A tube arrangement includes a composite tube defining a centerline axis, wherein the composite tube comprises a proximal surface and a distal surface, and an end fitting comprising a first end disposed within the composite tube and a second end extending from the composite tube, wherein an outer surface of the end fitting defines a flared portion defining a terminus of the first end, a lobe portion disposed axially from the flared portion, and a terminating portion disposed axially from the lobe portion, the proximal surface conforms to a geometry of the outer surface of the end fitting, the lobe portion and the flared portion mechanically lock the end fitting to the composite tube to mitigate movement of the end fitting relative to the composite tube.

A tube arrangement includes a composite tube defining a centerline axis, wherein the composite tube comprises a proximal surface and a distal surface, and an end fitting comprising a first end disposed within the composite tube and a second end extending from the composite tube, wherein an outer surface of the end fitting defines a flared portion defining a terminus of the first end, a lobe portion disposed axially from the flared portion, and a terminating portion disposed axially from the lobe portion, the proximal surface conforms to a geometry of the outer surface of the end fitting, the lobe portion and the flared portion mechanically lock the end fitting to the composite tube to mitigate movement of the end fitting relative to the composite tube.

A transmission device, particularly for an engine with variable compression rate and/or variable displacement, includes, in a cylinder housing: a combustion piston capable of moving in a combustion cylinder of the engine and secured to a transmission member; a gear engaging with a first rack of the transmission member and providing transmission of the movement between the combustion piston and a crankshaft of the engine; a connecting rod engaging, at a first end, with the gear and, at a second end, with the crankshaft; and a control member engaging with the gear and secured to a control piston. The combustion piston and the transmission member are slidably linked with the cylinder housing in a main direction.

A metallic-composite joint fitting is provided. The fitting may comprise a frustoconical internal bearing having a bore, a conical sleeve configured to be disposed about the frustoconical internal bearing, a composite structure configured to couple between the frustoconical internal bearing and the conical sleeve, a metallic end fitting configured to be disposed within the bore and couple to the frustoconical internal bearing, and an external nut configured to couple to the metallic end fitting and the conical sleeve, wherein at least one of the frustoconical internal bearing or the conical sleeve comprises a flanged portion mutually configured to couple the conical sleeve to the frustoconical internal bearing via a locking ring.

A metallic-composite joint fitting is provided. The fitting may comprise a frustoconical internal bearing having a bore, a conical sleeve configured to be disposed about the frustoconical internal bearing, a composite structure configured to couple between the frustoconical internal bearing and the conical sleeve, a metallic end fitting configured to be disposed within the bore and couple to the frustoconical internal bearing, and an external nut configured to couple to the metallic end fitting and the conical sleeve, wherein at least one of the frustoconical internal bearing or the conical sleeve comprises a flanged portion mutually configured to couple the conical sleeve to the frustoconical internal bearing via a locking ring.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

A leading-edge steering system is provided for a front suspension of an off-road vehicle. The leading-edge steering system is comprised of a spindle assembly that supports a drive axle assembly to conduct torque from a transaxle to a front wheel. A first rod-end joint pivotally couples an upper suspension arm and the spindle assembly, and a second rod-end joint pivotally couples a lower suspension arm and the spindle assembly. A steering rod-end joint pivotally couples a first end of a steering rod with a leading-edge portion of the spindle assembly. A steering gear is coupled with a second end of the steering rod and configured to move the steering rod, such that the spindle assembly rotates with respect to the upper and lower suspension arms. The leading-edge portion is configured to exert primarily tensile forces on the steering rod during travel over rough terrain.

A multi-point link for a chassis of a motor vehicle. The multi-point link has at least one hollow profile portion including fiber-reinforced plastic and at least one load introduction element including a metallic material. The hollow profile portion, when viewed in cross section, has at least one hollow space formed as a circumferentially closed chamber. The hollow profile portion and the load introduction element are connected to one another in a common connection portion via a nondetachable glued plug-in connection. At least one stiffening element, which is fixedly connected to the hollow profile portion, is arranged in the chamber to increase the stiffness of the multi-point link.

A piston arrangement includes a piston movable within a cylinder in reciprocating motion along a piston axis, a rack movable with the piston, a sector gear configured to engage and disengage the rack and rotatable around a sector gear axis, a track adapted to rotate relative to the cylinder around a track axis of rotation, the piston being coupled to the track. The sector gear and the track are coupled in rotation. The track may have a shape such that the movement of the piston coupled to the track is substantially non simple harmonic. Also, an internal combustion engine comprising the piston arrangement.

A connecting rod for changing a compression ratio of an internal combustion engine includes a connecting rod head, a connecting rod pin, and an interlock. The connecting rod pin is supported by an eccentric of the connecting rod at a variable distance within the connecting rod head. The connecting rod head or the connecting rod pin includes a fluid chamber and the eccentric has a projection extending into the fluid chamber. In the alternative, the eccentric delimits a fluid chamber and the connecting rod head or the eccentric has a projection extending into in the fluid chamber. A fluid pressure in the fluid chamber exerts a force on the projection to change the position of the eccentric. In a locking position, the interlock inhibits rotation of the eccentric relative to the connecting rod head and the interlock is configured to be releasable.