284results about "Fluid actuated clutches" patented technology

The invention provides an elevator with a single-cylinder and double-cylinder switching mode and a using method of the elevator. The elevator comprises a first single-cylinder elevator, a second single-cylinder elevator and a rope adjusting clutch connected between the first single-cylinder elevator and the second single-cylinder elevator. The rope adjusting clutch comprises a bearing seat, a shaft seat inner gear ring and two fixed hubs, the shaft seat inner gear ring is rotationally connected with an inner ring of the bearing seat, the two fixed hubs are connected to a main shaft of the first single-drum elevator and a main shaft of the second single-drum elevator respectively, each fixed hub is connected with a rope adjusting outer gear ring capable of sliding in the axial direction of the fixed hub, and the rope adjusting outer gear rings are connected with the bearing seat. The rope adjusting outer gear ring is connected with a shifting ring, and the shifting ring is connected with a telescopic mechanism fixed to the single-barrel elevator. When the telescopic mechanism stretches out and draws back, the shifting ring drives the rope adjusting outer gear ring to be meshed with or separated from the shaft seat inner gear ring. And switching between two modes of independent operation of the two single cylinders and synchronous operation of the two cylinders can be realized.

The application discloses a hydraulic control cog-type clutch four-wheel drive mechanism and a working method thereof, and belongs to the technical field of four-wheel drive mechanisms.The hydraulic control cog-type clutch four-wheel drive mechanism comprises a four-wheel drive piston and a hydraulic cylinder forming a sealed hydraulic cavity, wherein the hydraulic cavity is connected with a main oil path, the main oil path is provided with a switch valve, and the main oil path supplies oil to the hydraulic cavity when the switch valve is opened; the hydraulic cylinder is provided with an oil discharge hole; the oil discharge hole is communicated with the hydraulic cavity and discharges oil to a gearbox; the end faces of the four-wheel drive piston and the four-wheel drive output shaft are respectively provided with trapezoidal teeth capable of being engaged; the four-wheel drive output shaft is connected with a transmission output shaft through a mandrel; and the mandrel and the transmission output shaft realize radial positioning constraint of the four-wheel drive output shaft through a cylindrical roller bearing.The four-wheel drive piston is controlled by hydraulic pressure, the four-wheel drive piston and the four-wheel drive output shaft are combined or separated, power switching between two-wheel drive and four-wheel drive is realized, the tooth part structure of the cog-type clutch is designed, the cog-type clutch realizes self-centering function through the tooth end face inclination angle, and the mechanism realizes stable engagement, accurate limiting and self-locking function.

A pneumatic clutch control device of a railway vehicle comprises an air supply pipeline and a two-position three-way electromagnetic valve. The air supply pipeline is communicated between a main air reservoir of the railway vehicle air compression system and an air inlet of the pneumatic clutch; two ports of the two-position three-way electromagnetic valve are communicated with the air supply pipeline, and the other port of the two-position three-way electromagnetic valve is introduced into external atmosphere; a pressure switch I is arranged on the air supply pipeline between the two-position three-way electromagnetic valve and the pneumatic clutch; the set value of the pressure switch I is greater than the minimum value of the normal working pressure of the pneumatic clutch; a non-backpressure one-way valve and a pressure stabilizing air cylinder are sequentially arranged on the air supply pipeline between the main air cylinder and the two-position three-way electromagnetic valve; the pressure stabilizing air cylinder is provided with a second pressure switch, and the set value of the second pressure switch is larger than the maximum value of normal working pressure of the pneumatic clutch. And the controller can receive signals of the first pressure switch and the second pressure switch so as to control the two-position three-way electromagnetic valve. The boosting time of the clutch air cavity is shortened, friction plate loss in the boosting process is reduced, and the pressure is more stable when the pneumatic clutch works.

A coupling device for coupling and decoupling a drive element with an output element of a drive train for a motor vehicle includes a coupling element, linearly displaceable from a coupling position to a decoupling position, a first latching device for fixing the coupling element in a one of the coupling position or the decoupling position, a first spring element for urging the coupling element into the other one of the coupling position or the decoupling position, and a first actuator arranged to cancel the fixing of the first latching device and to further load the first spring element to displace the coupling element into the other one of the coupling position or the decoupling position. In the coupling position, the coupling element couples the drive element with the output element, and, in the decoupling position, the drive element is decoupled from the output element.

Drive arrangement (1) for a motor vehicle drive train, comprising an internal combustion engine (2), which internal combustion engine (2) in turn has an engine housing (3) and a crankshaft (4) rotatably mounted in the engine housing (3), and a slave cylinder (6) arranged concentrically to the crankshaft (4) and designed to actuate a clutch (5) outside the engine housing (3), characterized in that the slave cylinder (6) with its actuator housing (7) is attached to a rear wall (8) of the engine housing (3).

Actuator (1, 1a, 1b), in particular hydrostatic actuator, for a motor vehicle with a rotor (3) and a stator (4) with at least one winding (8) and a circuit board (6, 6a, 6b) controlling the current supply to the at least one winding (8) and at least one connection (9) of the at least one winding (8) to the circuit board (6, 6a, 6b), wherein at least one compensating element (11, 11a) is connected to the circuit board (6, 6a, 6b) with a cantilever (12) following the path of the at least one connection (9) passing through the circuit board (6, 6a, 6b), and the at least one connection (9) and the cantilever (12) are electrically connected to each other on the side of the circuit board (6, 6a, 6b) facing away from the at least one winding (8), the at least one compensating element (11, 11a) by means of three uniformly spaced Mounting pins (13, 13a) are attached to the circuit board (6, 6a, 6b), and between a,The central part (15) receiving the boom (12) and the fastening pins (13, 13a) each has a curved arm (17, 17a), characterized in that the respective arm (17, 17a) is curved in a plane parallel to the circuit board (6, 6a, 6b).

A coupling assembly includes a shaft (102), a compensating dam (110) sealed against the shaft (102), a sealing disc (112) axially spaced from the compensating dam (110) and sealed against the shaft (102), and a piston (108). The piston (108) is sealed against the shaft (102) and is arranged axially between the compensating dam (110) and the sealing disc (112). The piston (108) encloses an opening (140) extending axially through it. A pressure chamber (132) is partially bounded by the piston (108) and the sealing disc (112). A compensating chamber (120) is partially bounded by the piston (108) and the compensating dam (110). The pressure chamber (132) is in fluid communication with the compensating chamber (120) via the opening (140).

A clutch device 210 includes a pressure plate 270 movable toward or away from a clutch center 240, rotatable relative to the clutch center 240, and operable to press input-side rotating plates 20 and output-side rotating plates 22. The pressure plate 270 is rotatable in a first circumferential direction S1. An oil flow hole 279 is located in spline grooves 278 to penetrate an outer peripheral wall 275 of the pressure plate 270, and allows clutch oil that has flowed out of the output shaft 15 to be discharged to outside of the pressure plate 270. In circumferential directions S, the oil flow hole 279 is located between an end 90SB of a pressure-side slipper cam surface 90S in a first circumferential direction S1 and a pressure-side cam holes 273H located ahead, in a second circumferential direction S2, of the end 90SB in the first circumferential direction S1.

This application proposes a method, device, vehicle, equipment, and medium for determining the engagement point of a hydraulic clutch, relating to the field of clutch control technology. The method analyzes whether the pressure value change trend during the oil filling process conforms to a preset trend. This preset trend characterizes the pressure value change trend during the oil filling process as the pressure value transitions from a relatively stable rate of increase to a state of continuously increasing rate of increase. Based on this, the inflection point where the pressure value changes from a stable increase to rapid pressure increase is determined throughout the entire oil filling and pressure building process. This inflection point can be considered as the point where the pressure in the hydraulic circuit exhibits a rapid upward trend due to the resistance of the hydraulic clutch's driving end during engagement. The pressure value corresponding to this point can be used as the pressure value of the clutch engagement point. This method eliminates the need to start high-pressure equipment such as motors / engines, allowing operation under low-pressure conditions, reducing influencing factors, and ensuring the stability and accuracy of self-learning.

A dual clutch transmission for a motor vehicle power train for selectively coupling rotating transmission members includes a base assembly, a bearing mounted rotating assembly which is rotatable with respect to the base assembly, first and second torque transmission assemblies movable between disengaged and engaged positions, and first and second actuation mechanisms associated with the first and second torque transmissions assemblies. The actuating mechanisms are arranged for moving the respective torque transmission assemblies between the disengaged and engaged positions for selectively coupling the transmission members. The first torque transmission assembly couples two rotating members in the engaged position. The first actuating mechanism includes a hydraulic actuating mechanism having a piston chamber and a piston for moving the first torque transmission assembly between the disengaged and engaged positions. The piston chamber is arranged in the base assembly, and the piston actuates the first torque transmission assembly in the rotating assembly.

Triple-plate clutch arrangement with three friction clutches (K1, K2, K0) having radially offset plate packs on plate carriers (9, 10, 11, 12), with pistons (13, 14, 15) for actuating the friction clutches, wherein a support disc (7) is arranged between the clutch output of one clutch (K1) and the clutch input of another clutch (K0), which serves as a support when actuating at least one of the clutches (K1, K2, K0), characterized in that the support disc (7) is attached to the input hub (4), which is connected via a support (8) to a common plate carrier (9) for the friction clutches (K0 and K1), and the support disc (7) is a sheet metal part of at least one piece, wherein the support disc (7) consists of a radially extending part (7A) and two wings (7B, 7C), each of which has one of the wings attached to the The lamellar pack is connected to one of the couplings (K1, K2, K0).

The utility model discloses a gear core assembly of an advertisement barrier gate, which belongs to the technical field of advertisement barrier gates and comprises a mounting seat, a plurality of mounting bolts are mounted on the mounting seat in a threaded manner, a transverse plate is fixedly mounted on the upper surface of the mounting seat, a vertical plate is fixedly mounted on the upper surface of the transverse plate, and a motor is fixedly mounted on the side surface of the vertical plate. A rotating shaft I and a rotating shaft II are rotationally mounted on the vertical plate, a mounting disc is fixedly mounted at one end of the rotating shaft II, and a plurality of mounting holes are formed in the mounting disc; the first motor is matched with the first rotating shaft, the first gear, the second gear and the second rotating shaft for use, the first gear and the second gear are arranged between the first motor and the stop lever for transmission, and the first gear and the second gear are matched with the air cylinder to drive the toothed plate and the second gear to be meshed. When the motor is directly connected with the stop lever, the phenomenon that parts in the motor are damaged due to the fact that the stop lever bears large acting force is avoided, and long-time stable work of the whole device is guaranteed.

To provide a service evaluation system that enables a driver to properly use a clutch.SOLUTION: A service evaluation system 100 comprises a vehicle-mounted device 1 including a rotation speed acquisition unit 18a and a vehicle speed acquisition unit 18b, and a server 2 including a half clutch determination unit 22 and a feedback unit 23. The rotation speed acquisition unit 18a acquires an engine speed of a vehicle V. The vehicle speed acquisition unit 18b acquires a vehicle speed of the vehicle V. The half clutch determination unit 22 determines a half clutch of the vehicle V based on the engine speed acquired by the rotation speed acquisition unit 18a and the vehicle speed acquired by the vehicle speed acquisition unit 18b. The feedback unit 23 analyzes a determination result of the half clutch by the half clutch determination unit 22, and feeds back the analysis result to the driver of the vehicle V.SELECTED DRAWING: Figure 2

Control unit (1) for an automated manual transmission and at least one clutch (2, 3) connecting the manual transmission to a drive train of a motor vehicle, wherein a fluid for cooling the clutch (2, 3) can be supplied to the clutch (2, 3) via at least one clutch cooling valve (4) connected to the clutch (2, 3) of the control unit (1), wherein the control unit (1) has at least one control valve (5) which is connected to at least one electric machine (6) that can be connected to the drive train of the motor vehicle for supplying the fluid, characterized in that a storage charging valve (10) is connected upstream of the control valve (5), by means of which fluid at the storage charging valve (10) under a boost pressure is supplied to the control valve (5) and / or a high-pressure storage tank (11).

A double clutch unit for a transmission including: an engine side friction clutch pack, ES clutch pack, and a gearbox side friction clutch pack, GS clutch pack; a clutch input shaft having an axis of rotation; an axial liquid distributor (ALD) configured to transport at least one liquid in an axial direction between the engine side of the clutch input shaft and a location towards the gearbox side of the clutch input shaft; wherein a first ALD conduit of the plurality of ALD conduits services both an ES clutch pack piston balancing chamber and one or more GS cooling channels for providing cooling liquid to the GS clutch pack; and a second ALD of the plurality of ALD conduits, different from the first ALD conduit, services both a GS clutch pack piston balancing chamber and one or more ES cooling channels for providing cooling liquid to the ES clutch pack.

This invention provides a lipped plate component that reliably prevents lip curling during assembly. The piston component (3) (lipped plate component) inserted into an annular piston mounting portion (M1) includes an annular piston plate (31), an inner lip (32), and a first outer lip (33). Each lip (32, 33) has a base end portion (32a, 33a) fixed to the piston plate (31) and a top end portion (32b, 33b) slidably contacting the sides (111, 112) of the piston mounting portion (M1). The lip is conical and cylindrical, expanding in diameter from the base end portion (32a, 33a) to the top end portion (32b, 33b) and extending towards the bottom surface (113) of the piston mounting portion (M1). Each top end portion (32b, 33b) has a retaining portion (32c, 33c) capable of retaining fluid within the recess throughout the entire circumference.

Provided is double clutch unit (100) for a transmission comprising: an engine (E) side friction clutch pack, ES clutch pack (40), and a gearbox (G) side friction clutch pack, GS clutch pack (30); a clutch input shaft (60) having an axis (A-A') of rotation; an axial liquid distributor (90), ALD (90), configured for transport of at least one liquid in an axial direction between the (E) side of the clutch input shaft and a location towards the (G) side of the clutch input shaft (60); wherein - a first ALD conduit (24c) of the plurality of ALD conduits services both an ES clutch pack piston balancing chamber (450) and one or more GS cooling channels (74c) for providing cooling liquid to the GS clutch pack (30); and a second ALD (24d) of the plurality of ALD conduits, different from the first ALD conduit (24c), services both a GS clutch pack piston balancing chamber (350) and one or more ES cooling channels (74d) for providing cooling liquid to the ES clutch pack (40).

A system for engaging clutch plate packs using hydraulic pistons has been developed. The system may be used with an automatic transmission or other parts of a powertrain of a vehicle. The system includes a piston, a clutch plate pack, and a housing containing the piston and the clutch plate pack. To engage and disengage the piston from the clutch plate set, the system is configured to fill and empty a hydraulic chamber on a hydraulic side of the piston such that hydraulic fluid moves the piston toward and away from the clutch plate set. The piston includes one or more shims or spacer posts forming a flow gap. The piston is also configured to position a seal on the piston closer to the hydraulic side.

The automobile clutch slave cylinder of the novel structure comprises a pump body structure, a return spring structure, a piston structure, a leather cup structure and a push rod, the piston structure is located in the pump body structure, an oil inlet hole is formed in one end of the pump body structure, the push rod is located at the other end of the pump body structure, and one end of the push rod abuts against the piston structure; an annular groove is formed in the inner wall of the pump body, and the leather cup structure is located in the annular groove. The clutch slave cylinder solves the problems that most clutch slave cylinders at present are complex in structure, machining difficulty of the inner wall of the cylinder body is large, leather cups are prone to abrasion, and the service life is short.

This invention provides an adaptive regulating valve assembly and a clutch control device and vehicle having the same. The adaptive regulating valve assembly includes: a housing having a receiving cavity, the side wall of which has an oil inlet channel and an oil return channel, both communicating with the receiving cavity; and a valve core assembly disposed within the receiving cavity, one end of which has multiple communicating oil passages, and the other end of which has a braking cavity containing a braking component. A heat exchange cavity is formed between the outer surface of the braking cavity and the receiving cavity, where the oil in the heat exchange cavity exchanges heat with the braking component, causing at least one of the valve core assembly and the braking component to deform and drive at least a portion of the valve core assembly to move relative to the oil inlet channel to a preset position. The preset positions are multiple, and when the valve core assembly is at any one of the preset positions, at least one communicating oil passage is connected to the oil inlet channel. This solution solves the technical problem of high power consumption of the electronic pump when the oil temperature rises in the prior art.

A transmission system comprises a gear shifting wet clutch, a power input shaft, a power output shaft and an energy conversion device. The gear shifting wet clutch is connected between the power input shaft and the power output shaft and provided with a brake inner hub, the power input shaft is further used for being connected with a power device, the power output shaft is further used for being connected to a drive axle, and the energy conversion device is used for being connected to an energy storage device. A kinetic energy recovery shaft is arranged on the energy conversion device, a kinetic energy recovery gear is arranged on the kinetic energy recovery shaft, and the kinetic energy recovery gear is in transmission connection with the brake inner hub. The energy conversion device can drive the kinetic energy recovery shaft to rotate forwards or reversely and can adjust the rotating speed of the kinetic energy recovery shaft so as to adjust the rotating direction and the rotating speed of the power output shaft. The invention further relates to an auxiliary driving method of the transmission system, a kinetic energy recovery method of the transmission system and a vehicle.

The utility model belongs to motorcycle hydraulic clutch technical field, concretely is a kind of motorcycle hydraulic clutch pump subassembly, including main pump body ontology;The oil inlet is equipped in the lateral wall of main pump body ontology;The inside wall of main pump body ontology is equipped with pusher assembly;The inside wall screw of main pump body ontology is connected with adjusting assembly;The setting of oil inlet can be convenient for the entry of hydraulic oil, the setting of adjusting assembly can adjust the position of pusher assembly, it is convenient to adjust the tightness of motorcycle hydraulic clutch pump, the position of piston in pusher assembly is adjusted simultaneously, and the adjusting separation effect of motorcycle hydraulic clutch pump subassembly is strengthened.

A trailer for towing by a power vehicle is provided and generally includes a frame and a tandem wheel assembly. The trailer is provided with a drive assembly having a locking assembly to selectively engage the drive from the motor to the wheels of the trailer. The locking mechanism having a pushing member, and an urging member carrying a plurality of biasing devices and plungers inserted into radially arranged openings in the urging member, such that the plungers are biased against a bearing surface of the driveshaft to urge the driveshaft to shift in a direction, when the clutch assembly allows the driveshaft to shift laterally.

Vehicles, related systems, and methods are provided for recirculating air purging of disengaged clutches. One method involves obtaining multiple weighting factors associated with respective clutches among a plurality of clutches in a vehicle transmission; obtaining an exhaust time associated with each respective clutch; determining a corresponding priority metric associated with each respective clutch based at least in part on the exhaust time associated with the respective clutch and the corresponding weighting factors associated with the respective clutch; determining a highest priority clutch among the plurality of clutches based at least in part on the corresponding priority metric associated with the respective clutches among the plurality of clutches; and operating one or more valves according to a pulse command to pulsate the highest priority clutch with a command pressure for a command time period.

Modular drive arrangement for driving a drive axle of a motor vehicle, comprising: an input shaft (10), a power split unit (1) for driving a first output shaft (7) and a second output shaft (8), wherein the power split unit has a drive (4) for transmitting rotary motion and a module interface, a first transmission module (2), wherein the first transmission module has a first input part (20) connectable to the input shaft (10), and wherein the first transmission module has an output part (5) connectable to the drive (4), a second transmission module (3), wherein the second transmission module has a second input part (30) connectable to the input shaft (10), and wherein the second transmission module has an output part (5) connectable to the drive (4), wherein either the first transmission module (2) is connected to the module interface,or the second translation module (3) is connected to the module interface, wherein the first translation module (2) has a fixed translation ratio between the input shaft (10) and the drive (4), wherein the second translation module (3) has a variable translation ratio between the input shaft (10) and the drive (4), and wherein the first translation module (2) and the second translation module (3) are interchangeable.

Vehicle drive device (1) comprising an engagement device (CL1), a rotating electric machine (MG) and a friction engagement device (CL2) on a power transmission path (T) connecting an input element (I) that is driveably coupled to an internal combustion engine (E) and an output element (M) that is driveably coupled to a wheel (W), wherein the engagement device (CL1), the rotating electric machine (MG) and the friction engagement device (CL2) are arranged in sequence starting from the input element side (I), in which the engagement device (CL1) and the friction engagement device (CL2) are arranged next to each other in an axial direction (L), the engagement device (CL1) and the friction engagement device (CL2) are arranged on a radial inner side (R1) of the rotating electric machine (MG) such that they overlap the rotating electric machine (MG) at least partially in a radial direction, the rotating electric machine (MG) has a rotor (Ro) and a rotor support element (30) that carries the rotor (Ro), the rotor support element (30) has a tubular section (31) which is arranged on the radial inside (R1) of the rotor (Ro), extends in the axial direction (L), and is formed into a tubular shape, and a cooling oil channel (P2) which is provided in an area in which the engagement device (CL1) is arranged and is configured such that oil for cooling the rotating electric machine (MG) flows through the cooling oil channel (P2), and an inflow suppression section (88) which is provided between the engagement device (CL1) and a friction element (61) of the friction engagement device (CL2) in the axial direction and is configured to suppress the occurrence of a situation in which oil that has passed through the friction engagement device (CL2) flows into the cooling oil channel (P2) within the tubular section (31) are provided.

The utility model belongs to the technical field of petroleum drilling and production mechanical equipment, and discloses a vertical transmission chain box with a novel structure. The input shaft and the output shaft are arranged in parallel, and the chain is in vertical transmission. A push disc clutch is installed at the end of a chain box input shaft assembly, an inner gear ring is designed to be connected with a clutch friction disc, meanwhile, a connecting disc is designed to be connected with the inner gear ring and a chain wheel, and rolling bearings are arranged inside and outside the chain wheel. A friction hub is designed at the end of the output shaft, and a pneumatic tire clutch and a connecting disc are installed outside the friction hub to serve as a reaction torque releasing device. According to the chain box, independent hanging or separation can be achieved through power, and abrasion and equipment loss caused by idle running of the chain are avoided. Meanwhile, the anti-torque release device arranged on the output shaft can release the deformation energy of the drill rod, the drill rod cannot rapidly and reversely rotate, and the safety performance of petroleum drilling equipment is greatly improved.

Electrically driven axle, e-axle / e-beam, (1) for a vehicle, e-axle / e-beam (1) comprising a casing (C) defining a space (V) separated from the external environment and at least one electric machine (2) and a pair of drive shafts (4', 4'') each connected to a respective wheel of the vehicle and supported by the casing (C), the e-axle (1) comprising a transmission chain housed in the space (V) operationally connecting at least one electric machine (2) to the pair of drive shafts (4', 4"), the transmission chain comprising operationally interposed in series between the at least one electric machine (2) and the pair of drive shafts (4', 4'') a first transfer system (5), a speed shift system (6), and a second transfer system (7) and a differential assembly (8), wherein the speed shift system (6) comprises a clutch shift system (60).

The utility model relates to a hydraulic actuating mechanism and a hydraulic system. The hydraulic actuating mechanism comprises a two-way oil pump, a first one-way valve and an energy accumulator. The two-way oil pump is configured to pump hydraulic oil between the first end and the second end in the mode that the pumping direction can be switched. Wherein the first end is communicated with a clutch oil cylinder port through a pipeline, the second end is communicated with a cooling and lubricating port through a pipeline, and the first end and the second end are both communicated with an oil inlet port through pipelines. The first one-way valve is configured to allow the hydraulic oil to flow from the first end to a port of the clutch oil cylinder in a one-way mode. And the energy accumulator is arranged between the first one-way valve and the port of the clutch oil cylinder. According to the hydraulic actuating mechanism, when the clutch is in a joint state, the pressure in the oil cylinder of the clutch is more stable, and the energy consumption of a system is lower.

Coupling system (S), comprising: a clutch (110) comprising i) a clutch disc (112) movable in a direction of rotation of a flywheel (111) connected to a drive unit (100), and ii) being brought into an engaged state in which the clutch disc (112) and the flywheel (111) come into contact with each other when the clutch disc (112), when supplied with hydraulic oil (121), moves in the direction of the flywheel (111) at a speed corresponding to a quantity of the hydraulic oil (121); a control valve (120) that supplies the clutch (110) with a quantity of hydraulic oil (121) corresponding to a current value of the current supplied by a power source (130); and a supply control unit (222) which, when the clutch (110) transitions from a disengaged state, in which the clutch disc (112) and the flywheel (111) are not in contact with each other, to the engaged state, i) supplies the current with a first current value to the control valve (120), ii) sets the current value of the current supplied to the control valve (120) to a second current whose value is less than the first current value, after the current with the first current value has been supplied to the control valve (120), and iii) after setting the current value to the second current value, decreases the current value over time, so that at the time when the clutch (110) is brought from the disengaged state to the engaged state, the current value reaches a third current value which is less than the second current value.