237results 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.

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 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.

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.

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.

[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).

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.

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 invention relates to an electrically actuated differential lock for a differential of a vehicle axle consisting of two coaxial wheel shafts 3 rotatably driven about a pivot axis 6 and comprising an axle bridge housing 1). One of the wheel shafts 3 is non-rotatably connected to the differential carrier 5 of the differential by means of a coupling device 4. The differential carrier 5 has a non-rotatably connected first coupling ring, with its first coupling side facing away from the differential, coaxially to the pivot axis 6 of one wheel shaft 3. A locking slide 14 is non-rotatably guided coaxially on one wheel shaft 3 and has a corresponding second coupling side of a second coupling ring facing towards the first coupling side.The locking slide 14 can be driven by an electric motor to adjust between an out-of-engagement position of the first and second coupling sides from each other and an in-engagement position of the first and second coupling sides into each other.

The invention relates to an electrically actuated differential lock for a differential of a vehicle axle consisting of two coaxial wheel shafts 3 rotatably driven about a pivot axis 6 and comprising an axle bridge housing 1). One of the wheel shafts 3 is non-rotatably connected to the differential carrier 5 of the differential by means of a coupling device 4. The differential carrier 5 has a non-rotatably connected first coupling ring, with its first coupling side facing away from the differential, coaxially to the pivot axis 6 of one wheel shaft 3. A locking slide 14 is non-rotatably guided coaxially on one wheel shaft 3 and has a corresponding second coupling side of a second coupling ring facing towards the first coupling side.The locking slide 14 can be driven by an electric motor to adjust between an out-of-engagement position of the first and second coupling sides from each other and an in-engagement position of the first and second coupling sides into each other.

Title of the invention: Transmission shaft coupling system The present invention relates to a transmission shaft coupling system comprising: - a driving shaft (2) including a first drive spline; - a driven shaft (3) coaxial with the driving shaft including a second drive spline; - a dog clutch sleeve (30) including at least a first connecting spline adapted to drive the driving shaft in rotation about a first axis of rotation (X) and a second connecting spline adapted to drive the driven shaft in rotation;- an actuation device (10) comprising an electric motor kinematically linked to a speed reduction device, an output shaft (40) of the speed reduction device rotating about a second axis of rotation (Y), an interface component (20) disposed at the end of the output shaft and arranged to pivot within the dog clutch sleeve, and an elastic damping means (50) acting in torsion about the second axis of rotation (Y) is disposed between the output shaft (40) and the interface component (20) of the actuation device. Abstract figure: Figure 1;

This application provides an electro-mechanical braking apparatus with an in-shaft locking mechanism, an electro-mechanical braking system, and a vehicle. The electro-mechanical braking apparatus includes a brake motor, a gearbox, a brake, and the locking mechanism. The brake motor is in transmission connection to the brake via the gearbox and drives the brake to brake the vehicle. The gearbox includes a gear shaft for implementing a transmission function. The locking mechanism is located on a side of the gearbox in an axial direction of the gear shaft. The locking mechanism includes a clutch, an axial moving part, and a locking motor. The clutch is accommodated in an inner hole of the gear shaft. The axial moving part is configured to move relative to the clutch in the axial direction of the gear shaft and control the clutch to lock or release the gear shaft. The locking motor is configured to drive the axial moving part to move away from or toward the clutch. The locking mechanism of the electro-mechanical braking apparatus in this application is disposed inside the gear shaft of the gearbox, and the electro-mechanical braking apparatus is small in volume and reliable in parking.

To provide a technology which can reduce a size of an engagement device.SOLUTION: A first support part 34 for supporting a first friction engagement element 31 is arranged at a first member 1 or a member which is non-rotatably supported by the first member 1, and a second support part 35 for supporting a second friction engagement element 32 is arranged at a second member 2 so as to be located outside in a radial direction R with respect to the first support part 34. The first member 1 comprises a first radial-direction extension part 11 arranged at a second side L2 in an axial direction with respect to the friction engagement elements 31, 32, and extending along the radial direction R. The first radial-direction extension part 11 comprises: a regulation part 111 for regulating the movement of the friction engagement elements 31, 32 to the second side L2 in the axial direction; and an axial-direction support part 112 arranged inside the radial direction R with respect to the regulation part 111, and supporting a linear motion conversion mechanism 42 in an axial direction L. The linear motion conversion mechanism 42 is arranged at a position overlapped with the friction engagement elements 31, 32 in a radial-direction view and inside the radial direction R with respect to the friction engagement elements 31, 32.SELECTED DRAWING: Figure 1

The present invention discloses an elevator with an electrically actuated clutch structure and a working method thereof. The elevator includes a base, a lifting plate, a clutch drive mechanism and a tray. The lifting plate is slidably connected to the base. A tray is fixed to the top of the lifting plate. A vertically arranged rack is fixed to the lifting plate. The clutch drive mechanism is installed in the middle of the base. The clutch drive mechanism includes a mounting frame, a drive module, a locking module and a voltage generator. The mounting frame is fixed to the base. The drive module includes a first clutch transmission assembly, a second clutch transmission assembly, a reverse transmission assembly and a motor; the locking module includes a third clutch transmission assembly. The present invention utilizes the on-off control of two sets of clutches of the reverse transmission of the input shaft to achieve the lifting control of the elevator, and the on-off control of the third set of clutches to achieve the locking of the elevator at any position; the lifting and locking control of the elevator can be achieved when the motor continues to rotate at a constant speed.

The present invention relates to an assembly comprising an actuation device (100) and a transmission system (200) for a motor vehicle. The actuation device (100) comprises an actuation housing (10), an electric motor (11), a drive shaft (19) rotating about a Y-axis, a torque output element (50), and a reduction mechanism (20) disposed between the drive shaft (19) and the torque output element (50). The transmission system (200) comprises a transmission housing (60), a sliding sleeve (80) movable axially between two extreme positions about an X-axis substantially perpendicular to the Y-axis, and a receiving housing (81) for the torque output element (50). According to the invention, a portion of the drive shaft (19) extends axially along the Y-axis inside the torque output element (50). Figure for the abbreviation: Figure 1

A clutch control device (50) is provided with a release mechanism (51, 151) for operating a clutch device (40). The release mechanism (51, 151) is provided with: a control-side release shaft (56) which is supported by the clutch actuator (60) and which rotates by receiving input from the motor (61); a clutch-side release shaft group (57, 157) that has a plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) that integrally rotate by receiving the rotation of the control-side release shaft (56), and that is detachably engaged with the control-side release shaft (56); and a lift-off shaft (52) that initiates operation of the clutch device (40) by rotation of the clutch-side release shaft group (57, 157). The plurality of clutch-side release shafts (57A, 57B, 57C, 157A, 157B) are disposed so that the central axes thereof are offset from each other.

The utility model discloses an electric drive clutch actuating mechanism which comprises a shell, a lead screw is arranged in the shell, a push rod sliding sleeve is sleeved on the lead screw, and the lead screw can drive the push rod sliding sleeve to move. A clutch separation push rod is further arranged on the push rod sliding sleeve, the central axis of the clutch separation push rod is parallel to the central axis of the lead screw, and the push rod sliding sleeve can drive the clutch separation push rod to move. The push rod sliding sleeve is further provided with a plurality of sliding rail penetrating holes, the central axis of each sliding rail penetrating hole is parallel to the central axis of the lead screw, a push rod sliding rail is arranged in each sliding rail penetrating hole in a sleeved mode, the two axial ends of each push rod sliding rail are connected with the inner wall of the shell, and the push rod sliding sleeve can further be fed back and forth along the push rod sliding rails. The push rod sliding sleeve is connected with the lead screw and the multiple sliding rails at the same time, radial limiting of the clutch separation push rod is achieved, unbalanced force can be reduced when the clutch separation push rod moves with loads, and the starting and gear shifting comfort of the electric control mechanical automatic transmission is improved.

The present application relates to a clutch disc wear compensation method including a compensation value determination operation in which a compensation value for wear of a clutch disc, which is contacted and spaced apart for power transmission and interruption, is determined, and a compensation value application operation in which the clutch disc is adjusted according to a map to which the compensation value is applied, wherein the compensation value determination operation estimates the wear of the clutch disc based on a correlation between a pressure applied to the clutch disc and an output of a motor that applies the pressure to the clutch disc and determines the compensation value, thereby preventing a reduction in transmission torque due to the wear of the clutch disc.

An actuation device for a transmission system includes an electric motor capable of being fastened to an actuation housing, and a speed reduction device kinematically linked to the rotor of the electric motor and an output shaft of the speed reduction device having a first axis of rotation. An actuation fork is rigidly connected to the output shaft of the speed reduction device for rotation therewith and includes an actuation end that is radially offset relative to the first axis of rotation. The actuation fork is capable of pivoting through a first angular sector in the actuation housing.

This application provides an electro-mechanical braking apparatus, an electro-mechanical braking system, and a vehicle. The electro-mechanical braking apparatus includes a brake motor, a gearbox, a brake, and the locking mechanism. The brake motor drives the brake to brake the vehicle via the gearbox. The locking mechanism is located on a side of the gearbox in an axial direction of a gear shaft of the gearbox. The locking mechanism includes a clutch, an axial moving part, and a locking motor. The clutch is accommodated in an inner hole of the gear shaft. The axial moving part is configured to control the clutch to lock or release the gear shaft. The locking motor is configured to drive the axial moving part to move away from or toward the clutch. The electro-mechanical braking apparatus is small in volume and reliable in parking.

The axle decoupler system includes an axle decoupler configured to selectively couple an axle of a vehicle to a wheel hub of the vehicle, the axle decoupler including a sliding ring including a first spline coupled to a second spline on the axle, the sliding ring including a first position in which neither the first spline nor a third spline on the wheel hub is coupled, and a second position in which neither the first spline nor the third spline is coupled to the third spline; an electric motor for moving the sliding ring to the first position or the second position; and a one-way clutch coupling the axle and the wheel hub to each other.

To provide a cam clutch that has a simple configuration, eliminates the need for highly accurate control, can operate with small drive power, and is less likely to damage a cam surface and inner and outer ring raceway surfaces.SOLUTION: A cam clutch includes: a plurality of cams 140 supported to a cage member 150 between an inner ring 110 and an outer ring 120 and disposed in a circumferential direction; and a selector capable of changing postures of the cams 140. The selector includes: a driven part 171 capable of controlling a rotation angle relative to the inner ring 110 or the outer ring 120 to which a cage member 150 is fixed; and a selector body part 175 elastically displaceable by an elastic mechanism together with the driven part 171 in the circumferential direction. The selector body part 175 includes a cam posture control protrusion part coming into contact with the cams 140 and capable of changing the postures of the cams 140.SELECTED DRAWING: Figure 8

The utility model discloses an intelligent pipeline valve control device, belongs to the technical field of pipeline valves, and aims to solve the problems that the work intensity of bolt connection, installation and disassembly is high, and the opening and closing accuracy of a valve is affected due to the fact that a control sleeve and a valve body rotating disc are prone to sliding. A valve rotating disc is rotatably mounted at the tops of the conveying pipelines, a plurality of through holes are formed in the valve rotating disc, fixing mechanisms are arranged at the tops of the two conveying pipelines, a protective cover is fixedly connected to the tops of the two fixing mechanisms, and a valve control mechanism is arranged in the protective cover. The convex frame is stably mounted on the outer wall of the conveying pipeline, so that mounting of the device on the top of the valve body is completed, traditional bolt connection is replaced, mounting steps are simplified, operation is more convenient when a user needs to adjust or disassemble, and daily maintenance, overhaul and replacement become easier and more convenient.

The present invention relates to an assembly comprising an actuation device (100) and a transmission system (200) of a motor vehicle. The actuation device (100) comprises an actuation housing (10), an electric motor (11), a drive shaft (19) rotating about a Y-axis, a torque output element (50), and a reduction mechanism (20) disposed between the drive shaft (19) and the torque output element (50). The transmission system (200) comprises a transmission housing (60), a sliding sleeve (80) axially movable between two extreme positions about an X-axis substantially perpendicular to the Y-axis, and a receiving housing (81) for the torque output element (50). The reduction mechanism (20) of the actuation device (100) comprises a drive pinion (23) rotationally connected to the drive shaft (19), and a first gear (30) which permanently meshes with the drive pinion (23) and the torque output element (50),a second toothed wheel (40) which permanently meshes with the drive pinion (23) and the torque output element (50). Figure for the abbreviation: Figure 1,

A power tool that includes a housing, a motor, an end effector, an electrostatic clutch assembly, and a control circuit is provided. In a first mode of operation, the control circuit causes a first voltage to be applied to a first electrode and a different second voltage to be applied to a second electrode, generating a first attractive force between the first and second electrodes, which causes an output member to rotate together with an input member when a torque on the output member is less than or equal to a first threshold value and which causes the output member to rotationally slip relative to the input member when the torque on the output member exceeds the first threshold value, interrupting torque transmission from the input member to the output member.

This invention discloses an intermediate shaft clutch mechanism, belonging to the field of vehicle transmission system clutch technology. It can be used in two-wheel drive and four-wheel drive vehicles to achieve switching between two-wheel drive and four-wheel drive modes. It offers reliable performance and rapid response. It can also be installed in the power transmission path between the drive motor and the wheel axle of an electric vehicle, cutting off the transmission connection between the drive motor and the wheel axle when needed, thereby preventing wear and fuel consumption of the drive motor due to excessive speed or being dragged by the wheel axle. The intermediate shaft clutch mechanism includes: an intermediate gear shaft and an intermediate gear rotatably sleeved on the intermediate gear shaft. The intermediate gear is used to connect to a power input component, and the intermediate gear shaft is used to connect to the target component for power transmission; a clutch, in which the clutch is engaged, causes torque to be transmitted from the intermediate gear to the intermediate gear shaft, and in which the torque transmission is interrupted in the disengaged state; an actuation structure for actuating the engagement or disengagement of the clutch; and a return spring.