Fluid Actuated Clutches TRIZ Cases

A replacement splined backing ring simplifies torque converter rebuilding while improving alignment, weldability, and clutch durability.

Lubricant flow is switched by vehicle state but kept separate from gear changes to reduce shift shock and protect friction elements.

Lubricant flow is switched by clutch temperature and input speed to cool slipping elements, cut drag losses, and preserve transmission durability.

An adjustable air release position balances centrifugal hydraulic pressure in overlapping transmission clutches to prevent drag and load imbalance.

Lubricant supply is varied by clutch temperature and input torque to limit drag while protecting friction element durability in automatic transmissions.

A stop device holds the brake piston in an isolation position, preventing fluid loss during storage and allowing tube length cutting without recalibration.

A variable-length bellows shields a wear-compensating clutch actuator from dirt while preserving piston movement and long-term function.

Radial protrusions and hollow hub chambers improve clutch lightness and lubricating oil flow without sacrificing torque transmission.

Differential-flow exhaust conduits speed clutch servo air release while limiting dust and fluid ingress to improve gear shifting.

An independent spring pack and anti-rotation mechanism speed lock-up piston release while simplifying torque converter clutch assembly.

A controller identifies a stable VKP from pressure-model deviation and pressure drops to improve hydraulic clutch accuracy and shift quality.

Integrated electrohydraulic pistons and control valves transfer torque with lower drag variability, reducing dual-clutch complexity and cost.

Nested return devices and a guide bearing inside the input disc carrier shrink double wet clutch axial and radial size.

A threaded lubrication ring enables compact wet clutch assembly without axial screw openings, reducing coolant leaks and indexing errors.

Radial piston apertures evacuate centrifugally driven clutch oil when disengaged, cutting wet clutch spin losses while preserving lubrication.

Radially centering the engagement device on the clutch cuts centering errors, simplifies installation, and stabilizes clutch actuation.

A coaxial ring piston replaces the shift rod and fork to cut parts, friction, weight, and calibration effort in differential lock shifting.

A spline-fitted ring gear and clutch drum remove separate support members, cutting parts count and simplifying forward/reverse switching.

Integrated coolant conduits and valves let one actuator engage the clutch pack and manage cooling to cut unengaged viscous drag.

An open-ended piston groove enables undivided seal rings that stop ring rotation, improving clutch actuator position measurement and sealing.

A non-self-locking spindle-nut clutch linkage compensates wear automatically, cuts friction effects, and keeps actuation travel constant.

Targeted oil holes and an oil dam raise wet-clutch cooling flow during gear transitions, reducing overheating and clutch pack damage.

Steep-pitch spindle and nut threads prevent self-locking, enabling compact friction clutch actuation with automatic wear compensation.

A friction clutch pack engages before spline meshing, enabling rotational synchronization first and high-torque positive drive afterward.

Axial intake and discharge holes use centrifugal pressure to expel clutch abrasion dust and keep dry multi-plate engagement stable.

Nested shaft and tube channels route pressurized fluid axially to multiple transmission components while maintaining aligned openings and stable pressure.

Selective friction plate engagement lets a multi-plate clutch match torque demand, cutting friction losses and extending service life.

Separate reaction members and mechanical joining avoid weld deformation, improving double clutch travel accuracy and assembly efficiency.

Rotor and stator blades boost axial fluid flow inside a clutch, supplying moving regions while reducing leakage and flow resistance.

Pressure from the higher-loaded clutch chamber drives shuttle and switch valves to boost cooling oil during half-clutch without extra solenoids.

Separate reaction members and centering-assisted assembly reduce clutch interaction, welding deformation, and positioning errors.

Steep dams formed in clutch hub oil grooves extend clutch oil retention time and improve clutch plate cooling during one-sheet press molding.

Variable pushing-force control reshapes clutch friction behavior to suppress judder vibration, stabilize engagement, and reduce energy use.

Pressurized fluid measures the clutch actuation gap to track friction disk wear without compressor disassembly, reducing vehicle downtime.

Precharged hydraulic fluid cuts clutch actuation lag by supplying rapid flow and pressure without forcing the pump to do both at once.

An axial gap between the piston sliding region and seal running section reduces vibration-driven wear and protects clutch slave cylinder seals.

A spring-biased regulator and end plate keep wet friction plates farther apart when disengaged, cutting drag torque and assembly complexity.

Adjustable axial guides and transmission ratios let multi-disc clutches compensate tolerances after assembly while preserving torque behavior.

Openings in the clutch piston let the outer plate carrier pass through, saving axial space while simplifying assembly and reducing weight.

A linked compensation chamber balances centrifugal axial forces and pressure fluctuations in a wet-running clutch to cut friction losses.

A spring-loaded locking unit with slanted control surfaces holds disc contact pressure without continuous hydraulic energy or seal loading.

A circumferential seal plateau blocks radial fluid migration, preventing centrifugal clutch drag and keeping the piston disengaged at high speed.

A selectable clutch lets a secondary engine drive the main rotor or accessories, adding emergency and peak-demand power without permanent coupling.

A contoured face plate keeps bolt thread engagement and durability while shortening cam phaser axial length for variable valve timing.

An open single-wall groove lets undivided sliding rings be pressed into the annular piston, reducing ring rotation and position measurement errors.

A seal plateau blocks centrifugal oil movement in a wet clutch piston, preventing unintended engagement, wear, and efficiency loss at high speed.

Separate control pressure and lubrication paths in a shaft-mounted manifold prevent leakage and stabilize clutch torque transmission.

A valve unit placed near the clutch slave cylinder speeds hydraulic response while cutting pressure loss, energy use, and packaging constraints.

A disc spring and diaphragm form a sealed balance cavity that offsets centrifugal piston forces in hydraulic clutch assemblies.

A half-engaged first wet clutch and torque-ramped second clutch improve cold-start acceleration while protecting clutch durability.