192results about "Coupling-brake combination" patented technology

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.

[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.

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.

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.

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).

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.

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).

A rotational coupling includes a hub assembly configured for rotation about a rotational axis. The hub assembly includes a hub disposed about the axis and configured to receive a shaft and a disc extending radially outwardly from the hub. An armature and electromagnet are disposed on opposite axial sides of the disc. The electromagnet is fixed against rotation. A bearing is disposed between the hub and the electromagnet. The hub assembly and electromagnet are separated by an air gap on an outboard side of the bearing. A debris shield is axially aligned with, and extends across the radial length of, the air gap and, in some embodiments, is at least partially disposed within the air gap. The shield has a fixed end coupled to one of the hub assembly and electromagnet during assembly and a free end configured to engage the other through a spring force and / or electromagnetic attraction.

The invention relates to the technical field of mechanical transmission control, and discloses an inner gearing type one-way fluid damping ratchet device which comprises a damping inner ring, a damping outer ring, a high-viscosity fluid medium, a rotating disc and an elastic pawl assembly. The damping outer ring and the damping inner ring are coaxially arranged and form a sealing cavity; the high-viscosity fluid medium is filled in the sealing cavity; the turntable is rotatably supported through a rotating shaft; the elastic pawl assembly is fixed on the periphery of the turntable; wherein the turntable has a first rotating direction and a second rotating direction opposite to the first rotating direction; in the first rotating direction, the elastic pawl assembly abuts against the tooth surface of the damping inner ring and rotates synchronously with the tooth surface of the damping inner ring. In the second rotating direction, the elastic pawl assembly slides on the tooth surface of the damping inner ring, and the elastic pawl assembly and the damping inner ring move independently. According to the direction sensing type self-adaptive damping ratchet wheel, the function limitation that a traditional ratchet wheel can only be fully locked or fully free is broken through, and direction sensing type self-adaptive damping is achieved in a single mechanical structure.

The invention relates to a linear drive comprising a spindle drive (2), the spindle drive parts (4, 5) of which are threadingly engaged, one of the spindle drive parts (4) being mounted for longitudinal movement along a drive axis (10) and having a stroke part (11) for executing a stroke. The drum brake (18) is released when a rotationally driven spindle drive part (5) is rotationally driven and is closed when the stroke part (11) is under external load. The drum brake (18) is provided with a plurality of brake shoes (24) and a brake drum (21) having a brake surface (23) for the brake shoes (24). A release actuating element (26) and a closing actuating element (27) are provided, which actuate the brake shoe (24) in opposite directions.

A controller (4) of a winch control device (10) performs: a first control for, when a winding operation is applied in a free mode, switching the mode of a brake device (6) from the free mode to a coupled mode; a second control for, when a winch operating member (25a) is returned to a neutral position, switching the mode from the coupled mode to the free mode in a state where a command for adjusting the secondary pressure of a brake force regulator (2) to a set pressure (Pv1), which is larger than an operation amount corresponding pressure (Pv0) corresponding to the operation amount of a brake operation, is input into the brake force regulator (2); and a third control for inputting into the brake force regulator (2) a command for adjusting the secondary pressure of the brake force regulator (2) to the operation amount corresponding pressure (Pv0).

The invention discloses a one-way device for a winch. The one-way device comprises a winch driving assembly, a winch one-way assembly and a winch fixing assembly. The winch one-way assembly comprises an isolator first transmission cylinder. The winch one-way assembly further comprises an isolator second transmission cylinder, the winch transmission shaft is sleeved with one end of the isolator second transmission cylinder, and the isolator first transmission cylinder is rotationally connected to the isolator second transmission cylinder through the winch one-way bearing part. The winch one-way bearing part is used for preventing directional rotation between the isolator first transmission cylinder and the isolator second transmission cylinder. Due to the arrangement of the winch one-way bearing part, the first transmission cylinder of the isolator cannot rotate reversely relative to the second transmission cylinder of the isolator, the process does not need to be judged and executed by other equipment but cannot rotate reversely, and therefore the problems that the winch is not provided with a brake or the brake is slow in response and cannot rotate reversely are solved. And an operator or equipment is easy to damage.

The utility model relates to a transmission mechanism of a power part of a pumping unit, which is used in the field of oil extraction. The device is characterized in that an output shaft of a motor (8) is installed in a shaft hole (71) of a T-shaped coupler (7), a flange (72) of the T-shaped coupler (7) is installed on one side of a connecting drum (6), the other side of the connecting drum (6) is installed on a brake disc (50), and the front portion of an inserting shaft (51) in the middle of the brake disc (50) is installed in a tail cover of a speed reducer (3). The connecting drum has the advantages that power of the motor is transmitted to the speed reducer through the connecting drum made of the elastic material, starting is smoother, noise is low, and vibration is small.

The multifunctional hydraulic transmission brake system disclosed in the present invention includes a hydraulic valve group, a hydraulic motor, a hydraulic clutch, a planetary reducer and a hydraulic brake assembly. The motor housing of the hydraulic motor extends toward one side of its output shaft to form a hollow spline transmission shaft. The high-speed end brake and the hydraulic clutch are both integrated inside the spline transmission shaft. The end of the hydraulic clutch away from the hydraulic motor is connected to the planetary reducer, making the overall structure very compact and small in size. At the same time, since the housings of the high-speed end brake, the hydraulic motor and the hydraulic clutch are an integrated structure (spline transmission shaft), the system has good rigidity and high reliability. On the other hand, the inner ring gear of the planetary reducer extends toward the side of the hydraulic motor to the outside of the spline transmission shaft. A low-speed end brake is provided between the inner ring gear extension section and the spline transmission shaft, thereby realizing a double-insurance braking function, effectively solving the problems of the existing hydraulic transmission brake device with complex structure, low integration and single function.

A reverse-input blocking clutch includes a leaf spring having: two held portions that is arranged on both sides of an input-side engaging portion of an input member with respect to a second direction perpendicular to a first direction which is a direction of movement of a pressing surface of an engaging element moving away from or toward a pressed surface of a pressed member and a center axis of the input member, and elastically held between the input-side engaging portion and an input-side engaged portion of the engaging member; and a base portion that connects the two held portions.

An auto-engageable coupling is disclosed for use in a pumping system that includes an electric motor and a pump driven by the electric motor. The auto-engageable coupling permits the transfer of torque from the motor to the pump, but prevents the pump from applying torque to the motor. In some embodiments, the auto-engageable coupling includes a drive plate connected to a motor shaft and a reaction plate connected to an output shaft. The drive plate and reaction plate are only coupled together to transmit torque from the motor to the pump when the motor is activated and rotating in a first, intended direction. When the motor is not activated and the pump is forced to rotate in a first direction, the drive plate and the reaction plate are disengaged to prevent the delivery of torque from the pump to the motor.