CA1182060A - Hydraulic and spring actuated double clutch - Google Patents
Hydraulic and spring actuated double clutchInfo
- Publication number
- CA1182060A CA1182060A CA000395251A CA395251A CA1182060A CA 1182060 A CA1182060 A CA 1182060A CA 000395251 A CA000395251 A CA 000395251A CA 395251 A CA395251 A CA 395251A CA 1182060 A CA1182060 A CA 1182060A
- Authority
- CA
- Canada
- Prior art keywords
- clutch
- transmission
- double
- actuator
- clutches
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Landscapes
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Structure Of Transmissions (AREA)
- Gear-Shifting Mechanisms (AREA)
Abstract
HYDRAULIC AND SPRING ACTUATED
DOUBLE CLUTCH
ABSTRACT OF THE DISCLOSURE:
A double-acting clutch having a spring and a hydraulic actuator for selectively actuating two clutches.
The actuator is positioned between two clutch packs to selectively spring actuate one clutch or hydraulically actuate the other clutch depending upon the direction of movement of the actuator.
DOUBLE CLUTCH
ABSTRACT OF THE DISCLOSURE:
A double-acting clutch having a spring and a hydraulic actuator for selectively actuating two clutches.
The actuator is positioned between two clutch packs to selectively spring actuate one clutch or hydraulically actuate the other clutch depending upon the direction of movement of the actuator.
Description
HYDRA~LIC AND SPRING ACTUATED
DOUBLE CLUTCH
This invention relates to a friction clutch and more particularly to a hydraulic and spring actuated double clutch for selectively and alternatively actuating two clutches. The actuator selectively moves in one of two directions to selectively actuate one or the other of the clutches. The hydraulic actuator overcomes the spring force to actuate a clutch in one direction and the spring actuates another clutch in the other direction when fluid pressure is released.
Power shift transmissions hydraulically and selectively engage and disengage clutches and can be used for shifting while the vehicle is in motion. The clutches being friction clutches tolerate a certain amount of slippage when engaging or disengaging the clutches, but excessive overlap in engagement of one clutch and disengagement of another can cause excessive wear.
Annular hydraulic clutches tend to produce a delayed disengagement or residual engagement due to the centrifugal forces of the hydraulic fluid in the supply line and hydraulic actuator. Release of the residual pressures in the hydraulic actuator may be accomplished through check valves or relief valves which release the fluid responsive to the centrifugal forces set up in the hydraulic actuator. Modulating pressures of the hydraulic actuators can be controlled to avoid overlap and similarly to control engagement and disengagement to avoid a lapse of time between disengagement and engagement of the clutches. Simultaneous operation of the disengagement and engagement of the clutches can also be controlled with a single actuator which operates between two clutch packs and the engagement and disengagement depending upon the direction of movement of the hydraulic actuator. The applicant has provided for a clutch actuator which is spring operated in one direction and hydraulically operated in the other. A single on-and-off valve will 6~
control communication of pressurized fluid to the pressurizing chamber in the hydraulic actuator. The hydraulic fluid pressure overcomes the spring force to actuate the clutch in one direction and the release of the hydraulic fluid allows the spring to actuate the other clutch. The hydraulic actuator and spring also eliminates any possibil~ty o$ residual drag due to forces caused by the rotating fluid in the supply line or hydraulic actuator. This simplifies the hydraulic passages required to operate the hydraulic clutch and also reduces the overall cost and avoids the need for check valves to release the pressure in hydraulic actuator to avoid residual pressures causing drag on the clutch discs.
The U.S. patent 3,566,707, Schultz, shows a double-acting hydraulic actuator in which hydraulic fluid is used to actuate in either of two directions. The applicant, however, has provided for a spring operating in one direction and hydraulic fluid in the other and simplifies the hydraulic circuit and the construction of the clutch.
~ ccordingl,y, it is an ob~ect of this invention to provlde a double-actuating clutch actuator actuated hydraulically in one direction and mechanically in the other, wherein engagement of one clutch and disengagement of the other is simultaneous.
It is another object of this invention to provide a double-clutch actuator for a hydraulic and mechanical actuator for selective operation in each of two directions.
It is a further object of this invention to provide a double-actuated clutch having hydraulic means to operate the clutch in one direction and mechanical means to operate a clutch in the other direction to operate the clutches in a power shift transmission.
It is a further object of this invention to provide a double-actuated clutch having a single reciprocating piston selectively operating one or another clutch hydraulically or mechanically as selected by the operator.
SUMMARY OF THE INVENTION
This invention provldes a double-acting clutch actuator for a transmission which includes a first clutch`having one clutch pack and a second clutch having another clutch pack carried sn an integral clutch drum mounted on a layshat. A clutch actuator is disposed between the clutch packs and includes a hydraulic cyclinder formed by the clutch drum which receives a piston orming a hydraulic pressurizing chamber for actuating the first clutch. A pressure plate in the second clutch is connected to the piston and a clutch actuating spring means normally biases the pressure plate toward an engaging position of the other of the clutch packs. Each clutch includes an integral clutch hub and drive gear. A hydraulic system is provided which includes a source of pressurized fluid, a control valve to supply pressurized fluid to the pressurizing chamber and to release pressurizing fluid from the chamber to thereby selectively actuate the clutches in response to operat:ion of the control valve admitting and releasing pressllrized fluid in the pres~urizing chamber. The transmission is a counter~haft transmission incLuding a drive shaft and a countershaft, a yearset connected between the clutch hub of each of the clutches and the drive shaft for selective drive of the countershaft transmission, a plurality of gearsets between the drive shaft and the countershaft and a plurality of clutches on the countershaft for selecting drive through the countershaft transmission.
Referring to the drawings:
Fiy. 1 shows a main transmission and double-actuated clutch; and Fig. 2 illustrates a diagram of the transmission and related components in the drive line.
Referring to the drawings, the input shaft 1 is connected to the clutch 2 and drives the PTO shat B
- 3a -3. The clutch 2 is selectively engaged for drive from the input shaft 1 to the driving shaft 5 and driving the gear 18. The driving shaft 5 is rotatably mounted in the bearing assembly 6, which is supported in the transmission housing 7.
A main transmission 8 drives through a range transmission 9 to the differential 10 and the planetary final drive gearsets 11 and 12. The brakes 13 and 14 selectively brake the rear axles of the vehicle. The PTO shaft 3 operates through the PTO clutch 15 and the PTO brake 16 to drive out of the coupling 17.
B
The drive gear 18 is integral with the quill shaft 5 and drives through the power shift clutches 57 and 59 in power shift transmission 120. The main transmission 8 is a manual transmission for selectively providing the desired gear ratio by shifting manually. The main transmission 8 includes the gear 21 of the gearset 22 which includes gear 100 in power shift trans~ission 120.
The gearset 23 also includes a gear 24 of the main transmission 8 which is driven by gear 131 fro~ the power shift transmission 120.
The main trans;nission is a countershaft transmission which includes a countershaft 25 rotatably mounted on the bearing assemblies 26 an~ 27. The clutch collar 28 is selectively operated to engage clutch teeth ]5 29 or 30 on gears 31 and 32. The clutch sleeve 33 is mounted on a s~line 34 of the countershaft 25 and also is Eormed with external splines mating the spline 35 with the clutch collar 28. The gear 32 is a reverse gear and engages an idler gear 110 (shown in ~ig. 2) which in turn engages gear 38 on the output shaft. Gear 31 is also driven by the gear 38 formed on the drive shaft 37.
Similarly the gear 40 drives gear 24 on the ~3riv~ shaEt 37. The gearset 41 includes gaar 42 on the driv~ shaft 37 and gear 43 on the countershaft 25. 5ears 31, 32, 40 and 43 are rotatably mounted on the coulker-shaft and are selectively engaged by their res~ective clutches. Gears 40 and 43 are enga~e~ b~ the clutch coll~r 44 through the gear teeth 45 and 46. The clutch collar 44 i9 mounted on the cl~tcn sleeve 47 which is ~0 slidably fastened to the countershaft by the mating spline 48 while the ~ating spline 49 slidably engages the collar 44 with the sleeve 47. The clutch collar 44 operates with synchronizers 39 and 50 in combination with the gears 40 and 43 to aid in synchronizing o~ the clutch and gear speeds when shifting.
The power shift transmission 120 is driven through the countershaft gearset 52 driven by the quill shaft 5 and inclu~es the gear 18 and gear 53. Jear 53 is connected through sPline 54 to the layshaft 55. Layshaft 55 is also connected through a mating spline 56 to the clutch drum 58. Gears 100 and 101 are rotatably mounted on the layshaft 55. The clutches 57 and 59 selectively connect the layshaft 55 to drive the gears 100 an~ 101.
Clutch 57 includes the clutch hub 60 which is integral with gear 100 and carries clutch discs 61. The clutch drum 58 carries the clutch discs 62 an~ the reaction plate 63. The hydraulic piston 64 reci~rocates in the cylinder 65 formed by the clutch drum 53 and forms a pressuriæin~
chamber 66 connected throu~h radial passa~e 57 and the axial passage 68 and housing passage 122 to the hydraulic system.
The clutch 59 includes the clutch drum 53 whicn is connected to the clutch discs 63 and also carries the reaction plate 69. The actuator including the plun~er 70 is connected through the bolt 71 to the piston 64. A
plurality of bolts are used. The clutch hub 72 is integral with gear 101 and carries the clutch discs 73.
Springs such as belleville springs 74 bias clutch 59 to an engagement position and retracts the piston 64 in clutch 57. The clutches 57 and 59 selectively engage drive through layshaft 55 from the gear 53 to gears 100 or 101.
Operation of the clutch i9 controlled throu~n the hydraulic system which includes the conduit 75 in communication with the pump 76 which receives fluid from the sump 77. A relief valve 78 returns flui~ to sump 77 in the event of excessive pressure in the conduit 75O
Control valve 79 selectively controls the transmission of pressurized fluid to the pressurizin~ chamber 56 and to sump 77.
The operation of the device will be described in the following paragraphs.
The engine 80 drives the input shaft 1 which is connected to the power takeoff shaft 3 which drives through the power takeof clutch and is braked by the power takeoff brake 16. The en~ine clutch 2 selectively connec~s the inpu~ shaft 1 to the driving shaf~ 5. The driving shaft 5 drives througn the gearset 52 to drive the power shift transmission 120. The main transmission 8 is a countershaft transmission and is driven from the power shift transmission 120 through gears 100 and 101u The main transmission is selectively shifted through the clutch collars 28 and 44 to select the drive gear ratio for operating the transmission.
The power shift transmission 120 is selectively operated through ~he control valve 79~ The control valve 79 10 selectively transmits pressurized fluid from the pump 76 to the pressurizing chamber 66 or releases pressurized fluid from tne pressurizing chamber 66 to sump 77. When pressurized fluid is admitted to the pressurizing chamber 66, the piston 64 compresses the clutch pack 161 to engage the clutch drum 58 15 with hub 60 to drive gear 100. Clutch drum 58 is connected through the laysnaft 55 to gear 53. The gear 100 drives through the gear 21 on the drive shaft 37.
When pressuriæed fluid is released through the control valve 79, the springs 74 overcome the force of fluid 2U in the pressurizing chamber 66 to release the clutch 57 and enyage the clut~h pack 16R in clutch 59. The springs 74 are ~u~iclently strong to engage the clutch 59 and release any residual pressure which may be in the pressurized chamber 66.
Either one or the other of the clutches is normally engaged.
25 Engagement is controlled by the control valve 79.
The drive train is provided with additi~nal speed ranges from the main transmission through the range trans-mlssion. The range transmission has a clutch collar 81 which can be reciprocated to selectively engage gear 82 or gear 83 30 to selectively drive directly from t~e shaft 160 to shaft 85 or through the gearset including gears 86 and 87 to provide a second speed range. The drive is then transmitted to the differential 10 and planetary final drives 11 and 12 ~, ~
DOUBLE CLUTCH
This invention relates to a friction clutch and more particularly to a hydraulic and spring actuated double clutch for selectively and alternatively actuating two clutches. The actuator selectively moves in one of two directions to selectively actuate one or the other of the clutches. The hydraulic actuator overcomes the spring force to actuate a clutch in one direction and the spring actuates another clutch in the other direction when fluid pressure is released.
Power shift transmissions hydraulically and selectively engage and disengage clutches and can be used for shifting while the vehicle is in motion. The clutches being friction clutches tolerate a certain amount of slippage when engaging or disengaging the clutches, but excessive overlap in engagement of one clutch and disengagement of another can cause excessive wear.
Annular hydraulic clutches tend to produce a delayed disengagement or residual engagement due to the centrifugal forces of the hydraulic fluid in the supply line and hydraulic actuator. Release of the residual pressures in the hydraulic actuator may be accomplished through check valves or relief valves which release the fluid responsive to the centrifugal forces set up in the hydraulic actuator. Modulating pressures of the hydraulic actuators can be controlled to avoid overlap and similarly to control engagement and disengagement to avoid a lapse of time between disengagement and engagement of the clutches. Simultaneous operation of the disengagement and engagement of the clutches can also be controlled with a single actuator which operates between two clutch packs and the engagement and disengagement depending upon the direction of movement of the hydraulic actuator. The applicant has provided for a clutch actuator which is spring operated in one direction and hydraulically operated in the other. A single on-and-off valve will 6~
control communication of pressurized fluid to the pressurizing chamber in the hydraulic actuator. The hydraulic fluid pressure overcomes the spring force to actuate the clutch in one direction and the release of the hydraulic fluid allows the spring to actuate the other clutch. The hydraulic actuator and spring also eliminates any possibil~ty o$ residual drag due to forces caused by the rotating fluid in the supply line or hydraulic actuator. This simplifies the hydraulic passages required to operate the hydraulic clutch and also reduces the overall cost and avoids the need for check valves to release the pressure in hydraulic actuator to avoid residual pressures causing drag on the clutch discs.
The U.S. patent 3,566,707, Schultz, shows a double-acting hydraulic actuator in which hydraulic fluid is used to actuate in either of two directions. The applicant, however, has provided for a spring operating in one direction and hydraulic fluid in the other and simplifies the hydraulic circuit and the construction of the clutch.
~ ccordingl,y, it is an ob~ect of this invention to provlde a double-actuating clutch actuator actuated hydraulically in one direction and mechanically in the other, wherein engagement of one clutch and disengagement of the other is simultaneous.
It is another object of this invention to provide a double-clutch actuator for a hydraulic and mechanical actuator for selective operation in each of two directions.
It is a further object of this invention to provide a double-actuated clutch having hydraulic means to operate the clutch in one direction and mechanical means to operate a clutch in the other direction to operate the clutches in a power shift transmission.
It is a further object of this invention to provide a double-actuated clutch having a single reciprocating piston selectively operating one or another clutch hydraulically or mechanically as selected by the operator.
SUMMARY OF THE INVENTION
This invention provldes a double-acting clutch actuator for a transmission which includes a first clutch`having one clutch pack and a second clutch having another clutch pack carried sn an integral clutch drum mounted on a layshat. A clutch actuator is disposed between the clutch packs and includes a hydraulic cyclinder formed by the clutch drum which receives a piston orming a hydraulic pressurizing chamber for actuating the first clutch. A pressure plate in the second clutch is connected to the piston and a clutch actuating spring means normally biases the pressure plate toward an engaging position of the other of the clutch packs. Each clutch includes an integral clutch hub and drive gear. A hydraulic system is provided which includes a source of pressurized fluid, a control valve to supply pressurized fluid to the pressurizing chamber and to release pressurizing fluid from the chamber to thereby selectively actuate the clutches in response to operat:ion of the control valve admitting and releasing pressllrized fluid in the pres~urizing chamber. The transmission is a counter~haft transmission incLuding a drive shaft and a countershaft, a yearset connected between the clutch hub of each of the clutches and the drive shaft for selective drive of the countershaft transmission, a plurality of gearsets between the drive shaft and the countershaft and a plurality of clutches on the countershaft for selecting drive through the countershaft transmission.
Referring to the drawings:
Fiy. 1 shows a main transmission and double-actuated clutch; and Fig. 2 illustrates a diagram of the transmission and related components in the drive line.
Referring to the drawings, the input shaft 1 is connected to the clutch 2 and drives the PTO shat B
- 3a -3. The clutch 2 is selectively engaged for drive from the input shaft 1 to the driving shaft 5 and driving the gear 18. The driving shaft 5 is rotatably mounted in the bearing assembly 6, which is supported in the transmission housing 7.
A main transmission 8 drives through a range transmission 9 to the differential 10 and the planetary final drive gearsets 11 and 12. The brakes 13 and 14 selectively brake the rear axles of the vehicle. The PTO shaft 3 operates through the PTO clutch 15 and the PTO brake 16 to drive out of the coupling 17.
B
The drive gear 18 is integral with the quill shaft 5 and drives through the power shift clutches 57 and 59 in power shift transmission 120. The main transmission 8 is a manual transmission for selectively providing the desired gear ratio by shifting manually. The main transmission 8 includes the gear 21 of the gearset 22 which includes gear 100 in power shift trans~ission 120.
The gearset 23 also includes a gear 24 of the main transmission 8 which is driven by gear 131 fro~ the power shift transmission 120.
The main trans;nission is a countershaft transmission which includes a countershaft 25 rotatably mounted on the bearing assemblies 26 an~ 27. The clutch collar 28 is selectively operated to engage clutch teeth ]5 29 or 30 on gears 31 and 32. The clutch sleeve 33 is mounted on a s~line 34 of the countershaft 25 and also is Eormed with external splines mating the spline 35 with the clutch collar 28. The gear 32 is a reverse gear and engages an idler gear 110 (shown in ~ig. 2) which in turn engages gear 38 on the output shaft. Gear 31 is also driven by the gear 38 formed on the drive shaft 37.
Similarly the gear 40 drives gear 24 on the ~3riv~ shaEt 37. The gearset 41 includes gaar 42 on the driv~ shaft 37 and gear 43 on the countershaft 25. 5ears 31, 32, 40 and 43 are rotatably mounted on the coulker-shaft and are selectively engaged by their res~ective clutches. Gears 40 and 43 are enga~e~ b~ the clutch coll~r 44 through the gear teeth 45 and 46. The clutch collar 44 i9 mounted on the cl~tcn sleeve 47 which is ~0 slidably fastened to the countershaft by the mating spline 48 while the ~ating spline 49 slidably engages the collar 44 with the sleeve 47. The clutch collar 44 operates with synchronizers 39 and 50 in combination with the gears 40 and 43 to aid in synchronizing o~ the clutch and gear speeds when shifting.
The power shift transmission 120 is driven through the countershaft gearset 52 driven by the quill shaft 5 and inclu~es the gear 18 and gear 53. Jear 53 is connected through sPline 54 to the layshaft 55. Layshaft 55 is also connected through a mating spline 56 to the clutch drum 58. Gears 100 and 101 are rotatably mounted on the layshaft 55. The clutches 57 and 59 selectively connect the layshaft 55 to drive the gears 100 an~ 101.
Clutch 57 includes the clutch hub 60 which is integral with gear 100 and carries clutch discs 61. The clutch drum 58 carries the clutch discs 62 an~ the reaction plate 63. The hydraulic piston 64 reci~rocates in the cylinder 65 formed by the clutch drum 53 and forms a pressuriæin~
chamber 66 connected throu~h radial passa~e 57 and the axial passage 68 and housing passage 122 to the hydraulic system.
The clutch 59 includes the clutch drum 53 whicn is connected to the clutch discs 63 and also carries the reaction plate 69. The actuator including the plun~er 70 is connected through the bolt 71 to the piston 64. A
plurality of bolts are used. The clutch hub 72 is integral with gear 101 and carries the clutch discs 73.
Springs such as belleville springs 74 bias clutch 59 to an engagement position and retracts the piston 64 in clutch 57. The clutches 57 and 59 selectively engage drive through layshaft 55 from the gear 53 to gears 100 or 101.
Operation of the clutch i9 controlled throu~n the hydraulic system which includes the conduit 75 in communication with the pump 76 which receives fluid from the sump 77. A relief valve 78 returns flui~ to sump 77 in the event of excessive pressure in the conduit 75O
Control valve 79 selectively controls the transmission of pressurized fluid to the pressurizin~ chamber 56 and to sump 77.
The operation of the device will be described in the following paragraphs.
The engine 80 drives the input shaft 1 which is connected to the power takeoff shaft 3 which drives through the power takeof clutch and is braked by the power takeoff brake 16. The en~ine clutch 2 selectively connec~s the inpu~ shaft 1 to the driving shaf~ 5. The driving shaft 5 drives througn the gearset 52 to drive the power shift transmission 120. The main transmission 8 is a countershaft transmission and is driven from the power shift transmission 120 through gears 100 and 101u The main transmission is selectively shifted through the clutch collars 28 and 44 to select the drive gear ratio for operating the transmission.
The power shift transmission 120 is selectively operated through ~he control valve 79~ The control valve 79 10 selectively transmits pressurized fluid from the pump 76 to the pressurizing chamber 66 or releases pressurized fluid from tne pressurizing chamber 66 to sump 77. When pressurized fluid is admitted to the pressurizing chamber 66, the piston 64 compresses the clutch pack 161 to engage the clutch drum 58 15 with hub 60 to drive gear 100. Clutch drum 58 is connected through the laysnaft 55 to gear 53. The gear 100 drives through the gear 21 on the drive shaft 37.
When pressuriæed fluid is released through the control valve 79, the springs 74 overcome the force of fluid 2U in the pressurizing chamber 66 to release the clutch 57 and enyage the clut~h pack 16R in clutch 59. The springs 74 are ~u~iclently strong to engage the clutch 59 and release any residual pressure which may be in the pressurized chamber 66.
Either one or the other of the clutches is normally engaged.
25 Engagement is controlled by the control valve 79.
The drive train is provided with additi~nal speed ranges from the main transmission through the range trans-mlssion. The range transmission has a clutch collar 81 which can be reciprocated to selectively engage gear 82 or gear 83 30 to selectively drive directly from t~e shaft 160 to shaft 85 or through the gearset including gears 86 and 87 to provide a second speed range. The drive is then transmitted to the differential 10 and planetary final drives 11 and 12 ~, ~
Claims (9)
1. A double-acting clutch actuator in a transmission comprising, a first clutch including one clutch pack and a second clutch including another clutch pack carried on an integral clutch drum mounted on a layshaft, a clutch actuator disposed between said clutch packs, said clutch actuator including a hydraulic cylinder formed by said clutch drum and receiving a piston forming a hydraulic pressurizing chamber for actuating the one clutch, a pressure plate in the other clutch connected to said piston, a clutch actuating spring means normally biasing said pressure plate toward an engaging position of the other of said clutch packs, each clutch including an integral clutch hub and drive gear, a hydraulic system including a source of pressurized fluid, a control valve to supply pressurized fluid to said pressurizing chamber and release pressurizing fluid from said chamber to thereby selectively actuate said clutches in response to operation of said control valve admitting and releasing pressurized fluid in said pressurizing chamber, a countershaft transmission including a drive shaft and a countershaft, a gearset connected between the clutch hub of each of said clutches and said drive shaft for selective drive of said countershaft transmission, a plurality of gearsets between said drive shaft and said countershaft, a plurality of clutches on said countershaft for selective drive through said countershaft transmission.
2. A double-acting clutch actuator in a transmission as set forth in claim 1 including a driving shaft, a gearset driving said layshaft from said driving shaft.
3. A double-acting clutch actuator in a transmission as set forth in claim 1 wherein said integral clutch drum supports clutch discs and said spring means and defining said cylinder receiving said piston, said clutch hub supports clutch discs in each of said clutch packs for drive from said layshaft.
4. A double-acting clutch actuator in a trans-mission as set forth in claim 1 including a connector between said piston and said pressure plate, means compressively positioning said clutch actuating spring means between said clutch drum and said pressure plate to actuate said other clutch.
5. A double-acting clutch actuator in a transmission as set forth in claim 1 wherein said clutches include friction discs.
6. A double-acting clutch actuator in a transmission as set forth in claim 1 including a driving shaft, a main transmission including a drive shaft, a layshaft driven from said driving shaft, a clutch drum connected to said layshaft, a clutch hub in each of said clutches including an output gear for drive to said drive shaft in said main transmission.
7. A double acting clutch actuator in a transmission as set forth in claim 1 including means on said cylinder defining a spring seat for said clutch actuating spring means.
8. A double acting clutch actuator in a transmission as set forth in claim 1 including means connecting said piston and said pressure plate whereby said spring means defines a return spring for said one clutch and an actuating spring for the other of said clutches.
9. A double-acting clutch actuator in a transmission as set forth in claim 1 wherein said clutch drum and said clutch hubs carry said clutch packs.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US25419781A | 1981-04-14 | 1981-04-14 | |
| US254,197 | 1988-10-06 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1182060A true CA1182060A (en) | 1985-02-05 |
Family
ID=22963303
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000395251A Expired CA1182060A (en) | 1981-04-14 | 1982-01-29 | Hydraulic and spring actuated double clutch |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1182060A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104482172A (en) * | 2014-12-18 | 2015-04-01 | 重庆隆旺机电有限责任公司 | Double-clutch transmission |
| CN104482137A (en) * | 2014-12-18 | 2015-04-01 | 重庆隆旺机电有限责任公司 | Double-clutch transmission and differential assembly |
| CN104500616A (en) * | 2014-12-18 | 2015-04-08 | 重庆隆旺机电有限责任公司 | Double-clutch combination |
| CN105835694A (en) * | 2014-12-18 | 2016-08-10 | 重庆隆旺机电有限责任公司 | Double-clutch rear axle assembly |
| CN114576318A (en) * | 2022-05-06 | 2022-06-03 | 清驰汽车(北京)有限公司 | Gearshift and two keep off transmission |
| CN114576317A (en) * | 2022-05-06 | 2022-06-03 | 清驰汽车(北京)有限公司 | Gear shifting mechanism and two-gear transmission |
-
1982
- 1982-01-29 CA CA000395251A patent/CA1182060A/en not_active Expired
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104482172A (en) * | 2014-12-18 | 2015-04-01 | 重庆隆旺机电有限责任公司 | Double-clutch transmission |
| CN104482137A (en) * | 2014-12-18 | 2015-04-01 | 重庆隆旺机电有限责任公司 | Double-clutch transmission and differential assembly |
| CN104500616A (en) * | 2014-12-18 | 2015-04-08 | 重庆隆旺机电有限责任公司 | Double-clutch combination |
| CN105835694A (en) * | 2014-12-18 | 2016-08-10 | 重庆隆旺机电有限责任公司 | Double-clutch rear axle assembly |
| CN104500616B (en) * | 2014-12-18 | 2017-03-15 | 重庆隆旺机电有限责任公司 | Double clutch |
| CN104482137B (en) * | 2014-12-18 | 2017-06-23 | 重庆隆旺机电有限责任公司 | Double clutch speed-changing differential assemblies |
| CN114576318A (en) * | 2022-05-06 | 2022-06-03 | 清驰汽车(北京)有限公司 | Gearshift and two keep off transmission |
| CN114576317A (en) * | 2022-05-06 | 2022-06-03 | 清驰汽车(北京)有限公司 | Gear shifting mechanism and two-gear transmission |
| CN114576317B (en) * | 2022-05-06 | 2022-08-09 | 清驰汽车(北京)有限公司 | Shifting mechanism and two-gear transmission |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |