A centrifugal clutch 200 includes a first drive plate 210 rotationally driven directly by a driving force of an engine and a second drive plate 220 frictionally in contact with the first drive plate 210. The first drive plate 210 includes a bulging body 215 on a supporting portion 214 bulging toward the second drive plate 220. The second drive plate 220 is rotationally driven together with the first drive plate 210 while allowing rotational displacement relative to the first drive plate and includes clutch weights 230. The bulging body 215 is made of a cylindrical roller. The clutch weight 230 is formed with a driven portion 232. The driven portion 232 has a pressing body 232a in contact with the bulging body 215. The pressing body 232a obliquely extends rearwardly and outwardly in a rotational drive direction of the first drive plate 210.

A dry type of torque converter for an electric vehicle and a control method thereof are disclosed.

The dry type of torque converter for the electric vehicle according to an exemplary embodiment of the present invention includes: a planetary gear including a first element connected to an input shaft, a second element connected to an output shaft, and a third element variably connected to a fixing unit; at least one eddy current torque generation unit provided between the first element and the second element and generating an eddy current to be controlled by a speed of the output shaft; a front cover integrally connected to the input shaft and the first element and incorporating the planetary gear; a one-way clutch interlocking one-direction connection of the third element and the fixing unit and connecting them to each other; a back cover provided at the output shaft side to be coupled with the front cover; and a lock-up mechanism respectively provided on both sides of the second element based on an axis direction and directly connecting the input shaft and the output shaft while being respectively in selective contact with the inner surfaces of the front cover and the back cover by the centrifugal force generated depending on the rotation speed of the output shaft.

A clutch comprises a bell alternatively engaged and disengaged by a rotating transmission component, wherein mutual engagement of the bell and the rotating transmission component by first engagement elements results in the bell being dragged in rotation by the transmission component in a first rotation direction, wherein the bell defines an engagement profile formed so as to be alternatively engaged and disengaged by second engagement elements dragged in rotation by the transmission component, and wherein mutual engagement of the second engagement elements and the engagement profile is a result of both the rotation of the transmission component in a second rotation direction, opposite to the first rotation direction, and the rotation of the bell in the first rotation direction. Mutual disengagement of the second engagement elements and the engagement profile is a result of both the rotation of the transmission component in the first rotation direction opposite to the second rotation direction, and the rotation of the bell in the second rotation direction.

Provided is a centrifugal clutch having a simple configuration and configured so that a clutch capacity can be increased. A centrifugal clutch (200) includes a drive plate (210) to be directly rotatably driven by drive force of an engine. The drive plate (210) includes swing support pins (214) and protrusions (218). The swing support pin (214) is fitted in a pin slide hole (231) formed at a clutch weight (230), and swingably supports the clutch weight (230). The protrusion (218) includes a cylindrical roller, and contacts a driven portion (235) of the clutch weight (230). The pin slide hole (231) is formed in a long hole shape allowing the clutch weight (230) to displace backward in a rotary drive direction of the drive plate (210). The driven portion (235) is formed to extend inclined outward to a rear side in the rotary drive direction of the drive plate (210).

A hub of a centrifugal clutch is mounted to a crankshaft of an engine. The hub includes: a hub boss at a center of the hub; a hub flange contiguous to an outer periphery of the hub boss; and a clutch element held to the hub flange. The hub boss is fastened to one end portion of the crankshaft with a plurality of fastening members extending parallel to the rotary shaft.

Methods and systems are provided for starting a vehicle engine. In one example, an engine starter system for starting the vehicle engine may comprise a ring gear coupled to an engine crankshaft, and a pinion gear coupled to a starter motor, the pinion gear having rotatable rocker elements for engaging the ring gear. In this way, the pinion gear may be engaged with the ring gear to transmit torque from the starter motor to the engine crankshaft to quickly start the engine.

A centrifugal clutch 200 includes a first drive plate 210 rotationally driven directly by a driving force of an engine and a second drive plate 220 frictionally in contact with the first drive plate 210. The first drive plate 210 includes a bulging body 215 on a supporting portion 214 bulging toward the second drive plate 220. The second drive plate 220 is rotationally driven together with the first drive plate 210 while allowing rotational displacement relative to the first drive plate and includes clutch weights 230. The bulging body 215 is made of a cylindrical roller. The clutch weight 230 is formed with a driven portion 232. The driven portion 232 has a pressing body 232a in contact with the bulging body 215. The pressing body 232a obliquely extends rearwardly and outwardly in a rotational drive direction of the first drive plate 210.

A lubricating fluid damped anti-rotational system is provided comprising a pawl carrier having an axis of rotation and a radial aperture, a pawl pivotably mounted to the pawl carrier on a pivot joint, the pawl having a contact portion and a counterweight portion, a lubricating fluid jet configured to propel a lubricating fluid through the radial aperture toward the contact portion.

A high performance synchronous transmission to be used aboard a motorcycle for transmitting the motion generated by an engine to a driving wheel, between a crankshaft and a hub shaft parallel therebetween and perpendicular to the median plane of the motorcycle, comprising on the crankshaft a centrifugal clutch, for the automatic engagement of the first speed above a predetermined rotation regime, and a driving pulley apt to transmit the motion through a subsequent kinematic chain, is provided with a coupling between crankshaft and driving pulley which connects them directly, by determining with its own engagement the exclusion of said centrifugal clutch, said coupling being controlled in disengagement when a control lever is in active position.

An automatic transmission multi-mode clutch module (10, 100) may include either two concentric (30B, 30A) or two axially (130B, 130A) spaced sets of pawls (30B, 130B, 30A, 130A) nested between a pair of inner (20, 120) and outer races (12, 112). A first set of pawls (30B, 130B) is secured to the outer race (12, 112), and may be selectively released from a normally spring-biased default engagement with the inner race (20, 120) by an actuator cam ring (16, 116) rotatable between two angular limits. A second set of pawls (30A, 130A) is secured to the inner race (20, 120), and is released from a normally spring-biased default engagement with the outer race (12, 112) whenever the inner race (20, 120) reaches a threshold rotational speed, at which centrifugal forces acting on the inner set of pawls (30A, 130A) overcome the default spring bias to disengage the pawls (30A, 130A) from the outer race (12, 112). In either the concentric or the axial arrangement, the two sets of pawls (30B, 130B, 30A, 130A) are configured to secure two clutch module races (12, 112, 20, 120) together in either locked, one-way, or unlocked operating modes.