257results about "Coupling-brake combination" patented technology

The invention relates to a braking device (10) for a motor vehicle with a fluid path (12) through which a fluid can flow and which has at least two line sections (14, 16), in which at least one pump element (18) and at least one valve device (34) which has a valve inlet (26) and a valve outlet (28) and which can be moved between at least two valve positions (30, 32) is arranged, wherein the valve device is fluidically connected to the pump element (18) via the valve inlet (26) by means of a first of the line sections (14), with a retarder (38), which has a stator (40), a rotor (42) and a retarder inlet (44), via which the retarder (38) is fluidically connected to the valve device (34) by means of the second of the line sections (16) via the valve outlet (28), wherein in a first of the valve positions (30) the valve inlet (26) is fluidically connected to the valve outlet (28) and in the second valve position (32) the valve inlet (26) is not fluidically connected to the valve outlet (28).

Non-backdriving rotation transmission mechanism includes an input shaft, an output shaft, a fixed casing having a cylindrical cavity that includes a cylindrical braking surface, at least one braking element connected to the input shaft and output shaft and adapted to interact with said braking surface, and mechanism for actuating the braking element from a non-braking condition to a braking condition.The braking element includes two brake pads articulated to each other and each having at least one braking contact zone adapted to interact with said braking surface, which brake pads are movable from an engagement position wherein the contact zones are remote from each other and are in contact with said braking surface, to a free position wherein the contact zones are close to each other and are not in contact with said braking surface.

Proposed is a brake device for a vehicle seat, in which when a button part is pressed, an unlocking protrusion is inserted between braking members and pushes rollers of the braking members, which are positioned on wedge surfaces, to release surfaces, such that an unlocked state is implemented.

The present invention relates to a transmission system, and construction machinery comprising the transmission system. The transmission system comprises a box body and a transmission mechanism accommodated in the box body, wherein the transmission mechanism comprises a power input shaft, a planetary gear mechanism and an output shaft, the transmission mechanism further comprises a gear shifting mechanism, the gear shifting mechanism being configured to be selectively engaged with a first output gear or a second output gear; when the gear shifting mechanism is engaged with the first output gear, power is transmitted to the output shaft via the planetary gear mechanism, in which case the transmission mechanism is in first gear; and when the gear shifting mechanism is engaged with the second output gear, power is transmitted to the output shaft bypassing the planetary gear mechanism, in which case the transmission mechanism is in second gear. By using the transmission system of the present invention, a structure is simple, a layout is compact, maintenance is more convenient, and the cost is lower.

In order to solve the problems of output port rotation after the power take-off is disengaged and the oil chamber sharing and sequence of the friction gear-engaging structure and the brake locking structure, the present invention provides a friction power take-off with a built-in brake structure, comprising a housing, an output end cover, an output shaft, an output gear sequentially sleeved on the output shaft from the inside to the outside, a gear-engaging piston, a brake piston and a brake locking assembly, a clutch friction plate group is also arranged between the output gear and the output shaft, the brake locking assembly comprises a first brake shoe for abutting against the inner wall of the output end cover, a closed cavity is arranged between the gear-engaging piston and the brake piston, the gear-engaging piston drives the clutch friction plate group to fix and separate the output gear and the output shaft, drives the brake piston to drive the brake locking assembly to lock and separate with the output end cover, thereby realizing the disengagement and engagement of the power take-off during vehicle driving, and the brake locking device avoids the rotation of the output port and the influence on the rear connection mechanism after the power take-off is disengaged.

[Problem] A design is provided that is capable of suppressing the rattling of an input element. [Solution to the problem] A leaf spring 6 has: two held sections 43, which are arranged on both sides of an input-side engagement section 14 in respect of a second direction perpendicular to a first direction, which is a direction of movement of a pressing surface 33, which moves away from or towards a pressed surface 7 and a central axis of an input element 3, and are held elastically between the input-side engagement section 14 and an input-side gripped section 34; and a base section 44, which connects the two held sections 43.

The utility model relates to the technical field of backstops, and discloses a backstop with a coupler function, which comprises a hub and a middle hub, pins are uniformly arranged outside the hub and the middle hub at intervals, an outer sleeve is sleeved outside the hub and the middle hub, connecting bolts are uniformly arranged inside the middle hub at intervals in a threaded manner, and the outer sleeve is sleeved outside the middle hub. One end of each connecting bolt penetrates through the middle hub and is in threaded connection with a backstop body, and outer teeth are evenly arranged on the outer portions of the hub and the middle hub at intervals. In the utility model, the backstop is combined with the coupler and is arranged between the output end of the speed reducer and the input shaft of the transmission drum, so that the problem of possible insufficient space when the traditional backstop is arranged on the output shaft side of the transmission drum is effectively solved, and the design not only optimizes the space utilization, but also improves the transmission efficiency. And effective realization of a non-return function is ensured, and the reliability of the structure is improved.

[Problem] To provide a vehicle power transmission unit capable of moving a vehicle with a small power when a power supply of a system is off and capable of braking the vehicle by a brake system regardless of whether a clutch is engaged or disengaged. [Solution] A power transmission unit includes an input shaft, a gear mechanism, and an axle. Power from a power source is transmitted from a rotational shaft of the power source to the axle via the input shaft and a gear mechanism. The rotational shaft and the input shaft are arranged such that axes thereof match each other. The power transmission unit further includes: a clutch provided between the rotational shaft and the input shaft and manually operated to switch engagement and disengagement between the rotational shaft and the input shaft; a brake mechanism including a brake rotor provided not to rotate relative to the input shaft.

An auxiliary differential mechanism for a work vehicle includes a housing fixed with respect to the differential, a main shaft extending within the housing along a rotation axis and configured to couple to the differential and rotate about the rotation axis, and a wheel shaft extending along the rotation axis and configured to rotate about the rotation axis to drive the ground-engaging wheel or track. A brake is located between the main shaft and the housing, and a brake piston is configured to selectively engage the brake to ground the main shaft to the housing. A clutch is located between the main shaft and the wheel shaft, and a clutch piston is configured to selectively engage the clutch to tie the wheel shaft to the main shaft to corotate together. An intermediate piston between the brake and the clutch is selectively movable to engage the brake or the clutch.

The present invention relates to a clutch-brake unit, in particular for an aircraft, comprising a brake, a clutch and a control unit, which is designed and arranged to actuate the brake and / or the clutch, wherein the control unit has an actuator and a movable control element, wherein the actuator is designed and arranged to move the control element from a neutral position to a first and / or second control position, thereby enabling the brake and / or the clutch to be actuated.

Turbomachine (10) for an aircraft, comprising a compressor (12), an annular combustion chamber (16), a turbine (20), and a tube (52) extending axially inside a shaft (28) and comprising an upstream end (52a) rotationally fixed to an upstream end (28a) of the shaft (28), characterized in that the shaft (28) comprises a downstream end (28b) that is free to rotate relative to a downstream end (52b) of the tube (52) over a predetermined angular stroke (β), and that is connected to this downstream end (52b) of the tube (52) by an automatic brake pad system (54). Abbreviated figure: Figure 1

The utility model provides a composite tooth type electromagnetic clutch with a braking function, which comprises a driven fluted disc which is fixedly connected with a power output end and is provided with first meshing teeth, an inner ring which is fixedly connected with a load input end, and a magnet yoke which is fixedly connected with a rack and is provided with second meshing teeth, the movable disc is arranged between the magnet yoke and the driven fluted disc and is provided with third meshing teeth and fourth meshing teeth; a coil is arranged on the magnet yoke; the movable disc and the inner ring are connected through a spring piece, and an elastic piece is arranged between the movable disc and the inner ring. The clutch has dual functions of a clutch and braking. Compared with an existing friction mode, through the meshing mode of the meshing teeth, abrasion is greatly reduced, the service life is prolonged, the torque is large, the transmission torque is large, the structure is simple, installation is convenient, and later maintenance is also convenient.

Proposed is a brake device for a vehicle seat, in which when a button part is pressed, an unlocking protrusion is inserted between braking members and pushes rollers of the braking members, which are positioned on wedge surfaces, to release surfaces, such that an unlocked state is implemented.

Provided is a new angular position holding device comprising a joint member (4) in which a female engagement part (16) and a male engagement part (18), although disposed at different axial positions on the same axis, can be integrally molded through powder metallurgy. In the joint member 4, an annular thick part 21 is provided at a corner section between the outer peripheral surface of an opposite-side bearing part 14 having the male engagement part 18 and the opposite-side surface of an intermediate plate 10 in the axial direction.

The invention relates to a hydraulic brake, clutch or clutch-brake combination for a work machine, which is designed to be switchable by means of a hydraulic medium delivered by a hydraulic pump (18), with a rotor disk (4) arranged on a shaft in a rotationally fixed but axially displaceable manner and a counterpart (15) cooperating therewith, wherein the counterpart (15) is mounted axially displaceably in relation to the rotor disk (4), with a mechanical force transmitter (17) designed to apply force to the counterpart (15) in the axial direction, and with a hydraulic piston (13) provided by a cylinder-piston arrangement (12), which is designed to be movable in the axial direction and is designed to act on the counterpart (15) in the event of pressure being applied with hydraulic medium delivered by the hydraulic pump (18) in a manner counter to the force applied by the force transmitter (17), characterized in thatthat the hydraulic pump (18) fluidically interacts with a reservoir (20) accommodating hydraulic fluid, wherein the hydraulic pump (18) and the reservoir (20) are designed for intended use exclusively with the cylinder-piston arrangement (12), and that a bypass line (24) is provided which fluidically bypasses the hydraulic pump (18) and fluidically connects the reservoir (20) to the cylinder-piston arrangement (12), wherein an electrically switchable valve (25) is integrated into the bypass line (24) and is designed to open the bypass line (24) in the event of a de-energized position of the valve (25).

The planetary reducer, powertrain, and vehicle are characterized in that the planetary reducer (A) includes a housing (1), a sun gear (2), an internal gear (4), a plurality of planetary gears (3), and a planet carrier (5), and further includes a cylindrical portion (6) fitted to the outside of the internal gear, a sleeve portion (7) fitted to the outside of the cylindrical portion, an elastic portion (8) installed between the cylindrical portion and the sleeve portion, a first friction ring (60) attached to the cylindrical portion, a second friction ring (50) attached to the planet carrier, a third friction ring (70) attached to the sleeve portion, a fourth friction ring (10) attached to the housing portion, and a controller (9) attached to the housing portion, and the first friction ring and the second friction ring are provided alternately between the sleeve portion and the cylindrical portion, and the third friction ring and the fourth friction ring are provided alternately between the controller and the sleeve portion. This planetary reducer effectively simplifies the structural design and reduces the difficulty of control. When used in a vehicle, it can realize the interlocking control of the brake and clutch, and ensure that there is no loss of driving force when the vehicle changes gears.

The present invention relates to a device for limiting and / or transmitting torque, wherein the device has a damping element (6) which is designed in one piece and which, when the permissible torque is exceeded or when a brake is switched, connects a drive disc (4) of the torque limiter or the brake to the housing or another load-bearing component of the device.

A combined axle disconnect and parking lock system for a vehicle with a single drive source and wheels. The system includes an output shaft and an intermediate gear permanently fixed for rotation with the output shaft. An output gear is mounted on the first output shaft for selective relative rotation. The system also includes a sleeve and a switching assembly configured to move the sleeve relative to the output shaft to switch the system between multiple states. When the system is in a first of the multiple states, the sleeve is moved such that the output gear can rotate relative to the first output shaft, and the drive wheels can rotate freely and are not coupled to the drive source.When the system is in the second of several states, the sleeve is moved such that the output gear cannot rotate relative to the first output shaft, and the drive gears can rotate freely and are coupled to the drive source. When the system is in the third of several states, the sleeve is moved such that the drive gears cannot rotate freely.

To provide a novel angle position holding device 2 including a joint member 4 that can be integrally molded with powder metallurgy despite the fact that a female engagement part 16 and a male engagement part 18 are coaxially arranged in axially different positions.SOLUTION: A joint member 4 is provided with an annular thick wall part 21 in a corner part between an outer peripheral surface in the other side bearing part 14 including a male engagement part 18 and the other side surface in an axial direction of an intermediate plate 10 to which a female engagement part 16 and a proximal end of the male engagement part 18 are connected.SELECTED DRAWING: Figure 1

A braking arrangement (100) for deaccelerating a vehicle is provided. The braking arrangement comprises, a drive clutch unit (104), a secondary clutch-brake unit (106) and an electronic control unit (108). When the brake pedal (114) is operated, the sensor (112) senses the movement of the brake pedal (114) and provides sensed signal to the control unit (108). The control unit (108) generates and transmits the control signal to the control valves (110) which in turn triggers solenoids of both the control valve (108) and an engagement is provided to the drive clutch unit (104) and secondary clutch-brake unit (106) respectively. At first the drive clutch unit (104) is engaged automatically irrespective of the vehicle drive mode. Gradually the secondary clutch-brake unit (106) is actuated. The present arrangement provides expedited deacceleration of the vehicle over conventional arrangements.

The invention relates to a drive module (1) of a motor vehicle (2), at least comprising a drive unit (3) with a drive shaft (4), and an axle (5) of the motor vehicle (2) with a first output shaft (6) and a second output shaft (7) which output shafts can be connected in a torque-transmitting manner to the drive shaft (4) via at least one clutch (8, 9) or can each be connected via a clutch (8, 9) in a torque-transmitting manner; wherein the first output shaft (6) can be braked via a first brake (10) and the second output shaft (7) can be braked via a second brake (11 ); wherein at least one of the brakes (10, 11) and the at least one clutch (8, 9) can be activated by a common activation unit (12, 13).

The invention provides a clutch device which can be assembled between a driving source and a driven body and can prevent transmission of impact torque from the driven body to the driving source. A clutch device (1) is provided with a first rotating member (2), a second rotating member (3), a third rotating member (4), an engagement member (5), and a flywheel (6) fixed to the first rotating member (2). When torque is input to the second rotating member (3), torque is transmitted between the second rotating member (3) and the third rotating member (4) while the first rotating member (2), the flywheel (6), the second rotating member (3), the third rotating member (4), and the engagement member (5) are in a stable rotating state in which the first rotating member (2), the flywheel (6), the second rotating member (3), the third rotating member (4), and the engagement member (5) rotate integrally. When the torque acting on the third rotating member (4) increases sharply in the steady rotating state, the flywheel (6) is brought into a torque transmission restriction state in which the torque transmitted between the second rotating member (3) and the third rotating member (4) is reduced or lost on the basis of the inertia force acting on the flywheel (6).

The primary proposal is a slide-out arrangement (10) for a vehicle (200) and a coupling module (100) for this purpose. The slide-out arrangement (10) comprises a drive system (20) by means of which a slide-out box (230) can be moved. The drive system (20) has at least one electric motor (22) which, in a functional state, is operatively connected to at least one drive wheel (28) for moving the slide-out box (230). It is proposed that the drive system (20) has at least one switchable coupling device (40), which is designed as a fluid-controlled coupling device (40) and by means of which the operative connection between the electric motor (22) and the drive wheel (28) can be interrupted and established by means of a decoupled state. A coupling module (100) is also proposed, which combines a coupling device (40) and a brake device (32).

A rotary actuator includes a motor powering a harmonic drive during normal operation. The rotary actuator includes a brake that can selectively hold the position of the harmonic drive even in the event of main power loss to the rotary actuator. The rotary actuator includes a clutch arrangement that allows freewheeling of the harmonic drive in only a first rotational direction in the event of power loss to the rotary actuator. The clutch arrangement also enables movement in the second rotational direction without transferring to the motor when the counter-load on the harmonic actuator exceeds a predetermined amount of force.

An output shaft is configured by connecting a first shaft and a second shaft, coaxially arranged with each other, by a reverse input cutoff clutch 20; an end portion on one side in an axial direction of the second shaft located on an opposite side from the first shaft with a gear portion sandwiched in between in the axial direction being rotatably supported with respect to a fixed portion by a bearing device; the reverse input cutoff clutch having a function that, when rotational torque is input to the first shaft, transmits the rotational torque input to the first shaft to the second shaft, and when rotational torque is reversely input to the second shaft, completely cuts off the rotational torque reversely input to the second shaft and does not transmit the rotational torque to the first shaft, or transmits part of the rotational torque to the first shaft and cuts off the remaining portion.

The present invention relates to a power transmission device. The power transmission device has: a first clutch member (4a) connected to an output shaft (3); a second clutch member (4b) attached with a driven side clutch plate (7); and a reverse torque transmission cam, which can move the second clutch member (4b) and press the driving side clutch plate (6) and the driven side clutch plate (7) when a rotational force is input to the first clutch member (4a). The power transmission device also includes a damping member (12), which is placed between the first clutch member (4a) and the second clutch member (4b); and can be compressed in the process of the link member (9) moving and the pressure member (5) moving from the non-working position to the working position, so as to allow the link member (9) and the pressure member (5) to move and apply a driving force.

The invention discloses a hydraulic control system and method for automatic matching of a hydraulic clutch and a hydraulic brake. The hydraulic control system comprises an oil tank assembly, an electric proportional pressure reducing valve and a hydraulic control pressure reducing valve. The electric proportional pressure reducing valve is a three-way type proportional pressure reducing valve, and the hydraulic control pressure reducing valve is a three-way pressure reducing valve. The oil inlet end of the one-way valve communicates with the oil tank assembly through the pump set, and the oil outlet end of the one-way valve communicates with the energy accumulator, an oil inlet P of the electric proportional pressure reducing valve and an oil inlet P of the hydraulic control pressure reducing valve. An oil outlet A of the electric proportional pressure reducing valve communicates with a control port X of the hydraulic control pressure reducing valve and the brake set, and one end of the brake releasing electromagnetic valve communicates with the brake set. An oil outlet A of the hydraulic control pressure reducing valve and one end of the clutch releasing electromagnetic valve are communicated with the clutch set, and the other end of the clutch releasing electromagnetic valve, the other end of the brake releasing electromagnetic valve and an oil return opening T of the electric proportional pressure reducing valve are communicated with the oil tank assembly. The function that the clutch is automatically engaged while the brake is released can be achieved.

The invention relates to a support device, in particular for a vehicle panel, comprising: a housing which can be connected between the vehicle panel and a vehicle body and which comprises at least a first housing part and a second housing part, the first housing part and the second housing part being movable relative to one another in a telescopically guided manner; a spindle mechanism which is coupled to the housing, the spindle mechanism comprising a spindle rod and a spindle nut which is in threaded engagement with the spindle rod, and one of the spindle rod and spindle nut being arranged in the housing so as to be rotatable about a spindle axis and the other of the spindle rod and spindle nut being arranged in the housing so as to be rotationally fixed; and a first brake device (16) which is coupled to one of the spindle rod and spindle nut in order to brake the rotation of said one of the spindle rod and spindle nut, the first brake device (16) comprising a first centrifugal element (24) and a second centrifugal element (25) which are rotatable about a central axis of rotation (D), and the first brake device (16) being able to be activated by centrifugal forces by being rotated relative to the housing about the central axis of rotation (D). The aim of the invention is to provide a support device, in particular for a vehicle panel, which in particular reliably and securely brakes or prevents an undesired closing movement of the vehicle panel in any position of the vehicle panel and can be assembled in a time-saving manner. This is achieved in that the first centrifugal element (24) and the second centrifugal element (25) consist at least in part of a ferromagnetic material.

The invention relates to a drive train arrangement, preferably for a wind turbine, comprising a rotor shaft (2), a generator (5) and a gearbox (1) which is connected directly or indirectly to the rotor shaft (2) and the generator (5), wherein the gearbox (1) is at least partially or completely integrated into the rotor shaft (2).