Fluid Actuated Clutches TRIZ Cases

Radial component stacking reduces transmission axial length, preserving motor torque output and vehicle performance.

A hydraulic bypass valve reduces secondary friction element pressure to lower energy consumption and improve transmission efficiency at low torque levels.

Segmented balance cavity exhausts air via control radius ports to offset centrifugal apply force, preventing premature clutch engagement and wear.

An annular seal dynamically switches between sealed and open positions to provide cooling oil flow without adding dedicated paths, reducing device complexity.

A normally open single clutch mounts on a transmission input shaft via a support bearing to transmit torque.

A conical friction coupling transmits torque through nested internal and external cone surfaces.

Spring-loaded valve bodies segment flow paths to isolate vibrations, reducing actuation force while maintaining fast pedal return speed.

A multi-piston actuator uses pressurized transmission fluid to axially translate a clutch member within a drive torque transfer case.

A clutch locking device uses a segmented link guide to constrain the actuator portion in a locked position.

An adaptive controller uses engine torque to adjust hydraulic clutch pressure, reducing actuation lag and vehicle creep.

Radial grooves and through-openings connect alternating friction plates, enabling continuous coolant flow that dissipates heat during torque transmission.

A clutch friction plate features distinct radially inward and outward facings with different coefficients of friction to manage engagement forces.

A lamellar carrier tubular section uses a closed support ring to prevent radial expansion under centrifugal force, ensuring stable torque transmission.

A drive shaft installation method measures dimensions between the shaft and covering member to detect stop ring expansion.

A retainer snap ring integrates radial and axial retention features to secure clutch components within a transmission assembly.

Segmented friction plates route cooling oil through dedicated passages to dissipate heat during slip control without increasing total oil volume.

A dual clutch device integrates motor and clutch cooling through a unified hydraulic line.

A hydraulic control assembly connects working lines through a throttled valve arrangement for precise clutch actuation.

Dynamic pressure regulation in medium speed modes reduces power consumption by activating high pressure sections only during clutch engagement.

Switching mechanism adapts clutch cut off conditions to vehicle speed stage, reducing brake wear and pitching on ramps.

A vehicle controller adjusts torque via a transfer clutch using hydraulic pressure to balance drive gear loads.

Integrates sensor leadframes into plastic housings, eliminating separate circuit boards and reducing electrical interfaces.

A piston-operated leak passage provides hydraulic compliance during clutch trim to prevent pressure overshoot and harsh shift feel.

A hydraulic power transmission device integrates pressure regulating valves adjacent to piston chambers to minimize oil passage resistance.

A hydraulic actuator positions a detection magnet outside the cylinder to isolate it from internal components.

Axial connecting means link dual wet clutch pistons to transmit input power directly without backlash.

Filter element spans annular cavity between sumps to permit fluid communication while inhibiting solid particulate contamination.

Rotating elements transfer oil between sumps in a transfer case, reducing wear and parasitic losses by dynamically managing lubrication flow.

A temperature warning device adjusts the delay between exceeding an upper limit and issuing a warning based on the friction element's heat resistance.

An integrated sensor bolt detects precise clutch positions to resolve measurement accuracy versus assembly complexity trade-offs.

A fiberglass energy control plate acts as a thermal barrier between the clutch slave cylinder and housing.

Radial clearance and oil passages in the clutch pressure member supply lubricant to sliding surfaces, preventing wear caused by blocked oil flow.

Spline fitting absorbs motor shaft oscillation to improve clutch disengagement responsiveness without increasing axial space.

An axial return spring arrangement within a planetary gear transmission suppresses size increases while enabling swift clutch disconnection.

Segmented wet friction material reduces drag torque by channeling automatic transmission fluid through inter-segment grooves and forming an oil film.

Segmented brake pistons maintain positive pressure in engagement oil chambers, eliminating negative pressure hindrance during shifting.

Relocating the clutch control apparatus to the side of the engine cover reduces lateral protrusion and improves airflow access.

An adjustable connecting means sets the actuating surface height to compensate for dimensional tolerances without increasing clutch size.

Self-adjusting rigid conduit eliminates precise alignment requirements while providing anti-rotational resistance through integrated structural design.

Segmented sleeve channels with an orifice control flow speed, alleviating clutch engagement shock and simplifying manufacturing.

A clutch control valve reduces system pressure to enable high volume flow for rapid cylinder filling.

A multi-level torque clutch uses a secondary backing plate to segment friction plates.

A hydraulic clutch assembly uses a latching device to lock the actuation piston in position.

Integrated annular piston pivots to compensate crankshaft angular offset, reducing component count and production cost.

Anti-deployment features in a strut-type clutch direct fluid flow to maintain the strut in its non-deployed position.

A clutch piston assembly with an enlarged cylinder bore increases clamping force through geometric parameter changes.

Reference notches on the connecting part prevent misassembly of weight-cutting grooves.

A transmission control system adjusts clutch fill command pressure using a lubrication compensator model to optimize fluid flow through the fill solenoid.

Control system learns engagement start position to compensate for plane deflection and prevent unintended torque transmission.