The motorized drive according to the invention application is configured to open and/or close a wing of a barrier such as a door, main door, gate or swing shutter, a wall or sliding partition or other sliding wing. The motorized drive comprises includes a motor and a first reduction unit through which the motor can open or close the wing. The reduction unit comprises includes a first and a second toothed profile engaging together, thus realizing a gear with a variable transmission ratio depending on the angular and/or linear position of at least one of the two toothed profiles. At least one of the first and of the second toothed profile forms at least one toothed section having a pitch profile which is substantially non-circular or not formed by a simple arc of a circle or a straight line.

A synchronous drive is provided in which a non-circular rotor generates a fluctuating corrective torque to counteract a fluctuating load torque on a driven rotor. The angular orientation of the non-circular rotor can vary relative to the driven rotor so as to change the phase angle of the fluctuating corrective torque relative to the driving rotor. The arrangement may be applied in internal combustion engines with variable valve timing (VVT) systems, wherein the phase angle of a fluctuating load torque presented on a cam rotor, due to forces arising from actuation of intake and/or exhaust valves by the camshaft, varies relative to the crankshaft. The phase angle of the fluctuating corrective torque is also varied relative to the crankshaft to maintain phase relationship with the fluctuating load torque and thereby maintain reduced cam torsional vibrations and span tensions provided by the non-circular rotor during operation.

A gear (10) for a bicycle transmission (20) is described, having an external contour (11) with teeth (12a, 12b) formed thereon, wherein the external contour (11) is defined by a maximum pitch diameter (.sub.max) and a minimum pitch diameter (.sub.min), does not have any axes of symmetry and is formed exclusively with point symmetry with respect to its centre of symmetry (M). The invention was therefore based on the problem of developing a gear (10) which improves the pedaling feel of a bicycle transmission (20). The problem is solved in that the external contour (11) exhibits a change in its curvature at every point.

The present invention discloses a line gear mechanism for rotation-movement conversion, comprising a driving line gear (1) and a driven line gear (2). A stagger angle between an axis of the driving line gear and an axis of the driven line gear is any value from 0 to 180. By a point contact meshing between a driving contact curve of a driving line tooth on the driving line gear (1) and a driven contact curve of a driven line tooth on the driven line gear (2), and by utilizing rotation of the driving line gear (1), it achieves that the driven line gear (2) rotates while moving smoothly. The line gear mechanism for rotation-movement conversion is simple in structure, easy to design, can achieve small displacement of movement, and is especially suitable for the conversion of small machinery from rotation to linear motion.

The present invention relates to a gearing assembly suitable for use with a rotary engine, compressor or pump. Non-circular gears are used to drive rotors at different relative speeds to increase or decrease the volume of a series of chambers and provide the necessary requirements for intake, compression, combustion and exhaust cycles which are typical of an internal combustion engine. The non-circular gears may physically intermesh or be coupled by way of a belt or chain. The relative movement of the rotors can be controlled according to the application by the ratio of the major to minor axis of the non-circular gears. The non-circular gears may be easily removed without having to disassemble the entire gearing system.

A pinion gear, with a varied gear ratio, can be inline with a rack. When the rack moves, the pinion gear can rotate. This rotation can cause an interior of an electrical generator to rotate. Rotation of the interior of the electrical generator can cause an electricity to be produced and outputted.

A drive system for rotating a wheel of an aircraft landing gear is disclosed including a motor operable to rotate a drive pinion via a drive path; and a driven gear adapted to be attached to the wheel so as to be capable of rotating the wheel. The drive system has a drive configuration in which the drive pinion is capable of meshing with the driven gear to permit the motor to drive the driven gear via the drive path. The drive path comprises a first compensating gear mounted on a common drive shaft with the drive pinion so as to be capable of rotating in tandem with the drive pinion, and a second compensating gear which is meshed with the first compensating gear. One of the drive pinion and the driven gear comprises a roller gear having a series of rollers arranged to form a ring, each roller being rotatable about a roller axis, and the other of the dive pinion and the driven gear comprises a sprocket.

Disclosed herein are multi-turn drive assemblies, systems and methods of use thereof. The multi-turn drive assemblies enable a robot link member to have a maximum rotation of at least 360 degrees about an axis. The multi-turn drive assemblies can be incorporated into a robot arm for enabling 360 degrees rotation of one or more link members about an axis. The robot arm may be located in a transfer chamber of an electronic device processing system. Also disclosed are methods of controlling the multi-turn drive assemblies and related robots.

Various embodiments include an actuator comprising: a drive element; a transmission section; an actuating element; a mechanically active connection from the drive element to the actuating element through the transmission section; and a reset spring providing a closing force acting on the actuating element. The transmission section includes a drive gear wheel, a transmission gear wheel, and a take-off gear wheel. The transmission gear wheel includes a drive gear section and a take-off gear section. There is a first meshed engagement from the drive gear section through a first transmission function into the drive gear wheel and a second meshed engagement from the take-off gear section through a second transmission function into the take-off gear wheel. The first transmission function and the second transmission function are different. The drive gear wheel, the drive gear section, the take-off gear section, and the take-off gear wheel are arranged in one active plane.

A synchronous drive is provided in which a non-circular rotor generates a fluctuating corrective torque to counteract a fluctuating load torque on a driven rotor. The angular orientation of the non-circular rotor can vary relative to the driven rotor so as to change the phase angle of the fluctuating corrective torque relative to the driving rotor. The arrangement may be applied in internal combustion engines with variable valve timing (VVT) systems, wherein the phase angle of a fluctuating load torque presented on a cam rotor, due to forces arising from actuation of intake and/or exhaust valves by the camshaft, varies relative to the crankshaft. The phase angle of the fluctuating corrective torque is also varied relative to the crankshaft to maintain phase relationship with the fluctuating load torque and thereby maintain reduced cam torsional vibrations and span tensions provided by the non-circular rotor during operation