A clutch for a continuously variable transmission which reduces friction between moving parts by adding bearings at points of contact between the movable sheave and weights and between rollers and the spider.

A clutch for a continuously variable transmission which reduces friction between moving parts by adding bearings at points of contact between the movable sheave and weights and between rollers and the spider.

An actuator primarily activated by transversal acceleration arising from rotational acceleration of a rotatable object is presented. The object is rotatable in a plane of rotation (P) about an object pivot point in the plane of rotation (P). The actuator comprises at least two bodies adapted to be rotatably, in or parallel to the plane of rotation (P), coupled to the object at a body pivot point of each body. The body pivot point and/or the body is arranged such that a mass distribution of the body is nonuniform about the body pivot point. Due to said nonuniform mass distribution about the body pivot point, the actuator is configured to transition to an activated state, in response to rotational acceleration of the object, by said at least two bodies rotating about their respective body pivot points in a direction opposite to a direction of said rotational acceleration of the object.

An actuator primarily activated by transversal acceleration arising from rotational acceleration of a rotatable object is presented. The object is rotatable in a plane of rotation (P) about an object pivot point in the plane of rotation (P). The actuator comprises at least two bodies adapted to be rotatably, in or parallel to the plane of rotation (P), coupled to the object at a body pivot point of each body. The body pivot point and/or the body is arranged such that a mass distribution of the body is nonuniform about the body pivot point. Due to said nonuniform mass distribution about the body pivot point, the actuator is configured to transition to an activated state, in response to rotational acceleration of the object, by said at least two bodies rotating about their respective body pivot points in a direction opposite to a direction of said rotational acceleration of the object.

Provided is a clutch type driving wheel of an electric scooter. The clutch type driving wheel of the electric scooter includes a wheel body and a power shaft penetrating through the center of the wheel body, wherein a motor power input structure is arranged at one end of the power shaft, a central supporting shaft penetrates through the power shaft, a controlled clutch structure enabling the wheel body to be circumferentially positioned relative to the power shaft or enabling the wheel body to circumferentially rotate relative to the power shaft when the controlled clutch structure acts is arranged between the power shaft and the wheel body, and a clutch state locking structure is arranged on the controlled clutch structure. According to the clutch type driving wheel of the electric scooter, the clutch state locking structure is arranged between the power shaft and the wheel body. It is ensured that when the power shaft and the wheel body are in a transmission connection state or a mutual separation state, the state stability can be maintained.

An automatic free-coasting freewheel (AFF) having: a free-coasting state; an engaged state and a freewheeling state, the AFF comprising: a driving member; an inertial unit; a driven member; a freewheeling biasing member; and an axis of rotation defining an axle; wherein the driving member, driven member and inertial unit are coaxially mounted onto the axle and rotatable thereupon, the driving member configured to controllably rotate relative to the inertia unit; the driving and driven members having angular velocities: ω.sub.DRIVING and ω.sub.DRIVEN; and angular accelerations α.sub.DRIVING and α.sub.DRIVEN; the inertial unit further comprising a suspension member configured with at least one set of: a locking member and a free-coasting biasing member; wherein the inertial unit is configured to interact between the driving and the driven member to automatically shift between the states, depending upon α.sub.DRIVING versus a threshold value (α.sub.MIN) and ω.sub.DRIVEN and ω.sub.DRIVING.

An automatic free-coasting freewheel (AFF) having: a free-coasting state; an engaged state and a freewheeling state, the AFF comprising: a driving member; an inertial unit; a driven member; a freewheeling biasing member; and an axis of rotation defining an axle; wherein the driving member, driven member and inertial unit are coaxially mounted onto the axle and rotatable thereupon, the driving member configured to controllably rotate relative to the inertia unit; the driving and driven members having angular velocities: ω.sub.DRIVING and ω.sub.DRIVEN; and angular accelerations α.sub.DRIVING and α.sub.DRIVEN; the inertial unit further comprising a suspension member configured with at least one set of: a locking member and a free-coasting biasing member; wherein the inertial unit is configured to interact between the driving and the driven member to automatically shift between the states, depending upon α.sub.DRIVING versus a threshold value (α.sub.MIN) and ω.sub.DRIVEN and ω.sub.DRIVING.

A torque restriction mechanism is provided by which torque cutoff and torque transmission can be reliably performed without being affected by a rotation state of the drive unit, and damage to a collision object can be reduced even with a simple configuration. The torque restriction mechanism includes a first clutch and a second clutch. The first clutch cuts off torque to a driven unit when reaction torque at a stationary portion of a motor equals or exceeds a first value. The second clutch that transmits torque in accordance with a rotation state of a rotor of the motor, cuts off torque to the driven unit when the reaction torque equals or exceeds a second value larger than the first value.

A torque restriction mechanism is provided by which torque cutoff and torque transmission can be reliably performed without being affected by a rotation state of the drive unit, and damage to a collision object can be reduced even with a simple configuration. The torque restriction mechanism includes a first clutch and a second clutch. The first clutch cuts off torque to a driven unit when reaction torque at a stationary portion of a motor equals or exceeds a first value. The second clutch that transmits torque in accordance with a rotation state of a rotor of the motor, cuts off torque to the driven unit when the reaction torque equals or exceeds a second value larger than the first value.

This clutch includes an annular clutch housing, a rotationally driven drive-side rotating body, a driven-side rotating body, a rolling body, and a support member. The clutch is configured such that, when the drive-side rotating body starts to rotate when driven, the drive-side rotating body comes into contact with the support member in a rotational direction and presses the rolling body in the rotational direction through the support member, thereby releasing the rolling body from gripping effected by the clutch housing and the driven-side rotating body. The support member includes a load generation section for generating a load which makes it difficult for the support member to rotate about the rotation axis of the drive-side rotating body when at least the drive-side rotating body starts to rotate when driven.