Presented are dual-clutch engine disconnect devices, methods for making/using such disconnect devices, and motor vehicles equipped with such disconnect devices. An engine disconnect device for a vehicle includes a first one-way clutch (OWC) with concentric inner and outer races and torque elements interposed between and transferring torque across these races in a first direction. The first outer race rigidly attaches to a damper plate for common rotation therewith, and the first inner race rigidly attaches to a pump cover of a torque converter for common rotation therewith. A second OWC, which concentrically aligns within the first OWC, includes concentric inner and outer races with torque elements interposed between and transferring torque across these races in a second direction. The second outer race is splined to the first inner race for common rotation with the pump cover. The second inner race rigidly attaches to the damper plate for common rotation therewith.

The invention relates to centrifugal impact transmission between a drive shaft (1) with one or more rotors (1) and one or more driven shafts (6) parallel to the drive shaft (1): each rotor (1) or rotor level (1) comprises one or more arms (2) joined to the rotor (1) by a joint (4) and with a mass (3) at the free end thereof, which can be disconnected via a clutch. Each driven shaft (6) includes at least one lever (7), joined to the driven shaft (6) via a one-way clutch, and aligned with a rotor (1), the lever (7) having a return mechanism (8). In this way, each arm (2) has at least one lever (7) aligned with it, and the rotation of each rotor (1) produces the consecutive impact of the arms (2) thereof on each lever (7) aligned with the rotor (1).

Actuators and methods useful in the operation aircraft flight control surfaces are disclosed. Some of the actuators and methods disclosed may be useful in the operation flight control surfaces when a fault condition such as a jam associated with an actuator is detected. An exemplary electromechanical actuator disclosed comprises: a motor; a first screw configured for translation movement relative to a structure of the aircraft when driven by the motor; a second screw mounted in series with the first screw; and a fuse element coupling the first screw and the second screw together to permit translation movement of the second screw together with the first screw. The fuse element may permit at least partial disengagement of the second screw from the first screw to permit translation of the second screw relative to the first screw. The fuse element may also allow an active flutter damping of the flight control surface. The fuse element may comprise magneto-rheological fluid.

A device includes a transmission assembly having a first override clutch. The first override clutch is used especially for transmitting a torque between a first coupling partner and a second coupling partner. The first override clutch engages and disengages in accordance with a change in the load flow between the coupling partners. A freewheeling member which is associated with the first override clutch neutralizes the engagement between the coupling partners. The neutralization is, in particular, temporary.

A device includes a transmission assembly having a first override clutch. The first override clutch is used especially for transmitting a torque between a first coupling partner and a second coupling partner. The first override clutch engages and disengages in accordance with a change in the load flow between the coupling partners. A freewheeling member which is associated with the first override clutch neutralizes the engagement between the coupling partners. The neutralization is, in particular, temporary.

An articulation assembly includes a proximal joint, a distal joint, a joint housing, and a plunger. The proximal joint is configured to couple to a central section of a drive shaft and to rotate in response to rotation of the drive shaft. The distal joint is rotatably coupled to the proximal joint such that rotation of the proximal joint effects rotation of the distal joint. The distal joint is configured to couple to a distal section of a drive shaft to rotate the distal section in response to rotation of the distal joint. The joint housing is disposed over the proximal and distal joints. The distal joint is rotatable relative to the joint housing. The plunger is engaged with the joint housing to prevent the joint housing from rotating from a centered position until the distal joint reaches a maximum articulation angle.

The improved motorized gearbox mechanism of the present invention includes a plurality of cam-actuated gear block assemblies, which transfer power from an integral rotor and stator assembly contained in a cam/rotor assembly, to a secondary or output gear element. Each gear block assembly includes a gear block having a surface that periodically interfaces with a secondary or output gear element. When energized, the stator assembly interacts with the rotor assembly inducing the cam/rotor assembly to rotate about its central axis, thereby driving the output gear element via the plurality of cam-actuated gear block assemblies. The motorized gearbox mechanism may be powered electrically, hydraulically, pneumatically or by steam, or any conventional power source that can be adapted to use an integral stator/rotor assembly configured in the cam assembly body to generate rotative power in the cam/rotor assembly.

The improved motorized gearbox mechanism of the present invention includes a plurality of cam-actuated gear block assemblies, which transfer power from an integral rotor and stator assembly contained in a cam/rotor assembly, to a secondary or output gear element. Each gear block assembly includes a gear block having a surface that periodically interfaces with a secondary or output gear element. When energized, the stator assembly interacts with the rotor assembly inducing the cam/rotor assembly to rotate about its central axis, thereby driving the output gear element via the plurality of cam-actuated gear block assemblies. The motorized gearbox mechanism may be powered electrically, hydraulically, pneumatically or by steam, or any conventional power source that can be adapted to use an integral stator/rotor assembly configured in the cam assembly body to generate rotative power in the cam/rotor assembly.

An electric steering column apparatus includes a pressing mechanism for reducing the play between an outer jacket and an inner jacket. A pressing mechanism has a first pressing portion disposed on the outer jacket and pressing a lower surface of the inner jacket upward and a second pressing portion disposed on an axially front end side of the outer jacket and pressing an upper surface of the inner jacket downward. A tubular member housing a telescopic nut is disposed between the first pressing portion and the second pressing portion in an axial direction so as to face the second pressing portion in an up-down direction and fixed to the lower surface of the inner jacket.

In a parking lock for an automatic transmission, an electrical parking lock actuator has an electric motor, a spur gear stage driveable by the electric motor, and a worm gear stage driveable by the spur gear stage. A worm shaft of the worm gear stage is connected rotationally conjointly to an output gear of the spur gear stage, and a worm gear of the worm gear stage is connected rotationally conjointly to a transmission-side parking lock shaft. The worm shaft is fixed in an axially displaceable manner in the output gear. A stop limits the pivoting movement of the worm gear when a parking lock position of the parking lock shaft is reached. A spring braces the worm shaft in an axial direction of the worm shaft against a holding mechanism which is situated in a stop position, in which the holding mechanism is fixed by an electrically energized electromagnet.