A phase adjuster assembly configured to adjust a phase between a driving component and a driven component of an internal combustion engine is generally provided. The assembly includes an input gear assembly comprising an input gear configured to engage a driving component, and a spline carrier. An output gear assembly includes an output gear configured to engage a driven component, and a drive plate configured to drivingly engage with the spline carrier. Various components disclosed herein are formed as stamped sheet metal components. Additionally, various connections between adjacent components are provided via relative uncomplicated processes, such as welding.

A cam-type damper 118 includes a drive cam 131 provided on a clutch shaft 114 without capability of relative rotation and a driven cam 132 provided on a main shaft 103 without capability of relative rotation. The clutch shaft 114 contains a shaft end of the main shaft 103 and the main shaft 103 is rotatably supported on the inner circumferential surface of the clutch shaft 114. The driven cam 132 provided on the main shaft 103 is disposed between a front end surface 114g of the clutch shaft 114 and a rear end surface 103h of a main shaft gear 103d provided on the main shaft 103 and the movement of the driven cam 132 in the axial direction is restricted.

An electric steering column device includes a column housing, and a first shaft, a connection shaft and a second shaft provided in the column housing. The connection shaft is movable in an axial direction of the first shaft and the second shaft and is connected to the first shaft and the second shaft so as to rotate together with the first shaft and the second shaft. The first and second shaft are connected to the connection shaft so that the first shaft always rotates at the same rotation speed and that a rotation speed of the second shaft is varied depending on whether or not the connection shaft moves in the axial direction. The device is capable of securing an optimized steering performance by adjusting steering responsibility of a steering wheel depending on a driving state of the vehicle.

A joint assembly includes a first shaft having an end, a second shaft having an end, a first inner ring coupled to the first shaft, and a second inner ring coupled to the second shaft. The assembly further includes a sleeve coupled to the first and second inner rings, the first and second inner rings disposed within the sleeve, and a centering device engaging the ends of the first and second shaft. The centering device is configured to maintain the angular positions of the first and second shafts relative to one another, and the centering device is substantially fixed from rotation during rotation of the first and second shafts.

A joint assembly includes a first shaft having an end, a second shaft having an end, a first inner ring coupled to the first shaft, and a second inner ring coupled to the second shaft. The assembly further includes a sleeve coupled to the first and second inner rings, the first and second inner rings disposed within the sleeve, and a centering device engaging the ends of the first and second shaft. The centering device is configured to maintain the angular positions of the first and second shafts relative to one another, and the centering device is substantially fixed from rotation during rotation of the first and second shafts.

A rotary valve includes a first ball valve including a first stem extending from a first proximal stem end to a first distal stem end outward from the first ball valve. The first stem including a first slotted opening extending from the first distal stem end into the first stem. The rotary valve includes a second ball valve including a second stem extending from a second proximal stem end to a second distal stem end outward from the second ball valve. The second stem including a second slotted opening extending from the second distal stem end into the second stem, wherein the second stem extends towards the first stem. The rotary valve includes a drive key located within the first slotted opening and the second slotted opening. The drive key extending from the first slotted opening of the first ball valve to the second slotted opening of the second ball valve to operably connect the first ball valve to the second ball valve. The drive key has a non-uniform thickness.

A coupling assembly adapted for use on an item of equipment having a first component and a second component and including an eccentric axis plate having a first surface that is operatively connected to the first component and a second surface having a drive tang extending therefrom, a slider plate having a first surface that is in operational contact with the drive tang and having a first groove therein and a second surface having a second groove therein, and an adapter plate having a first surface that is in operational contact with the slider plate second surface and having an adapter plate tang extending therefrom and a second surface that is operatively connected to the second component. The longitudinal axis of the first component and the longitudinal axis of the second component are non-parallel, and the assembly is adapted to couple the first component and the second component.

A coupling assembly adapted for use on an item of equipment having a first component and a second component and including an eccentric axis plate having a first surface that is operatively connected to the first component and a second surface having a drive tang extending therefrom, a slider plate having a first surface that is in operational contact with the drive tang and having a first groove therein and a second surface having a second groove therein, and an adapter plate having a first surface that is in operational contact with the slider plate second surface and having an adapter plate tang extending therefrom and a second surface that is operatively connected to the second component. The longitudinal axis of the first component and the longitudinal axis of the second component are non-parallel, and the assembly is adapted to couple the first component and the second component.

A variable camshaft timing system including a first camshaft phaser having an input that is configured to receive rotational force from a crankshaft and an output that is configured to link with a first camshaft of a concentric camshaft assembly to change the angular position of the first camshaft relative to a crankshaft; and a second camshaft phaser having an output that is configured to link with a second camshaft of the concentric camshaft assembly to change the angular position of the second camshaft relative to the crankshaft, wherein the first camshaft is concentrically positioned to the first camshaft and the first camshaft phaser is mechanically linked to the second camshaft phaser to communicate rotational force from the crankshaft to the second camshaft phaser through the first camshaft phaser and the mechanical link.

A variable camshaft timing system including a first camshaft phaser having an input that is configured to receive rotational force from a crankshaft and an output that is configured to link with a first camshaft of a concentric camshaft assembly to change the angular position of the first camshaft relative to a crankshaft; and a second camshaft phaser having an output that is configured to link with a second camshaft of the concentric camshaft assembly to change the angular position of the second camshaft relative to the crankshaft, wherein the first camshaft is concentrically positioned to the first camshaft and the first camshaft phaser is mechanically linked to the second camshaft phaser to communicate rotational force from the crankshaft to the second camshaft phaser through the first camshaft phaser and the mechanical link.