Mechanical Actuated Clutches TRIZ Cases

See how inclined clutch gears and axial drive modules enable smooth gear shifting during drum o

See how inclined clutch gears and rectilinear actuation enable smooth gear shifting during drum

See how a synthetic resin boss portion in the driver assembly dissipates motor vibration energy

A modular friction clutch lets users engage the agitator on demand while isolating axial forces to reduce housing wear and complexity.

A calibrated clutch release torque lets the wiper motor idle under overload, protecting the shaft and gears while reducing weight and noise.

Spring-biased torque levers disconnect an agitator during overload, cutting frictional heat and protecting the motor without manual reset.

A divided release shaft lets the clutch actuator mount close to the clutch while saving leg space and improving control accuracy.

A bridge-linked differential lock couples both drive axles so a delivery van can climb curbs without one wheel spinning freely.

Rotational torque drives the selector to switch a clutch disconnect without dedicated actuators, cutting parts, size, cost, and control complexity.

A nested synchronizer ring transfers ring gear motion to the coupling sleeve, enabling compact mechanically synchronized shifting with lower drag losses.

A thickened outer ring and wedge-shaped clutch space absorb excessive loads when a seat reaches its end position, preventing part deformation.

Selective wet clutch engagement handles high input speeds while avoiding extra gears, weight, and package growth in EV transmissions.

A nested cam-actuated clutch limits differential motion in an eAxle without increasing axial length, avoiding vehicle body changes.

A synchronizer ring transfers ring gear motion to the coupling sleeve, enabling compact planetary gear shifting with lower drag losses.

A solenoid, rocker, and shift fork convert plunger motion into reliable clutch engagement, enabling smooth 2WD and 4WD transitions.

Hydraulic spring housings and dual clutch packs switch park, front-wheel drive, and 4WD modes to handle high-speed electric motor output.

Variable torsion stiffness lets an independent corner module adjust ride height across load states while improving roll control and reducing holding power.

An excess HST gear ratio during the idling phase reduces speed mismatch and improves vehicle response when switching between low and high gears.

A rocker-driven shift fork and bi-stable solenoid improve wheel end disconnect control, limiting involuntary shifts and binding.

By placing the clutch inside the output gear, this drive unit disconnect cuts mass, interfaces, and power loss while supporting torque vectoring.

A radial nub and shaft guide let the axle shaft disconnect from the wheel hub for flat towing without full removal or storage.

Localized thickening of the input-side outer ring boosts radial strength to prevent clutch deformation and breakage at seat travel limits.

Moving pins and elastic members block wheel-to-motor reverse torque in electric power steering, preserving steering control and reducing friction.

A rotating plate and keyhole-style attachment lock the clutch pedal for storage without dash panel mounting, reducing parts and erroneous locking.

A combined handlebar lever merges clutch and brake actuation to simplify shifting and improve snow vehicle control across terrain.

A central clutch gear and opposed clutch packs cut packaging size and cost in off-road transmissions while keeping torque delivery continuous.

A sealed insert with guide slots enables blind screw actuation inside a vehicle housing without full disassembly or screw loss.

A combined handlebar lever links clutch and brake actuation to smooth power transfer, braking, and shifting across varied snow terrain.

Guards placed below rear brake rods absorb upward thrust from obstacles, reducing deformation and brake failure without costly full-perimeter protection.

Embedding the clutch in the output gear removes redundant interfaces, cutting drive unit mass and power loss while supporting torque vectoring.

Magnetic forces hold the actuator in three gear positions without current, preventing unsafe shifts during power loss and reducing stress on brittle magnets.

Generator drag torque pre-matches accessory transmission speed before clutch engagement, cutting torque transients and driveline wear.

An interlocking clutch linkage absorbs cabin vibration to prevent repeated clutch engagement and disengagement in working vehicles.

A dual-disk ramp mechanism lets one actuator independently switch a clutch unit and parking lock while cutting drivetrain space, parts, and cost.

A transmission unloading mechanism relieves clutch limiting force so the steering assembly can decouple when needed while maintaining tight shaft coupling.

A clutch-buffered retractable viewing assembly cuts drag, absorbs obstacle impacts, and reduces gear backlash for steadier rear visibility.

A cage-angle adjustment mechanism enables two-speed shifting in an electric car transmission while reducing size, weight, and structural complexity.

An interlocking clutch linkage blocks cabin vibration from reaching the clutch, reducing judder, wear, and unstable engagement.

Independent actuating bearings and levers let a dry dual clutch engage each sub-clutch separately while cutting idling losses and cooling-circuit complexity.

A clutch-based rotating tool lets casing rotate below the kickoff point, improving cement displacement and zonal isolation in one-stage jobs.

A sliding and elastic torque module boosts hinge friction and hovering while shrinking structure size for compact electronic devices.

A selector pocket extends circumferential travel in a parking lock clutch, enabling simpler mode switching, lower cost, and longer life.

Motor rotation feedback and torque cutoff let a blind rivet nut-setting tool stop at set pull distance and prevent damage.

Dual springs and an offset cam-follower path stabilize slip values in rotary tool clutches while increasing torque capacity.

Variable clutch disconnection speeds reduce unexpected lever movement during deceleration while still helping prevent engine stall.

A buffer element lets clutch engagement parts move circumferentially, cutting backlash and noise while enabling light-force switching under high torque.

Elastic members and integrated hinge supports reduce shaking and wear during folding, keeping the flexible display panel balanced.

An inclined clutch hub inner surface guides oil into supply holes despite centrifugal force, improving clutch plate cooling and lubrication.

A torque-threshold clutch and sensor-based stroke control improve rivet nut setting consistency while reducing workpiece damage.

Tilting axial force transfer components let a screw-nut linear drive transmit push-rod force while preventing torque, friction, and wear.

A segmented hinge structure expands screen accommodation space and enables a larger folding arc to protect flexible display panels from damage.

A pretensioned spring in the intermediate actuator position enables fast fail-safe coupling shifts without a high-dynamic drive.

A radially moving transmission member lets the clutch switch drive states automatically, reducing manual operation and axial thickness.

Dual pressure chambers replace spring return to keep coupling actuation fast and consistent during motor-powertrain decoupling.

A thrust bearing redirects clutch pack pressing force to the axle housing, protecting differential case bearings and preserving gear meshing.

A stationary oil distributor keeps both concentric clutch packs lubricated at standstill while reducing axial space and assembly complexity.

A staged circumferential punching layout forms two synchronizer rings from one annular workpiece, cutting waste and processing cost.

Electromechanical pawls and actuator rings switch between free, locked, and one-way states while avoiding hydraulic parasitic losses.

Angular retaining members constrain self-aligning sleeve ribs to stop angular sliding, reduce wear, and preserve radial clutch alignment.

Interconnected wedges and links wrap around the inner race to switch between locked, one-way, and unlocked torque transfer with simpler assembly.

Phase-plane torque control keeps sleeve and gear teeth aligned at synchronization, reducing impact, noise, wear, and shift delay.

Threaded stop connection on guide sleeve prevents piston over-extension in hydraulic clutch slave cylinder.