411results about "Electrically actuated clutches" patented technology

An electronic control clutch structure of an actuator device having a driver, a cam, a clutch wheel, and a transmission wheel is provided. The cam is connected to the driver, is driven by thereof, and includes a first actuating portion and a second actuating portion. The clutch wheel is connected to the rotating draft, rotates with thereof, and is arranged atop on the cam. The cam operatively actuates the clutch wheel. The transmission wheel is connected to the rotating draft. The clutch wheel and the transmission wheel are in a detached state when the clutch wheel is located on the first actuating portion. The clutch wheel and the transmission wheel are in an embedded state when the clutch wheel is located on the second actuating portion. The electronic control clutch structure may adapt uneven areas in the grass to perform weeding work according to the terrain changes of the grassland.

A wheel decoupling device for a motor vehicle includes a drive element, an output element, a sliding clutch arranged to connect the drive element to the output element for cojoint rotation, and an actuation unit arranged to adjust the sliding clutch. The actuation unit includes a gearwheel, a sliding ring supported on the sliding clutch in an axially fixed manner, a ramp system and a position-securing unit. The ramp unit is arranged to shift the sliding ring from a first position to a second position when the gearwheel is rotated and the position-securing unit is for axially securing the sliding ring in the first position and in the second position. In the first position, the drive element and the output element are rotationally decoupled, and, in the second position, the drive element and the output element are rotationally coupled in a form fitting manner.

The invention relates to an actuator arrangement comprising: a housing part (3) with a sleeve-shaped section (5) and a flange-shaped section (6); a ball ramp mechanism (4) with a support disc (7) and an actuating disc (8), wherein at least the support disc (7) is radially spaced from an outer surface (36) of the sleeve-shaped section (5); an actuating element (17) which is axially movable coaxially to the ball ramp mechanism (4) on the flange-shaped section (6) of the housing part (3), wherein an annular gap is formed between the outer surface (36) of the sleeve-shaped section (5) and the actuating element (17); and a spring element (23) which is arranged radially outside an actuating surface of the actuating element (17) axially between the housing part (3) and the actuating element (17) in order to exert a restoring force on the actuating element (17). The invention further relates to a differential arrangement with such an actuator arrangement.

The utility model discloses an actuating mechanism used for a motorcycle engine and the motorcycle engine, the actuating mechanism comprises a driving assembly, an output shaft assembly, a transmission assembly located between the driving assembly and the output shaft assembly, a shell and a shell cover, the driving assembly is fixed on the shell cover, the output shaft assembly is fixed on the shell, and the transmission assembly is fixed on the shell cover. The transmission assembly is located in a cavity formed by the shell and the shell cover. The driving assembly comprises a first motor and a second motor, and the output ends of the first motor and the second motor are both connected with the transmission assembly. Compared with an electric control hydraulic mechanism, the actuating mechanism cancels a compression pump or a hydraulic pump in the electric control hydraulic mechanism, so that the whole system is simpler in structure. Meanwhile, the motor is small in structure and convenient to arrange, and the overall weight of the executing mechanism is reduced. In addition, the response speed is far higher than the transfer speed of the liquid medium, and the action accuracy of the executing mechanism is also improved. And the motor is not highly dependent on the environment, so that the adaptability and reliability of the whole system to the environment are enhanced.

The utility model relates to a clutch control device which comprises a clutch execution ejector rod connected with a clutch and used for driving the clutch to be separated or combined. The automatic driving module comprises a sensor unit, a control unit and an execution unit, the driving motors comprise the first driving motor and the second driving motor, and output shafts of the first driving motor and the second driving motor are connected to the transmission assembly; the first driving motor and the second driving motor can synchronously and independently drive the transmission assembly. According to the scheme, a double-motor driving structure is used, the two motors can synchronously and independently drive the transmission assembly, and under the automatic control mode, even if one motor breaks down, the other motor can still guarantee normal work of the clutch control device.

A power tool includes an electrostatic clutch assembly disposed between a motor and an end effector. A control circuit causes a first voltage to be applied to a first electrode of the electrostatic clutch assembly and a second voltage to be applied to a second electrode of the electrostatic clutch assembly, the first voltage being different from the second voltage, generating a first attractive force between the first and second electrodes, causing a shaft and a clutch housing to be coupled to each other when a torque on one of the shaft or the clutch housing is less than or equal to a first threshold value, and allowing the one of the shaft or the clutch housing to rotationally slip relative to the other of the shaft or the clutch housing when the torque on the one of the shaft or the clutch housing exceeds the first threshold value.

A regenerative braking method and apparatus for a power-assisted bicycle. There are a regenerative braking mode and a normal travel mode during the forward riding of a power-assisted bicycle. In the regenerative braking mode, a signal is sent to a motor (1) by means of a button provided on a handlebar, upon receiving the signal, the motor (1) starts, an electrically controlled clutch (5) is powered on, so that an output end of the motor (1) is connected to wheels, then the motor (1) stops operating, the wheels drive the motor (1) to rotate, the motor (1) generates power, and braking is performed while energy recovery is achieved; and in the normal travel mode, the motor (1) stops or drives the wheels to rotate, the electrically controlled clutch (5) is not powered on, the output shaft of the motor (1) is not connected to the wheels (a coasting state) or the motor (1) drives the wheels to rotate (a power-assisted state), and the power-assisted bicycle travels normally. The apparatus and method enable a rider to select coasting and power-assisted riding or energy recovery, so that the riding process is simple and convenient, and riding comfort is improved.

A resistive and locking system for locking rotation of a shaft. The system includes a housing defining an axis AX therethrough. The housing includes a drive shaft mounted in the housing and extending axially from a bottom end of the housing and a first stage comprising a resistive mechanism provided in the housing. The housing also includes a second stage comprising a locking mechanism arranged in the housing above the first stage. The locking mechanism is biased axially to frictionally engage with and lock the first stage mechanism to prevent rotation of the drive shaft, the locking mechanism including a magnetic unlocking mechanism configured to remove the frictional engagement with the first stage on application of power to the locking mechanism.

An electric winch for axial electric clutch comprises a first motor, a bracket, a winch drum and a planetary gear reducer; wherein, the first motor and the planetary gear reducer are respectively installed at two opposite ends of the bracket, and the winch drum is rotatably arranged between the first motor and the planetary gear reducer; the planetary gear reducer comprises an input-side planetary gear set and an output-side planetary gear set for driving the winch drum to rotate, and a transmission shaft passing through the winch drum is arranged between the first motor and the planetary gear reducer.

A method for controlling a power tailgate in a vehicle power tailgate system includes steps of controlling operation of a motor to attempt to lower or raise a tailgate operably connected to the motor, determining that a clutch interposed between the motor and the tailgate (and operably connected to the motor and the tailgate) slipped by at least a predetermined slip amount during operation of the motor to attempt to lower or raise the tailgate and, responsive to the determination that the clutch slipped by at least the predetermined slip amount, generating an alert indicating a need for manual reset of the tailgate.

A clutch assembly, such as a dynamically controllable clutch (“DCC”), having an actuator for controlling coupling members for engagement and disengagement of power components. The actuator includes a cylindrical cam member with an end face extending transversely to a rotational axis of the cam member. The end face has a first cam surface and a second cam surface. The first cam surface is radially spaced from and adjacent to the second cam surface. A first cam follower follows the first cam surface and a second cam follower follows the second cam surface. A first link extends between the first cam follower and a first coupling member, and a second link extends between the second cam follower and a second coupling member.

[Problem] To achieve a structure capable of detecting a piston contact point and a clutch contact point. In order to solve the problem, a phase (theta) related to the rotation direction of a drive cam (34) when the output torque (T) or the current value (A) of a shift motor (66) starts to increase at an increase rate equal to or greater than a first threshold value when an electric friction engagement device (7) is switched from a connection mode to a disconnection mode is detected as a piston contact point (theta p). And detects, as a clutch contact point ([theta] f), a phase ([theta]) related to the rotation direction of the drive cam (34) when the increase rate is equal to or less than a second threshold value.

The present invention relates to a transmission shaft coupling system (1) comprising: - a support housing (50); - a first transmission shaft (2) guided in rotation in relation to the support housing by means of a first guide bearing (100); and - a second transmission shaft (3), coaxial with the first shaft (2), guided in rotation in relation to the support housing by means of a second guide bearing (200); and - a dog clutch sleeve (30) comprising at least one first connecting spline (33) capable of rotating the first shaft about a first axis of rotation (X) and a second connecting spline (34) capable of rotating the second shaft; wherein the first shaft (2) and the second shaft (3) are guided in relation to one another by means of a third guide bearing (300).

The invention relates to the technical field of electric cylinders, and provides a heavy-load electric cylinder actuating mechanism with bidirectional overload clutch protection, the heavy-load electric cylinder actuating mechanism with bidirectional overload clutch protection comprises an electric cylinder main body, and a motor is fixedly mounted on the surface of the electric cylinder main body. A threaded shaft rotatably penetrates through the inner wall of the electric cylinder body, and a material pushing shaft is slidably mounted on the inner wall of the electric cylinder body. According to the heavy-load electric cylinder executing mechanism with the bidirectional overload clutch protection, the clutch chuck II moves downwards to be disengaged from the clutch chuck I, at the moment, power transmission to the threaded shaft is cut off, and the material pushing shaft is slidably mounted on the inner wall of the electric cylinder body; clutch protection of the electric cylinder is achieved, breakage or deformation caused by over-torque and over-current is avoided, the service life of key components of equipment is prolonged, and the technical problem that in the prior art, in the operation process of the electric cylinder, due to the fact that the electric cylinder cannot bear high mechanical loads, negative influences on internal components of the electric cylinder to a certain degree are easily caused is solved.

An actuator includes a motor operable in first and second opposite actuation directions, a member that is driven by the motor during at least the first actuation direction, and a clutch mechanism. A force generated by the motor in the first actuation direction engages the clutch with the driving member and the force is transferred to the driving member. The driving member is maintained in position against a back-driving force by the clutch when the motor is actuated in the first direction and the driving member is back-drivable when the clutch is disengaged. The actuator may be modular and an actuator system may include two or more of the actuators and a controller that implements a control strategy to control speed and / or power of the system output by one or more of recruiting individual actuators, controlling actuation frequency of the actuators, and controlling timing of actuation of recruited actuators.

A coupling device for coupling and decoupling a drive element with an output element of a drive train for a motor vehicle includes a coupling element, linearly displaceable from a coupling position to a decoupling position, a first latching device for fixing the coupling element in a one of the coupling position or the decoupling position, a first spring element for urging the coupling element into the other one of the coupling position or the decoupling position, and a first actuator arranged to cancel the fixing of the first latching device and to further load the first spring element to displace the coupling element into the other one of the coupling position or the decoupling position. In the coupling position, the coupling element couples the drive element with the output element, and, in the decoupling position, the drive element is decoupled from the output element.

The utility model discloses an electric drive clutch actuator, which belongs to automobile power transmission technology. The existing hydraulic drive automatic clutch actuator has a high manufacturing cost. The utility model is driven by a motor to rotate a rotating ring, and the rotation of the rotating ring is converted into the axial movement of the first moving ring through the transmission of the first axial undulating surface, the first rolling body and the second axial undulating surface of the first moving ring, and then the first moving ring moves axially with the first release bearing to control the clutch. The electric drive clutch actuator changes the hydraulic drive to electric drive, omits the hydraulic system, simplifies the product structure, reduces the manufacturing cost, saves energy and protects the environment, and has reliable performance.

Actuator with an electric motor-rotatable spindle (12) for axially displacing a spindle nut to apply an actuating force and a driving disc (16) connected to the spindle (12) in a rotationally fixed manner, wherein the driving disc (16) presses against a friction surface (18) for frictionally braking the spindle (12) in an actuated position when a restoring force (14) is directed counter to the actuating force.

This control device comprises: a coupling member that is coupled to a release operation member of a clutch device; an electric actuator that displaces the release operation member via the coupling member; a control means that changes the clutch capacity of the clutch device by driving the electric actuator to displace the release operation member; a first sensor that detects an operation quantity of the electric actuator with respect to the coupling member; and a second sensor that detects a displacement quantity of the release operation member. On the basis of the detection results of the first sensor and the second sensor, the control means determines whether manual operation by an operator via a clutch operation element has intervened during automatic control of the clutch device using the electric actuator.

[Problem to be solved] There is provided a power transmission device (4) for a hybrid vehicle capable of restraining thickness of a case body accommodating a clutch (26), a release member (36), and a reduction gear pair (28, 35) from increasing, and restraining the power transmission device (4) from increasing in size. [Solution] A case member (21) of a power transmission device (4) has a case body portion (21A) that accommodates a damper (22), a wet clutch (26), a drive gear (35), a driven gear (28), and a release mechanism (36), and a bulge portion (21B) that bulges outward in a radial direction from the case body portion (21A) and accommodates the drive gear (35) constituting a part of a reduction gear pair (28, 35). A motor shaft (2A) of a motor generator (2) is disposed on a same axis as a rotating shaft (35A) of the drive gear (35), and the motor generator (2) is disposed on an internal combustion engine (1) side with respect to the bulge portion (21B) outside the case member (21).

A disconnect clutch actuator mechanism includes a shift fork, an actuator, and a position sensor. The shift fork includes a rack gear, a pair of pins, and a sensor target. The shift fork is arranged to be pivotable on the pair of pins. The actuator includes a pinion engaged with the rack gear. The actuator is arranged to pivot the shift fork. A position sensor is disposed proximate the sensor target to sense a pivot position of the shift fork. In some example embodiments, the rack gear includes a pair of arcuate portions and a toothed portion disposed on at least one of the pair of arcuate portions. The pinion is engaged with the toothed portion. In an example embodiment, the rack gear has a gap disposed between the pair of arcuate portions, and the pinion gear is disposed in the gap.

A clutch control device (50) is provided with a release shaft (53) that transmits an input from a clutch actuator (60) and / or a clutch operator to a clutch device (40). The release shaft (53) has: a first release shaft (55) that rotates by receiving an operation force from a driver; a second release shaft (57) that rotates by receiving input from the clutch actuator (60); and a third release shaft (56) having an engagement part (56a) that overlaps the first release shaft (55) and the second release shaft (57) in the axial direction and faces the first release shaft (55) and the second release shaft (57) in the circumferential direction, the engagement part (56a) rotating by receiving the rotation of the first release shaft (55) and the rotation of the second release shaft (57), respectively, thereby operating the clutch device (40). The clutch control device (50) is further provided with a bearing (90) that holds the engagement section (56a).

A lock device comprising an input member rotatable about an input axis; an output member rotatable about an output axis; an electromechanical coupling device configured to adopt an uncoupled state, where rotation of the input member about the input axis is not transmitted to a rotation of the output member about the output axis, and a coupled state, where rotation of the input member about the input axis can be transmitted to a rotation of the output member about the output axis; an electric control system configured to control the coupling device to switch between the uncoupled state and the coupled state; and a sensor in signal communication with the control system, the sensor being configured to generate a position signal indicative of a position of the output member about the output axis. A lock system comprising a lock device is also provided.

To easily provide manufacture of small quantities of many kinds of electric rheology device without requiring an expensive insert metal mold etc.SOLUTION: An electric rheology device comprises: an electrode 9 to which a flat reverse surface 7b of an ER sheet 7 is fitted by cutting the ER sheet 7 in a predetermined shape, the ER sheet 7 having ER particles 5 dispersed in an electric insulator 3 and also exposed on a top surface 7a; and a conductive adhesive layer 10 which is located between a fitting surface 9a of the electrode 9 and the reverse surface 7b of the ER sheet 7, the fitted surface 9a of the electrode 9 being stuck on the reverse surface 7b of the ER sheet 7.SELECTED DRAWING: Figure 1

An in-wheel electric motor for a vehicle comprising a stator, a first rotor arranged to be housed within a wheel of the vehicle, and coupling means for selectively coupling the first rotor to the wheel of the vehicle and decoupling the first rotor to the wheel, such that when the first rotor is coupled to the wheel, the first rotor is arranged to rotate with the wheel, and when the first rotor is decoupled from the wheel, the first rotor is arranged to be stationary with respect to the stator when the wheel rotates relative to the stator.

The invention relates to a shift device (1) for a powertrain of a motor vehicle, wherein - a control shaft (10) is provided for adjusting a control element (9), - the control shaft (10) has a first sub-portion (15) which can be driven by an actuator (36) and a second sub-portion (16) which is designed to adjust the control element (9), and - the first sub-portion (15) is mounted in a rotatable manner relative to the second sub-portion (16). A spring element (11) is provided between the two sub-portions (15, 16), the torque of the first sub-portion (15) being able to be transmitted to the second sub-portion (16) via the spring element.

A method for immobilizing a vehicle, in particular an electric bicycle. A drive train of the vehicle includes a clutch that includes a first clutch component and a second clutch component that are situated coaxially with respect to one another and configured to be rotatably fixedly connected to one another by mechanical contact in at least one predefined rotational direction. The method includes: detecting an input of a user for activating an immobilizer, and actuating an actuator as a function of the detected input, as the result of which the first clutch component and / or the second clutch component are / is displaced in the axial direction, as the result of which the mechanical contact between the first clutch component and the second clutch component is separated.

The invention relates to a drive device for a vehicle axle (VA) of a two-track vehicle having a drive unit having, in particular, an electric machine (EM), which outputs on the output side on at least one drive shaft (9) leading to a vehicle wheel (5), said drive shaft being divided into a wheel-side shaft portion (17) and an axle-side shaft portion (19), which can be coupled to or decoupled from each other in a driving manner by means of an interlocking coupling (21) in order to prevent drag losses in the deactivated drive unit (EM) during driving operation with the drive unit (EM) deactivated.

The utility model discloses a disconnect mechanism of drive shaft, drive shaft assembly and vehicle, drive shaft includes spline housing and spline shaft, spline housing is sleeved outside spline shaft, disconnect mechanism includes: mounting seat, mounting groove is formed in mounting seat; the driving structure is connected with a driving screw rod, and the driving screw rod is rotatably mounted in the mounting groove; and the movable structure is arranged outside the driving screw in a sleeving mode, at least part of the movable structure is in threaded fit with the driving screw, so that when the driving screw rotates, the movable structure moves in the axial direction of the driving screw and pushes the spline sleeve to move in the axial direction relative to the spline shaft, and the movable structure is in guide fit with the inner wall of the mounting groove in the axial direction of the driving screw. According to the disconnecting mechanism of the driving shaft, the problems that a shifting fork cannot be shifted and power cannot be disconnected and combined due to an existing shifting fork structure are solved, the power of an auxiliary drive axle of the whole vehicle can be accurately, stably and rapidly combined or disconnected, the power transmission efficiency is improved, the controllability of the vehicle is enhanced, and the fuel economy is improved.

The utility model provides an electric aero seat clutch, and belongs to the technical field of aero seats. Comprising a planetary gear set which is arranged in a case, and a planetary gear shaft is connected to the end, away from a driving motor, of the planetary gear set through a planetary gear mounting disc; the driven gear is rotationally connected to the interior of the case through a rotating shaft, the rotating shaft and the planetary gear shaft are arranged in parallel, the two ends of the rotating shaft are provided with a hand-driven gear and an adjusting assembly mounting block respectively, and the hand-driven gear and the adjusting assembly mounting block both protrude out of the case body; the clutch assembly is movably connected to the shaft body of the planetary gear shaft and used for connecting or disconnecting transmission of the planetary gear set; and the control assembly is used for controlling the sliding position of the clutch assembly. The device is simple and compact in structure and easy to manufacture and install, and the production cost and the maintenance difficulty are reduced; smooth switching between electric adjustment and manual adjustment is achieved, and the adjustment flexibility and convenience of the seat are improved.