571results about "Slip coupling" patented technology

Provided is a gear ratchet tensioner for indirect live wire and an indirect live wire non-power distribution method and, more specifically, to an automatic direction switching pendulum-type rotary drive gear ratchet tensioner for indirect live wire and an indirect live wire non-power distribution method using the same, wherein the automatic forward or reverse rotation of a roller shaft can be carried out by simply operating a rotary lever using a stick for indirect live wire, and accordingly, indirect live wire work from the wire in the live wire condition enables safe wiring work such as wire electric dip adjustment work, electric wire installation work, and suspension insulator replacement work, etc. and the roller shaft is formed to be driven by a backstop ratchet ring operated by a multi-angle bundle pearl to strongly prevent a reverse direction and prevent backlash during a reverse rotation driving process to enable strong rotation driving.

There is disclosed an adjustable single-sprocket system including a sprocket having an opening for an axle, the sprocket having teeth about a perimeter of the sprocket, wherein the teeth of the sprocket are for engaging a bicycle chain, an adjustment dial, having an opening for the axle, the adjustment dial incorporating at least two adjustment ramps along a dial side closest to the sprocket, and a camming spacer, having an opening for the axle and including at least two camming ramps to engage with the at least two adjustment ramps to increase or decrease distance of the sprocket from the adjustment dial along a rotation axis about the sprocket as the adjustment dial is rotated about the rotation axis in a first direction or a second direction.

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).

The disclosure relates to an overload coupling (1) which has a coupling element (2) on the input side and an output-side coupling element (3) and is designed to transfer a torque from the coupling element (2) on the input side coupling element (2) to transmit a torque to the output-side coupling element (3), and to break the form-fit and / or force-fit connection between the input-side coupling element (2) and the output-side coupling element (3) in the event of an overload. The overload coupling (1) is designed as a slip coupling, in which the coupling element (2) on the drive side and the output-side coupling element (3) together form the coupling halves of a gear coupling. According to the disclosure, it is in particular envisaged that the drive-side coupling element (2) is provided with a first front toothing (5.1) on a side facing the output-side coupling element (3), and the output-side coupling element (3) is provided with a second front toothing (5.2) on a side facing the drive-side coupling element (2), the first front toothing (5.1) is designed to be complementary to the second front toothing (5.2) in such a way that the two front toothings (5.1, 5.2) can engage in one another only when the drive-side coupling element (2) has a unique and predetermined rotational position with respect to the output-side coupling element (3).

Suppresses imbalance in the first rotating member. [Solution] The power transmission device comprises a torque limiter and a damper unit. The torque limiter has a first side plate, a second side plate, and a friction plate. The damper unit has a first rotating member, a second rotating member, and an elastic member. The first rotating member is configured to rotate integrally with the friction plate. The second side plate has an annular portion and a cylindrical portion. The annular portion extends in the circumferential direction. The cylindrical portion extends from the outer peripheral end of the annular portion to the first axial side. The first rotating member has an outer peripheral surface that abuts against the inner circumferential surface of the cylindrical portion.

A power transmission device includes an inertia ring, a plate, a plurality of first bolts, a torque transmission member, and a plurality of second bolts. The inertia ring has an annular shape. The inertia ring includes a plurality of through holes. The plurality of through holes are disposed at intervals in a circumferential direction. The plate is disposed on a first side with respect to the inertia ring in an axial direction. The plurality of first bolts are screwed into the plurality of through holes from the first side to fasten the plate to the inertia ring. The torque transmission member is disposed on a second side with respect to the inertia ring in the axial direction. The plurality of second bolts are screwed into the plurality of through holes from the second side to fasten the torque transmission member to the inertia ring.

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.

To provide a power transmission device that can be made low-cost. [Solution] The power transmission device comprises a drive plate and a torque limiter. The torque limiter comprises a first side plate, an inertia member, a friction plate, and a biasing member. The first side plate is configured to be positioned on a first axial side relative to the drive plate. The first side plate is configured to rotate integrally with the drive plate. The inertia member is positioned on a first axial side relative to the first side plate. The inertia member is configured to rotate integrally with the first side plate. The friction plate is positioned to rotate relative to the first side plate. The pressure plate clamps the friction plate in cooperation with the first side plate. The biasing member biases the pressure plate axially toward the first side plate.

A toner cartridge includes: a toner container having an opening at one end thereof and rotating about a rotation axis to transfer toner toward the opening; an outlet for discharging the toner supplied from the toner container to the outside; an agitator coupled to the one end of the toner container and spaced apart from the outlet; and a torque limiter disposed between the toner container and the agitator to transmit a torque less than a set value between the toner container and the agitator.

An assembly including an outer member; an inner member; and a tolerance ring disposed between the inner member and the outer member, wherein the tolerance ring is a split ring comprising opposing edges, where the edges engaged with at one of the inner member or the outer member so as to prevent or restrict movement between the tolerance ring and at least one of the inner member or the outer member, or where the tolerance ring is deformed as installed between the inner member and the outer member and forms at least one buckled region in the tolerance ring due to an interference fit between the inner member and the outer member, where in an uninstalled state, the buckled region is absent.

Proposed is a complex clutch apparatus which includes a rotating block provided with a central shaft extending upward and an upward inclined protrusion part which surrounds a lower portion of the central shaft and is spaced apart by a predetermined distance from the central shaft, a C-shaped plate spring which surrounds an outer circumferential surface of the upward inclined protrusion part and is in elastically close contact with the outer side surface of the upward inclined protrusion part, a clutch gear provided with a downward inclined protrusion part press-fitted between the central shaft and the upward inclined protrusion part, and a holding protrusion inserted between opposite ends of the C-shaped plate spring in a longitudinal direction thereof; and an elastic body which is fixedly coupled to the central shaft and applies a downward elastic force to an upper surface of the clutch gear.

This application describes clutch mechanisms for use in a steering control system, e.g., a steering control system used to steer a trolling motor for a boat. Such clutch mechanisms can reduce and avoid damage to the steering control system (e.g., a steering motor) when the system is subjected to unusually large impact loads (e.g., when the trolling motor or boat contacts an obstruction). The clutches described in this application can be used to decouple the steering control system from a steering shaft (or other drive mechanism) upon application of a large impact load, thus reducing damage to and increasing the lifespan of such system. In some cases, the clutch is a ball and spring mechanism. In other cases, the clutch is a slip tooth mechanism.

The invention relates to an overload clutch (10) having a longitudinal axis AL, in particular in a drivetrain (76) of a wind turbine (100), comprising: a first clutch part (12) which forms a friction surface (14) oriented perpendicular to the longitudinal axis AL and a pressure plate (16); a second clutch part (20) having at least one fixedly connected hub lamella (22); and a plurality of friction lamellae (30) which are received in pairs between the friction surface (14) and the hub lamella (22) and between the hub lamella (22) and the pressure plate (16), wherein a friction disc (32) is arranged in a floatingly mounted manner between each pair of friction lamellae (30). Each friction lamellae (30) of the pair travels only half of the friction stroke over which frictional power is absorbed.

To provide a drive power transmission mechanism for an electric vehicle which can prevent an increase in size of the whole device while providing with a torque limiter mechanism.SOLUTION: The drive power transmission mechanism has a cylindrical shaft housing 22 fixed to an inner diameter part of a motor core 20 and extending in an axial direction. A shaft 9 is arranged at a center on an inner diameter side of the shaft housing 22, and is rotationally supported to the shaft housing 22. The drive power transmission mechanism includes: a plurality of annular friction plates 30 provided on one of an inner peripheral face of the shaft housing 22 and an outer peripheral face of the shaft 9; a plurality of annular separator plates 40 provided on the other of the inner peripheral face of the shaft housing 22 and the outer peripheral face of the shaft 9 and provided alternately with the plurality of friction plates 30 in the axial direction; and a plate spring 65 for urging the plurality of friction plates 30 and the plurality of separator plates 40 at all times in a friction engagement direction.SELECTED DRAWING: Figure 3

To provide a novel torque limiter that prevents one working piece 44 of two axially adjacent braking torque applying means 8 from interfering with the other working piece 44, thereby stabilizing the magnitude of the braking torque provided by the braking torque applying means 8. [Solution] At a circumferential position on the inner peripheral edge of the base 42 of the braking torque applying means 8 where the working piece 44 is not provided, a support piece 46 extending axially beyond the working piece 44 and a receiving piece 48 extending radially inward are provided. The support piece 46 and the receiving piece 48 of one of the two braking torque applying means 8, which are stacked in the axial direction, are aligned in the circumferential direction.

Multi-plate slip clutch (1) for a motor vehicle drivetrain, comprising a first clutch component (3) having several first friction plates (2) and a second clutch component (5) having several second friction plates (4), wherein the first friction plates (2) and the second friction plates (4) are arranged alternately in the axial direction and are permanently pressed against each other by means of a spring element (6), forming a frictional engagement, wherein a carrier (7) of the first clutch component (3) receiving the first friction plates (2) has two axially supported support plates (8, 9) and several circumferentially distributed studs (10) connecting the support plates (8, 9) to each other, and the studs (10) are also used for rotationally fixed support of the first friction plates (2), wherein the second clutch component (5) has a hub body (15) receiving the second friction plates (4), characterized in thatthat a second support plate (9) of the carrier (7) of the first coupling component (3) is cup-shaped and has a hub section (14) arranged radially within the first friction plates (2) and the second friction plates (4), and the hub section (14) of the first coupling component (3) projects at least partially axially into the hub body (15) of the second coupling component (5).

The overload protection coupler comprises a hub, a first friction plate, a positioning ring and a locker, a pressure plate is sleeved on the hub, an adjusting nut is installed on the hub, the first friction plate is sleeved on the hub, a second friction plate is arranged between the first friction plate and the pressure plate, and the second friction plate is sleeved on the pressure plate. The first friction plate and the second friction plate are arranged in a semicircular mode, the positioning rings are connected with the first friction plate and the second friction plate, and the locker sleeves the positioning rings so that the first friction plate and the second friction plate can be installed on the hub. The two inner hexagonal screws are unscrewed, the two semicircular bushing rings are separated, at the moment, the semicircular bushing rings do not tightly hold the positioning ring, and after the first friction plate and the second friction plate lose the holding force of the semicircular bushing rings, the first friction plate and the second friction plate which are spliced into a circle are separated in a semicircular mode and fall off from the hub along the axial space, and in the narrow space, the friction plate is separated from the hub. And the step of replacing the first friction plate and the second friction plate is simpler.

Providing a cam clutch that has a torque limiter function adaptable to high torque with a simple structure, excellent accuracy, stability, and durability, and can be downsized and have an increased service life. The cam clutch includes: a plurality of cams disposed in a circumferential direction between at least one pair of an inner ring and an outer ring that are coaxial with each other and rotatable relative to each other; and biasing means for biasing the plurality of cams so as to come into contact with the inner ring and the outer ring. Each of the cams includes an inclination restricting portion that restricts inclination of the cam in an engaging direction by coming into contact with a locking portion that is provided in a portion of the cam clutch other than cam receiving surfaces of the inner ring and the outer ring.

Adjustment device (1) for adjusting a light module in a lighting device, comprising an adjustment means (10) into which a rotary movement can be introduced, and a transmission element (11) by means of which the rotary movement can be transmitted, and wherein the adjustment means (10) and the transmission element (11) are connected by means of a coupling (12) for torque overload protection, wherein the adjustment means (10) is formed in at least two parts and has a first part (10a) into which the rotary movement can be introduced and a second part (10b) which is formed as part of the coupling (12), wherein the coupling (12) has a metallic spring element (13) which is formed by means of the second part (10b) of the adjustment means (10) and which comprises several spring arms (14) which at least partially enclose on the outside a detent section (16) of the transmission element (11) formed with detent cams (15),characterized in that the spring arms (14) have detent projections (21) pointing towards the detent cams (15), which are in contact with the detent cams (15).

The braking system (10) sets a torque limit and includes a torque limiter assembly (48) associated with the electromechanical actuation system. The torque limiter assembly (48) includes a ring gear (62) that meshes with a planetary gear set (70), and the ring gear (62) includes a first race (86) that extends circumferentially thereof. The torque limiter assembly (48) includes a preload member having a second race (88) that extends circumferentially thereof. Balls or rollers (84) are engaged between the first race (86) and the second race (88). The first race (86) and / or the second race (88) includes a series of peaks and valleys and slopes extending therebetween. Below the torque limit, the balls or rollers (84) are engaged within the valleys, keeping the ring gear (62) rotatably captured and causing the planetary gear (70) set to orbit. Above the torque limit, the balls or rollers (84) slide over the peaks, rotating the ring gear (62) and keeping the planetary gear set (70) rotatably captured.

A brake system comprising a torque limiter assembly that sets a torque limit and associated with an electromechanical actuation system. The torque limiter assembly comprises a ring gear meshed with two or more planetary gears, the ring gear comprising a first race extending circumferentially therearound. The torque limiter assembly comprises a pre-loaded member comprising a second race extending circumferentially therearound. Balls are engaged between the first and second races. The first and / or second races comprise a series of peaks and valleys, and slopes extending therebetween. Below the torque limit, the balls are engaged within the valleys causing the ring gear to remain rotationally captive and the planetary gears to orbit. At and above the torque limit, the balls slip over the peaks, causing the ring gear to rotate and the planetary gears to remain orbitally captive.

An example robot includes: a motor disposed at a joint configured to control motion of a member of the robot; a transmission including an input member coupled to and configured to rotate with the motor, an intermediate member, and an output member, where the intermediate member is fixed such that as the input member rotates, the output member rotates therewith at a different speed; a pad frictionally coupled to a side surface of the output member of the transmission and coupled to the member of the robot; and a spring configured to apply an axial preload on the pad, wherein the axial preload defines a torque limit that, when exceeded by a torque load on the member of the robot, the output member of the transmission slips relative to the pad.

A horizontal machining center with a shock-absorbing braking mechanism, comprising a lathe body (1) including a lathe bed (102), a chuck (103), a spindle housing (104), and a slide housing (105). The lathe bed (102) is equipped with a guide rail (108), and the slide housing (105) is equipped with a tool holder assembly (106). One end of the inner shaft (201) near the chuck (103) is provided with a brake disc (203), and the spindle housing (104) is provided with a spindle braking device (5) comprising a first (6) and a second braking device (7) arranged symmetrically on either side of the brake disc (203) and a return device (8) located between the two. (Shortcut figure: Figure 1)

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.

To provide a new torque limiter capable of preventing a lubricant flowing out from an external apparatus from entering the inside of an outside member as much as possible.SOLUTION: A circular recessed part 10 or an annular recessed groove side 210b continuously extending in the peripheral direction is formed in the center of axial both side end surfaces of an inside member 4, and cylindrical preventive walls 42 and 48 entering the recessed part 10 or the recessed groove side 210b are formed in a pair of support walls 26 and 46.SELECTED DRAWING: Figure 1

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).

The present invention provides a controlled engine assist system (10) for a hybrid vehicle having an internal combustion engine (12) and an electric power source (14) with a battery (15). The system (10) comprises a shaft (16) connecting the internal combustion engine (12) and a torque cushioning clutch (18). A power transmission arrangement (20) couples the torque cushioning clutch (18) to the electric power source (14). The torque cushioning clutch (18) partially transmits torque from the internal combustion engine (12) to the electric power source (14) during recuperation. This regulates transmission of sudden rotational irregularities to the electric power source (14), thereby, helping in minimizing damage to the electric power source (14).

A shaft assembly (1) comprises a first rotating shaft (11), a second rotating shaft (12), a first friction disc (13), a second friction disc (14) and an elastic member (15). And a part of the second rotating shaft (12) is inserted into the hollow shaft cavity (11c) of the first rotating shaft (11). The first friction disc (13) is connected with the first rotating shaft (11) in an anti-torque mode, and the second friction disc (14) is connected with the second rotating shaft (12) in an anti-torque mode. The elastic member (15) is configured to abut the first friction disc (13) against the second friction disc (14) such that the first friction disc (13) and the second friction disc (14) are capable of transmitting torque by frictional force between each other. The first friction disc (13) and the second friction disc (14) are arranged on the second rotating shaft (12) in a sleeving mode and contained in a hollow shaft cavity (11c) of the first rotating shaft (11). The invention also provides a motor rotor and a motor.