A suspension thrust bearing device for use with a suspension spring in an automotive suspension strut of a vehicle. The device includes a bearing having upper and lower annular bearing members in relative rotation, the lower annular bearing member, and a damping element. An axial stiffening insert in a hub of lower annular bearing member provides a lower end curved towards the interior of the device. Lower annular bearing member has at least one slender groove opening radially outwards and having a bottom end opening axially downwards, the damping element providing a portion fitted within the slender groove.

A bearing cap according to one embodiment of this disclosure includes: a concave part that supports a crankshaft of an internal combustion engine; first bosses that are disposed one on each side of the concave part and each have a first bolt hole; and second bosses that are disposed one on each side of a bearing cap main body having the concave part and the first bosses so as to flank the bearing cap main body and each have a second bolt hole. The bearing cap is fixed to a first member of the internal combustion engine by first bolts inserted into the first bolt holes, and to a second member of the internal combustion engine by second bolts inserted into the second bolt holes. At least the pair of second bosses have higher rigidity than a frame.

An aluminum alloy cage and a method for producing the same. The aluminum alloy cage has a shot-peened aluminum alloy cage substrate and a coating formed on the surface of shot-peened aluminum alloy cage substrate, the coating including at least one nickel containing layer. The aluminum alloy cage has high fatigue strength, excellent corrosion resistance, high surface hardness and low surface friction coefficient, and exhibits excellent surface lubricity and wear resistance.

An interference fit connection for a shaft comprises a hub having a conical through opening and a reduction sleeve having a cylindrical through opening for arrangement on the shaft and a conical outer circumference, where the cone angle of the conical outer circumference corresponds to the cone angle of the corresponding conical through opening of the hub. The hub is a two-component part having a first component made of steel and a second component made of fiber-reinforced plastics material. The second component made of fiber-reinforced plastics material is designed as a ring which is arranged on the outer circumference of a sleeve portion of the first component, which sleeve portion surrounds the reduction sleeve, so as to surround this sleeve portion. The fiber-reinforced plastics material has a higher modulus of elasticity than the steel of the first component.

Steel for a crankshaft includes 0.37 to 0.42 wt % of carbon (C), 0.55 to 0.70 wt % of silicon (Si), 1.45 to 1.65 wt % of manganese (Mn), 0.025 wt % or less (excluding 0 wt %) of phosphorus (P), 0.020 to 0.035 wt % of sulfur (S), 0.15 to 0.30 wt % of chromium (Cr), 0.035 to 0.055% of vanadium (V), and the remainder of Fe and other inevitable impurities. The steel for a crankshaft has strength that is maintained high even when reducing the amount of vanadium.

A thrust roller bearing includes a plurality of radially arranged rollers, and a pair of annular washers having raceway surfaces on which the rollers roll, the raceway surfaces being arranged to face each other. The roller is made of high-carbon chromium bearing steel, and contains 1.1 mass % to 1.6 mass % of carbon and 0.1 mass % to 0.6 mass % of nitrogen in a range of 0.1 mm from a surface. A surface compressive residual stress is smaller than −900 MPa, a surface roughness is 0.01 to 0.10 in terms of Rvk and 0.01 to 0.08 in terms of Rk, and a Vickers hardness of the surface is 860 to 980. At least one of the washers is made of carbon steel, and surface roughnesses of the raceway surfaces are 0.05 to 0.20 in terms of Rvk and 0.08 to 0.15 in terms of Rk.

An automobile vehicle crankshaft including a crankshaft casting of a nodular iron. The crankshaft casting includes multiple main journals coaxially aligned on a common crankshaft casting axis. Multiple crankpin journals are fixedly connected to the main journals by individual webs. Multiple lightening holes have individual ones of the multiple lightening holes integrally formed within individual ones of the crankpin journals during casting. A bubble space is located proximate to a mid-portion of selected ones of the multiple lightening holes of the crankpin journals. The bubble space locally increases a passage size of the selected ones of the multiple lightening holes and reduces a mass of the individual ones of the crankpin journals.

A bushing collar assembly on a vehicle includes a subframe formed of a first material and a bushing collar formed of a second material. The subframe has an engagement face. The bushing collar has a sleeve shaped main body defining axial end faces. At least one of the axial end faces has a plurality of spaced apart nubs disposed thereon that are configured to deform and fully embed into the engagement face of the subframe upon application of a predetermined compressive force.

A gas turbine engine for an aircraft includes an engine core with a turbine, a compressor, and a core shaft connecting the turbine and compressor; a fan upstream of the engine core including a plurality of fan blades; and a gearbox that receives an input from a gearbox input shaft portion of the core shaft and outputs drive to a fan shaft so as to drive the fan at a lower rotational speed than the core shaft, the gearbox being an epicyclic gearbox including a sun gear, a plurality of planet gears, a ring gear, and a planet carrier arranged to have the plurality of planet gears mounted thereon, and wherein the sun gear receives input from the core shaft. At cruise conditions the torque on the core shaft is greater than 10,000 Nm and a ratio of core shaft stiffness to core shaft torque is within a specified range.

A method and system for manufacturing a cast iron crankshaft for a vehicle are provided. The system comprises a molding unit arranged to form a negative sand cast mold of the cast iron crankshaft. The mold comprising at least one molded cavity having a pattern with dimensions of the cast iron crankshaft. The system further comprises a feeding mechanism comprising a riser having a connector through which molten metallic material flows to the cast mold. The feeding mechanism feeds the molten metallic material at a riser connection angle in the at least one mold cavity. The riser connection angle corresponds to a connector modulus. The connector modulus is 20% greater than a cast modulus. The riser geometry corresponds to a riser modulus. The riser modulus is 20% greater than the connector modulus. The system further comprises a furnace, a cooling area, a separation unit, a controller and a power source.