1011results about "Freewheel clutches" patented technology

A hybrid system for use with utility vehicles includes an electric motor including an output shaft and a conductor configured to alternatively receive power from or send power to an electrical power source. The hybrid system includes an internal combustion engine, a first pulley connected to and rotated by the internal combustion engine, and a clutch mechanism. The clutch mechanism includes a ratchet connected to the output shaft of the electric motor to rotate at a first rotational speed, a pawl carrier driven by the internal combustion engine to rotate at a second rotational speed, and one or pawls coupled to and configured to rotate with the pawl carrier. The one or more pawls are configured to be disengaged from the ratchet when the first and second rotational speeds differ and engaged with the ratchet when the first and second rotational speeds are equal.

A hub is provided for a human-powered vehicle. The hub includes a hub axle, a first rotating body, a second rotating body, a first ratchet member, a second ratchet member and a slider. The first rotating body and the second rotating body are rotatably mounted on the hub axle. The first ratchet member rotates with the first rotating body. The second ratchet member rotates with the second rotating body. The slider rotates with the first rotating body and slide with respect to the second rotating body in a circumferential direction. The slider has a first contact surface in sliding contact with an axially facing surface of the second ratchet member. The slider has a second contact surface in sliding contact with a radially facing surface of the second ratchet member.

The present invention relates to an actuator 1 for oscillatingly driving a windscreen wiper with a brake medium 2 for frictionally holding a component 3 of the actuator 1, in particular when the wiper arm is in the parked position, wherein the brake medium is opened by a driving force of the actuator 1 and closed by a pushing force of the wiper arm.

A gearing assembly (12) for a brake actuator (10), comprising the following features:a drive element (33),a first driven element (36),a second driven element (38), anda gearing output element (40),wherein, with respect to the drive element (33), the first driven element (36) has a different transmission ratio than the second driven element (38),wherein the first driven element (36) can be coupled to the gearing output element (40) by a first clutch (42), which comprises a first drive body (50) and a first driven body (52), andwherein the second driven element (38) can be coupled to the gearing output element (40) by a second clutch (46), which comprises a second drive body (62) and a second driven body (64) and is designed as an overrunning clutch,and a brake actuator (10) comprising a gearing assembly (12).

A roller spring member for an overrunning clutch is provided. A first bridge connecting portion couples a bridge to a first spring central location of a first leaf spring. A second bridge connecting portion couples the bridge to a second spring central location of a second leaf. The roller spring member further includes at least one of, each of the first bridge connecting portion and the second bridge connecting portion including an undercut radius section, each of the first leaf spring and the second leaf spring being tapering from an associated one of the first spring central location of the first leaf spring and the second leaf spring central location of the second leaf spring to a first end and a second end, and each of the first leaf spring and the second leaf spring including a straight portion proximate the central locations.

A bicycle component for a bicycle freewheel unit, wherein the freewheel unit includes a rotary unit and a toothed disk device coupled with the rotary unit. The toothed disk device includes an end toothing with axial engagement components for engaging corresponding engagement components of another toothed disk device. The toothed disk device and the rotary unit are each configured as coupling components coupled to one another, and include a radial toothing each, for engaging with one another, and which are commonly rotatable. The rotary unit and the toothed disk device are movable in a peripheral direction relative to one another between a driving position and a rest position, so that prior to torque transmission starting, a coupling component is rotated in the driving direction about a clearance angle of at least 5°, until torque can be transmitted, when the two radial toothings have previously been in the rest position.

To enable elimination of a time lag until the start of rotation of a rotor in one direction from the start of rotation of a shaft in one direction, after the completion of the rotation of the shaft of a clutch in the reverse direction.SOLUTION: A rotary damper for generating a braking force during the rotation of a rotor (20) comprises a clutch (30) that has an internal gear (31) rotating in synchronization with the rotor, a tooth (32) meshing with the internal gear; a block (33) formed with the tooth, a recess (34) for holding the block in a circumferential direction, a flange (35) formed with the recess, a shaft (36) formed with the flange, and a spring (37) for supporting the block in a radial direction.SELECTED DRAWING: Figure 5

The invention discloses a noise reduction ratchet wheel and pawl structure which is composed of a noise reduction spring and a pawl body, the noise reduction spring is arranged on the surface of one side of the pawl body, and the noise reduction spring and the pawl body are of an integrated structure. The silencing spring on the pawl body is firstly in spring collision with gear teeth of the ratchet wheel body; when the pawl body continues to rotate, a gap between the pawl body and the noise reduction spring is eliminated, the pawl body elastically collides with the noise reduction spring, and therefore noise generated by collision is reduced.

An electronic automatically decoupling hub assembly. The decoupling hub assembly has an axle and a hub shell rotationally positioned about the axle. A controller provides automatic activation / deactivation signals to an inductor. The decoupling hub assembly has a bearing rotationally positioned about the axle and a cassette body assembly, having a plurality of teeth, rotationally positioned about the bearing. One or more pawls are provided to engage with at least some of the teeth of the cassette body assembly and a seal is used to contain the pawls within the decoupling hub assembly. A cassette body assembly is coupled with the ratchet ring and an end cap is used to prevent a contaminant from entering into the decoupling hub assembly.

A fishing reel including a gear train and a spool is provided. The gear train is operably coupled with the spool such that the gear train is configured to transmit rotational power to the spool. When the fishing reel is in a first configuration, a crank is disengaged from the gear train to allow the gear train to receive rotational power from a motor. As a result, the motor rotates the spool without causing the crank to rotate. In contrast, when the fishing reel is in the second configuration, the crank is operably coupled with the gear train. As a result, the crank may provide rotational power to the gear train to rotate the spool. However, if the gear train begins to rotate relative to the crank, a key may move outwardly from a crank gear to cause the fishing reel to transition to the first configuration.

The utility model provides a ratchet wheel structure of a bicycle hub, which comprises a clutch ratchet group, a first ratchet ring and a second ratchet ring which are made of magnetic materials and mutually exclusive in magnetism, a plurality of first ratchets and second ratchets which are radially arranged are respectively arranged on one end face of each first ratchet ring and one end face of each second ratchet ring, and a plurality of second ratchets are respectively arranged on the other end face of each first ratchet ring and the other end face of each second ratchet ring. The other meshed end edges of the first ratchet rings and the second ratchet rings are respectively provided with an elastic element; a first transmission group is arranged between each first ratchet ring and the hub seat, and a second transmission group is arranged between each first transmission group and the hub seat; therefore, the first ratchet ring and the second ratchet ring which are in a magnetic repulsion state are utilized to generate separation force, and elastic elements at the other ends of the first ratchet ring and the second ratchet ring are matched to apply approaching force, so that the ratchet rings are in a floating state, and when friction force is larger than elastic force and the repulsion force is added, the separation distance between the ratchets on the two sides can be increased so as to reduce friction. And the service life of the ratchets is prolonged, the non-treading tooth disengaging action is quicker and more sensitive, and the maintenance cost can be effectively reduced.

The invention relates to the technical field of hybrid power vehicles, in particular to a clutch assembly for a hybrid power system, the hybrid power system, a control method and device of the hybrid power system, a vehicle and a storage medium. The clutch assembly includes: a power input shaft; the power input shaft is sleeved with the one-way clutch, the driving gear and the thrust transmission assembly. The one-way clutch comprises an inner ring assembly. The driving gear comprises a connecting shaft, and the outer side wall of the connecting shaft is used for being matched with the movable body of the inner ring assembly. The thrust transmission assembly is used for triggering the one-way clutch to rotate relative to the power input shaft so that the one-way clutch and the driving gear can be switched between the self-locking state and the separation state. The self-locking state means that the movable body abuts against the outer side wall of the connecting shaft; and the separation state means that a gap is formed between the movable body and the outer side wall of the connecting shaft. According to the clutch assembly disclosed by the invention, the required hydraulic pressure can be reduced, the switching efficiency of series-parallel connection modes is improved, the driving and riding comfort is improved, and the dragging and friction loss can be reduced.

The utility model relates to a switchable one-way clutch system and a hybrid electric vehicle. The switchable one-way clutch system includes radially spaced first and second outer rings, and radially spaced first and second inner rings, the first inner ring radially located between the first outer ring and the second outer ring, the second outer ring radially located between the first inner ring and the second inner ring. The switchable one-way clutch comprises a first clutch assembly which is arranged between a first outer ring and a first inner ring in the radial direction, and the switchable one-way clutch can be switched between a connection state and a disconnection state so that the first inner ring and the first outer ring can be connected or disconnected. A second clutch assembly of the second one-way clutch is arranged between a second outer ring and a second inner ring in the radial direction, and the second outer ring transmits torque to the second inner ring through the second clutch assembly. Through the combination of the two one-way clutches, switching between the two-way torque transmission mode and the one-way clutch mode is achieved, the structure is simple, the size is small, cost is low, impact generated by switching is small, and the NVH performance is high.

An electric drive unit (50) is mechanically connected to the input element (62) of a reduction gear (60) for applying a drive force. An output element (40) is mechanically connected to an output element (62) of the reduction gear (60) via a freewheel (20) for outputting a torque. The freewheel (20) has at least one pivotable clamping element (21) with a clamping surface (22) whose curvature is adapted to the curvature of an inner circumferential surface (24) of an outer ring (26) of the freewheel (20). The clamping surface (22) restricts the pivoting of the clamping element (21) to a locked position in which the clamping surface (22) is aligned along the inner circumferential surface (24). The clamping element (21) is designed to transmit a locking torque when the clamping element (21) is pivoted into the locking position, and to slip when the output torque to be transmitted is greater than the locking torque.

[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.

An adjustable freewheel hub assembly has a hub component, a coaster brake mechanism, and an adjusting switch. The hub component has an axle, a hub shell, a helix hub driver, and a sprocket. The helix hub driver has a pawl groove and a first engaging notch formed on its periphery. The sprocket is sheathed onto the helix hub driver, is hollow, and has a ratchet teeth construction formed on an inner wall of the sprocket and a second engaging notch. The coaster brake mechanism is disposed in the hub shell and is drivable by the helix hub driver. By the adjusting switch engaged in or detached from the first engaging notch and the second engaging notch, the freewheel hub assembly can be adjusted between a fixed-gear mode and a single-speed mode to have different functions.

The disclosure relates to a bicycle transmission comprising an axle, such as a wheel axle or a countershaft in a crank transmission, configured to be non-rotatably fixed to a frame of the bicycle; at least one sun gear rotatably mounted about the axle; at least one clutch mechanism for selectively preventing rotation of the at least one sun gear in at least one direction of rotation about the axle; and a camshaft mounted inside the axle to actuate the at least one clutch mechanism.

The utility model relates to the field of engines of automobiles or motorcycles, in particular to a self-locking structure, an automatic clutch engine and a motorcycle. The self-locking structure comprises an outer cover (11), a sliding sleeve (12) is connected to the outer cover (11) in a sliding mode, at least one set of pin holes (122) are formed in the sliding sleeve (12), pin hole sleeves (122c) are arranged outside the pin holes (122), centrifugal pins (122b) are arranged on the pin hole sleeves (122c), and the centrifugal pins (122b) are in sliding fit with the pin holes (122). Compared with the prior art, automatic locking and unlocking of the sliding sleeve and the shaft sleeve can be achieved only through small changes. When an engine is in an idling state or a low rotating speed state, automatic locking can be achieved, the sliding sleeve and the shaft sleeve are prevented from being forcibly clamped and damaged, the service life of the shaft sleeve and the sliding sleeve is prolonged through the design, the stability of equipment in the running process is improved, and the large actual popularization value is achieved.

A coupling arrangement is presented. The coupling arrangement comprises: - a first shaft (410); - a second shaft (420); and - a sleeve (430) comprising: -- a first spline arrangement (431) arranged to interact with a first shaft spline arrangement (411) of the first shaft, where the first spline arrangement and the first shaft spline arrangement both comprise spiral splines; wherein - the sleeve is arranged to be: -- interacting with the first shaft; -- engaged with the second shaft; and -- movable between a first (437) and a second (438) position; wherein: - the sleeve is arranged to be moved towards the first position by the interaction when the first shaft rotates in a first direction relative to the sleeve, where the second shaft, via the sleeve, is engaged with the first shaft, but is disengaged from at least one component (443), when the sleeve is in the first position; and - the sleeve is arranged to be moved towards the second position by the interaction when the first shaft rotates in a second direction relative to the sleeve, where the second shaft, via the sleeve, is engaged with both the first shaft and the at least one component when the sleeve is in the second position.

The current document is directed to improved mechanical joints that each includes a compact, bypassable, single-spring or nested-spring wrap-spring clutch ("BSorN WS clutch") and that can be incorporated into many different types of devices, appliances, and systems, including prosthetics. One application of a BSorNWS-clutch mechanical joint is as a mechanical knee within a prosthetic leg. A BSorNWS-clutch mechanical-knee component used in a prosthetic leg further includes upper-leg and lower-leg attachments that freely rotate when the prosthetic leg is unweighted butthat are constrained, by weighting-induced activation of the BSorNWS-clutch. to rotate only in a lower-leg-extension direction. The BSorNWS- clutch mechanical-knee includes additional components that adjust the weighting force needed to bypass the BSorNWS clutch and to slightly relax the rotational constraint imposed by BSorNWS-clutch activation.

The present invention relates to a drive shaft arrangement (27, 127) for an all-wheel drive electric vehicle (1), comprising a drive shaft (23) arranged to transfer torque a drive shaft joint (32, 132) at least partially enclosing a drive shaft end portion (23a, 123a), wherein the drive shaft joint (32) comprises a housing (31, 131) and a one-way clutch (41a, 141a) provided at an inner portion (33, 133) of said housing (31, 131). The one-way clutch (41a, 141a) being arranged within said inner portion (33, 133) to engage with said drive shaft (23) at a first drive shaft state, in which the drive shaft (23) transfers torque from said drive shaft (23) in a first direction; disengage from said drive shaft (23) at a second drive shaft state, in which the drive shaft (23) is idle or transfers torque in a second direction opposite to the first direction. The present invention also relates to a vehicle (1) comprising said drive shaft arrangement (27, 127).

To provide a technology capable of storing and releasing energy at arbitrary timing in a driving device applied to a human-powered vehicle.SOLUTION: A driving device includes a driving shaft provided so as to transfer only rotation in a first direction between the rotation in the first direction and rotation in a second direction of an opposite direction from the first direction to a driven shaft, a storage part for storing energy to rotate the driving shaft in the first direction by rotating the driving shaft in the second direction, an operation part to be operated to rotate the driving shaft in the second direction, a rotor part attached to the driving shaft, a clutch part for allowing the driving shaft to rotate in the second direction to the rotor part and regulating rotation of the driving shaft in the first direction to the rotor part, and a rotation suppression part for making rotation suppression and suppression release of the rotor part in the first direction switchable.SELECTED DRAWING: Figure 1

The one-way clutch comprises an outer ring and an inner ring which are concentrically arranged, and a rolling body is arranged between the outer wall of the inner ring and the inner wall of the outer ring; a plurality of curved-surface grooves are uniformly formed in the outer wall of the inner ring, and the rolling bodies are arranged in the curved-surface grooves; the curved surface groove is not a regular arc groove and comprises a separation groove section and a meshing groove section which are connected with each other, the separation groove section is an arc groove, the meshing groove section comprises an oblique line section and a logarithmic spiral curve section, and the oblique line section is transited to the logarithmic spiral curve section. The device is simple in structure, free of a rolling body supporting structure and a spring in the prior art, convenient to install and maintain and low in manufacturing cost.

A clutch with an inner rotatable member and an outer rotatable member. A plurality of clutch members are arranged between the inner rotatable member and the outer rotatable member to permit relative rotation of the inner rotatable member with respect to the outer rotatable member in a first direction and restrict relative rotation of the inner rotatable member with respect to the outer rotatable member in a second direction. The clutch members include a wedge portion and an interlocking portion. The wedge portion and the interlocking portion engage with the inner rotatable member and the outer rotatable member to restrict the rotation in the second direction. The wedge portion engages before the interlocking portion.

1. An adjustable support for an electronic device, the adjustable support comprising: a platform (18) configured to support the electronic device; a post (14) extending between a first end and a second end; and a linkage assembly (26) movably supporting the platform on the post, the linkage assembly being slidably coupled to the post to adjust the height of the platform, the linkage assembly including a plurality of movable linkages configured to adjust the tilt of the platform to a plurality of different tilt angles.

The invention provides a friction actuating type friction clutch with an inertia cam, which is mainly used in the technical field of transmission, in particular to the technical field of friction clutches. The clutch at least comprises a pawl, a friction wheel, a return spring, a pawl seat, a friction cam, a release spring and an inertia cam. Under the action of rotation inertia, the separation spring is selectively contacted with the friction wheel, or the separation spring is selectively separated from the friction wheel, or the separation spring is selectively contacted with the friction cam, or the separation spring is selectively separated from the friction cam; and under the friction action of the separation spring or the friction wheel, the pawl and the friction wheel selectively realize separation and reunion, and the pawl and the friction wheel selectively realize contact separation. Compared with the prior art, the clutch can reduce abrasion of the pawls and has high transmission efficiency.

A mechanical stop system (1) of a power delivery system in an aircraft, the mechanical stop system (1) including an input shaft (2), a plurality of rotating members (6), wherein the input shaft (2) comprises an input engaging portion (4) and wherein each of the plurality of rotating members (6) is arranged to rotate about the input shaft (2). The plurality of rotating members (6) include a proximal rotating member (8) arranged proximal to the input engaging portion (4) and a distal rotating member (10) arranged distal from the input engaging portion (4). Each of the plurality of rotating members (6) includes an engaging portion (7). The mechanical stop system (1) includes a fixed member (14). The input shaft (2) is arranged to be prevented from rotating in a first direction when the engaging portion (7) of the distal rotating member (10) is engaged with the fixed member (14).

A method for power transmission method includes providing first and second shafts, a gear assembly having first and second gear ratios, and first and second coupling assemblies. The first coupling assembly enabling torque transfer from the first shaft to the second shaft, and the second coupling assembly enabling torque transfer from the first shaft to the second shaft. The speed of the first shaft varies, wherein the deployment of a locking element of the second coupling assembly is based on the speed of the first shaft.

This application provides a dual overrunning clutch decoupled adaptive stiffness pneumatic tire, including a wheel body structure, a main drive system, and a stiffness adjustment system. The wheel body structure includes a hub structure nested within the wheel body. The wheel body has at least one circumferentially extending annular channel, which includes circumferentially staggered pressure-bearing areas and non-pressure-bearing areas. The hub structure includes several hub units nested within the channel and evenly spaced circumferentially, each hub unit being able to slide independently along the channel. The main drive system includes a first bidirectional overrunning clutch for driving the hub structure and wheel body to rotate synchronously. The stiffness adjustment system includes a second bidirectional overrunning clutch for driving the hub structure to rotate relative to the wheel body. When there is a difference in the speeds of the two wheels, the second clutch engages; when the speeds are equal, it overruns. The differential rotation of the hub structure drives the hub units to slide, changing their contact state with the pressure-bearing areas, thereby achieving real-time adaptive stiffness adjustment during driving, pneumatic tire-free wear resistance, and low energy consumption for all road conditions.