Planetary Gear Clutch Locking for Disengagement Under Load
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Solution Overview
Problem
Current clutch or brake systems for torque transmission in applications like bicycles and windmills are not cost-effective, durable, easy to operate, or capable of functioning under load, particularly during gear shifting, and are prone to lockup issues.
Innovation Solution
A clutch or brake system with a design featuring a first and second rotatable unit with abutment surfaces that allow disengagement under load, a third rotatable unit with retaining members for locking or releasing the abutment surfaces, and a selector mechanism for actuation, enabling operation under load during coupling, decoupling, upshifting, and downshifting, while minimizing the risk of lockup.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Reliability
If conventional clutch or brake systems are used for torque transmission, then the system can transmit torque, but the system is not cost-effective, durable, easy to operate, and is prone to lockup issues
Solution Approach 1:
The clutch or brake system is divided into multiple independent rotatable units (first, second, and third rotatable units), each performing specific functions. This segmentation allows for simplified individual components that are easier to manufacture and maintain, while collectively achieving reliable torque transmission without lockup
Solution Approach 2:
The third rotatable unit acts as an intermediary between the first and second rotatable units, providing selective coupling and decoupling functionality. This intermediary mechanism enables controlled engagement and disengagement under load, preventing lockup while maintaining torque transmission capability
2Ease of operation
If the clutch or brake system is designed for selective coupling, then gear shifting is enabled, but operation under load during coupling and decoupling is difficult
Solution Approach 1:
The system employs dynamic engagement mechanisms where the third rotatable unit can selectively couple or decouple the first and second rotatable units while they are rotating under load. The abutment surfaces are designed to engage and disengage during rotation, enabling gear shifting without requiring the system to stop or reduce load
Solution Approach 2:
The abutment surfaces are pre-positioned on the rotatable units such that when the third rotatable unit rotates to a specific position, the coupling or decoupling action occurs automatically at the optimal moment in the rotation cycle, facilitating smooth operation under load
3Ease of operation
If the abutment surfaces are designed for selective engagement, then coupling and decoupling is enabled, but the risk of lockup increases
Solution Approach 1:
The third rotatable unit serves as a mediator that controls the engagement of abutment surfaces between the first and second rotatable units. It can selectively allow or prevent contact between abutment surfaces, enabling controlled coupling and decoupling while preventing inadvertent lockup through its positioning mechanism
Solution Approach 2:
The system design includes features that preemptively prevent lockup by ensuring the third rotatable unit can always decouple the abutment surfaces if abnormal conditions occur. The retaining members and abutment surface geometry are designed to naturally prevent complete locking even if the third unit fails to decouple properly
Data Source
AI summary
A clutch or brake system for a torque transmission. The clutch or brake system includes a first rotatable unit connectable to an input or output, including at least one first abutment surface and a second rotatable unit connectable to an output or input, respectively, including at least one second abutment surface arranged for selectively engaging the first abutment surface. The first and second abutment surfaces are adapted to each other so as to allow disengaging under load. The system includes a third rotatable unit including at least one retaining member, the third unit being arranged for selectively being in a first rotational position or a second rotational position relative to the second rotatable unit, wherein the at least one retaining member in the first rotational position locks the at least one second abutment surface for rotationally coupling the second rotatable unit to the first rotatable unit.