Automatic Clutches TRIZ Cases

A lockable centrifugal clutch disconnects an unpowered axle drive to cut magnetic and mechanical losses in electric all-wheel-drive vehicles.

A nested axial latching mechanism enables overload protection and freewheeling in a compact clutch while supporting long service life.

A preloaded half-clutch buffer spring softens quick-shift engagement shock while preserving clutch connection capacity in straddled vehicles.

A clutch-controlled torque hinge switches frictional engagement, keeping doors stable while allowing low-force manual opening when the motor fails.

Inclined roller surfaces and a selector ease lock-to-free switching under residual torque while reducing friction, noise, and wear.

A step-up step-down clutch housing fits a centrifugal clutch between a mud motor and PTO, enabling automatic low-speed disengagement.

Radial locking bodies create a compact positive-fit shaft lock that holds high torque with low play and no continuous energy input.

Locking bodies and a coaxial locking ring create a compact shaft lock that holds high torque with low clearance and no holding energy.

A threaded clutch adjuster with locking retention keeps pressure plate position stable, preserving lever feel and precise engagement.

Threaded add-on weights let a CVT clutch mass be tuned at the heel, improving RPM and acceleration adjustment without a full clutch redesign.

A spring-loaded ball jams against a ramp to stop fin retraction and oscillation, improving projectile stability and range.

An elastic roller or ball jams against a ramp to block projectile fins in retracted or extended positions and prevent oscillation or rebound.

Floating sectors stay disengaged at idle and engage only above a preset speed, reducing low-speed torque transfer, wear, and clutch burden.

An inertial locking and biasing mechanism shifts automatically between engaged, freewheeling, and free-coasting states to cut friction and wear.

An asymmetric clutch bell profile lets CVT motorcycles reverse and push-start with the engine off while keeping normal forward clutch operation.

A long-hole clutch weight and roller-driven inclined surface speed coupling, raise clutch capacity, and simplify the clutch structure.

Overlapping the projection body with clutch spring force positions suppresses clutch weight tilt, smooths oscillation, and reduces uneven shoe wear.

A cam ring and spring-cage pawl layout enables free, one-way, and lock modes in one clutch while reducing drag torque in transmissions.

A pawl shifts from outer-race contact to a lift-off bump stop at higher speed, enabling one-way clutch control with lower drag.

An overlapping projection body and spring force path keeps the clutch weight aligned, reducing oscillation resistance and uneven shoe wear.

A second cam surface guides roller weights axially to minimize projection, resolving the trade-off between large engine power and vehicle width.

Dual pressure valves in a hydraulic transmission coupling manage fluid flow to ensure reliable clutch engagement despite viscosity changes.

A clutch mechanism uses a cam surface to transmit rotational force and lock the output rotator without external power.

Centrifugal force moves the shutter plate radially outward to prevent strut contact with notch edges, eliminating component damage.