Dual Sprag Clutch Assembly for Bidirectional Torque Transfer
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Solution Overview
Problem
Conventional sprag clutches are limited in their ability to transmit torque in both rotational directions and change the relative angular position of inner and outer races, as they typically allow over-running in one direction only, restricting bidirectional torque transmission and angular position adjustment.
Innovation Solution
A dual sprag clutch system with two disengageable one-way sprag clutches, each having opposite drive and freewheeling directions, utilizing wedge-shaped steel sprags and an expandable ring mechanism to enable torque transmission in both directions by disengaging the sprags when necessary, allowing the outer race to rotate freely.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If a conventional one-way sprag clutch is used, then torque can be transmitted in one driving direction, but the output member cannot transmit torque in the opposite direction and angular position adjustment is restricted
Solution Approach 1:
The patent combines two one-way sprag clutches into a single dual sprag clutch assembly, where the first sprag clutch transmits torque in one rotational direction and the second sprag clutch transmits torque in the opposite rotational direction. This merging approach enables bidirectional torque transmission while maintaining a compact integrated structure rather than using separate clutch assemblies.
Solution Approach 2:
The dual sprag clutch assembly serves multiple functions: it transmits torque in both rotational directions, allows freewheeling in opposite directions, and enables angular position adjustment between inner and outer races. This multi-functionality resolves the contradiction by providing versatile bidirectional operation within a single clutch unit.
2Power
If sprags are engaged to transmit torque, then torque transmission is achieved, but the sprags create friction and wear
Solution Approach 1:
The sprags are designed to dynamically engage and disengage based on rotational direction. During driving operations, sprags engage to transmit torque; during freewheeling operations, sprags disengage to minimize friction. This dynamic engagement state allows the system to optimize between torque transmission capability and energy loss reduction.
3Volume of moving object
If the clutch is designed for compact dimensions, then space efficiency is improved, but the complexity of achieving bidirectional operation increases
Solution Approach 1:
The dual sprag clutch assembly nests the second sprag clutch within the same annular space as the first sprag clutch, with both clutches sharing common inner and outer races. This nesting arrangement achieves compact dimensions by utilizing the same radial and axial space for bidirectional torque transmission without requiring separate clutch assemblies.
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
Enables bidirectional torque transmission and angular position adjustment with a compact, robust, and durable design, providing instantaneous lock-up and low noise operation while maintaining simplicity and reducing parts count.
Implementation Method 1
An expandable ring is received in the recess of each of the plurality of sprags
Implementation Method 2
Power is transmitted from one race to the other by a wedging action of the sprags between the one race and the other
Implementation Method 3
A spring is interposed between the plurality of plungers and the bias force of the spring can be used to disengage the clutches
Data Source
AI summary
A drive system includes an inner race member and an outer race member. A first disengageable sprag clutch is disposed between the inner race member and the outer race member, the first disengageable sprag clutch having a drive direction and a freewheeling direction. A second disengageable sprag clutch is disposed between the inner race member and the outer race member, the second disengageable sprag clutch having a drive direction and a freewheeling direction that are opposite the drive direction and the freewheeling direction of the first disengageable sprag clutch.