Abstract: During movement of a mass of a centrifugal clutch a radially inner position to a radially outer position and a resulting increase in torque transmitted from an input gear to an output shaft, a power transmission apparatus includes a first torque region where the apparatus restricts operation of a pressing assist cam and a second torque region where the apparatus allows operation of the pressing assist cam.

Abstract: The present disclosure provides a power unit for a bionic robot, a robot joint and a robot. The power unit comprises: a shell, wherein a stator is embedded in the shell, a rotor is embedded in the stator, a rotor shaft is embedded in the rotor, bearings are disposed between the rotor shaft and the shell, a driving shaft is embedded in a central portion of the rotor shaft, a first driving wheel is disposed on the driving shaft, two transmission shafts are disposed in the rotor shaft, a first driven wheel and second driving wheels are disposed on each of the transmission shafts, the first driven wheel is engaged with the first driving wheel, a sun gear shaft is disposed in the rotor shaft, the sun gear shaft and the driving shaft are coaxially disposed, and a synchronizer and second driven wheels are disposed on the sun gear shaft.

Abstract: Wind funnel and gas combustion turbine systems are disclosed. Air travels through a wind funnel where it is compressed, and then flows into a compression section of a gas combustion turbine that is fueled by a hydrocarbon fuel source such as natural gas. Compressed air from the wind funnel may enter the compression section at selected locations. The compression section may have a front relatively low compression section and a downstream relatively higher compression section, and the compressed air from the wind funnel may be selectively delivered to one or both of the lower and higher compression sections. In addition, ambient air may be introduced into the lower compression section. During periods when compressed air from the wind funnel is delivered to the downstream higher compression section, the front lower compression section may be decoupled from the downstream section.

Abstract: A clutch assembly includes inner and outer races supported for rotation about an axis and a one-way clutch element radially disposed between the inner and outer races. A first bearing is radially disposed between the inner and outer races and is seated on the inner race. A second bearing is radially disposed between the inner and outer races and is seated on the inner race. The first and second bearings are on opposite sides of the clutch element.

Abstract: A switchable one-way clutch (SOWC) is configured to operate in both a freewheeling mode and a one-way clutch mode. The SOWC includes an inner race with a plurality of external cams, and a cylindrical outer race. A plurality of rollers are disposed radially between the inner cams and the outer race. A cage is connected to an outer phaser and includes a plurality of tabs. An inner phaser has a plurality of lobes extending radially outwardly, and the outer phaser has a plurality of inwardly-extending portions. The lobes and the inwardly-extending portions cooperate to define chambers. When fluid is applied to the chambers, the outer phaser rotates relative to the inner phaser. This causes the cage to rotate along with the outer phaser. When the cage rotates, its tabs move away from the rollers, enabling the assembly to function as a one-way clutch.

Abstract: A method for determining a connection state of an engine clutch includes: a stroke sensing operation of sensing, by a controller, a change of an actuator stroke of the engine clutch; a first pressure comparing operation of determining whether or not an actuator pressure of the engine clutch exceeds a first set pressure and is then changed to below the first set pressure when the actuator stroke is increased; a torque comparing operation of comparing transfer a torque of the engine clutch with a set torque when the actuator pressure exceeds the first set pressure and is then operated to below the first set pressure; and an open determining operation of determining that the engine clutch is in an open state when the transfer torque of the engine clutch is the set torque or less.

Abstract: The invention broadly contemplates a safety arrangement that transitions a moving component, for example a cooling fan housed within a chassis of an electronic device, between a first operating mode or condition and a second operating mode or condition. The first operating mode is a normal operating mode, allowing the component (fan) to operate (rotate) at full speed. The second operating mode is a safety or service mode, allowing the component (fan) to operate (rotate) at a reduced speed such that it is compliant with applicable safety regulations.

Abstract: In a drive force transmission apparatus, when an input shaft is rotated in a normal rotational direction, a rotational force of the input shaft is transmitted to an output shaft through a one-way clutch to rotate the output shaft at a rotational speed, which is the same as a rotational speed of the input shaft. At this time, an input side sub-shaft is freed from an output side sub-shaft. In contrast, when the input shaft is rotated in a reverse rotational direction, the rotational force of the input shaft is transmitted to the output shaft through an input gear, a first gear, the input side sub-shaft, a two-way clutch, the output side sub-shaft, a second gear and an output gear. At this time, the output shaft is freed from an intermediate shaft.

Abstract: A vehicle transmission device provides power transmission and speed switch for the operation demands of the vehicle to advance. The transmission device includes a driving shaft or an input shaft connected with a power source. The input shaft is provided with an input gear set and spring-like members disposed inside the input gear set. An output gear set is provided to mesh with the input gear set. A transmission control mechanism is disposed on the input shaft for the input gear set to transmit a power to the output gear set and an output shaft to output the power to drive the vehicle. The present invention can enhance the power, torsion and speed of the vehicle.

Abstract: A friction disk clutch with an electromagnet arrangement which has a coil former and a ferromagnetically conductive coil support, which supports the coil former and at least partially surrounds the latter, and, adjacent to the coil support, there are permanent magnet means, by means of which an axially movable friction section of the friction disk clutch can be connected magnetically to the rotor, and the permanent magnet means are arranged on the rotor in such a way that the permanent magnet means are covered by essentially no magnetically conductive section of the rotor on a side which is transverse to the direction of magnetization thereof. Anchoring means for mounting the permanent magnet means on the rotor include a mounting section formed for this purpose on the rotor, by means of which the permanent magnet means are mounted in the correct position on the rotor.

Abstract: A clutch carrier assembly for a transmission includes a clutch carrier, an outer race, a bearing, an inner race, and a one-way clutch. The clutch carrier is arranged for driving engagement with a plurality of clutch plates. The outer race is fixedly connected to the carrier and has an inner circumferential surface. The bearing has an outer circumferential surface aligned with the inner circumferential surface. The inner race is arranged for driving engagement with a transmission shaft. The one-way clutch is disposed radially between the outer race and the inner race.

Abstract: An asymmetric torque limiting coupling system for use on wind turbines, in which a forward torque limiting clutch and a reverse torque limiting clutch are provided in paired relation, with the reverse torque limiting clutch having a characteristic slip torque that is significantly less than that of the forward torque limiting clutch. In a specific embodiment disclosed, an asymmetric torque limiter interconnects a wind turbine with a generator shaft. The coupling includes an input housing and an output hub, with an overrunning mechanism interposed between the two. A first torque limiting mechanism is provided in series interconnection with the overrunning mechanism between the input housing and hub, while a second torque limiting mechanism is provided in parallel interconnection with the overrunning mechanism between the input housing and output hub.

Abstract: A yaw drive for a wind turbine includes a motor, a gear assembly connected to the motor, and a torque limiter. The torque limiter is arranged between the motor and the gear assembly and is capable of transferring torque between the motor and the gear assembly, and capable of limiting torque transfer between the motor and the gear assembly when the torque applied to the torque limiter exceeds a threshold value. A torque transferring part of the torque limiter includes a first set of discs connected to the motor and a second set of discs connected to the gear assembly, the discs of the first set being arranged interleaved with the discs of the second set, thereby forming a stack of discs. A friction between the discs provides torque transfer between the discs. The discs rotate relative to each other when an applied torque overcomes the friction between the discs.

Abstract: A coupling assembly for transferring a drive torque from a drive shaft (2) to a secondary unit, of a motor vehicle, including a drive shaft (2), an output (9) with at least one friction surface (20, 30), an armature (7) that is adjustable relative to the output (9) by energising an energisable winding (4) and that has friction coupling means with a friction surface (19, 25), as well as at least one liquid friction coupling means with a shear gap (21, 29, 52) filled with a fluid (16), wherein the friction coupling means and the liquid friction coupling means are part of a common coupling (14) designed as a combined friction disc and liquid friction coupling in which the adjustable armature (7) delimits the shear gap (21, 29, 52).

Abstract: A clutch assembly, including: a one-way clutch connected to first and second components and a helical gear engaged with the one way clutch. The helical gear is arranged to rotate in a rotational direction such that the helical gear displaces in an axial direction. The displacement of the helical gear in the axial direction and rotation of the helical gear in the rotational direction are arranged to rotationally lock the one-way clutch to non-rotatably connect the first and second components.

Abstract: A clutch assembly is provided. The clutch assembly includes a basket member, an input member and an actuator that is disposed within the basket member. A hub member, having a hub spline and an inclined portion is disposed adjacent to the actuator. A cam member, having a cam spline and cam lobes is rotatably disposed on the input member. A shaft member, having a shaft spline and plurality of slots is rotatably disposed on the input member. The hub spline is engaged with the cam spline in a disengaged position of the actuator. The clutch assembly further includes a plurality of balls received within the corresponding slots of the shaft member. While moving towards an engaged position of the actuator, the cam spline aligns with the shaft spline thereby the hub spline engages with the shaft spline in the engaged position of the actuator.

Abstract: A flywheel module has a closed housing with an opening, and an output which is formed by an output shaft that extends outward through the opening. A sealing ring is present between the output shaft and the boundary wall of the opening. A flywheel is accommodated in the housing, which flywheel is connected via a clutch to a first gear of a transmission whose other gear is connected to a first portion of a centrifugal disengaging clutch of which the other portion is connected to the output shaft. With this it be avoided that the flywheel starts to run at too high a speed, which guarantees the safety of the flywheel module.

Abstract: A transmission includes a housing, a first shaft rotatably supported relative to the housing, and a second shaft rotatably coupled to the first shaft. A switch-type clutch assembly is movable between an engaged state having a first clutch member coupled to a second clutch member and a disengaged state having the first clutch member separated from the second clutch member. The housing rotates with the first shaft when the switch-type clutch assembly is in the engaged state. A friction clutch is movable between an engaged state having a first friction plate coupled to a second friction plate and a disengaged state having the first frication plate separated from the second frication plate. The second shaft is fixed for rotation with the first shaft via the housing when the switch-type clutch assembly and the friction clutch assembly are both in the engaged state.

Abstract: A one-way clutch is provided that includes a first race, a second race having relative rotational movement with the first race, a locking mechanism to allow relative rotational movement between the races in one direction only and first and second backing plates connected with the first race.

Abstract: A transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes actuatable in combinations of two to establish a plurality of forward gear ratios and one reverse gear ratio. One of the torque transmitting devices includes a friction clutch and a binary clutch which have a spring-ball structure disposed therebetween.

Abstract: A transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes actuatable in combinations of two to establish a plurality of forward gear ratios and one reverse gear ratio. One of the torque transmitting devices includes a friction clutch disposed in parallel with a binary clutch.

Abstract: A magnet holder assembly for a clutch includes a magnet holder and first and second permanent magnets. The magnet holder includes a body portion, a first groove defined in the body portion, a second groove defined in the body portion adjacent to the first groove, and a flange extending from the body portion opposite the first groove and extending in a different direction than the first groove. The flange has a connection feature for securing the magnet holder to a rotatable component of the clutch. The first permanent magnet is radially retained by the first groove in the body portion, and the first permanent magnet has a beveled edge configured to mate with the first groove. The second permanent magnet is radially retained by the second groove, and the first permanent magnet and the second permanent magnet have magnetic orientations arranged substantially opposite one another.

Abstract: A belt tensioner includes a support housing at least in part defining a spring cavity and an arm pivotally attached to the support housing. A spring is located in the spring cavity and is operatively connected to the arm and the support housing to bias the arm about a pivot axis toward an unloaded position relative to the support housing. A damping member includes a hub and deflectable, force-applying elements that are connected to and spaced apart about a periphery of the hub. The force-applying elements are biased toward a contact surface of the arm to apply a frictional force between the contact surface and the force-applying elements to impede rotation of the arm relative to the support housing.

Abstract: A selectable overrunning clutch and breakaway, i.e., energy absorbing, cone clutch is disposed in series between two elements of a planetary gear automatic transmission. An annular piston is received within a complementary cylinder and includes a male cone clutch member that mates with a stationary female cone clutch member. Also carried by the annular piston is an annular drive ring which engages a planetary gear assembly element such as a ring gear. Disposed between the drive ring and the piston is a selection ring having a plurality of circumferential apertures or ports that receive a like plurality of struts. The face of the annular piston includes pockets or recesses that receive the struts and the face of the drive ring includes notches or surfaces against which the struts engage.

Abstract: Construction machine, with working drum mounted at a machine frame, combustion engine for driving the working drum, drive train between the combustion engine and the working drum, and clutch in the drive train, where the clutch is arranged between a drive shaft and output shaft of the drive train, clutch elements on drive side capable of being engaged with clutch elements on output side, where clutch elements on the drive side or on output side are provided with several clutch part elements that are permanently engaged with one another via at least one mechanical coupling, it is provided that a braking device acting between the drive shaft and the output shaft is arranged at the clutch, said braking device being additionally engaged during engagement of the clutch in order to eliminate or reduce any rotary vibrations caused by play of mechanical coupling between clutch part elements.

Abstract: A powertrain for a vehicle includes an engine, a transmission with an input member driven by the engine, and an output member. An electric motor is operable to drive the input member. The transmission has an electrically-actuated one-way clutch with a neutral mode in which the clutch freewheels in both directions of rotation, and a locked mode in which the clutch is locked in one direction of rotation. The transmission also has a hydraulically-actuated dual-piston clutch with a spring that biases the dual-piston clutch to an engaged state. The one-way clutch is in the neutral mode and the spring biases the dual-piston clutch to the engaged state prior to a key start of the engine. The one-way clutch is actuated to the locked state following ignition of the engine after a key start, and remains in the locked state during an autostop of the engine.

Abstract: A spring clutch mechanism for transmitting a driving force of a driving part to a driven part, including a first part, a second part, and a spring disposed between the first part and the second part. The first part is connected to the driven part. The second part is connected to the driving part and is rotatable relative to the first part coaxially therewith. The first part has a first end provided with a frusto-conical portion having a first tapered surface, and the second part has a second end formed with a recess provided with a second tapered surface in contact with the first tapered surface. the first part and the second part are aligned linearly and coaxially in a state that the first end is inserted into the second end maintaining contact of the first tapered surface with the second tapered surface.

Abstract: A power unit for a motorcycle having a continuously variable transmission, which is housed in a transmission chamber inside a engine body and which accomplishes stepless changes in the transmission of power from a drive pulley shaft to a driven pulley shaft by changing the effective diameter with which a belt actually wraps around each of the drive and the driven pulleys. An input clutch is set between a crankshaft and a drive pulley and is provided on the drive pulley shaft. A starter clutch is set between a driven pulley shaft and a rear wheel and is provided on the driven pulley shaft. The switching between the engagement and disengagement of one of the input clutch and the starter clutch is hydraulically controlled. Meanwhile, the switching between the engagement and disengagement of the other one of the input clutch and the starter clutch is mechanically controlled.

Abstract: Some embodiments of a clutch system may an output member and an input member can be biased to engage one another along opposing clutch surfaces. When input member drives rotation of the output member and a fan blade device secured thereto, the resulting fan thrust provides supplemental engagement to the opposing clutch surfaces.

Abstract: Some embodiments of a clutch system may drive an output member to rotate at a first speed when the opposing clutch surfaces are engaged and to rotate at a second speed when the clutch surfaces are shifted to a disengaged position. In particular embodiments, the multi-speed clutch system may employ an eddy current drive system that causes the output portion to rotate even when the opposing clutch surfaces are disengaged.

Abstract: A clutch assembly for transmitting a first torque between a first member and a second member includes a first clutch and a one-way clutch assembly. The first clutch has at least one first clutch element rotatably coupled to the first member and at least one second clutch element rotatably coupled to the second member. The one-way clutch assembly is disposed in parallel with the first clutch between the first member and the second member. When the one-way clutch assembly is actuated torque is transmitted between the first member and the second member in a first rotational direction and the one-way clutch assembly does not transmit torque between the first member and the second member in a second rotational direction. When the one-way clutch assembly is not actuated then the one-way clutch assembly does not transmit torque in the first rotational direction or the second rotational direction.

Abstract: Construction machine, with working drum mounted at a machine frame, combustion engine for driving the working drum, drive train between the combustion engine and the working drum, and clutch in the drive train, where the clutch is arranged between a drive shaft and output shaft of the drive train, clutch elements on drive side capable of being engaged with clutch elements on output side, where clutch elements on the drive side or on output side are provided with several clutch part elements that are permanently engaged with one another via at least one mechanical coupling, it is provided that a braking device acting between the drive shaft and the output shaft is arranged at the clutch, said braking device being additionally engaged during engagement of the clutch in order to eliminate or reduce any rotary vibrations caused by play of mechanical coupling between clutch part elements.

Abstract: A clutch assembly for transmitting a first torque between a first member and a second member includes a first clutch and a second clutch. The first clutch is disposed between the first member and the second member and has a predetermined design torque. The second clutch is disposed in series with the first clutch between the first member and the second member and has a predetermined holding torque that is less than the predetermined design torque. The second clutch allows rotation between the first member and the second member when the first torque is greater than the predetermined holding torque.

Abstract: The invention relates to a shiftable clutch device (10), in particular in disc configuration, including at least a first clutch component (10E) and a second clutch component (10A), each clutch component including friction surface bearing and/or friction surface forming elements (1E, 1A, 1.1), configured to be brought into at least indirect operative engagement through a shifting device (14) that is loadable with a pressure medium through a pressure cavity (8), wherein devices for generating a cooling oil flow to the friction surface bearing and/or friction surface forming elements (1E, 1A, 1.1.) of the particular clutch components (10E, 10A) are provided in an “open” functional condition of the shiftable clutch device (10).

Abstract: A shiftable clutch device for disconnecting a first drive machine from a drive train and connecting it thereto, including a control device that can be actuated by a pressure medium, is characterized according to the invention in that the shiftable clutch device includes two partial clutches, a first partial clutch forming a main clutch and a second partial clutch forming a drag clutch, which are disposed and configured such that each is adapted to produce a drag torque in an end position of the control device, a first opening end position characterized by an open state of the main clutch and a second closing end position characterized by a closed state of the main clutch.

Abstract: The present invention provides a servo actuated operating mechanism for a coacting lobed rotor positive displacement supercharger combining a low cost and capacity electromagnetic clutch with a small oil pump internal to the supercharger unit. The oil pump supplies on demand oil pressure from oil in a hydraulic clutch housing or the supercharger timing gear case and acts as a servomechanism to actuate an internal hydraulic clutch. The hydraulic clutch can be engaged over a much wider range of speeds and loads than is possible with an electromagnetic clutch alone. The electro-hydraulic servomechanism provides improved highway fuel economy relative to an electromagnetic clutch as the engagement speed could be moved to a higher rotational speed (rpm). The internal hydraulic system makes higher supercharger engagement speeds possible with a hydraulic system, but without the assembly and leak issues associated with externally plumbed engine oil system actuated clutches.

Abstract: A method for adjusting the point of engagement of a friction clutch of a step-variable transmission for a motor vehicle, in particular a friction clutch of a dual clutch transmission. The friction clutch is controllably actuated by means of a clutch actuator and at least one synchronizer shifting clutch is controllably actuated by means of a shift actuator for the engagement and disengagement of a gear ratio of the spur-gear transmission. A set-point of the clutch actuator for the point of engagement of the friction clutch is adjusted as a function of a speed gradient value, which ensues from a transitional state with the friction clutch actuated and the shifting clutch actuated, once the shifting clutch is opened. The transitional state is established by setting the clutch actuator and the shift actuator to a respective transitional value substantially at the same time or, at least in sections, in parallel.

Abstract: A spring device includes an intermittent accumulator and kinetics release trigger that gradually winds up to accumulate kinetic energy (kinetics) as driven by manual or other random intermittent kinetics, and drives a kinetics release control to trigger the spring to release kinetics to drive a load once the kinetics supplied to the spring is accumulated to a preset value.

Abstract: A vehicle differential assembly is provided that includes a differential driven by an input and adapted to allow differing rotational speed between a pair of outputs. The differential includes a gear assembly connected to the outputs and a hydraulically-actuated clutch for selectively and variably coupling the outputs. A hydraulic pump is adapted to generate hydraulic fluid pressure for engagement of the hydraulically-actuated clutch. A variable-engagement clutch is operatively connected to the input and the hydraulic pump such that the input selectively drives the hydraulic pump during engagement of the clutch to provide hydraulic fluid pressure to the hydraulically-actuated clutch. A torque coupling including a variable-engagement clutch is also provided.

Abstract: To provide a layout structure of a clutch lever shaft capable of realizing compact layouts of a whole power unit in which a starter centrifugal clutch and a transmission manual multi-plate clutch are provided, and of a whole vehicle on which the power unit is mounted. A centrifugal clutch shaft and a manual multi-plate clutch shaft are disposed in parallel. The clutch lever shaft of the manual multi-plate clutch is disposed orthogonally and substantially vertically upward in relation to a pressing direction of a friction plate in a vicinity of an end portion of a lifter pin. The clutch lever shaft is disposed between the centrifugal clutch and the manual multi-plate clutch when viewed from a top of the power unit.

Abstract: A dual clutch arrangement is disclosed herein. The dual clutch arrangement includes a first input rotatable member. The dual clutch arrangement also includes an output rotatable member. The dual clutch arrangement also includes a first clutch coupling the first input rotatable member and the output rotatable member such that the first input rotatable member drives the output rotatable member in rotation. The first clutch is operable to be overrun. The dual clutch arrangement also includes a second input rotatable member. The dual clutch arrangement also includes a second clutch operable to selectively couple the second input rotatable member and the output rotatable member such that the second input rotatable member drives the output rotatable member in rotation. The first clutch is overrun when the second clutch is engaged.

Abstract: A friction clutch for a driven element is proposed, wherein the driven element can clutch be connected directly to a drive and can be matched to the speed of the drive by means of a friction disk clutch. According to the invention, an eddy-current clutch which can be activated or deactivated is provided by respectively mounting or removing at least one part (1, 12) of the eddy-current clutch by means of a quick-action connection (6, 10). It is also proposed that an eddy-current and/or permanent magnet means (1, 12) is distributed in an azimuthal or circumferential manner.

Abstract: A drive axle assembly includes a pair of axelshafts connected to a pair of wheels and a drive mechanism for selectively coupling a driven input shaft to one or both of the axelshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, a bi-directional overrunning clutch and a mode clutch that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the mode clutches so as to control the side-to-side traction characteristics of the drive axle assembly.

Abstract: The invention relates to a device for driving a coolant pump (2) for the coolant circuit of an internal combustion engine in a motor vehicle comprising a drive train that encompasses a drive wheel (7), a viscous coupling (11), and a drive shaft (3). The inventive driving device is provided with a second coupling (15) which is embodied as a clutch and can be connected to the drive train parallel to the viscous coupling (11), resulting in increased redundancy and two-step rev control.

Abstract: In a drive unit for a hybrid motor vehicle for coupling an internal combustion engine and/or a motor-generator to a transmission, wherein an input shaft of the drive unit is connected to the internal combustion engine and the motor-generator is connected to an output shaft of the drive unit and a clutch is arranged between the input shaft and the output shaft, the clutch is normally engaged and means are provided for opening the clutch depending on the speed of the output shaft and also a freewheeling coupling is arranged in the drive unit in parallel with the clutch for connecting the input shaft to the output shaft via the freewheeling coupling.

Abstract: A powertrain is provided with an input clutch that is disengagable to allow a transmission input member to rotate independently of engine speed under power of a motor and provide an alternative way to power vehicle accessories otherwise driven by engine torque, while still allowing the motor to start the engine. A powertrain having a parallel combination of input clutches including a friction input clutch and a selectable one-way clutch is provided, as well as a method of control of such a powertrain. Another method of controlling a hybrid vehicle powertrain includes starting the engine via torque from a motor with the input clutch biased in an engaged position. If vehicle operating conditions are more efficiently met without operating the engine, the input clutch is disengaged to so that torque is provided only by the motor to the output member and to vehicle accessories operatively connected to the input member.

Abstract: The system includes at least one transmission belt for coupling the shafts of auxiliary devices to a pulley which can be coupled for operation to the shaft of the combustion engine, and an electromagnetically operated clutch between this pulley and the shaft of the engine. An overrunning clutch is interposed between the pulley and the shaft of the engine. The clutch is normally disengaged and de-energized. The pulley has a hub fitted on an extension of the shaft of the engine with the interposition of the overrunning clutch, and has a channel-shaped cross section with a concavity facing the internal combustion engine. The electromagnetically operated clutch comprises a winding which is fixed to the engine and which extends into the concavity of the pulley, and a ferromagnetic ring carried in an axially translatable way by a support element fixed with respect to rotation to the extension of the shaft of the engine.

Abstract: When a drive shaft is in a non-drive state, a second drive rotor is in a non-engaged state with a driven rotor with respect to its own rotating direction. When the drive shaft is in a drive state, a rotating force of a first drive rotor is transmitted to the second drive rotor through an urging member. As a result, a power transmitting member revolves, and a centrifugal force arranges the power transmitting member at a second clamping position. The second drive rotor receives a reaction force from a driven rotor via the power transmitting member. As a result, the second drive rotor is relatively rotated in an opposite direction to a rotating direction of the first drive rotor with respect to the first drive rotor, against an urging force of the urging member. As a result, the first drive rotor is engaged with the driven rotor with respect to its own rotating direction. Accordingly, the clutch is stably operated.

Abstract: A washing machine clutch to rotate or oscillate an agitator or propeller and selectively rotate a basket, comprising a support member that contains a cover and a second cover, an actuator that contains a piston, a bracket that contains a lever joined to arms, terminals and a protuberance, wherein the terminals and the protuberance are in said arms, a first spring connected between said support member and said bracket, a hollow shaft and a shaft configured to rotate, a mobile clutch containing an upper wall, a groove an internal part and a lower wall, wherein said terminals rest in the groove and in said upper wall, wherein the lower wall contains a plurality of alternating teeth and grooves and wherein the mobile clutch is coupled to the hollow shaft by its internal part, a pulley-clutch containing a plurality of alternating teeth and grooves, and an internal part, wherein the pulley-clutch is coupled to the shaft by means of said pulley-clutch internal part, wherein the mobile clutch couples with the pulley-

Abstract: A drive axle assembly includes a pair of axleshafts connected to a pair of wheels and a drive mechanism for selectively coupling a driven input shaft to one or both of the axleshafts. The drive mechanism includes first and second drive units that can be selectively engaged to control the magnitude of the drive torque transferred and the relative rotary speed between the input shaft and the axleshafts. Each drive unit includes a planetary gearset disposed between the input shaft and its corresponding axleshaft, a bi-directional overrunning clutch and a mode clutch that may be activated to cause the planetary gearset to establish different speed ratio drive connections between the input shaft and the axleshaft. A control system including an electronic control unit (ECU) and sensors are provided to control actuation of the mode clutches so as to control the side-to-side traction characteristics of the drive axle assembly.