558results about "Fluid actuated clutches" patented technology

To provide an information processing device that can extract extraction data that captures features of original data as a whole and calculate an index value in a short period of time.SOLUTION: A processing device of an information processing device executes search processing that includes: a first step (S120) of calculating a relative frequency distribution of original data; a second step (S125) of setting a plurality of time windows for cutting out data of the original data for a partial period; a third step (S130) of cutting out data from the original data; a fourth step (S140) of calculating a relative frequency distribution in the extracted data; and a fifth step (S145) of calculating an error between the relative frequency distribution in the original data and the relative frequency distribution in the extracted data. The search processing repetitively executes attempts of the second step to the fifth step while changing settings of the plurality of time windows. An index value of damage to a clutch for detaching an engine is calculated (S160) by using extracted data in which the error is equal to or less than a threshold value.SELECTED DRAWING: Figure 3

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 invention relates to the technical field of hybrid power vehicles, in particular to a clutch assembly for a hybrid power system, the hybrid power system, a control method and device of the hybrid power system, a vehicle and a storage medium. The clutch assembly includes: a power input shaft; the power input shaft is sleeved with the one-way clutch, the driving gear and the thrust transmission assembly. The one-way clutch comprises an inner ring assembly. The driving gear comprises a connecting shaft, and the outer side wall of the connecting shaft is used for being matched with the movable body of the inner ring assembly. The thrust transmission assembly is used for triggering the one-way clutch to rotate relative to the power input shaft so that the one-way clutch and the driving gear can be switched between the self-locking state and the separation state. The self-locking state means that the movable body abuts against the outer side wall of the connecting shaft; and the separation state means that a gap is formed between the movable body and the outer side wall of the connecting shaft. According to the clutch assembly disclosed by the invention, the required hydraulic pressure can be reduced, the switching efficiency of series-parallel connection modes is improved, the driving and riding comfort is improved, and the dragging and friction loss can be reduced.

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.

The present invention provides a clutch hydraulic system pressure compensation method and device. This method monitors the actual pressure of the clutch hydraulic system in real time and compares it with the pressures corresponding to the clutch half-engagement point KP and the clutch nonlinear point VKP. If the actual pressure is greater than the pressure corresponding to KP but less than the pressure corresponding to VKP, a base compensation amount is determined based on the pressure corresponding to VKP and the actual pressure. A correction coefficient is determined based on the current valve body oil temperature and the target pressure change rate. The clutch hydraulic system is pressure compensated using the base compensation amount and the correction coefficient. In this solution, by monitoring the actual pressure in real time and comparing it with the pressures corresponding to the clutch half-engagement point KP and the clutch nonlinear point VKP, pressure compensation is performed on the clutch hydraulic system when the actual pressure is between the pressures corresponding to KP and VKP, thereby reducing response delays and errors in the clutch hydraulic system.

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.

The utility model relates to the technical field of hydraulic clutches and discloses a hydraulic clutch which is composed of a hydraulic oil cylinder, a pressing rod, a sliding sleeve, a sliding clutch and a fixed clutch, and the hydraulic oil cylinder is connected with a control valve and a hydraulic pump through pipelines to form a hydraulic control system. The clutch hydraulic control system is mainly composed of a hydraulic pump, a hydraulic oil cylinder, a control valve and a series of hydraulic pipelines, the hydraulic pump provides power and presses hydraulic oil into the hydraulic oil cylinder so as to drive the clutch to act, a motor is arranged at the rightmost end of the hydraulic clutch, and the left side of the motor is connected with a coupler with a brake wheel. According to the hydraulic clutch, a unique hydraulic control system is adopted, oil pressure can be accurately controlled, and therefore stable combination and separation of the clutch are achieved, impact on a transmission system is effectively reduced, combination and separation are stable, impact on the transmission system is reduced, the operation stability of equipment is improved, and the service life of the equipment is prolonged.

The invention relates to a valve device (5) for a hydraulic control device (4) of a transmission (3) of a motor vehicle (1). The valve device (5) comprises a first damping valve (7) having a piston (31) preloaded by a preloading force, a second damping valve (8) having a piston (41) preloaded by a preloading force, and a first multiway valve (6). The amount of oil pushed out by a shift element (24) can be collected in the respective one of the damping valves (7 / 8) depending on the switching position of the multiway valve (6), whereby the damping valve (7 / 8) involved from a certain volume on is located in a final stop position and the shift element (24) can only be pushed out (slow adjustment) by an orifice (36).

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.

A concentric slave cylinder 3 is proposed, comprising an annular housing 5 which has a pressure chamber 7 rotating around a main axis 100, wherein the annular housing 5 has an axial fluid connection opening 22 fluidically connected to the pressure chamber 7, an annular piston 6 which is axially movably received in the annular housing 5 and limits the pressure chamber 7 in an axial direction 101 with respect to the main axis 100, an outer and an inner piston seal 11, 12 for sealing the pressure chamber 7, wherein the annular piston 6 has an outer sealing receptacle 13 on its outer circumference for receiving the outer piston seal 11 and an inner sealing receptacle 14 on its inner circumference for receiving the inner piston seal 12, and a sealing device 21 for sealing the annular housing 5 against a housing section 2.wherein the sealing device 21 for sealing the fluid connection opening 22 is supported against an environment in the axial direction 101 on an end face of the ring housing 5 and in at least one radial direction 103, 104 on at least one support section 24, 25 of the ring housing 9.

A clutch actuation device includes a sliding sleeve and an actuation bell for axially displacing the sliding sleeve. The sliding sleeve is axially displaceable for engaging and disengaging a clutch. The actuating bell has a main body and an elastic spring element. The main body is arranged for transmitting a first axial force to the sliding sleeve in a first axial direction. The elastic spring element is arranged for transmitting a second axial force to the sliding sleeve in a second axial direction, opposite the first axial direction. The actuating bell may have an axial stop formed on the main body for transmitting the first axial force directly to the sliding sleeve.

The invention relates to a hydraulic brake, clutch or clutch-brake combination for a work machine, which is designed to be switchable by means of a hydraulic medium delivered by a hydraulic pump (18), with a rotor disk (4) arranged on a shaft in a rotationally fixed but axially displaceable manner and a counterpart (15) cooperating therewith, wherein the counterpart (15) is mounted axially displaceably in relation to the rotor disk (4), with a mechanical force transmitter (17) designed to apply force to the counterpart (15) in the axial direction, and with a hydraulic piston (13) provided by a cylinder-piston arrangement (12), which is designed to be movable in the axial direction and is designed to act on the counterpart (15) in the event of pressure being applied with hydraulic medium delivered by the hydraulic pump (18) in a manner counter to the force applied by the force transmitter (17), characterized in thatthat the hydraulic pump (18) fluidically interacts with a reservoir (20) accommodating hydraulic fluid, wherein the hydraulic pump (18) and the reservoir (20) are designed for intended use exclusively with the cylinder-piston arrangement (12), and that a bypass line (24) is provided which fluidically bypasses the hydraulic pump (18) and fluidically connects the reservoir (20) to the cylinder-piston arrangement (12), wherein an electrically switchable valve (25) is integrated into the bypass line (24) and is designed to open the bypass line (24) in the event of a de-energized position of the valve (25).

The planetary reducer, powertrain, and vehicle are characterized in that the planetary reducer (A) includes a housing (1), a sun gear (2), an internal gear (4), a plurality of planetary gears (3), and a planet carrier (5), and further includes a cylindrical portion (6) fitted to the outside of the internal gear, a sleeve portion (7) fitted to the outside of the cylindrical portion, an elastic portion (8) installed between the cylindrical portion and the sleeve portion, a first friction ring (60) attached to the cylindrical portion, a second friction ring (50) attached to the planet carrier, a third friction ring (70) attached to the sleeve portion, a fourth friction ring (10) attached to the housing portion, and a controller (9) attached to the housing portion, and the first friction ring and the second friction ring are provided alternately between the sleeve portion and the cylindrical portion, and the third friction ring and the fourth friction ring are provided alternately between the controller and the sleeve portion. This planetary reducer effectively simplifies the structural design and reduces the difficulty of control. When used in a vehicle, it can realize the interlocking control of the brake and clutch, and ensure that there is no loss of driving force when the vehicle changes gears.

The present application relates to the technical field of clutches, and discloses a wet clutch for a pure electric multi-gear transmission, which comprises an outer shell, the inner side of the outer shell is movably connected with an input gear for transmitting motor torque, the outer part of the input gear is fixedly connected with an inner shell for connecting and matching the input gear, and the inner part of the outer shell is movably connected with a partition plate. The input gear and the inner shell transmit torque, and multiple partition plates, friction plates and back plates cooperate to realize the transmission of different torques, thereby improving the transmission of different gears, large torque and high speed of the electric drive clutch. The electric drive clutch internally adopts simple mechanical components such as input gears, partition plates, friction plates, back plates, acting pressure plates, piston shells, balance pistons and cooperating pistons, which not only reduces the structural space of the electric drive clutch, but also reduces the complexity of the electric drive clutch, and improves the practicability and stability of the electric drive clutch.

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

The creation of a power transmission device (4) for a hybrid vehicle which is able to achieve an increase in the contact area between a first friction plate (30) and a second friction plate (31) while reducing the size of the device. The power transmission device (4) includes a pressure plate (32) configured to connect a clutch input element (26), input friction plates (30), and output friction plates (31) to each other via the input friction plates (30) and the output friction plates (31), wherein the pressure plate (32) has several through-holes (32a) extending radially through the pressure plate (32). Each of the output friction plates (31) includes several inwardly projecting portions (31b) extending radially inward from the inner end portion of the output friction plate (31) and engaging with the through-holes (32a), wherein the pressure plate (32) and the output friction plates (31) rotate as an integral body.

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.