323results 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 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.

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.

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.

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.

[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.

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.

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 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).

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.