Mechanical Actuated Clutches TRIZ Cases

A torsional backlash and spring centering mechanism lets a sliding gear engage fixed gearbox teeth without extra actuators or shaft rotation.

A ratchet-type one-way clutch aligns dog clutch phase during downshifts, preventing torque drop and reducing transmission shock in EV gear changes.

A tensile/compression test bonds a connecting body to the friction lining and measures break force for reproducible synchronizer ring adhesive QA.

A magnetic damping plate on the armature back surface cuts stick-slip vibration and noise in an electromagnetic clutch without sacrificing torque.

Clutch slip under applied drag torque reveals gear selection in a multi-clutch transmission, preserving gear availability when position sensors fail.

A stored turning-back value offsets friction spring hysteresis so a clutch actuator holds precise torque position without continuous control energy.

A centrifugal pendulum between the dual-mass flywheel and dual clutch cuts torsional vibration while saving axial space and easing assembly.

A nested shaft and gear layout fits six forward speeds and reverse in a shorter DCT, improving vehicle mountability and fuel efficiency.

Relative angular position sensing guides gear engagement timing to cut tooth contact noise and simplify synchronizer design.

By reusing existing gears for reverse drive, this seven-speed dual-clutch transmission cuts gear count, weight, noise, and housing space.

A rear-side sealing surface built into the rotating ring keeps a compact clutch release bearing raceway tight without extra seal space.

Hydraulic pressure on both piston sides replaces spring return, maintaining clutch disengagement as pack wear increases.

Hydraulic actuation keeps drive and driven gears constantly engaged, cutting shift time and enabling jerk-free transmission without gear movement.

Fixing the compensation chamber plate to the drive plate cuts clutch actuation unit space while maintaining secure rotational transmission.

A latching spindle-nut and biasing spring keep the clutch disengaged with less motor force, cutting power use and power-on time.

Angled through-holes evacuate oil from the synchronizer friction interface by centrifugal force, shortening shifting time and stabilizing friction.

A reduced motor force and latching scheme uses static friction to hold clutch disengagement, cutting actuator power draw and heat.

Deposited particles form projections and channels that balance cooling, friction, and wear in high-torque synchronizer ring materials.

A symmetric mix of first and second recesses helps a synchronizer dog ring transfer torque more evenly while reducing weight and seam stress.

Cutout placement across steel fiber flow helps prevent burring cracks in clutch release bearing side plates, improving yield and strength.

Annular recesses in gearbox clutch cones restore oil exchange at the gear mesh, improving lubrication, cooling, and reducing torque losses.

A circumferentially deforming torsion spring assists clutch engagement and disengagement while cutting swing space and overall drive size.

A cam-driven single actuator first limits wheel-speed difference with a friction clutch, then locks the differential through dog clutch engagement.

A helical-shift intermediate member enables compact high-torque overrunning clutch engagement while reducing freewheeling noise and switching pulses.

Defined radial play and spring tabs let the clutch release bearing tumble without transmitting tilt moments, reducing guide face wear.

Remote pump engagement on a dual-shaft electric fracturing transport cuts site footprint and fuel use while maintaining high-pressure fluid delivery.

A variable-ratio linkage and torsion spring smooth clutch lever reaction force, reducing step changes while keeping the mechanism compact.

An integrated sealing lip and movable piston keep pollution out of the raceway chamber, cutting friction torque and extending clutch bearing life.

A synchronizer passing through a clutch plate aperture matches plate speeds before magnetic engagement, cutting wear, vibration, and maintenance.

Motor speed is reduced while bridging clutch play so the pin contacts ramp side surfaces gently, cutting noise and vibration without slowing torque drop.

Round hub cavities and connecting pins simplify synchronizer machining while improving hub strength and allowing larger shaft diameters.

An intermediate gear links sliding sleeves to cut transmission length and volume while preserving synchronized power transfer.

A centrifugal clutch decouples a laminated rotor bearing during blade adjustment, preventing elastomer strain while re-engaging for flight torque.

A damping spring between the sliding sleeve and free gear absorbs tooth-flank impact, reducing clicking and rattling during torque transfer.

A non-contact eddy current brake slows the transmission input shaft before first-gear engagement, reducing drag-torque shift jolt and wear.

Cam grooves route oil across axial surfaces to prevent stagnation in tight synchronizer gaps and maintain lubrication during shifting.

Flat, perpendicular tooth ends block sleeve travel until speed matching, cutting synchronizer axial length and shift noise in manual transmissions.

Controlled clutch slip heats cold hydraulic actuator fluid above a threshold, reducing response dispersion and improving piloting precision.

A deep-drawn hub shell and axial input-member adjustment cut drag torque, weight, cost, and clutch-clearance setup time.

Staged hydraulic pressure cuts sleeve collision noise after synchronization, then restores full force if low-temperature drag blocks meshing.