A bi-directional coupler that selectively couples and de-couples a driving element to a driven element. The coupler includes an outer shaft having an outer shaft slot and an inner shaft having an inner shaft slot, where the inner and outer shafts are configured to rotate independently of each other. The coupler also includes a ball bearing provided within the inner shaft slot and having a size so that when the ball bearing is located at a center portion of the inner shaft slot it does not interfere with rotation of the outer shaft, where the ball bearing is held in that location by a magnet located in the inner shaft. Rotation of the inner shaft above a predetermined rotational speed causes the ball bearing to engage the outer shaft slot so as to cause the inner shaft to be locked to the outer shaft and rotate therewith.

An isolating decoupler comprising a shaft, a pulley journalled to the shaft, a torsion spring, the torsion spring comprising a flat surface planar in a plane normal to the rotation axis A-A on each end of the torsion spring, a one-way clutch engaged between the torsion spring and the shaft, a weld bead joining a torsion spring end to the one-way clutch, and a weld bead joining the other torsion spring end to the pulley.

The invention discloses a lower pair arc stop-block overrunning clutch comprising an outer rotating element, an inner rotating element, a friction block assembly, a wedge assembly, a first propeller assembly, a first elastic element and a synchronized push-block assembly, wherein a plurality of friction blocks of the friction block assembly are connected end to end and arranged between a first rotating ring and a second rotating ring; an drive element drives the first propeller assembly to press the synchronized push-block assembly to achieve synchronization of the friction block assembly; the first propeller assembly is stationary relative to the friction block assembly, the friction block assembly is pushed to rotate reversely with a driven element; the wedge assembly is wedged to generate a radial pressure on the friction block assembly so that the friction block assembly can achieve lower pair arc stop, thereby achieving the transfer of torque.

A power tool includes a motor and a gear speed reducer. The motor has a motor shaft that is rotatable in a normal direction and in a reverse direction. The gear speed reducer is operably coupled to the motor shaft. The gear speed reducer is configured such that a reduction ratio of the gear speed reducer is changed in response to a change of a rotation direction of the motor shaft.

The present invention relates to a freewheel damper arrangement (2) for a motor vehicle having a torsional vibration damper (18) having a damper shell (22), spring elements (30) arranged in the damper shell (22) and a damper flange (34) coupled torsionally elastically to the damper shell (22) via the spring elements (30), and a starter freewheel (20) having a first race (58) which can be driven by a starter motor (70) and a second race (60) which is assigned to the damper shell (22), between which clamping elements (62) are arranged. The second race (60) is non-rotatably fastened to the damper shell (22).

The present invention relates to a freewheel damper arrangement (2) for a motor vehicle having a torsional vibration damper (18) having a damper shell (22), spring elements (30) arranged in the damper shell (22) and a damper flange (34) coupled torsionally elastically to the damper shell (22) via the spring elements (30), and a starter freewheel (20) having a first race (58) which can be driven by a starter motor (70) and a second race (60) which is assigned to the damper shell (22), between which clamping elements (62) are arranged. The second race (60) is non-rotatably fastened to the damper shell (22).

The present invention relates to a freewheel-damper assembly (2) for a motor vehicle, having a torsional vibration damper (18) with a primary element (20) which is connectible or connected, on a drive side (36) of the torsional vibration damper (18), to a drive shaft (38), and with a secondary element (22) which is torsionally elastically coupled to the primary element (20) and which is connectible or connected, on an output side (46) of the torsional vibration damper (18) facing away from the drive side (36), to a transmission input shaft (48), and with a starter freewheel (58), via which the primary element (20) can be indirectly or directly driven by a starter motor (60). The starter freewheel (58) is arranged on the output side (46) of the torsional vibration damper (18). The present invention moreover relates to a drivetrain for a motor vehicle having such a freewheel-damper assembly (2).

The present invention relates to a freewheel-damper assembly (2) for a motor vehicle, having a torsional vibration damper (18) with a primary element (20) which is connectible or connected, on a drive side (36) of the torsional vibration damper (18), to a drive shaft (38), and with a secondary element (22) which is torsionally elastically coupled to the primary element (20) and which is connectible or connected, on an output side (46) of the torsional vibration damper (18) facing away from the drive side (36), to a transmission input shaft (48), and with a starter freewheel (58), via which the primary element (20) can be indirectly or directly driven by a starter motor (60). The starter freewheel (58) is arranged on the output side (46) of the torsional vibration damper (18). The present invention moreover relates to a drivetrain for a motor vehicle having such a freewheel-damper assembly (2).

A cam phasing system is provided. In some non-limiting examples, the cam phasing system includes a planetary actuator having a first sun gear, a first set of planet gears meshed to and arranged circumferentially around the first sun gear, a first ring gear meshed with the first set of planet gears, and a second sun gear. The second sun gear is rotationally fixed. The planetary actuator further includes a second set of planet gears meshed to and arranged circumferentially around the second sun gear, a second ring gear meshed with the second set of planet gears, and an input shaft rotationally coupled to the first sun gear for rotation therewith. Rotation of the input shaft rotates the first ring gear relative to the second ring gear.

A torque-transmitting arrangement for the drive train of a muscle-power-operated vehicle with auxiliary motor includes an output shaft, a first input shaft for the transmission of a torque generated by muscle power to the output shaft, a second input shaft for the transmission of a torque generated by the auxiliary motor to the output shaft, and a freewheel function, which prevents a user from having to concomitantly rotate the auxiliary motor when the auxiliary motor is inactive. A mechanical clutch transmits a torque from the second input shaft to the output shaft if, at the first input shaft, a torque prevails which acts in a drive direction of rotation on the output shaft, and transmits no torque from the second input shaft to the output shaft if, at the first input shaft, a torque prevails which acts on the output shaft counter to the drive direction of rotation.