934results about "Clutches" patented technology

A method for detecting a safe state of a switchable valve of a hydraulic system of an actuator in a motor vehicle includes the at least one first switchable valve, which is actuated by being energized, a pump, and a controller which controls at least the first switchable valve and the pump. The pump delivers the fluid to a first load in a first rotational direction and to at least one second load in a second rotational direction.

The present disclosure relates a power transmission system (100) for a work machine (50). The work machine is defined by drive wheels (14) for driving the work machine and a power take off (PTO) shaft (18) for driving a plurality of implements attached to the work machine. The system (100) comprises a first prime mover (10), a second prime mover (16), a first gear (20), a second gear (22), an engaging unit (24) and a switch. The engaging unit (24) is configured to be operatively mounted on the PTO shaft (18). The engaging unit (24) is configured to be displaced on the PTO shaft (18) from an idling configuration to an engaging configuration based on the satisfaction of a predetermined set of conditions. The system provides the compact assembly without any additional requirement of any external transmission assembly. Also, it makes the coupling response quick and provides smooth and noise free shifting and coupling of gears.

A generator module for a vehicle includes a housing arranged for fixing to a combustion engine, a stator fixed in the housing, a rotor, rotatable within the stator and arranged for driving connection with the combustion engine, and a damper arranged in a torque path between the combustion engine and the rotor for damping torsional vibrations from the combustion engine.

Disclosed is a method for determining a vehicle clutch temperature of a vehicle clutch by a neuron network. The method includes determining at least one input value representing a power supplied to the vehicle clutch, such that the at least one input value is determined on the basis of processing consecutive values of power supplied to the vehicle clutch. At least one input value and at least one value of an operating parameter are input as input data into the neuron network. A clutch temperature is determined by the neuron network on the basis of the input data and of a relationship learned by the neuron network between a time variation of the input data and the clutch temperature. A method is also disclosed for generating a training data set for a neuron network, and a control unit for determining a vehicle clutch temperature using a neuron network.

The utility model relates to a main clutch and duckbilled clutch controller for an integrated transplanter. The main clutch and duckbilled clutch controller comprises a frame tube, the first supporting plate is arranged on the axial side of the frame tube, a first handle is hinged to the side, away from the frame tube, of the first supporting plate, a first pull wire is connected to the first handle, and the end, away from the first handle, of the first pull wire is connected with a control terminal of the main clutch; the second supporting plate is arranged on the other axial side of the frame tube, a second handle is hinged to the side, away from the frame tube, of the second supporting plate, the second handle is connected with a second pull wire, and the end, away from the second handle, of the second pull wire is connected with a control terminal of the duckbilled clutch; the control structures of the main clutch and the duckbilled clutch are integrated on the two sides of the frame tube to form an integrated structure so as to form a set of control system, and wire harnesses of the first stay wire and the second stay wire are simple in arrangement and easy to maintain.

The invention discloses a control method and device for a low-temperature clutch of an electric drive gearbox of engineering machinery and a storage medium, and belongs to the technical field of engineering machinery. The real-time given current of a starting gear clutch electromagnetic valve is controlled according to the pressure of the clutch pack; the real-time given current of a starting gear clutch electromagnetic valve is controlled according to the pressure of a clutch pack, and the real-time rotating speed of a driving motor is given according to the rotating speed of the output end of the clutch; performing low-temperature gear shifting in a static state: controlling the real-time given torque of a driving motor to be 0, and controlling the real-time given current combined with a clutch electromagnetic valve according to the pressure of a clutch pack; and low-temperature gear shifting is conducted in the running state, specifically, real-time torque of a driving motor is given according to clutch pack pressure control in combination with real-time given current of a clutch electromagnetic valve and based on the rotating speed difference of the input end and the output end of a clutch, and the smoothness of the starting and gear shifting process is improved.

A constant velocity joint includes: an outer race provided with a through-hole extending along a longitudinal axis and forming a plurality of outer ball grooves; an inner race forming a plurality of inner ball grooves that respectively pair with the outer ball grooves; a plurality of balls that are respectively positioned within a space formed by the pair of the outer ball grooves and the internal ball grooves; a ball cage that accommodates the plurality of balls; and a grease retainer coupled to the outer race to prevent grease, which fills a space where the ball and the ball cage are placed, from leaking through the through-hole. The grease retainer has a convex shape protruding towards the ball and the ball cage.

The invention provides a clutch control method and device of a hybrid vehicle, a medium and a product, and relates to the technical field of hybrid vehicle control, and the method comprises the steps that the over-separation position lower limit of a target clutch is obtained; in response to the clutch separation instruction, the target clutch is controlled to execute clutch separation operation, and the actual position of the target clutch is monitored in the clutch separation operation process; when it is recognized that the actual position exceeds the lower limit of the over-separation position, first information used for representing a clutch fault is sent out, a degradation measure is triggered, and the degradation measure is configured to control the target clutch to adjust the actual position to a non-wear separation position range lower than the lower limit of the over-separation position and keep the actual position. According to the method, by monitoring the actual position of the target clutch and implementing fault report and degradation measures, the over-separation phenomenon of the clutch can be effectively prevented, it is guaranteed that the clutch position is always kept within the non-abrasion separation position range, and therefore the service cycle of the target clutch is prolonged.

The invention relates to a method for vibration damping (10) of vibrations (74) of a torque assembly (14) of a vehicle (24), comprising the steps of providing (12) the torque assembly (14), which has at least one torque component (18) that transmits a drive torque (16) for moving the vehicle (24) and rotates at a speed, detecting (40) at least one vibration parameter (42) of an existing or imminent undesired vibration (74) affecting the torque assembly (14), and carrying out (60) a damping measure (62) for damping the vibration (74) as a function of the vibration parameter (42), wherein the at least one vibration parameter (42) is calculated by a trained neural network (44) using evaluation information (46) associated with the vibration (74) as input data (48). The invention further relates to a torque assembly (14).

The invention relates to a method for controlling a hydraulic system (1) of a motor vehicle, wherein the hydraulic system (1) provides a fluid flow to at least one component (14, 15) of the motor vehicle by means of a reversing pump (4) in a first direction of rotation and sets a target pressure in a pressure line (27) in the other, second direction of rotation by means of a predetermined target speed in order to actuate at least one slave cylinder (10, 12), wherein the reversing pump (4) is switched to the first direction of rotation after the target pressure has been reached and, each time the target pressure drops below a predetermined minimum pressure, the direction of rotation of the reversing pump (4) is briefly changed to the second direction of rotation until the target pressure is reached.In order to minimize the interruption of the fluid flow in the first direction of rotation, an actuation duration of the at least one slave cylinder (10, 12) is monitored and, before the actuation duration exceeds a predetermined threshold, the target pressure of the pressure line (27) is increased.

A universal joint bearing includes a trunnion, a cup, rolling elements rotatably supporting the cup relative to the trunnion, and at least one seal for sealing a space between the trunnion and the cup. The cup has a substantially cylindrical surface, which is a part of a radially outer surface of the universal joint bearing. All of the rolling elements of the universal joint bearing are arranged in a certain number of rows of rolling elements. A sum of the maximum axial lengths of all the rows of rolling element divided by the sum of the maximum axial length of the substantially cylindrical surface and the maximum axial length of a radially outer surface of the at least one seal, which is another part of the radially outer surface of the universal joint bearing, is between 0.6 and 0.75.

Joint arrangement comprising: a constant velocity joint having an outer race with a welded seat; a flange component having a weld seat projection on a first side, the weld seat projection configured to engage the weld seat of the outer ring; a conductive component interconnecting the outer ring and the flange component at an interface between the outer ring and a second side of the flange component opposite the first side; and a shaft component drivingly coupled to the constant velocity joint, wherein the constant velocity joint is received by the shaft component at the weld seat of the outer ring and drivingly coupled to it.

The invention relates to a method for controlling a hydraulic system (1) for a vehicle having an electrically operated pump (2) that adjusts a system pressure, wherein, for actuating a clutch, the system pressure is controlled between a maximum pressure (p(max)) and a minimum pressure (p(min)) by means of a slave cylinder (6). In order to enable both precise and robust control of the hydraulic system (1), a pressure signal of the system pressure is filtered using different types of filters as a function of at least one operating parameter of the hydraulic system (1).

A shaft coupling for coupling a prime mover shaft to a power input shaft of a progressive cavity pump can include a first half shell and a second half shell. Each of the half shells can include a first end and a second end along a longitudinal center axis, the first end can include an inner contour which can be configured to match an outer contour of the prime mover shaft and the second end can include an inner contour which can be configured to match an outer contour of the power input shaft. The shaft coupling can include a fastening mechanism, which can be configured for applying a force on the first half shell and the second half shell that can be in a radially inward direction, where the force can be applied through the longitudinal center axis.

The invention discloses an intelligent regulation and control system and method for a clutch of forging and pressing equipment, and the system comprises a current sensor group which is used for collecting the waveform data of the three-phase current of a clutch drive motor in real time; the feature extraction module is used for extracting waveform features from the waveform data, and the waveform features comprise harmonic distortion rate, phase offset and instantaneous power fluctuation characteristics; the time sequence prediction module is used for predicting the future change trend of the clutch engagement state based on the historical waveform characteristics; the controller is used for generating a regulation and control instruction according to the prediction result, and the regulation and control instruction comprises at least one of joint time adjustment, motor torque compensation and lubrication control; and according to the prediction result and characteristic parameter correlation analysis, dynamically generating instructions such as joint time adjustment, motor torque compensation and lubrication control, optimizing the running state of the clutch in real time, reducing abnormal vibration of the equipment, and meeting the requirements of real-time monitoring and dynamic regulation and control of the forging and pressing equipment clutch.

A universal joint or other vehicle driveline assembly includes an inner race, an outer race, and bearings positioned between the races. In some embodiments, the components of the universal joint that are in contact with the bearings are selectively processed to be harder than the other non-contact surfaces of the component.

A centrifugal force pendulum includes two pendulum flanges, a pendulum mass, a stop damper and roller bodies. The two pendulum flanges are rotationally fixed together, include respective flange cutouts, and define a pendulum mass receiving space therebetween. The pendulum mass is arranged in the pendulum mass receiving space and includes a mass cutout and a radial inner face. The stop damper is arranged on the radial inner face and includes two through-openings. The roller bodies extend through the flange cutouts and the mass cutout. The flange cutouts and the mass cutout define a movement path, the pendulum mass is movable relative to the two pendulum flanges along the movement path, and fastening elements extend through the two through-openings to connect the stop damper to the pendulum mass. A torsional vibration damper including the centrifugal force pendulum is also disclosed.

The invention provides a clutch control method and system, a vehicle and a medium, and belongs to the technical field of vehicle transmission control, and the method comprises the steps that a position deviation value sequence of a clutch is obtained, and the position deviation value sequence comprises a plurality of position deviation values; the position deviation value is equal to the difference value between the target position and the actual position of the clutch; pID control parameters are determined according to the working state of the clutch; performing filtering processing on the position deviation value sequence based on a least square method to obtain a filtering differential term coefficient; obtaining a variable speed integral item coefficient according to the position deviation value sequence, the variable speed integral threshold range and the integral item coefficient; generating a control signal according to a proportional term coefficient, the filtering differential term coefficient and the variable speed integral term coefficient; and the control signal is output to a clutch executing mechanism, and closed-loop control over the position of the clutch is achieved. According to the method, overshoot is remarkably reduced, and the robustness of clutch control is improved.

A shaft coupling for coupling a prime mover shaft to a power input shaft of a progressive cavity pump can include a first half shell and a second half shell. Each of the half shells can include a first end and a second end along a longitudinal center axis, the first end can include an inner contour which can be configured to match an outer contour of the prime mover shaft and the second end can include an inner contour which can be configured to match an outer contour of the power input shaft. The shaft coupling can include a fastening mechanism, which can be configured for applying a force on the first half shell and the second half shell that can be in a radially inward direction, where the force can be applied through the longitudinal center axis.

A vehicle power transmission assembly includes a differential side gear transmitting power from an engine to wheels on both sides, a drive shaft coupled to the differential side gear to transmit, to wheels, driving force transmitted by the differential side gear, and a nut fastened to an outer circumference of the drive shaft to engage with the differential side gear.

The invention relates to a method for controlling a motorcycle, having a transmission control, an automated transmission, an internal combustion engine and a speed sensor which, starting from a neutral position, can be deflected in a first direction and in a second direction opposite to the first direction, wherein a torque request from the driver to the motorcycle can be determined as a function of a deflection of the speed sensor in the first direction, wherein in the method, if it is determined that the speed sensor is deflected in the second direction (V1), in order to set a coasting mode, a clutch of the automated transmission is opened (V2) by means of the transmission control, whereby a power transmission path from the internal combustion engine to the wheels of the motorcycle is interrupted.

The present invention discloses a clutch oil pressure control system for a transmission, comprising a priority valve, a shift solenoid valve A, a shift solenoid valve B, a shift solenoid valve C, and a control assembly. One end of the priority valve is connected to a main oil pressure regulating valve, and the other end of the priority valve is connected to the control assembly. The shift solenoid valves A, B, and C are connected in parallel, and one end of each of the shift solenoid valves A, B, and C is connected to the main oil pressure regulating valve. The present invention ensures that only one clutch cylinder receives oil in the intersecting oil passages between the reversing spools A, B, and C, while the remaining clutch cylinders drain oil. Even if two or more valve cores become stuck, the transmission will not stop operating. By configuring the lock solenoid valve and the associated oil circuits, the original gear position can be maintained during a power outage, achieving a gear lock function. The shift position can also be returned to neutral during a power outage, achieving a neutral lock function.

This invention relates to the field of power booster technology and proposes a clutch power booster, including a pneumatic cylinder and a hydraulic cylinder connected to the rear end of the pneumatic cylinder. An intake / exhaust control valve is provided on the side of the hydraulic cylinder near the pneumatic cylinder. The intake / exhaust control valve includes a valve body connected to both the pneumatic and hydraulic cylinders, a first valve core, a second valve core, a first small spring, a second large spring, and a first exhaust pipe. The valve body has a first sliding hole communicating with the interior of the hydraulic cylinder. A locking mechanism is provided inside the valve body. When the hydraulic oil retracts, the locking mechanism ensures that the compressed air port, the intake chamber, and the intake port are in a connected state. When the hydraulic oil re-enters, the locking mechanism closes the intake chamber and the intake port. The first valve core is positioned above the second valve core, and the locking mechanism is positioned between the first slider and the first valve core, with the first slider and the locking mechanism linked. This design is ingenious and compact, minimizing the space occupied by the power booster and reducing production costs.

The invention aims at solving the technical problems that in the prior art, clutch position-torque matching precision is low, starting shaking, gear shifting pause and other smoothness problems are likely to be caused, and abnormal abrasion of a clutch and engine flameout are caused, and provides an AMT clutch semi-combination point dynamic learning method. Vehicle running parameters in the vehicle running process are collected in real time, and meanwhile an initial clutch position-torque curve is generated through fitting calculation; judging whether the vehicle operation parameters meet the enabling condition of dynamic learning of the half-joint point of the clutch or not; if the vehicle operation parameters do not meet the enabling condition, semi-joint point dynamic learning is not carried out; if the vehicle operation parameters meet the enabling conditions, semi-joint point dynamic learning is started; and in the semi-combination point dynamic learning process, calculating a semi-combination point value and updating the initial clutch position-torque curve in real time to realize dynamic learning of the clutch semi-combination point.

The invention relates to a method for controlling a hydraulic system (1) for a motor vehicle with an electrically operated pump (2) that regulates the system pressure, wherein the system pressure is controlled between a maximum pressure and an opening pressure to actuate a clutch (17) by means of a slave cylinder (6). To prevent damage to the hydraulic system (1) due to excessive system pressure, pressure values ​​of a pressure signal of the system pressure are statistically evaluated after exceeding the maximum pressure over a predetermined measurement interval, and an error is output if a predetermined probability of the pressure values ​​exceeding the maximum pressure is reached.

A transmission includes a shaft-hub connection designed as a serration and having an axial extent along a shaft axis, and an oil supply line to the serration in order to lubricate a relative movement in the serration between a shaft side and a hub side of the shaft-hub connection. The oil supply line is designed to open from radially inward directly into a cavity on the serration to enable supply of oil to the serration at an oil pressure that prevails in the cavity.

Method (200) for damping a periodic fluctuation (215, 310) of a torque transmitted via a drive train (105), wherein the method (200) comprises the following steps: - Determine (220) a period of the fluctuation (215, 310); - Generating (240) a sine wave signal (245, 330) with the same period (225, 315), - wherein the sine signal (245, 330) is generated such that it is shifted by a predetermined phase angle relative to the fluctuation (215, 310), and - Varying (250) the torque transmitted via the drive train (105) based on the provided signal, - wherein an amplitude of the fluctuation (215, 310) is determined and the sine signal (245, 330) is generated such that its amplitude depends on the amplitude of the fluctuation (215, 310), characterized in that the phase angle is determined (230) as a function of the period (225, 315) of the fluctuation (215, 310).

Assembly for spring coupling, spring coupling, and corresponding method. This assembly (10) for spring coupling includes a coupling housing (12) adapted to surround a coupling spring (14) of the spring coupling, the coupling housing defining a central housing axis (YY). The assembly includes adjustment means (16) adapted to adjust the axial clearance between the coupling spring (14) and the coupling housing (12). Application to spring couplings. Figure for the abstract: 2

A brake assembly includes a brake carrier, a brake clamp, and a guide pin assembly. The guide pin assembly slidably couples the brake clamp to the brake carrier. The guide pin assembly includes an integral capped bushing, a sleeve, and a fastener. The fastener couples the sleeve to the brake bracket. The integral capped bushing is movable relative to the sleeve.