616results about "Friction clutches" patented technology

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.

To provide a friction material that exhibits superior wear resistance and fade resistance under high load conditions, among other frictional performance characteristics. [Solution] A friction material comprising a fibrous base material, a friction modifier, and a binder, wherein the copper content is 0.5% by mass or less in terms of copper element, the fibrous base material contains steel fibers, the steel fiber content is more than 20% by mass and less than 50% by mass, and the friction modifier contains titanium carbide powder.

The present application belongs to the clutch technical field, and particularly relates to a clutch assembly with two-way power output and a working method thereof. The driven disc assembly of the device is located between the pressure disc assembly and the engine flywheel, the pressure disc assembly is fixedly connected with the engine flywheel, and the pressure disc assembly and the driven disc assembly each output one way of power to the outside. The pressure disc assembly is fixedly sleeved on the hydraulic transmission input shaft sleeve, and is used for transmitting power to the hydraulic element. The driven disc assembly is fixedly sleeved on the mechanical transmission input shaft, and is used for outputting power through the mechanical transmission input shaft. The mechanical transmission input shaft is arranged in the hydraulic transmission input shaft sleeve, and there is a gap between the mechanical transmission input shaft and the hydraulic transmission input shaft sleeve, so that the two-way power output is isolated. The hydraulic transmission input shaft sleeve is connected with the input end of the hydraulic element, and is used for realizing the cutting and connecting of the hydraulic transmission. The device has a simple structure, can realize two-way power output, and has smooth and stable gear shifting.

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 utility model discloses a disc type clutch which comprises a shell, a driving rotating disc is arranged in the shell, a driving shaft is fixed on one side of the driving rotating disc, round rods are fixed at the other end of the driving rotating disc, a group of first pressing plates are fixed on each round rod, each first pressing plate is provided with a through hole, and a first friction plate is fixed on each first pressing plate. A rotating block is rotationally connected into the shell, an output shaft is connected to the rotating block through a shaft, a set of second pressing plates are fixed to the output shaft, second friction plates are fixed to the second pressing plates, a set of inserting holes are formed in the rotating block, the round rods are inserted into the inserting holes respectively, and a set of compression springs are arranged between the first pressing plate on the rightmost side and the rotating block; a linear bearing is inserted into each round rod, and a connecting plate is fixed between each linear bearing and the inner wall of the shell. The vehicle body is quick in response, less in shaking, smooth in driving, long in service life, capable of being used in a heavy load environment and worthy of popularization and application, and the clutch is not easy to burn down.

This invention discloses a CVT drive clutch with downhill braking function, relating to the field of clutch technology. It includes a drive shaft, with a drive wheel assembly and a transmission wheel assembly connected to its two ends respectively. A braking assembly is provided between the drive wheel assembly and the transmission wheel assembly. The braking assembly includes a one-way bearing sleeved on the drive shaft; a bearing housing is sleeved on the outside of the one-way bearing; the inner ring of the one-way bearing is fixed to the drive shaft, and the outer ring of the one-way bearing is fixed to the bearing housing; a flange sleeve for connecting a drive belt is slidably sleeved on the outside of the bearing housing; the outer ring of the flange sleeve near the drive wheel assembly has a protruding structure for blocking the drive belt; an annular guide slider is sleeved on the outside of the bearing housing near the drive wheel assembly. The advantages of this invention are: it can achieve braking by clamping both sides of the drive belt, with fast response speed, good braking effect, and high reliability.

Disclosed is a clutch pedal device for a vehicle. According to the present invention, the operating force of a clutch pedal is realized by an elastic body, thereby simplifying the structure and reducing the manufacturing cost. Furthermore, the clutch pedal device for a vehicle is provided, in which a collision response function according to a collision situation is realized, and safety is ensured.

The present invention relates to a gear-shifting control method, a vehicle controller and a hybrid vehicle. The method comprises: determining whether a clutch is overheated; when the clutch is overheated, performing torque unloading, and making a request for transmission gear-shifting; and performing speed regulation on a first electric motor until the speed regulation is completed. By means of the method, in a gear-shifting speed regulation stage, transmission gear-shifting can be performed when a clutch is overheated, such that the safety and performance of a gear-shifting process can be improved.

The invention discloses a gearbox clutch friction plate multi-stage buffering and pressing mechanism, and particularly relates to the technical field of pressing mechanisms, the gearbox clutch friction plate multi-stage buffering and pressing mechanism comprises a cover body, a cover brim is fixedly arranged at the rear end of the cover body, a flywheel is arranged at the rear end of the cover brim, and gear teeth are fixedly arranged at the rear end of the flywheel; the cover brim and the flywheel are connected through a plurality of fixing assemblies distributed in an annular array mode, each fixing assembly comprises a screw, the bottom of each screw is fixedly sleeved with an upper anti-loose gasket, the bottom of each upper anti-loose gasket is provided with a lower anti-loose gasket, and the bottom of each upper anti-loose gasket is provided with upper wedge-shaped teeth. The cover body is connected with the flywheel through the multiple fixing assemblies, the screw sequentially penetrates through the upper anti-loose gasket and the lower anti-loose gasket, and the lower wedge-shaped teeth of the lower anti-loose gasket are meshed with the upper wedge-shaped teeth of the upper anti-loose gasket, so that it can be ensured that the cover brim is stably connected with the flywheel; the torsional damper on the damper disc at the front end of the driven disc can play a buffering role during power transmission, and the stability is further improved.

A cam clutch unit includes a plurality of cams and rollers. The rollers each include an axially extending shaft portion and a pair of large-diameter portions continuous with respective both ends of the shaft portion. The space between the pair of large-diameter portions forms a groove for an annular spring to fit in. The shaft portion forming the bottom surface of the groove has an outer circumferential surface that allows the spring to contact the groove at a central position in an axial direction of the groove. The outer circumferential surface is a curved surface so that the shaft portion increases in outside diameter monotonically from the central position in the axial direction of the groove towards the large-diameter portions.

The present disclosure refers to a gear assembly (502) for an actuator (400), comprising a gear assembly (502) having a secondary tilt gear (620) and a secondary fold gear (622); wherein said secondary tilt gear (620) comprises a first spur gear portion (902), a first worm gear portion (904), and a first transition point (906), wherein said first transition point (906) divides said secondary tilt gear (620) into said first spur gear portion (902) and said first worm gear portion (904); wherein said secondary fold gear (622) comprises a second spur gear portion (912), a second worm gear portion (914), and a second transition point (916), wherein said second transition point (916) divides said secondary fold gear (622) into said second spur gear portion (912) and said second worm gear portion (914); and wherein said second worm gear portion (914) and said second spur gear portion (912) are formed as a single element. It also refers to an actuator (400) with such a gear assembly (502) and a rearview device (102, 104) with such an actuator (400).

Automotive control software loadable on and executable by automotive electronic processing resources of a hybrid propulsion motor vehicle and designed, when executed, to cause the automotive electronic processing resources to become configured to control an automotive powertrain (MV) including a hybrid propulsion unit (P) and an automatic dual clutch transmission (T) interposed between the hybrid propulsion unit (P) and drive wheels (W) of the motor vehicle. The hybrid propulsion unit (P) comprises an internal combustion engine (MT) and a reversible electric motor (ME) and is electronically controllable to selectively operate in different operating modes comprising an electric mode, wherein the motor vehicle is driven only by the reversible electric motor (ME), and a hybrid mode, wherein the motor vehicle is driven by the internal combustion engine (MT), possibly assisted by the reversible electric motor (ME) in given operating conditions of the motor vehicle. The automatic dual clutch transmission (T) comprises: a servo-controlled gearbox electronically controllable to engage and disengage the gears corresponding to the various speeds; and a dual servo-controlled clutch (Ci, C2) interposed between the gearbox and the internal combustion engine and electronically controllable to couple and uncouple the gearbox and the internal combustion engine (MT). The automatic dual clutch transmission (T) comprises two distinct gear groups or branches, one defining an even gear branch (ST2) and one defining an odd gear branch (STi). The reversible electric motor (ME) is mechanically coupled to the drive wheels via one of the two gear groups. The automotive control software is designed, when executed, to cause the automotive electronic processing resources to become configured to: during operation of the hybrid propulsion unit (P) in electric mode (10), calculate (12- 13) gear pairs to be used in the electric mode and gear pairs to be used in the hybrid mode for use if a transition of the hybrid propulsion unit (P) from the electric mode to the hybrid mode is requested; and control (14-16) the automatic dual clutch transmission (T) so that it operates based on the gear pairs calculated in the respective operating modes of the hybrid propulsion unit (P). The automotive control software is designed, when executed, to cause the automotive electronic processing resources to become configured to: if a transition of the hybrid propulsion unit from the electric mode to the hybrid mode is requested (17), calculate (18) a sequence of transition gear pairs for transition between the gear pair used in the electric mode and the gear pair calculated for use in the hybrid mode to guarantee a continuity of torque delivered to the drive wheels (W) of the motor vehicle; and engage (20) the sequence of transition gear pairs for transition between the gear pair used in the electric mode and the gear pair calculated for use in the hybrid mode so that the motor vehicle passes from the electric mode to the hybrid mode (21).

The utility model relates to a friction plate with a riveting structure, which belongs to the technical field of clutch brake structures and comprises a core plate steel sheet, an assembly inner ring is arranged in the center of the core plate steel sheet, reinforcing sheets are arranged on two sides of the core plate steel sheet, paper-based linings bonded with the end face of the core plate steel sheet are arranged on the peripheries of the reinforcing sheets, and the paper-based linings are arranged on the periphery of the core plate steel sheet. An inner gear ring communicated with the assembling inner ring is arranged in the center of the reinforcing piece, a plurality of rivet holes distributed annularly are formed in the reinforcing piece and the core plate steel piece, and rivets for fixedly connecting the reinforcing piece and the core plate steel piece are arranged in the rivet holes. The core plate steel sheet is located in the center of the friction plate and provided with an assembly inner ring, and the reinforcing sheet is provided with an inner gear ring used for being connected with a clutch driven disc. The connection strength of the friction plate and the driven disc is enhanced, and the stability of power transmission is ensured. And by optimizing riveting and heat dissipation structures, the service life and performance of the clutch are improved. Efficient heat dissipation, high-strength connection and long service life of the friction plate are achieved.

An electric drive module that generates and transfers drive torque to a driveline of an electrified vehicle is provided. The electric drive module includes an electric drive gearbox assembly having a ring gear, a clutch assembly and a plurality of mechanical joining members. The ring gear receives a rotational input from an electric motor of the electric drive module and defines a first plurality of passages therein. The clutch assembly includes a clutch basket that receives a plurality of clutch plates therein, the clutch basket having a second plurality of passages therein. The plurality of mechanical joining members extend through the first plurality of passages of the ring gear and the second plurality of passages in the clutch basket, the plurality of mechanical joining members mitigating loads experienced between the ring gear and the clutch basket.

The present invention relates to clutch assemblies, rearview devices, vehicles, and methods of manufacturing the same. A clutch assembly for a rearview device of a vehicle includes a shaft having a first end, a second end, and a middle portion between the first end and the second end. The first end of the shaft includes a first clutch gear, and the second end of the shaft includes a pinion gear. The middle portion of the shaft includes a flange, a recess, a guide portion, and a shaft portion. A second clutch gear includes a cylindrical void and circumferentially surrounds the middle portion of the shaft. The cylindrical void of the second clutch gear includes a first inner wall portion, a second inner wall portion, and a protrusion between the first inner wall portion and the second inner wall portion. The second clutch gear is in contact with the middle portion of the shaft at a first friction region, a second friction region, and a third friction region.

A coupling assembly includes a shaft (102), a compensating dam (110) sealed against the shaft (102), a sealing disc (112) axially spaced from the compensating dam (110) and sealed against the shaft (102), and a piston (108). The piston (108) is sealed against the shaft (102) and is arranged axially between the compensating dam (110) and the sealing disc (112). The piston (108) encloses an opening (140) extending axially through it. A pressure chamber (132) is partially bounded by the piston (108) and the sealing disc (112). A compensating chamber (120) is partially bounded by the piston (108) and the compensating dam (110). The pressure chamber (132) is in fluid communication with the compensating chamber (120) via the opening (140).

The torque-adjustable clutch comprises a shell, a driving disc is arranged in the shell, a driven disc is arranged in the shell, a connecting rod is fixedly installed on the inner wall of the right side of the driven disc, a driving shaft is connected to the inner wall of the driving disc in a clamped mode, and the driving shaft is connected to the inner wall of the driving disc in a clamped mode. An adjusting mechanism is fixedly mounted on the inner wall of the driven disc, an extrusion rod is pushed or pulled, the extrusion rod is stressed to move to drive a rotating sleeve to move, then a sliding sleeve is driven to move, the sliding sleeve moves to drive a hinge rod to move, and the hinge rod is hinged to the sliding sleeve and a limiting block through pins; the hinged rod moves to drive the limiting block to move along the communicating groove, the limiting block moves to drive the friction plate to move, the positions, making contact with the driving disc, of the friction plate are different, the circumferential radius of the friction plate around the axis of the driven disc is changed in a disguised mode, and torque is changed by changing the radius difference.

The invention relates to a torque-limiting device (1) for a hybridised drive train of a motor vehicle, having an input-side carrier disc (3) through which at least one friction lining element (2a) extends in the axial direction of the torque-limiting device (1), two side parts (5, 6) arranged on opposite sides (4a, 4b) of the carrier disc (3), and a disc spring (7), which presses a first (5) of the side parts (5, 6) against the at least one friction lining element (2a) with frictional force, wherein the disc spring (7) abuts with its first axial side (8a) against a second (6) of the side parts (5, 6) and abuts directly against the at least one friction lining element (2a) with its second axial side (8b), or acts on the friction lining element (2a) at least indirectly via a pressure plate abutting against the second axial side (8b).

A clutch device 210 includes a pressure plate 270 movable toward or away from a clutch center 240, rotatable relative to the clutch center 240, and operable to press input-side rotating plates 20 and output-side rotating plates 22. The pressure plate 270 is rotatable in a first circumferential direction S1. An oil flow hole 279 is located in spline grooves 278 to penetrate an outer peripheral wall 275 of the pressure plate 270, and allows clutch oil that has flowed out of the output shaft 15 to be discharged to outside of the pressure plate 270. In circumferential directions S, the oil flow hole 279 is located between an end 90SB of a pressure-side slipper cam surface 90S in a first circumferential direction S1 and a pressure-side cam holes 273H located ahead, in a second circumferential direction S2, of the end 90SB in the first circumferential direction S1.

The technical scheme belongs to the technical field of clutch accessories, and particularly relates to a clutch pressure plate which comprises a cast iron plate. The outer side of the lower surface of the diaphragm spring is erected on the cast iron disc, a plurality of spring windows are formed in the surface of the diaphragm spring, an elastic piece is formed between every two adjacent spring windows, and the elastic pieces can swing after being stressed; the fastening piece is arranged on one side of the swinging end of the elastic piece; the clamp spring is arranged on the fastener and located on the other side of the elastic piece, and the clamp spring is used for being matched with the fastener to limit the elastic piece; the clutch cover is matched with the cast iron disc and is used for limiting the diaphragm spring; wherein the swinging end of the elastic sheet is provided with a chamfering inclined plane, and the clamping spring is movably arranged on the chamfering inclined plane; a plurality of fixing parts are arranged on the fastener, after the fastener is installed, the fixing parts penetrate through the elastic pieces from bottom to top, and the clamping springs are arranged in the fixing parts.

Providing a cam shift clutch that has a simple design and is able to prevent a cam position change section from being severely jammed between a cam, an outer ring and an inner ring, and to efficiently tilt a cam without causing deformation of the cam position change section and the cam itself. A cam-type clutch has an operating mode switching mechanism, wherein the operating mode switching mechanism includes a cam position change section. A plurality of cams each have a curved inner and outer ring contact surface, provided at positions facing an outer circumferential surface of the inner ring and / or an inner circumferential surface of the outer ring, and a lateral contact surface. The lateral contact surface is connected to the ends of the curved inner and outer ring contact surfaces and is formed within the cam relative to a curved virtual extension surface.

Triple-plate clutch arrangement with three friction clutches (K1, K2, K0) having radially offset plate packs on plate carriers (9, 10, 11, 12), with pistons (13, 14, 15) for actuating the friction clutches, wherein a support disc (7) is arranged between the clutch output of one clutch (K1) and the clutch input of another clutch (K0), which serves as a support when actuating at least one of the clutches (K1, K2, K0), characterized in that the support disc (7) is attached to the input hub (4), which is connected via a support (8) to a common plate carrier (9) for the friction clutches (K0 and K1), and the support disc (7) is a sheet metal part of at least one piece, wherein the support disc (7) consists of a radially extending part (7A) and two wings (7B, 7C), each of which has one of the wings attached to the The lamellar pack is connected to one of the couplings (K1, K2, K0).

The utility model discloses a lubrication flow adjusting mechanism for a wet clutch. The lubrication flow adjusting mechanism structurally comprises a fixing groove, a feeding pipe, a flow guide pipe, an output end and an adjusting valve. After the interior of the feeding pipe is further improved, the position of the supporting positioning column is determined according to the airtight shell, and then the position of the limiting frame is limited by the supporting positioning column, so that the overlapping precision of the limiting frame and the center of the output end can be improved, and a temperature control sensor carried in the feeding pipe can be electrically connected with a vehicle through an electrified connecting block; the stainless steel temperature inductor of the temperature control inductor can be used for monitoring the temperature of lubricating oil in real time, if it is found that the temperature is too high or too low, the temperature control body can be started according to a safety program, the overall temperature of the temperature inductor is changed, and therefore the situation that the oil becomes thick or thin due to the influence of the temperature can be effectively avoided, and the service life of the lubricating oil is prolonged. The practicability of the flow adjusting structure can be improved, the control precision strength of the oil temperature is improved, and the service life of parts is prolonged.

A clutch pack reactor plate includes an annular ring. The annular ring includes a rotational axis, a toroidal surface facing a first axial direction, and a first annular surface, smaller than the toroidal surface, facing a second axial direction, opposite the first axial direction. A clutch pack including the clutch pack reactor plate is also disclosed.

Control unit (1) for an automated manual transmission and at least one clutch (2, 3) connecting the manual transmission to a drive train of a motor vehicle, wherein a fluid for cooling the clutch (2, 3) can be supplied to the clutch (2, 3) via at least one clutch cooling valve (4) connected to the clutch (2, 3) of the control unit (1), wherein the control unit (1) has at least one control valve (5) which is connected to at least one electric machine (6) that can be connected to the drive train of the motor vehicle for supplying the fluid, characterized in that a storage charging valve (10) is connected upstream of the control valve (5), by means of which fluid at the storage charging valve (10) under a boost pressure is supplied to the control valve (5) and / or a high-pressure storage tank (11).

A double clutch unit for a transmission including: an engine side friction clutch pack, ES clutch pack, and a gearbox side friction clutch pack, GS clutch pack; a clutch input shaft having an axis of rotation; an axial liquid distributor (ALD) configured to transport at least one liquid in an axial direction between the engine side of the clutch input shaft and a location towards the gearbox side of the clutch input shaft; wherein a first ALD conduit of the plurality of ALD conduits services both an ES clutch pack piston balancing chamber and one or more GS cooling channels for providing cooling liquid to the GS clutch pack; and a second ALD of the plurality of ALD conduits, different from the first ALD conduit, services both a GS clutch pack piston balancing chamber and one or more ES cooling channels for providing cooling liquid to the ES clutch pack.

The utility model relates to the technical field of motorcycle clutches, in particular to a power transmission attenuation resisting type motorcycle clutch which comprises a shell and a motorcycle clutch body, the inner wall of the shell is adjacent to the outer wall of the motorcycle clutch body, and the outer wall of the shell is connected with a heat removal structure. A control structure is connected to the rear portion of the outer wall of the motorcycle clutch, and a plurality of supports are fixedly connected to the rear portion of the outer wall of the shell. A fan in the heat extraction structure is connected with a power supply on the motorcycle to work, the fan forms extraction to extract heat generated in the shell into the bent pipe and finally discharges the heat at the first net cylinder, and at the moment, the second net cylinder sends air into the shell to form cold and hot replacement and reduce the temperature in the shell, so that the power transmission attenuation resistance of the motorcycle clutch is realized, and the service life of the motorcycle clutch is prolonged. An original fin heat conduction mode is changed, the heat dissipation effect of the motorcycle clutch is improved, and the power transmission attenuation resistance of the motorcycle clutch is guaranteed.

The application discloses an electric cylinder and a centrifugal safety device thereof. The safety device comprises an outer sleeve, an inner sleeve and a centrifugal assembly. The outer sleeve has a cavity, a blocking part and a first accommodating part. The inner sleeve is arranged inside the outer sleeve and has a protruding part and a second accommodating part. The centrifugal assembly is arranged between the first accommodating part and the second accommodating part and comprises a centrifugal block and an elastic element. The inner sleeve drives the centrifugal assembly to rotate. When the centrifugal force of the centrifugal block is smaller than the elastic force of the elastic element, the centrifugal block is limited in the second accommodating part by the elastic element, so that the inner sleeve can rotate inside the outer sleeve. When the centrifugal force of the centrifugal block is greater than the elastic force of the elastic element, the centrifugal block moves into the first accommodating part and is clamped by the protruding part and the blocking part, so that the inner sleeve and the outer sleeve are connected.

[Problem] The present invention addresses the technical problem of developing a new clutch device that is incorporated into an engine of a motorcycle or the like and is capable of optimizing a transmission status of rotation power during acceleration and deceleration even by applying most of existing components. [Solution] A clutch device according to the present invention is characterized in that: in order to optimize a pressure contact condition of a friction plate and a clutch plate in a clutch element body, a connection optimization mechanism equipped with a cam mechanism is provided; the cam mechanism is provided at the outer circumferential side as compared to the arrangement circle of a clutch spring; and upon occurrence of forward / backward torque in a transmission path, the cam mechanism causes displacement to either expand or contract a portion between a plate-receiving flange part of a clutch center and a plate-pushing ring part of a pressure plate, whereby the strength of the pressure contact condition in the clutch element body is changed either stronger or weaker and a clutch connection condition is optimized.