162results about How to "Reduce gear ratio" patented technology

Systems and methods are disclosed for manipulating an anatomical feature within the body of the patient. An implant such as an internal jackscrew is implanted at the anatomical and has first and second attachment points that secure to spaced-apart locations on the anatomical feature, an internal rotor coupled to the jackscrew, and is configured to drive motion of the jackscrew to manipulate the anatomical feature. The system further includes an external rotor that is magnetically coupled to the internal rotor such that rotation of the external rotor at an exterior location to the patient's body affects a corresponding internal rotation of the internal rotor to manipulate the anatomical feature.

A dispensing system and method for dispensing material onto a substrate. The dispensing system includes a frame, a support, coupled to the frame, that supports the substrate at a dispensing position in the dispensing system, and a dispensing head, coupled to the frame, that dispenses the material onto the substrate. The dispensing head includes a motor unit having a first motor coupled to an output drive mechanism, and a dispensing unit, removably coupled to the motor unit, having a material outlet from which the dispensing material is dispensed, the dispensing unit having a dispensing mechanism coupled to the material outlet and coupled to the output drive mechanism of the motor unit such that operation of the first motor causes the dispensing mechanism to dispense material through the outlet. The dispensing head may be controlled for deposition of dots of material having diameters smaller than a dispensing needle of the dispensing unit.

Accessory-driving equipment connects an engine having an idle stop system, a motor-generator and an accessory including an air-conditioner compressor that is driven even at a time when the idle stop system is operated. The accessory is driven by the engine when the engine is running and driven by the motor-generator when the idle stop system is operated. The accessory-driving equipment includes a first shaft for connecting to the engine, a second shaft for connecting to the motor-generator, a third shaft for connecting to the accessory, a lock device for locking the third shaft and a clutch. The clutch and the lock device are operated so that a torque transmitted from the engine through the first shaft is distributed to the motor-generator and the accessory, or a torque is transmitted from the motor-generator to the engine.

A salad, rice and other foods washer and spinner includes an angled bowl and cover with a cranking handle that turns a basket and basket lid inside the bowl via a gear set. A twin speed gear set is disclosed which allows a different velocity of spin when the cranking handle is turned in one direction than when it is turned in the other direction. A bowl is angled with respect to a base member and a covering lid includes water inlet on a higher side of the lid that allows water from a faucet or jug to be directed through the cover and onto the basket lid where it is dispersed into the basket volume via holes in the basket lid, with water escaping, if desired through an outlet grille.

An automatic transmission includes a single-pinion first planetary gear, a double-pinion second planetary gear, a single-pinion third planetary gear, a single-pinion fourth planetary gear, clutches C1, C2, C3, and C4, and brakes B1 and B2. First to ninth forward speeds and a reverse speed are established by engaging three of the clutches C1 to C4 and the brakes B1 and B2 and disengaging the remaining three clutches and brakes.

The priority sequence in a control of adjusting the drive power with respect to a vehicle drive power request is set in the sequence of: (1) an engine output increase, (2) a motor output increase, and (3) a gear speed change in a gear ratio increasing direction. More specifically, a gear speed of a least gear ratio is selected within such a range that an engine revolution speed higher than or equal to a predetermined lower limit revolution speed is attainable. A requested drive power is achieved singly by an engine output with the gear speed selected. When the requested drive power is not achievable singly by the engine output, the requested drive power is achieved by the engine output and a motor output. When the requested drive power is not achievable by the engine output and the motor output, the gear speed is changed in a gear ratio increasing direction.

A mixed flow turbine includes a hub attached to a rotation axis and a plurality of rotor blades. Each of the plurality of rotor blades is attached to the hub in a radial direction, and the hub is rotated based on fluid supplied to a rotation region of the plurality of rotor blades. Each of the plurality of rotor blades has a curved shape that convexly swells on a supply side of the fluid.

A wave gear device has a rigid internal gear, a flexible external gear, and a wave generator. The tooth profiles of both gears are initially defined by a basic rack tooth profile shape. The lower parts of the dedendum portions of these tooth profiles are modified by curves C2 and C3 having pressure angles α2 and α3 that are less than the standard pressure angle α1 of the basic rack tooth profile shape C1. An increase in thickness of the tooth bottom side can be minimized even if the tooth depth is increased and the tooth thickness/tooth space ratio changed to increase the tooth thickness. Hence, the ratcheting torque of a wave gear device having a high reduction gear ratio can be increased without reducing the service life and strength of a pinion cutter for the rigid internal gear, or the fatigue strength of the flexible external gear.

In a multiaxial robot, a path along which the end effector of the robot moves in the shortest time duration is generated. The robot includes a first link and a second link positioned closer to an end effector than the first link. Start and end points are specified, and velocity patterns are generated for joints driving the first and second links based on the specified start end points. The velocity patterns enable a movement of the second link to cause i) a reaction for increasing an acceleration force generated by the first joint when the end effector is started to be moved from the start point toward the end point, and ii) a reaction for increasing a deceleration force generated by the first joint when the end effector is stopping to the end point.

The invention provides a power transmission apparatus for vehicle which can realize a high torque transmission efficiency and a high reduction gear ratio of a reduction gear unit with a more compact structure, and a vehicle-driving electric machinery system using the power transmission apparatus for vehicle. The power transmission apparatus for vehicle comprises a motor, a reduction gear unit for decelerating power outputted from the motor, and a differential gear unit for distributing the power decelerated by the reduction gear unit to left and right wheels. The reduction gear unit is a reduction gear mechanism including a plurality of gears mounted over a shaft which is rotatably held by a housing in a fixed position. The reduction gear unit and the differential gear unit are arranged within an area in oppositely facing relation to an axial end surface of the motor.

A speed limiting mechanisms for turbine-driven fluid distribution apparatus usable with compressible fluid such as compressed air and incompressible fluid such as water. Dynamic viscous damping of the turbine output power train is used to control the rotational speed of the turbine. This prevents overspeeding when the turbine is air driven, and also when the turbine is water driven, under abnormal conditions such as blockage of a bypass area designed to control the turbine speed by limiting flow to the turbine. The same mechanism can be used to impose a lower rotational speed in the turbine during normal operation in conjunction with a turbine optimized for lower speed operation to reduce the required gear reduction in the power train.

An object of the present invention is to provide a three-phase brushless DC motor providing a high torque and performs stable operations which can be used even when an installation space is restricted. To achieve the object, the present invention adopts an inner rotor-type three-phase brushless DC motor in which an inner rotor-type three-phase brushless DC motor comprising a rotor provided with a plurality of magnetic poles divided equally in a circumferential direction at an outer peripheral of the rotor and a stator separately arranged along an outer peripheral of the rotor, wherein the stator is provided with M−n (wherein, n is an integer equal to or larger than 1) of stator sections each provided with three stator poles each having different phases, and the relationship between number of magnetic poles provided in the rotor and the total number of stator poles is made different from the conventional one.

A load limiting mechanism for a motor vehicle, comprising at least two parts (1, 2, 10, 12, 16, 20, 21, 46, 22, 40) controlled relative to one another with a frequency controlled oscillating movement. The parts (1, 2, 10, 12, 16, 20, 21, 46, 22, 40) moving relative to one another comprise interlocking gears (3, 4, 13, 15, 24, 25, 26, 27) and the frequency controlled oscillating movement results thereby that at least one of the parts (1, 10, 21, 22) compared to the other part (2, 12, 16, 20, 40, 46) executes a wavelike oscillating feed motion, in which the gears (3, 4, 13, 15, 24, 25, 26, 27) alternately become engaged and disengaged thereby dissipating energy.

A control device for controlling a transmission configured such that when the speed change mechanism performs switching to a shift speed with a lower speed ratio in a negative torque prediction established state in which predicted input torque is negative, the predicted input torque being a predicted value of input torque input to the input member a predetermined determination reference time later, and being derived on the basis of variations in the input torque, special speed change control is executed in which a disengagement hydraulic pressure is lowered to cause a disengagement element to slip, and the disengagement element is maintained in a slipping state over an entire speed change process, which extends from a time point when the disengagement element starts slipping to a time point when a rotational speed is synchronized with a rotational speed of the input member.

A multi-speed transmission of countershaft design having a main countershaft and a hollow countershaft arranged concentrically and having likewise two load-shift elements. A first half of the shift elements is connected with a drive unit and a second half of the shift elements is connected to a gearbox input shaft. The gearbox input shafts and countershafts are mounted in a housing and connected to gear wheels, which intermesh in pairs as gear wheel pairs and can be connected or disconnected in order to reduce the overall gear ratio in the power flow. The main countershaft is mounted directly on the housing in the area of its first end and in the hollow countershaft in the area of its second end. The hollow countershaft is mounted in the housing in the area of its end that faces toward the end of the main countershaft that is mounted in the hollow countershaft.

A system includes multiple lifting devices, where each lifting device includes a drum to draw in or let out a line, and a motor and transmission coupled to the drum to apply a torque thereto. A grouping module groups the lifting devices for synchronized operation in lifting a shared load. A load distribution management module monitors an amount of weight carried by each of the grouped lifting devices and provides feedback to a user to enable more optimal distribution of the shared load amongst the grouped lifting devices.

A shift fork restrictor operably disposed in a transfer case for the purpose of allowing the shift motor to transfer energy to the currently existing double wound spring, where the energy is stored until the shift motor sensor indicates that the motor is in the proper range location. When the motor is in the proper range location, the stored energy in the spring is released by the shift fork restrictor releasing the cam allowing for maximum torque and speed to be provided through the secondary rail, cam, and shift fork to complete the requested range shift. This configuration can be used to, among other things, select a high or low range in the transfer case, as well as couple the input and output shafts together, which have different gear ratios.

A shift controller for an automatic transmission mechanism is configured such that when the engine is in a driven state in which the engine is driven by a travel inertia force or the like and an accumulated pressure amount of the accumulator is equal to or less than a predetermined threshold, the excessive engine brake force, which is generated due to the accumulation of at least a portion of the hydraulic pressure generated from the mechanical hydraulic pump in the accumulator, is inhibited or reduced by conducting upshifting that relatively decreases the gear ratio of the automatic transmission mechanism. Therefore, the generation of the excessive engine brake force can be inhibited or reduced even when the engine is in the driven state and pressure accumulation is performed.

Provided is a driving force control device capable of suppressing shifting shocks when a speed ratio is stepwise changed by a continuously variable transmission. The driving force control device has the continuously variable transmission connected in a power transmittable manner to the output shaft of an internal combustion engine through a clutch so that the device can change the speed ratio of the continuously variable transmission stepwise. The driving force control device comprises a shift deciding means (Step S1) for deciding whether or not the torque capacity of the clutch is relatively high and whether or not the speed ratio of the continuously variable transmission is stepwise changed while the vehicle is running, and a first shifting means (Step S3) for lowering the torque capacity of the clutch, when the speed ratio of the continuously variable transmission is stepwise changed, before the speed ratio is changed by the continuously variable transmission, synchronizing the rotating speed of the internal combustion engine, while the speed ratio is being changed by the continuously variable transmission, with the input rotating speed after the speed ratio is changed by the continuously variable transmission, and raising the torque capacity of the clutch after the speed ratio is changed by the continuously variable transmission.