312results about "Slip coupling" patented technology

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).

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.

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.

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.

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.

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).

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).

The application relates to a torque limiter, belonging to the technical field of mechanical manufacturing. The torque limiter comprises a driving end flange, a driven end flange and a plurality of ejector pin devices. The plurality of ejector pin devices are arranged at intervals along the circumference of the driven end flange and are connected with the driven end flange; and the plurality of ejector pin devices are arranged in pairs symmetrically relative to the central axis of the driven end flange. The ejector pin devices are movably connected with the driving end flange. In normal working conditions, the torque is transmitted by the contact between the force applied by the ejector pin devices and the driving end flange; when the system is overloaded, the overload force overcomes the force applied by the ejector pin devices to make the ejector pin slide or displace to cut off the power, thereby quickly responding to the protection system, and the torque limiter can be automatically reset after the overload is eliminated. In addition, the torque is uniformly distributed due to the symmetric distribution and the movable connection characteristics, the work is stable, and the convenience and the work efficiency of the equipment are remarkably improved.

The present invention relates to a device for limiting and / or transmitting torque, wherein the device has a damping element (6) which is designed in one piece and which, when the permissible torque is exceeded or when a brake is switched, connects a drive disc (4) of the torque limiter or the brake to the housing or another load-bearing component of the device.

To provide a novel angle position holding device 2 including a joint member 4 that can be integrally molded with powder metallurgy despite the fact that a female engagement part 16 and a male engagement part 18 are coaxially arranged in axially different positions.SOLUTION: A joint member 4 is provided with an annular thick wall part 21 in a corner part between an outer peripheral surface in the other side bearing part 14 including a male engagement part 18 and the other side surface in an axial direction of an intermediate plate 10 to which a female engagement part 16 and a proximal end of the male engagement part 18 are connected.SELECTED DRAWING: Figure 1

The utility model relates to a kind of elastic friction coupling of adjustment, comprising: left axle sleeve, connecting bolt, double nut, V belt, right axle sleeve, half pulley, left axle sleeve bevel step is attached left side V belt left side, left side V belt right side is attached right axle sleeve big end left side bevel step, right axle sleeve big end right side bevel step is attached right side V belt left side, right axle sleeve small end is in half pulley hole, half pulley bevel step is attached right side V belt right side;Connecting bolt sleeve is connected in the mounting hole of left axle sleeve and half pulley, double nut is connected in the left end of connecting bolt.The utility model replaces friction plate with double V belt, double nut prevents bolt connection, change from rigid coupling to elastic coupling by friction coupling, reduce installation precision requirement, improve shock-absorbing and friction force balance effect, and give consideration to adjustability and anti-loosening.

The utility model discloses a shifting fork clutch gear conversion box for an offshore renewable energy comprehensive platform, which is characterized in that a shifting fork is Y-shaped, the top of the shifting fork is connected with a snap ring of a sliding gear, the bottom of the shifting fork is slidably mounted on a guide shaft, the guide shaft is parallel to a first transmission shaft and a second transmission shaft, and a spring is sleeved on the guide shaft; a magnetic clutch is arranged close to the end of the guide shaft and used for attracting the shifting fork after being powered on so as to drive the sliding gear to slide along the first transmission shaft, and the spring is used for driving the shifting fork and the sliding gear to reset after the magnetic clutch is powered off. The device meets the use requirements of a surge power generation system, has the function of changing input steering and keeping output steering unchanged on one hand, has the clutch function on the other hand, does not need to replace quick-wear parts regularly, solves the problem of difficulty in offshore maintenance, improves the operation safety, prolongs the service life of the parts, and ensures the continuous and stable operation of an offshore platform.

A torque limiting clutch assembly is provided that is mounted between the motor housing (221) and the ring gear (223) of a planetary gear assembly. During normal operation, the clutch assembly prevents rotation of the ring gear relative to the motor housing. In the event of a severe loading condition, the clutch assembly slips, thereby preventing excessive torque from being applied to the drive train and potentially damaging one or more drive train components.

The problem to be solved by the present invention is to provide a torque clutch mechanism and an electric power tool capable of varying the magnitude of load torque during idling between a forward rotation driving process and a reverse rotation driving process. In a torque clutch mechanism (1), a clutch member (3) rotates in accordance with the rotation of a base member (2) when a lock protrusion (23) of a base-side facing surface (22) is in a locked state with a lock body (4), and if a load torque acting on the clutch member (3) reaches or exceeds a predetermined value, the lock protrusion (23) climbs over the lock body (4) to idle the base member (2). The through-hole (33) has: an inner surface (330) into which the lock body (4) abuts during the forward rotation of the base member (2); and an inner surface (331) for the locking body (4) to abut during the reverse rotation. Angles (alpha, beta) formed by the inner surfaces (330, 331) with respect to the clutch-side facing surface (34) are different from each other.

This invention relates to a vibration damping device. The torsional characteristics of the vibration damping device are diversified through a simple structure. The vibration damping device (1) includes an input side plate (30), a hub flange (40), and an elastic connecting part (50). The elastic connecting part (50) has four coil springs (51) pre-compressed in a neutral state where there is no relative rotation between the input side plate (30) and the hub flange (40). Two of the coil springs (51) are further compressed from a compressed state to a free state when the input side plate (30) twists relative to the hub flange (40) from a neutral state to one side (R1). Additionally, the other two coil springs (51) are further compressed from a compressed state to a free state when the input side plate (30) twists relative to the hub flange (40) from a neutral state to the other side (R2). Furthermore, during compression, the two end faces of each coil spring (51) change from a single-sided contact state to a double-sided contact state.

The invention relates to a spring damper (1) for a motor vehicle powertrain (2), comprising a primary part (3), a secondary part (4) rotatably received in a spring-damped manner relative to the primary part (3), and a first overload protection coupling (6) operatively interposed between the secondary part (4) and a hub element (5) and permanently closed below a threshold of the torque to be transmitted at least in the event of a sudden occurrence of the torque to be transmitted and releasing the relative rotation between the secondary part (4) and the hub element (5) above said threshold, wherein a second overload protection coupling (7) is operatively radially interposed within the first overload protection coupling (6) between an output (8) of the first overload protection coupling (6) and the hub element (5). The invention also relates to a powertrain (2) comprising said spring damper (1).

The invention relates to a multi-plate compact friction clutch for an actuator. In some examples, a configurable multi-plate compact friction clutch is provided for use in vehicle applications, particularly for protecting an actuator from excessive torque. The friction clutch includes an output coupler, a center housing, alternating metal and thermoplastic friction plates engaged with the center housing and the output coupler, respectively, and a biasing member that applies a compressive force to the friction plates. The clutch transfers torque between the input end and the output end, and allows slip to prevent overlarge torque situations. This design enables consistent performance over a wide temperature range, and can be extended for various applications. The compact nature and muting operation of the clutch makes it suitable for use in vehicle charge door actuators and other automotive shutdown systems.

A torque limiting coupling assembly shields a valve actuator from abnormally high levels of torque. In normal operation, an actuator coupling transfers a driving torque from an actuator coupling to a valve shaft coupling and the valve shaft coupling engenders a shaft torque on a shaft of a valve. In torque actuated operation, when a counter torque applied to the shaft coupling exceeds a threshold value, the actuator coupling freely rotates relative to the valve shaft coupling and the driving torque is transferred to a biasing element of the torque limiting coupling assembly rather than to the valve shaft coupling, thereby shielding the valve or the actuator from high levels of torque.

A compensating coupling comprises two outer coupling parts, namely an input-side coupling part and an output-side coupling part, both of which are to be connected to rotatable elements, more particularly shafts, and a center coupling part, which can be moved to a limited extent relative to the outer coupling parts. The center coupling part is composed of: a tube piece in the form of a damping element; and two tube end pieces, which are fastened to the tube piece and which are each designed to be fitted onto one of the outer coupling parts in a centered manner by ball head centering.

A drivetrain for the motorized movement of a motor vehicle closure including at least one friction lock mechanism to provide a friction torque, the friction lock mechanism being part of a coupling mechanism of the drivetrain for coupling two drive components of the drivetrain for conjoint rotation, including a coupling piece on the motor side to a drive component on the motor side and via a coupling piece remote from the motor to a drive component remote from the motor, and including multiple friction lock elements which can be rotated about a drive axis, are situated coaxially to one another and form the friction lock mechanism, a middle one of the friction lock elements being concentric to one another and in frictional engagement with two others of the friction lock elements.

The utility model relates to the technical field of wind power gear box equipment, in particular to an elastic buffering wind power gear box connecting mechanism with overload protection, which comprises a wind power gear box body, an overload protection mechanism is arranged on one side of the wind power gear box body, and a second output disc is arranged on one side of the overload protection mechanism; when overload occurs, the metal soft inhaul cable moves in the annular linear sliding rail in the spherical rotating block to drive the limiting block and the spring to work cooperatively. The spring can stretch out and draw back due to force generated by overload, part of energy is absorbed, and the situation that the whole wind power gear box connecting mechanism is seriously damaged due to instant overload is avoided. Meanwhile, the motion range of the metal soft inhaul cable is limited by the limiting block, excessive displacement of the metal soft inhaul cable is prevented, and unlimited transmission of overload energy is avoided. The first rotating shaft body and the first output disc are firmly connected through a bolt, and it is ensured that power is stably transmitted after being output from the wind power gear box body.

The utility model discloses a coupler torque overload protection structure, which relates to the technical field of coupler protection and comprises a bottom plate, a first limiting block and a second limiting block are arranged at the top of the bottom plate, and a second screw and a first screw are symmetrically and rotatably mounted at the top of the first limiting block and the top of the second limiting block respectively. The bottom ends of the two first screws penetrate through the second limiting blocks and extend into the bottom plate, the bottom ends of the two second screws penetrate through the first limiting blocks and extend into the bottom plate, and a first limiting circular ring and a second limiting circular ring are arranged on the sides, away from each other, of the first limiting blocks and the second limiting blocks correspondingly; therefore, the critical point of the overload torque can be controlled according to actual requirements in use, the problems that an overload protection structure is too sensitive and a protection mechanism is frequently triggered in actual application cannot be caused, continuous and stable operation of equipment cannot be affected, and the problems that the protection structure is slow in response and cannot be disconnected in time cannot occur. The power part and the whole device are effectively protected from being damaged, and the actual requirements of the market are met.