30results about How to "Wide torque range" patented technology

The present invention relates to a variable-torque magnetorheologically actuated prosthetic knee which utilizes a plurality of interspersed and alternating rotors and stators to shear magnetorheological fluid in gaps formed therebetween. Advantageously, by operating in the "shear mode" there is substantially no or negligible fluid pressure buildup or change. Moreover, the multiple MR fluid gaps or flux interfaces desirably allow for the production of a large torque at low speed-eliminating the need for a transmission-and also for a wide dynamic torque range. One embodiment of the invention allows the rotors and / or stators to close the gaps therebetween to create a frictional torque component, thereby forming a "hybrid" braking system which provides a total torque or damping which is a combination of viscous torque and frictional torque.

A hand-held power tool has a motor output shaft, a tool driver, and a torque-limiting unit with which a maximum torque transferred from the motor output shaft to the tool driver is adjustable by an operator, the torque-limiting unit including a spring system, the spring system including differently-acting spring elements.

A torque control circuit includes a motor driving circuit, a motor operating current detection circuit, a reference voltage generation circuit, a maximum motor current setting circuit, a torque setting circuit, an information output circuit, a regulated-voltage power supply circuit, a motor operating temperature detection circuit, and a control circuit. The control circuit includes an integrated circuit to carry out functions of reading information detection sources, processing, and instruction for execution of torque control and output terminals of the reference voltage generation circuit, the maximum motor current setting circuit, the motor operating temperature detection circuit, and the motor impedance torque setting circuit are respectively connected to corresponding input terminals of the integrated circuit to carry out desired control of torque supplied to the impact tool.

The invention discloses a bolt simulator structure comprising a pedestal and a transmission bolt. The pedestal is provided with a vertical inner hole, in which is disposed a piston capable of carrying out relative sliding motion. A sealed oil pressure chamber can be formed between the piston and the inner hole. The transmission bolt is used to act on the upper end of the piston to drive the piston to move axially. The pedestal is provided with an oil channel communicated with the oil pressure chamber, and the oil channel is connected with a counter-force device, which is used to provide the counter force for the oil pressure chamber. A torque spanner sleeve is connected with the transmission bolt of the simulator. The object of the invention is to provide the bolt simulator structure capable of providing wide torque range and reducing configuration quantity.

Provided is a continuously variable transmission capable of solving a technical problem of a complex structure comprising three planetary gear sets including a planetary gear set at an input end, a planetary gear set at an output end and a bucket wheel-based planetary gear set. The continuously variable transmission comprises a planetary gear set (101) at an input end and a planetary gear set (102) at an output end. A planetary carrier (103) having a cavity is provided between the planetary gear set (101) at the input end and the planetary gear set (102) at the output end. The planetary carrier (103) comprises an input end cover (6) and an output end cover (10). The input end cover (6) is connected to an inner side of the planetary gear set (101) at the input end. The output end cover (10) is connected to an inner side of the planetary gear set (102) at the output end. A bucket-wheel housing (11) having a cavity is fixed between the input end cover (6) and the output end cover (10). A bucket-wheel (7) is fixed to a planetary gear connecting shaft (4) located inside the bucket-wheel housing (11).

A continuously variable transmission is provided, solving the technical problems in which a balancing force between a torque-changing bucket wheel and a fluid of a hydraulic two-speed synchronizer is limited, discharging all of the fluid to increase torque results in the loss of flexible transmission, and the structures of control and braking apparatuses are complex. The continuously variable transmission comprises an input end planetary gear set (101) and an output end planetary gear set (102). A cavity planetary gear carrier (104) is disposed between the input end planetary gear set (101) and the output end planetary gear set (102). The cavity planetary gear carrier (104) comprises a cavity input end cover (6) and a cavity output end cover (13). A bucket wheel cavity housing (14) is fixedly disposed between the cavity input end cover (6) and the cavity output end cover (13). An inner side of the input end planetary gear set (101) is connected to the cavity input end cover (6). An inner side of the output end planetary gear set (102) is connected to the cavity output end cover (13). One side inside the bucket wheel cavity housing (14) is provided with a bucket wheel planetary gear set (103). The continuously variable transmission of the invention is widely applicable in the field of transmissions.

A CMG low-speed framework rapid wide torque range and high-precision driving control system employs a dual-winding motor mode, one mode can provide a large moment, and the other one can provide a high-precision moment, two motors can perform free switching according to an operating condition, and therefore, the CMG low-speed framework rapid wide torque range and high-precision driving control system has a wide torque range and a high-precision moment output capability, and can satisfy maneuverability demands for multi-task realization for the future and demands of a super quick high-performance satellite platform capable of imaging with moving.

A machine, such as an engine, which includes a cylinder (1), an essentially cylindrical piston (5) set on bearings and equipped with an eccentrically-set shaft (11), an inlet port or valve (8), an outlet port or valve (9), and a lever device (7), which is attached by bearings to a shaft (6) and which is intended to be in essentially tight contact with the piston (5). The cylinder (1) forms an essentially cylindrical chamber for the rotary piston (5) and a partially cylindrical chamber for the lever device (7) that moves backwards and forwards. The piston (5) is equipped, in the interior of the working chamber, with sliding-ring-type bearings (13, 14).

Provided is a continuously variable transmission capable of solving a technical problem in which upon activation of a continuously variable transmission, speed increase in vaned-wheel power density is low and unable to meet the requirement for rapidly increasing output torque. The present continuously variable transmission comprises a planetary gear set (101) at an input end and a planetary gear set (102) at an output end. A planetary carrier (104) having a cavity is provided between the planetary gear set (101) at the input end and the planetary gear set (102) at the output end. The planetary carrier (104) comprises an input end cover (6) and an output end cover (13). A vaned-wheel housing (14) having a cavity is fixed between the input end cover (6) and the output end cover (13). An inner side of the planetary gear set (101) at the input end is connected to the input end cover (6). An inner side of the planetary gear set (102) at the output end is connected to the output end cover (13). A vaned-wheel-based planetary gear set (103) is provided at one internal side of the vaned-wheel housing (14).

The present invention discloses a pneumatic experimental table for loading an electrical actuator. A brake system for loading an electrical actuator comprises an electrical / pneumatic converter for regulating loading air pressure, a change valve for switching loading air circuits, a brake disk and a pneumatic brake. The brake disk is driven by the output shaft of the electrical actuator to rotate. Friction is loaded on the brake disk by the pneumatic brake under the action of compressed air. The following modes can be selected by the change valve: the pressure of the compressed air acts on the pneumatic brake after the adjustment of the electrical / pneumatic converter to exert adjustable friction on the brake disk, and the slow loading mode of the electrical actuator is realized; the compressed air directly acts on the pneumatic brake to exert maximum friction on the brake disk, and the quick loading mode of the electrical actuator is realized; the air pressure acting on the pneumatic brake is controlled by the electrical / pneumatic converter, and the variable speed unloading mode of the electrical actuator is realized. The present invention has the advantages that quick loading, slow loading, variable speed unloading and multiple modes of load control, which are required in the test process, can all be realized.

The invention discloses reluctance motor winding reconfiguration-based vehicle-mounted alternating current-direct current charging and driving circuit topology. The circuit topology comprises a powersupply module, a DC / DC voltage boost-buck module and a reluctance motor reconfiguration module which are connected mutually. Through the reconfiguration reluctance motor, the circuit can work in a charging mode or a charging mode, and the manufacturing cost and the internal space of an electric vehicle can be effectively lowered and reduced; in addition, by reducing the number of switching tubes,the circuit reliability is improved; on the aspect of driving, the circuit topology can obtain high-speed and stable starting torque and wider torque range, and electric energy can be fed back in automobile deceleration or downhill, so that battery duration can be prolonged; on the aspect of charging, the circuit topology can lower limitation on the types of external charging piles, and the voltage can be lowered when the charging voltage is too high, so that charging safety can be ensured; and power factor regulation in the alternating current charging mode can be realized, so that the charging efficiency can be improved.

The invention discloses a steering back-to-center and intermediate position control system and a control method thereof, which judges whether the vehicle is in the steering back-to-center or middle position control working condition through a steering integrated controller's back-to-center judging module; the time-varying sliding mode control module Make the estimated value of the sideslip angle of the center of mass approach to the expected side slip angle of the center of mass, so as to calculate the centering compensation torque in the centering condition; the steering integrated control module according to the steering wheel angle θ 2 After comparing with the threshold value Thres1, choose to use EPS to return to alignment or to use differential power assist to return to alignment. If it is in the middle position control condition of the steering wheel, according to the steering angle θ at the middle position of the steering wheel 3 After comparing with the threshold value Thres2, choose to use EPS or differential power steering to return to the center. The present invention can improve the stability and accuracy of the differential power steering of the distributed drive vehicle and the control in the middle position of the steering wheel. precision.

A power distribution device between an electric starter of a turbomachine and an electric machine toward a shaft of the turbomachine, including the electric starter, the electric machine, and a controller for controlling the electric machine. An epicyclic train reducer includes a first element intended to be coupled to the shaft, a second element coupled to the electric starter, and a third element intended to be rotated by the electric machine. The controller is configured to rotate the third of the three elements so as to obtain two bearings of reduction ratios of the speeds between the first of said three elements and the second of the three elements. The controller is configured to drive the torque of the third of the three elements in accordance with a determined output torque.