Fluid Actuated Clutches TRIZ Cases

A shaft-integrated valve adjusts clutch lubrication flow with hydraulic pressure, improving response, design flexibility, and disengagement efficiency.

A return spring acting on the translation portion cuts relative rotation losses, maintains a clutch gap, and reduces drag torque.

Separate transmission components let a vehicle power unit drive pressure and lubrication pumps only when needed, cutting energy loss.

A local motor-driven hydraulic pump and accumulator engage the nose gear clutch, cutting tubing weight, leak risk, and jamming under over-running loads.

Integrated axial liquid distribution cools compact parallel clutch packs while preserving torque capacity and easier transaxle assembly.

Selective axial liquid distribution cools only the active clutch pack, helping a parallel double clutch stay compact while handling high torque.

Bolted upper and lower retainer rings keep clutch springs aligned and prevent snap ring loss, ensuring reliable transmission clutch release.

Shim and separator elements hold a controlled clutch gap to cut drag losses, reduce NVH, and lower actuation energy in vehicles.

Bilateral hydraulic pressure and a cantilever snap closure improve clutch piston control, cut shift noise, and prevent unwanted axial movement.

Strategic oil flow holes in the clutch pressure plate improve oil delivery to rotating plates, boosting lubrication and reducing wear.

Iterative clutch pressure steps use piston filling signals to find the kiss point accurately without extra sensors, improving shift smoothness.

A sinuous hydraulic path, resilient vessel, and vented air chamber absorb clutch-line pressure pulsations to reduce pedal vibration.

An annular spring between the piston and finger elements tunes stiffness and damping to cut clutch vibrations without losing force transmission.

An elastic sensor stop keeps the gearbox clutch sensor at a fixed reference position, improving shift detection accuracy and easing installation.

An actuating bell uses a spring element for flexible clutch engagement and an axial stop for rigid disengagement to cut noise and spring loading.

A recessed sheet-metal actuator mounts in the transmission wall to switch the clutch without adding external installation space.

Two groove types formed by shaping and machining let wet disk clutch friction surfaces tune drag torque and friction more precisely.

Motor angle tracking identifies clutch position before actuation, improving dog clutch engagement reliability while suppressing NVH.

A press-fit closing cover with retaining ring replaces laser welding in a clutch module, enabling disassembly, part replacement, and low-play torque transfer.

Shim and separator means keep clutch friction and pressure units apart when open, cutting drag torque, bearing losses, and NVH.

Localized recesses around clutch pressure ports let a thickened transmission channel plate sit flush in a test pan while resisting warpage.

Marked maximum axial travel points are aligned during clutch assembly to offset tolerances, reducing drag, excess pressure, heat, and wear.

An axially elastic end stop disc cushions clutch sleeve travel to cut NVH noise, stabilize piston motion, and simplify hydraulic control.

Mechanical engaging elements and a return spring hold a bidirectional clutch piston stable despite residual hydraulic pressure, cutting noise and axial play.

A split baler drivetrain uses flywheels and a switchable overload clutch to ease startup inertia and brake reduction gears during overloads.

Temperature-based oil supply switching cuts drag and pump loss while protecting automatic transmission friction elements under high heat.

A housing-grounded stop and piston projection block unwanted piston rotation in a transmission actuator, reducing wear and improving reliability.

A four-planetary, six-control-element layout delivers ten forward speeds with lower step ratio variation for smoother shifts and better fuel efficiency.

An overflow opening and control edge steer clutch cooling oil by clutch state, improving cooling while limiting turbulence and drag torque.

Separate sealed pressure and lubrication channels in a clutch shaft manifold improve engagement reliability and torque transmission.

Angular recesses in the clutch stop plate keep lubricant flowing to the balancing chamber, cutting pressure loss in compact hybrid wet clutches.

A pressure-activated lubrication valve cuts wet clutch drag torque at low speed while adding cooling flow at higher speed to prevent overheating.

A single motor drives clutch actuation and cooling pumps, cutting hardware and energy use while adapting to external or self-contained hydraulic oil sources.

A counter-pressure chamber offsets centrifugal pressure buildup in a hydraulic clutch, preventing self-closure without bleed-hole losses.

Dual locking pistons, anti-rotation pins, and helical threads let a decoupling shaft be actuated manually or pneumatically during power loss or maintenance.

A stop disc splits clutch pressure spaces to control dual-sided piston travel, improving return stroke behavior and preventing unwanted movement.

Motor torque or current rise rates reveal piston and clutch touch points, improving clutch control and wear anomaly detection.

An inward-overlapping application section blocks axial fluid escape, improving wet clutch cooling, lubrication, and disc pack life.

Relief valves vent actuator hydraulic fluid to stop high-speed self-activation in a wet clutch, cutting drag and preserving efficiency.

A built-in hydraulic duct routes oil to clutch surfaces for better cooling and lubrication while easing assembly in tight transmission space.

A removable bolt lets a pressure-sealing cap switch to manual mode, rotating the disconnect shaft and releasing locking pistons without power.

Increasing clutch piston apply area with an adapter sleeve raises torque capacity while reducing plate deflection, wear, and heat buildup.

A bellows-backed piston chamber keeps hydraulic fluid sealed while preserving rigidity, dynamic response, and low energy loss in actuators.

Tangential diffusor channels spread hydraulic pressure evenly in a wet clutch piston cavity to prevent tilting, shocks, and torque oscillations.

An extension sleeve locks and releases the piston-interface link to compensate clutch wear while maintaining force transfer and positioning accuracy.

A return spring that passes through and locks behind the pressure element saves clutch space while maintaining force and service life at high speed.

A back part engages the gear wheel only when needed, cutting wet-clutch drag and shifting axial load away from bearings.

Offset clutch center and pressure plate teeth balance oil flow to both rotating plate sets, improving lubrication uniformity and wear resistance.

Grooves on driven friction plates improve oil drainage and cooling, cutting heat buildup, judder, and durability loss during engagement.

A single actuating sleeve and spring-preloaded dual clutch units enable load-free gear changes with lower cost, weight, and control complexity.