In a control device and a control method for an internal combustion engine according to the present invention, when a crank angle signal is behaving abnormally, a phase angle of an exhaust camshaft relative to a crankshaft is set to a reference phase angle, and a phase angle of an intake camshaft relative to the crankshaft is determined based on an intake cam signal and an exhaust cam signal. Furthermore, the phase difference between the exhaust cam signal generated when the relative phase angle of the exhaust camshaft is set to the reference phase angle and the intake cam signal generated when the relative phase angle of the intake camshaft is set to a target value is greater after a start-up of the internal combustion engine than during the start-up.

A split ring planetary drive with at least one travel end stop received in at least one pocket of a first ring gear. The travel end stop is moveable between a first stop position in which as the planetary drive rotates in a direction the travel end stop engages the stop on the planet carrier, preventing further rotation of the split ring planetary drive in the direction, and a second position in which the travel end stop does not engage the stop on the planet carrier. The travel end stop may be a deadbolt, a snap ring or pivoting pawl.

A camshaft assembly for an internal combustion engine is provided. The camshaft assembly includes a first gear; a second gear; a hydraulically driven phasing assembly configured for varying the relative phasing of the second gear with respect to the first gear; and an idler shaft supporting the first gear. A method of constructing a camshaft assembly for an internal combustion engine is also provided. The method includes fixing a first gear and a second gear together via a hydraulically driven phasing assembly configured for varying the relative phasing of the second gear with respect to the first gear; and providing the first gear on an idler shaft.

A propulsion system includes an engine disposed within a fuselage, a first gearbox coupled to the engine, a wing member having an upper wing skin and torque box formed by a first rib, a second rib, a first spar and second spar, a drive shaft coupled to the first gearbox and disposed within the wing member, a second gear box coupled to the drive shaft and disposed outboard from the second rib or inboard from the first rib, and a rotatable proprotor coupled to the second gear box. The rotatable proprotor includes a plurality of rotor blades, a rotor mast having a mast axis of rotation, and a proprotor gearbox coupled to the rotor mast. The proprotor gearbox is rotatable about a conversion axis, which intersects with the mast axis of rotation at a point within a central region of the torque box and above the upper wing skin.

A transmission includes an input shaft, an output shaft, and a transmission device, the transmission device including a ring gear, an input member, a gear shifting slider, and an output gear.

A torque-controllable rotary actuator is provided that includes a chassis, a first and second motor, a series elastic element, and an output link. The first motor, the series elastic element, and the second motor may all rotate around a common axis, and may all be located within the same module, which may be at the joint of a robotic arm. Certain embodiments may include a first gearbox, which may be coupled to the first motor. The torque-controllable rotary actuator may also contain a torque sensor that is configured to measure a torque applied to the rotary actuator. The torque-controllable rotary actuator may also include a second gearbox coupled directly to the second motor and/or a brake coupled directly to the first motor.

The transmission member moves in a longitudinal direction of the input member to adjust a line b connecting an input central line (A) to an output central line (B) of the output shaft and a line a connecting a rotating central line (C) of the rotation shaft to the output central line (B) of the output shaft so that the lines a and b have the same length or lengths different from each other, thereby changing the rotational force of the input member to transmit the changed rotational force to the output member or transmitting the rotational force to the output member as it is.

A crank-piston mechanism for a reciprocating double-acting piston-type gas compressor that allows for infinitely variable compression ratios during operations. The mechanism includes a gear pin crankshaft, a forward piston-connecting rod, a rearward piston-connecting rod, a forward crosshead, a rearward tubular crosshead, and a tandem piston assembly. The forward piston-connecting rod and the rearward piston-connecting rod are each rotatably connected to the gear pin crankshaft about two parallel but offset axes. On the opposite end, the forward piston-connecting rod and the rearward piston-connecting rod are connected to the forward crosshead and the rearward tubular crosshead, respectively. Wherein, the forward crosshead is slidably mounted within the rearward tubular crosshead. The forward crosshead is connected to a forward piston from the tandem piston assembly and the rearward tubular crosshead is connected to a rearward piston from the tandem piston assembly. The forward piston and the rearward piston are aligned for reciprocating motion.

The phasing device includes a rotary input member and a planetary gear assembly having a sun gear connected to the rotary input member, a ring gear connected to an actuator device and a planetary carrier connected to a rotary output member.

A crank-piston mechanism for a reciprocating double-acting piston-type gas compressor that allows for infinitely variable compression ratios during operations. The mechanism includes a gear pin crankshaft, a forward piston-connecting rod, a rearward piston-connecting rod, a forward crosshead, a rearward tubular crosshead, and a tandem piston assembly. The forward piston-connecting rod and the rearward piston-connecting rod are each rotatably connected to the gear pin crankshaft about two parallel but offset axes. On the opposite end, the forward piston-connecting rod and the rearward piston-connecting rod are connected to the forward crosshead and the rearward tubular crosshead, respectively. Wherein, the forward crosshead is slidably mounted within the rearward tubular crosshead. The forward crosshead is connected to a forward piston from the tandem piston assembly and the rearward tubular crosshead is connected to a rearward piston from the tandem piston assembly. The forward piston and the rearward piston are aligned for reciprocating motion.