended by the vehicle during acceleration.

An apparatus and a method of retaining a bearing assembly having a bore to a shaft received within the bore, the method comprising physically limiting the axial movement of the bearing assembly on the shaft by a retainer mounted to an end of the shaft and having a portion extending radially beyond the shaft and into an axial path of the bearing assembly.

A method for suppressing noises in a dual clutch transmission, which has two partial transmissions and each partial transmission has at least two synchronizers, for a motor vehicle. A respective shaft of the respective partial transmission is to be synchronized by the respective synchronizer with a respective idler, which is arranged on the respective shaft and is associated with the respective synchronizer, of the respective partial transmission. To suppress noises, one of the synchronizers of one of the partial transmissions is actuated, while the one partial transmission is activated, the other partial transmission is deactivated, and the idler which is associated with the other synchronizer of the one partial transmission is connected in a rotationally-fixed manner to the shaft of the one partial transmission.

A screw actuator comprises a nut having an internal helical formation and a screw having an external helical formation and rotatably received within the nut, relative rotational movement of the nut and screw causing axial movement of one of the nut and screw relative to the other of the nut and screw. The actuator further comprises a lubricant reservoir and a lubricant pressuriser for pressurising lubricant within the lubricant reservoir. A lubricant receiving chamber is formed in the nut. The screw extends through the lubricant receiving chamber. A lubricant supply passage fluidly connects the lubricant reservoir and the lubricant receiving chamber. A valve controls the flow of lubricant between the lubricant reservoir and the lubricant receiving chamber. A lubricant supply piston is received in the lubricant receiving chamber and is mounted on the external helical formation of the screw.