Gearing TRIZ Cases

A motor-driven tilt screw assembly positions a column housing within a compact steering structure.

A vehicle seat pumping device uses segmented brake shoes and clutch springs to transmit force from an actuating lever to a link gear.

An inertia lever engages teeth at high rotation speeds to prevent accidental door opening during side impacts without adding mechanical complexity.

Segmented spindle threads allow quick manual length adjustment, preventing damage from excessive force during toy assembly.

Recessed link plate backs maintain pressurized lubricant pads against tensioning rails, resolving friction loss while preventing lateral lubricant displacement.

Concave and convex spacer surfaces enable angular adjustment within flexible bearings, preventing race interference during elliptic deformation.

A variable-speed belt drive uses radial force to create friction between poly-rib belts and movable pulley segments for efficient torque transmission.

Extracting the tube from the housing space simplifies assembly by removing precise positioning requirements.

Radial expansion of the plug clamps against the recess wall, simplifying mounting and lowering replacement costs.

A ball screw support structure uses guide rails and slanting surfaces to move the nut unit.

Independent input and output gear paths resolve torque ratio contradictions while minimizing vibration.

An actuator mechanism uses a guide groove formed directly on the spindle nut to restrict rotation without adding external components.

Homogeneous polyamide sliding faces reduce device complexity and assembly errors while maintaining reliable friction properties.

Replacing flexspines with rigid tooth engagement eliminates material fatigue while asymmetric wave generation balances vibration.

A ball screw integrates a force sensor on the nut to directly measure preload, avoiding environmental interference that degrades signal-based diagnostics.

A driveline system uses a synchronizer and clutch to switch between two-wheel and all-wheel drive modes.

A control unit anticipates clutch engagement delays to synchronize torque transfer in toroidal continuously variable transmissions.

Internal concave recess in a follower nut holds semi-solid grease that flows to coat the lead screw during motion.

Hydraulic control system manages oil pressure to clear pump contamination, maintaining stable speed ratios during abnormal rotation.

A transmission controller fixes the automatic transmission into a predetermined gear position during failure.

Three-part mold casting eliminates draft angles on the shoe-supporting surface, preventing thermal distortion and ensuring stable guide mounting.

An integrated rotary shaft assembly merges connection functions to eliminate dust accumulation gaps while maintaining frame lifting reliability.

Leaf spring adjusts its angle of attack to compensate for increasing restoring force as friction linings wear, maintaining constant contact pressure.

Segmenting clamping force between a spring and opposing hydraulic drives lowers pump power consumption in CVTs.

A cylindrical pressure actuator and cradle apply balanced forces to screw threads.

A CVT ratio control clamp uses a screening monitor to validate vehicle speed signals before applying pulley pressure ranges.

A motor flange unit attaches to gear housing side surfaces with bearing bushes to create a stable connection.

A PTO clutch assembly uses a hydraulic piston to drive the shaft.

An engineering plastic pulley structure integrates flanges via a bent support frame, eliminating separate press-fitting steps for easier assembly.

Cam sections engage saw-tooth ribs on a cover rib to lock the operating body, preventing accidental activation by driver fingers.

Three-stage sprocket and belt drive achieves 95% efficiency by segmenting the 30.6:1 ratio, overcoming worm drive back-driving losses.

Dynamic attitude adjustment of the distal end member maintains processing accuracy along curved paths while minimizing tissue invasion during joint replacement.

A mechanical clutch with partially toothless gears switches a motion conversion mechanism to position an intermediate transfer belt without sensors.

Segmented receiving grooves compensate for manufacturing tolerances to maintain mechanical stability and reduce material costs.

Compact belt tensioning device integrates a pivotably supported arm and torsion spring directly onto auxiliary apparatus housings.

A moveable ramp plate applies progressive frictional damping to counteract tensioner arm wind-up while maintaining responsiveness to slack belt conditions.

Counterweights on eccentric and planetary gears reduce resultant forces to minimize wear during high stroke rates.

A pawl carrier stop module halts shaft rotation through mechanical interlocking.

A brake assist system uses a crimped control rod stop to secure a single trigger spring, enabling variable force adjustment across vehicle platforms.

A ratchet tensioner employs a retractable pin to inhibit pawl movement, enabling installation in sealed engine casings.

A dual pulley tensioner rotates both wheels together to reduce arm oscillation and slippage while lowering production costs.

A switching unit decouples a power-shift clutch from the main drive train without differential speed, reducing drag torques and torque losses during driving.

Nesting the transmission support inside the case eliminates external notches, preventing dust accumulation while maintaining a smooth appearance.

A belt tension clutch switches to a non-transmitting state via a brake pedal activated coupling mechanism.

A nut design uses radial compression members to apply constant inward force on flexible fingers for precise lead screw engagement.

A tool holding system uses synchronized friction setting members to position rotary components along an axis.