A surgical device adapter for coupling an end effector to a surgical device includes: a proximal joint housing that is couplable to the surgical device; a middle joint housing pivotally coupled to the distal end of the proximal joint housing; and a distal joint housing pivotally coupled to the distal end of the middle joint housing. The middle joint housing is pivotable about a first pivot axis defined between the proximal joint housing and the middle joint housing. The distal joint housing is couplable to the end effector and pivotable about a second pivot axis defined between the middle joint housing and the distal joint housing, the second pivot axis being transverse to the first pivot axis.

A phasing system is provided. A phase angle between the gear hub and the cradle rotor can be driven by a planetary actuator. In some non-limiting examples, an input shaft rotationally coupled between a rotary actuator for rotation therewith. Rotation of the input shaft can unlock relative rotation between the cradle rotor and the gear hub. In some non-limiting examples, the phasing system can include a gear hub and a cradle rotor, and a torsion spring arrange therebetween. The torsion spring can be configured to apply an internal torque load between the gear hub and the cradle rotor to offset an external torque load applied to the gear hub or the cradle rotor.

A geared motor includes a stopper mechanism restricting the range of movement when the trailing gear rotates in a counter-clockwise direction. In the stopper mechanism, a first and a second angle ranges are obtained by dividing the range of angle of rotation of the trailing side gear by a virtual line passing through the center of rotation of the trailing side gear and the center of rotation of the driving side gear. In the first angle range in which the stopper touching part moves in a direction approaching the center of rotation of the driving side gear when the trailing side gear rotates in a counter-clockwise direction, the stopper touching part touches the part to be touched by the stopper. Thus, when the stopper mechanism is activated, the trailing side gear is subjected to a reaction force in a direction away from the driving side gear, making the meshing shallower.

A variable mechanical advantage shaft coupling (1), typically used in an electric power assisted steering system, comprising: an input shaft (2); an output shaft (3); and at least one lever (9), each lever comprising: a lever body; a first connection (5) connecting the lever body to a first shaft (2) of the input shaft and the output shaft at a point offset from an axis of rotation of the first shaft so that the lever body can pivot relative to the first shaft; a second connection (11) connecting the lever body to a second (3), different, shaft of the input shaft and the output shaft at a point offset from its axis of rotation so that the lever body can pivot relative to the second shaft; and a fulcrum point about which the lever body can pivot; in which each first connection (5) is able to slide along an axis substantially parallel to the axes of rotation of the first and second shafts (2, 3) along the respective lever body, each lever connecting the input and output shafts (2, 3) with a mechanical advantage that varies dependent upon the position of each sliding connection along the first shaft.

A phasing system is provided. A phase angle between the gear hub and the cradle rotor can be driven by a planetary actuator. In some non-limiting examples, an input shaft rotationally coupled between a rotary actuator for rotation therewith. Rotation of the input shaft can unlock relative rotation between the cradle rotor and the gear hub. In some non-limiting examples, the phasing system can include a gear hub and a cradle rotor, and a torsion spring arrange therebetween. The torsion spring can be configured to apply an internal torque load between the gear hub and the cradle rotor to offset an external torque load applied to the gear hub or the cradle rotor.

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.

An engine variable camshaft timing phaser (10) includes a sprocket (12), three ring gears (26, 28, 30), multiple planet gears (24), and a sun gear (22). The sprocket (12) receives rotational drive input from an engine crankshaft. One or more of the three ring gear(s) (26, 28, 30) receives rotational drive input from the sprocket (12) and rotates with the sprocket (12), and the remaining ring gear(s) (26, 28, 30) transmit rotational drive output to an engine camshaft (62). All three of the ring gears (26, 28, 30) engage with the planet gears (24). And the sun gear (22) also engages with the planet gears (24). In operation, relative rotational speeds between the sprocket (12) and the sun gear (22) causes the engine camshaft (62) to advance or retard engine valve opening and closing.

A drive-side rotor is rotated synchronously with a crankshaft. A driven-side rotor is rotated integrally with a camshaft. An internal gear section is formed at the driven-side rotor. An Oldham coupling includes: a driven Oldham flange that is formed at the drive-side rotor; a drive Oldham flange that is formed at the planetary rotor; and an Oldham intermediate that is configured to synchronize rotation of the driven Oldham flange and rotation of the drive Oldham flange while permitting eccentricity between the driven Oldham flange and the drive Oldham flange. There is satisfied a relationship of θ2<θ1 where: θ1 is a maximum tilt amount of the planetary rotor relative to the driven Oldham flange; and θ2 is a maximum tilt amount of the planetary rotor in a clearance formed at the Oldham coupling.

An engine variable camshaft timing (VCT) phaser assembly is equipped in an internal combustion engine (ICE) to adjust the rotation of the engine's camshaft relative to the engine's crankshaft. The adjustments advance and retard the opening and closing movements of the engine's intake and exhaust valves. An electric motor and a planetary gear set work together amid use of the VCT phaser assembly. The planetary gear set can include two or more ring gears, planet gears, and a sun gear. A backlash condition sometimes experienced in previous VCTs is minimized in the VCT phaser assembly by one or more springs that urge the planet gears into engagement with the ring gears.

A system for adjusting the rotational timing between driveshafts rotated by an output shaft. The system includes a flange coupler configured to be coupled to a first of the driveshafts to prevent rotation therebetween. The flange coupler defines openings therein. A coupler input gear defines openings therein and is configured to rotatably mesh with a second input gear coupled to a second of the driveshafts. Fasteners are configured to the extend through the openings in the flange coupler and the openings in the coupler input gear to rotationally fix the flange coupler and the coupler input gear, which are fixable at multiple rotational orientations therebetween. The rotational timing between the driveshafts is adjustable by rotating the coupler input gear into different orientations of the multiple rotational orientations relative to the flange coupler prior to fixing the flange coupler to the coupler input gear.