Clutch Device Maintaining Engagement via Rotor Cogging Torque
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Conventional clutch devices face challenges in maintaining the engaged state without continuous electric power supply, leading to increased power consumption or oversized prime movers, and struggle with efficient torque transmission and state maintenance.
Innovation Solution
The clutch device incorporates a prime mover with a stator and rotor, a speed reducer, a rotational translation unit, and a state changing unit, where the cogging torque is set to prevent rotor rotation, allowing the clutch to maintain the engaged state without continuous power supply by restricting rotor movement.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If continuous electric power supply is used to maintain the clutch in the engaged state, then the clutch can maintain the engaged state reliably, but power consumption increases and the prime mover becomes oversized
Solution Approach 1:
The clutch device uses the rotational inertia of the rotor and the mechanical coupling through the speed reducer to maintain the engaged state without continuous power supply. The rotor's inertia keeps it rotating, and the speed reducer transmits this rotation to maintain clutch engagement, allowing the system to serve itself without external energy input.
Solution Approach 2:
The patent utilizes the dynamic特性 of the rotor's rotational inertia and the mechanical dynamics of the speed reducer to maintain clutch engagement. By allowing the rotor to coast and the mechanical system to naturally maintain the engaged state through its dynamic properties, continuous power supply is eliminated.
2Reliability
If the prime mover is oversized to maintain clutch engagement without continuous power, then clutch state can be maintained, but the device size and cost increase
Solution Approach 1:
The system uses the inherent rotational inertia of a normally-sized rotor and the mechanical coupling of the speed reducer to maintain clutch engagement without requiring an oversized prime mover. The components serve themselves through their natural physical properties rather than requiring excessive sizing.
Solution Approach 2:
By utilizing the dynamic characteristics of rotor inertia and mechanical transmission, the patent maintains clutch engagement without needing an oversized prime mover. The dynamic system naturally sustains the engaged state through rotational momentum and mechanical coupling.
3Measurement precision
If cogging torque is increased to stop the rotor at any position, then the rotor can be positioned precisely, but the prime mover requires more power to overcome the cogging torque
Solution Approach 1:
The patent optimizes the cogging torque parameter to an appropriate magnitude that enables rotor positioning at any angle without requiring excessive power. By carefully selecting and adjusting the cogging torque parameter, the system achieves precise position control while maintaining reasonable power requirements.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces power consumption and maintains the clutch in the engaged state effectively, improving efficiency and reducing the size of the prime mover.
Implementation Method 1
Cogging torque generated between the rotor and the stator is set to such a magnitude that the rotor is stoppable at any rotation position relative to the stator
Data Source
AI summary
A prime mover includes a stator fixed to the housing and a rotor rotatable relative to the stator. The prime mover outputs torque by being supplied with electric power. A speed reducer reduces the torque of the prime mover and outputs the reduced torque. A rotational translation unit includes a rotation portion that rotates relative to the housing upon receiving the torque from the speed reducer, and a translation portion that moves relative to the housing in an axial direction. A clutch allows torque transmission in an engaged state, and interrupts the torque transmission in a disengaged state. A state changing unit changes the state of the clutch by receiving a force along the axial direction from the translation portion. Cogging torque generated between the rotor and the stator is set to such a magnitude that the rotor is stoppable at any rotation position relative to the stator.