JPS58634A - Dry clutch - Google Patents
Dry clutchInfo
- Publication number
- JPS58634A JPS58634A JP9545281A JP9545281A JPS58634A JP S58634 A JPS58634 A JP S58634A JP 9545281 A JP9545281 A JP 9545281A JP 9545281 A JP9545281 A JP 9545281A JP S58634 A JPS58634 A JP S58634A
- Authority
- JP
- Japan
- Prior art keywords
- gear
- housing
- main shaft
- boss
- fitted
- 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.)
- Granted
Links
- 230000037303 wrinkles Effects 0.000 claims description 2
- 230000005540 biological transmission Effects 0.000 description 3
- 230000007257 malfunction Effects 0.000 description 3
- 230000013011 mating Effects 0.000 description 2
- 241001062872 Cleyera japonica Species 0.000 description 1
- 206010011224 Cough Diseases 0.000 description 1
- 241001122767 Theaceae Species 0.000 description 1
- ATJFFYVFTNAWJD-UHFFFAOYSA-N Tin Chemical compound [Sn] ATJFFYVFTNAWJD-UHFFFAOYSA-N 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 239000013013 elastic material Substances 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 230000002093 peripheral effect Effects 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 230000001360 synchronised effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D13/00—Friction clutches
- F16D13/22—Friction clutches with axially-movable clutching members
- F16D13/38—Friction clutches with axially-movable clutching members with flat clutching surfaces, e.g. discs
- F16D13/52—Clutches with multiple lamellae ; Clutches in which three or more axially moveable members are fixed alternately to the shafts to be coupled and are pressed from one side towards an axially-located member
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
Description
【発明の詳細な説明】 本畿−は乾式クラッチに関する。[Detailed description of the invention] This field relates to dry clutches.
乾式！ラッチ祉通常エンジンの外部に露出させて設けら
れるが、その従来構造を嬉２図に示す。Dry method! The latch is normally installed exposed on the outside of the engine, and its conventional structure is shown in Figure 2.
この第！図に示した乾式クラッチ（４）はクランクケー
ス（ａ）を覆うクランクケースカバー伽）の外側に配置
され、クランク軸０）とそれに＠接するメイン軸（２）
との間に介在されてり２ンタ軸（１′）からメイン軸（
２）への同転伝達を断続す為ようになっている。This number! The dry clutch (4) shown in the figure is placed outside the crankcase cover (a) that covers the crankcase (a), and is connected to the crankshaft (0) and the main shaft (2) in contact with it.
The main shaft (1') is interposed between the two
This is done to interrupt the synchronous transmission to 2).
（転）は前記メイン軸（２）に−動自在に嵌め合う減速
従歯車であり、クランク軸＜１）Ｋ設けられた減速主歯
車（至）と噛み合って回転するようになっている。(1) is a reduction driven gear that is movably fitted to the main shaft (2), and rotates by meshing with the reduction main gear (1) provided on the crankshaft <1)K.
そして、との減速従−車一のボス部ｉにクラッチ（４）
のハウジング（３）が該癩車（転）と一体に回転するよ
う嵌め合い保持されるが、その嵌置構造はハウジング（
３′）を前記ボス部α番外周にスプライン嵌合させてな
る。And the clutch (4) is attached to the boss part i of the deceleration follower car.
The housing (3) is fitted and held so as to rotate together with the wheel (roller), but the fitting structure is different from the housing (3).
3') is spline-fitted to the outer periphery of the boss portion α.
しかして、この−ウジング（３）における嵌合部（３ｃ
′）は減速従歯車α０からの回転伝達と、ハウジング（
３）を皺歯車００とともにメイン軸（２）に保持させる
という２つの機能を果すが、その後者のハウジング（３
）の保持という機能を考えると嵌合部（３ｃ）０濠合長
は長い方が好ましい。Therefore, the fitting part (3c) in this housing (3)
') is the rotation transmission from the reduction driven gear α0 and the housing (
3) on the main shaft (2) together with the serrated gear 00, the latter housing (3)
) Considering the function of holding the fitting part (3c), it is preferable that the 0-moat length of the fitting part (3c) is long.
即ち、嵌合部（３ｃ）の嵌合長が短かいとハウジンダ（
３）がガタついてクラッチ囚の作動不良を起す惧れがあ
るからである。That is, if the fitting length of the fitting part (3c) is short, the housing (
3) may become loose and cause malfunction of the clutch.
とζろが、嵌合部（３ｅ）は減速従歯車１！０＆ス部ｉ
外周に嵌合しているから、嵌合長を長くとるために嵌合
部（ｈ）を減速従歯車α□ＩＩ即ちクランクケースカバ
ー伽）内方へ延長しようとしても、腋歯車−のボス部Ｉ
と外周部との間の部分が邪魔になってそれ以上延長させ
ることができない。The fitting part (3e) is the reduction slave gear 1!0&S part i
Since it is fitted to the outer periphery, even if you try to extend the fitting part (h) inward to increase the fitting length, the boss part of the armature gear I
The part between the and the outer circumference becomes an obstacle and cannot be extended any further.
一方、嵌合部（ｋ′）を減速従歯車（ト）のボス部α車
とともにクランクケースカバー（ｂ）Ｋ方へ延長するこ
とも考えられるが、このようＫし九場合嵌舎郁（３Ｃ）
及びボス部Ｑ６の実長に伴ってタツッチ品全体がクラン
クケースカバー閲外側、即ちエンジン外側より大きく突
出するととＫなる。On the other hand, it is also conceivable to extend the fitting part (k') together with the boss part α wheel of the reduction gear (G) toward the direction K of the crankcase cover (b). )
As the actual length of the boss portion Q6 increases, the entire touch part protrudes beyond the outside of the crankcase cover, that is, outside the engine.
しかして、エンジンからのクラッチ■の突出量が大きく
なるとエンジン幅の増大を招き、特にクラッチ（４）が
自動二輪車用エンジンに装備されてその側方へ突出する
場合、該自動二輪車の走行時におけるパンク角が小さく
なってしまうという問題を生ずる。However, when the amount of protrusion of the clutch (4) from the engine increases, the width of the engine increases, and especially when the clutch (4) is installed in a motorcycle engine and protrudes to the side, the clutch (4) increases when the motorcycle is running. A problem arises in that the puncture angle becomes small.
従って、従来はクラッチ−をできるだけ減速従歯車−へ
近づけて配置しており、前記の如くクラッチ（４）のエ
ンジンからの突出量を増大させるような手段は採用でき
ない。Therefore, conventionally, the clutch (4) has been arranged as close to the reduction gear as possible, and it is not possible to employ means to increase the amount of protrusion of the clutch (4) from the engine as described above.
以上のように、クラッチ囚のノ・クランク（３）の減速
従歯車−との債合長即ちメイン軸（２５との嵌合長を長
く確保することは困離であった。As described above, it has been difficult to ensure a long mating length between the clutch clutch crank (3) and the reduction gear, that is, the mating length with the main shaft (25).
本発明は叙上事情に鑑みてなされたもので、その目的と
する処はハウジングを減速従歯車のボス部内周にスプラ
イン嵌合させ、その嵌合部を前記メス部のほは全長に渉
って嵌め合うようクランクケースカバー内方へ延長する
ことによシ、ハウジングのメイン軸との債合長を長く確
保して該）・クランクをガタつきを生ずることなく安定
に保持し、クラ、チの作動不良を防止することにある。The present invention has been made in view of the above circumstances, and its purpose is to spline-fit a housing to the inner periphery of a boss portion of a reduction driven gear, and to connect the fitting portion to the female portion over the entire length. By extending the crankcase cover inward so that the housing fits with the main shaft, the crankcase can be held stably without wobbling, ensuring a long bonding length with the main shaft of the housing. The purpose is to prevent malfunction.
本発明集施の一例を図面により説明すると、図中（４）
は乾式クラッチ、葎）はクランクケース、伽）はクラン
クケース−）をその外側から覆うクランクケースカバー
、（ｌ）はクランク軸、（２）は該クランク軸（１）に
隣接して設けられたメイン軸である。An example of the implementation of the present invention will be explained with reference to the drawings.
is a dry clutch, 葎) is a crankcase, 伽) is a crankcase cover that covers the crankcase from the outside, (l) is a crankshaft, and (2) is provided adjacent to the crankshaft (1). This is the main axis.
上記クラッチ（２）はクランクケースカバー（ｂ）０外
側に配置され、クランク軸（１）とメイン軸（６）との
関に介在して該クランク軸（１）からメイン軸（２）へ
の回転伝達を断続すみように表っている。The clutch (2) is disposed outside the crankcase cover (b) 0, and is interposed between the crankshaft (1) and the main shaft (6) to connect the crankshaft (1) to the main shaft (2). The rotation transmission appears to be intermittent.
（３）はクラッチ囚のハウジングであ！Ｄ、（４）ａ皺
ノ−クランク（３）内にゆる〈僚め合うボスである。(3) is the clutch prisoner housing! D, (4) A-wrinkle-no-crank (3) is a loose boss.
前記ハウジング（３）は基部（ｋ）と外周部（膓）とに
分割され、それらがゴム材等からなる弾性材体）を介し
て弾性的に連結されてシシ、ハウジング（３）に憤撃が
作用し大場舎にその衝撃を吸収できるように倉っている
。The housing (3) is divided into a base (k) and an outer circumferential portion, which are elastically connected via an elastic body made of rubber or the like, and are elastically connected to the housing (3). It is stored in the Obasha so that it can absorb the shock.
一方、上記ボス（４）は内外零部材（−Ｘ４ｂ） Ｋ分
割して構成１れておシ、その内側部材（ム）がメイン軸
（２）にスプライン嵌合されて骸軸（２）と一体に回転
するようになっている。On the other hand, the boss (4) is constructed by dividing the inner and outer members (-X4b) into K parts, and the inner member (mu) is spline-fitted to the main shaft (2) to form the skeleton shaft (2). It is designed to rotate as one.
そして、前記内側部材（ム）と外側部材（４ｂ）とは、
それらの咎会い繭から互い違いに突出する央片（２）（
７）闘にゴム材等からなる弾性材（２）を挾持させるこ
とによ）弾性的に連結され、ボス（４）に衝撃が作用し
良場舎にそＯ１１撃をｌｋ収できるようＫｔｋっている
。The inner member (mu) and the outer member (4b) are
The central pieces (2) protrude alternately from these cocoons.
7) By sandwiching an elastic material (2) made of rubber or the like between the parts, the Ktk is elastically connected so that an impact acts on the boss (4) and the impact can be absorbed by the boss (4). ing.
（→は前記ボス（４）の外側部材（４ｂ）とハウジング
（３）の外周部（３ｂ）との関に設けられ九クラ、チ板
であシ、このタヲッチ板（９）を介してハウジング（３
）とボス（４）との間の回転伝達が断続されるようにな
っている。(→ is a nine-piece plate provided between the outer member (4b) of the boss (4) and the outer peripheral part (3b) of the housing (3). (3
) and the boss (4) are intermittent.
そして、斯るクラッチ（４）はそＯハウジング（３）が
メイン軸（２）に設けられえ減速従歯車（転）のボス部
α車に嶽め会い保持されるが、そのハウジング（３）の
嵌合部（Ｓ＠）は該ハウジング（１０基部（ム）を減速
従歯車（転）側へ筒状に弧長突出させて＆ゐ。The clutch (4) is provided with an O housing (3) on the main shaft (2), and is held by fitting onto the boss part α wheel of the reduction gear (rotation). The fitting portion (S@) of the housing (10) is formed by projecting the housing (10) toward the reduction gear (rotation) side in a cylindrical shape with an arc length.
一方、このハウジング（３）と恢め合う減速従歯車（至
）はメイン軸（２）外周にＨ動自在に僚め合い、クラン
ク軸（１） Ｋ設けられた減速主癩寧（２）と噛み合っ
て回転するようになっている。On the other hand, the reduction gear (2) that matches the housing (3) is mounted on the outer periphery of the main shaft (2) so as to be freely movable, and is connected to the crankshaft (1) and the reduction gear (2) provided on the main shaft (2). They are designed to mesh and rotate.
（ロ）及びｈａ減速従歯車（至）をその内外両憫から挾
持するよう設けられた倒板であゐ。(B) and ha Reduction follower gear (H) are provided with an overhanging plate installed to hold them from both the inside and outside.
これら憫１［（ロ）６４祉滅遮従歯車ＩＪ４にビン榊を
介して遊転自在に連結されると共に、そのビン（ロ）Ｋ
よる連結部以外０部分でバネ−を介して減速従歯車（至
）に弾性的に連結され、皺歯車（２）Ｋ衝撃が作用し丸
場合にその衝撃を上記バネ−によって徴収できるように
なっている。These wheels 1 [(b) 64 are freely rotatably connected to the safety interception gear IJ4 via a bottle sakaki, and the pin (b) K
It is elastically connected to the deceleration follower gear (to) through a spring at the 0 part other than the connecting part, so that when an impact is applied to the corrugated gear (2) and it is round, the impact can be absorbed by the spring. ing.
ｉ九、前記外＊ｏ＠１ｌａ４ａその基部（１４ｍ）が減
速従歯車（２）の基ｍｌ （ｌｋ）外周に嵌め合ってク
ラッチ（４）のハウジング（３）側へ突出しておシ、こ
ｃｎ＋ｉ＊へ◆及び滅連ｇ１ｍ車（２）の基部（１４ｍ
）（１０ａ）Ｋよって皺歯車（至）のボス部（ロ）が構
成されている。i9, said outside*o@1la4a Its base (14m) fits into the outer circumference of the base ml (lk) of the reduction driven gear (2) and protrudes toward the housing (3) side of the clutch (4). *To◆ and the base of the g1m car (2) (14m
) (10a) K constitutes the boss portion (b) of the wrinkle gear (to).
しかして、上記減速＊＊（転）のボス部（ロ）内周にク
ラッチ（４）のハウジング（３）の嵌合部（３Ｃ）がス
プライｙｔｌ！合されるが、そのスズツイン濠合す１部
分はボス部ｒ＃においてそれを構成する外側Ｏ１ｌ板（
財）の基部（１４ｍ）内周である。Therefore, the fitting part (3C) of the housing (3) of the clutch (4) splies on the inner periphery of the boss part (b) of the deceleration** (rotation). However, one part of the tin twin moat that meets is the outer O1l plate (which constitutes it) at the boss part r#.
This is the inner periphery of the base (14m) of the property.
そして、ハクランク（３）０１１合部（Ｂｅ）は前記の
如くスプライン壷金し先部分から更にクランクケースカ
バー伽）内方へ延長され、減速従歯車（至）の基部（１
ｋ）内周へ入）込むと共に、メイン軸（２）外周にベア
リング（ロ）及び後述する歯車−の＋ｓｘ［（ｔｅａ）
を介して一動一在に嵌合される。As described above, the crankcase (3) 011 joint part (Be) is extended further inward from the spline holder tip part to the crankcase cover casing, and is extended to the base (1) of the reduction driven gear (to).
k) At the same time, the main shaft (2) has a bearing (b) on the outer periphery and +sx [(tea) of the gear described later.
They are fitted together in one motion.
従って、ハウジング（３）の嵌合部（ｍｅ）は滅遮従歯
車員のｌ１部（ロ）Ｏは埋金長に渉って嵌め合い、メイ
ン軸り）とＯ嵌合長が畏〈確保される。Therefore, the fitting part (me) of the housing (3) is fitted across the l1 part (b) and O of the non-interrupting slave gear member, ensuring that the main axis) and the fitting length of O are the same. be done.
一方、上記ハウジング体）Ｏ嵌合ＩＩ（Ｂｅ）が嵌め合
うボス部（１ｋ）を有した歯車（ロ）はｍｉｓ類を駆動
させる丸めのもので、減速従歯車（転）よシクランクケ
ースカパー伽）内方に位置してメイン軸（２）外周に回
動自在に嶽め合い、そのボス＊ （ｌｋ）外周の基端部
に減速従歯車（２）の基部（ＩＱａ）が嵌め合い保持さ
れ、咳歯車員と一体に回転するようＦＣｌにっている。On the other hand, the gear (b) having a boss part (1k) into which the housing body) O fitting II (Be) is fitted is a round gear that drives the mis, and the gear (b) is a rounded gear that drives the gears such as the reduction driven gear (rotation) and the shift crank case cover.佽) Located on the inside, it rotatably fits on the outer periphery of the main shaft (2), and its boss* (lk) The base (IQa) of the reduction gear (2) fits and holds the base end of the outer periphery. It is mounted on the FCl so that it rotates together with the cough gear member.
しかして、減速従歯車（イ）が上記歯車（ロ）のメス部
（１ｈ）に駅め合い保持されたことによｐ１クラ。As a result, the reduction gear (a) is held in stationary contact with the female part (1h) of the gear (b), causing p1 crack.
チ■の整備を行う際にそのハウジング（３）を取外して
も減速従歯車−が歯車（２）のボス部（１ｋ）に嵌め会
−）九ｔま所定位置に残され、減速従歯車（ト）に関係
なくハウジング（３）の着脱を行うことができ、整備性
を陶土させることができる。Even if the housing (3) is removed when performing maintenance on the gear (2), the reduction gear (2) remains in place until it is fitted into the boss (1k) of the gear (2). The housing (3) can be attached and detached regardless of the condition (g), and maintainability can be improved.
本発明は叙上の如く構威し九ので、クラッチのハウジン
グが減速従歯車０＆ス部内周にスプライン嵌置され、そ
Ｏ嵌合部が前記ボス部のほぼ全長に渉って嶽め合うよう
クランクケースカバー内方へ弧長されてメイン軸外周Ｋ
１１Ｅめ合うから、ノ１ウジングのメイン軸との嵌合長
を長く確保して該ハウジングをガタつきを生ずることな
ぐ安定に保持することができ、クラッチの作動不良を騎
止することができる。Since the present invention is constructed as described above, the clutch housing is spline-fitted to the inner periphery of the reduction gear 0 & The crankcase cover is arched inward and the main shaft outer circumference K
11E, the fitting length between the housing and the main shaft can be ensured for a long time, and the housing can be held stably without wobbling, thereby preventing malfunction of the clutch.
依って所期の目的を達成し得る。Therefore, the intended purpose can be achieved.
第１固状本発明クラッチを示す断面図、第２図は従来例
を示す断面図である。
尚図中
■ミー乾式クラッチ −）−・・・クランクケース
ｒｂ＞閏・・・クランクケースカバー （ＩＸＩ）−・
クランク軸＜２）Ｉｓ−・メイン軸 （３）
（３）・・・・・クランク（ｋＸ３ｅ）−−・ハウジン
グの嵌合部αＱ６！−減速従歯車 α埠（ロ）
−減速主歯車α韓ト・減速従歯車のボス部FIG. 2 is a sectional view showing a first solid clutch of the present invention, and FIG. 2 is a sectional view showing a conventional example. In addition, ■ Me dry clutch in the diagram -) -... Crankcase rb > Leap... Crankcase cover (IXI) -
Crankshaft <2) Is-・Main shaft (3)
(3)...Crank (kX3e) -- Housing fitting part αQ6! −Reduction follower gear α (b)
−Boss part of reduction main gear α and reduction slave gear
Claims (1)
それに隣接するメイン軸との間に介在されると共に１前
記クランク軸の減速主歯車と噛み合うメイン軸の滅遮従
−車のボス部に、皺−軍と一体に＠転するようハウジン
グが嵌め金い保持されえ乾式クラッチにおいて、上記ハ
ウジングをメイン軸における減速従歯車のボス部内周に
スプライン嶽會させ、七〇＠合部を前記ボス部のほぼ全
長に渉りて嶽め合うようり２ンクケースカパー内方へ嬌
長し、且つメイン軸外周に回動自在に績め会わせ丸構造
。The boss part of the main shaft, which is disposed outside the crankcase cover, is interposed between the crankshaft and the main shaft adjacent to it, and meshes with the reduction main gear of the crankshaft, has wrinkles. In a dry type clutch in which the housing is fitted and held so as to rotate together with the gear, the housing is splined to the inner periphery of the boss part of the reduction follower gear on the main shaft, and the joint part is connected to the inner circumference of the boss part of the reduction gear on the main shaft. The 2-ink case cover extends inward so that they fit together over the entire length, and is rotatably attached to the outer circumference of the main shaft.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9545281A JPS58634A (en) | 1981-06-20 | 1981-06-20 | Dry clutch |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP9545281A JPS58634A (en) | 1981-06-20 | 1981-06-20 | Dry clutch |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS58634A true JPS58634A (en) | 1983-01-05 |
| JPH02570B2 JPH02570B2 (en) | 1990-01-08 |
Family
ID=14138082
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP9545281A Granted JPS58634A (en) | 1981-06-20 | 1981-06-20 | Dry clutch |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS58634A (en) |
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4555193A (en) * | 1983-10-31 | 1985-11-26 | Stone Philip J | Keyboards including color coding and one handed operation |
| JPS61233222A (en) * | 1985-04-09 | 1986-10-17 | Yamaha Motor Co Ltd | Dry clutch apparatus for internal-combustion engine |
| US6781830B2 (en) | 2002-11-05 | 2004-08-24 | Adc Dsl Systems, Inc. | Methods and systems of heat transfer for electronic enclosures |
| US6862180B2 (en) | 2002-05-24 | 2005-03-01 | Adc Dsl Systems, Inc. | Housings for circuit cards |
| US6894907B2 (en) | 2001-07-31 | 2005-05-17 | Adc Telecommunications, Inc. | Clamping case |
| US6897377B2 (en) | 2001-07-31 | 2005-05-24 | Adc Telecommunications, Inc. | Clamping receptacle |
| US7044283B2 (en) | 2003-04-16 | 2006-05-16 | Honda Motor Co., Ltd. | Dry multiple-disk clutch |
| US20090078526A1 (en) * | 2007-09-26 | 2009-03-26 | Honda Motor Co., Ltd. | Multiple disk clutch |
| US20100004085A1 (en) * | 2008-07-03 | 2010-01-07 | Zf Friedrichshafen Ag | Transmission device with at least one planetary gearset and a frictional shift element |
-
1981
- 1981-06-20 JP JP9545281A patent/JPS58634A/en active Granted
Cited By (13)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4555193A (en) * | 1983-10-31 | 1985-11-26 | Stone Philip J | Keyboards including color coding and one handed operation |
| JPS61233222A (en) * | 1985-04-09 | 1986-10-17 | Yamaha Motor Co Ltd | Dry clutch apparatus for internal-combustion engine |
| US6992249B2 (en) | 2001-07-31 | 2006-01-31 | Adc Telecommunications, Inc. | Clamping receptacle |
| US7269895B2 (en) | 2001-07-31 | 2007-09-18 | Adc Telecommunications, Inc. | Clamping case |
| US6894907B2 (en) | 2001-07-31 | 2005-05-17 | Adc Telecommunications, Inc. | Clamping case |
| US6897377B2 (en) | 2001-07-31 | 2005-05-24 | Adc Telecommunications, Inc. | Clamping receptacle |
| US6862180B2 (en) | 2002-05-24 | 2005-03-01 | Adc Dsl Systems, Inc. | Housings for circuit cards |
| US6781830B2 (en) | 2002-11-05 | 2004-08-24 | Adc Dsl Systems, Inc. | Methods and systems of heat transfer for electronic enclosures |
| US7044283B2 (en) | 2003-04-16 | 2006-05-16 | Honda Motor Co., Ltd. | Dry multiple-disk clutch |
| US20090078526A1 (en) * | 2007-09-26 | 2009-03-26 | Honda Motor Co., Ltd. | Multiple disk clutch |
| US8215469B2 (en) * | 2007-09-26 | 2012-07-10 | Honda Motor Co., Ltd. | Multiple disk clutch |
| US20100004085A1 (en) * | 2008-07-03 | 2010-01-07 | Zf Friedrichshafen Ag | Transmission device with at least one planetary gearset and a frictional shift element |
| US8262534B2 (en) * | 2008-07-03 | 2012-09-11 | Zf Friedrichshafen Ag | Transmission device with at least one planetary gearset and a frictional shift element |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH02570B2 (en) | 1990-01-08 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| JPS58634A (en) | Dry clutch | |
| JPH0563333B2 (en) | ||
| US4197885A (en) | Direct cranking starter device | |
| JPH01501076A (en) | Power disconnection device for internal combustion engine starting device | |
| JPS5935759U (en) | planetary gearbox | |
| RU50499U1 (en) | WAGON GENERATOR DRIVE | |
| US2944442A (en) | Differential gears | |
| SU844868A1 (en) | Toothed gearing body | |
| JPH0460172A (en) | Device for absorbing meshing shock of starter | |
| US2038020A (en) | Shock absorbing coupling | |
| JPH0260890B2 (en) | ||
| JPS642221B2 (en) | ||
| RU49593U1 (en) | WAGON GENERATOR DRIVE REDUCER | |
| US1226240A (en) | Dust-proof cap. | |
| JPS5855108Y2 (en) | Motorcycle sprocket shock absorber | |
| JPS5932751Y2 (en) | Differential limited differential device | |
| JPS6218763Y2 (en) | ||
| JPS5968563A (en) | Starter | |
| JPS579331A (en) | Over-running clutch device | |
| JP2573468Y2 (en) | Shaft coupling device | |
| JPH02116053U (en) | ||
| US1640752A (en) | Clutch construction | |
| JPH08320060A (en) | Differential device | |
| US1472697A (en) | Multiple spring clutch | |
| JPH0118841Y2 (en) |