WO2006110945A1 - Dispositif d'embrayage - Google Patents

Dispositif d'embrayage Download PDF

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Publication number
WO2006110945A1
WO2006110945A1 PCT/AU2006/000507 AU2006000507W WO2006110945A1 WO 2006110945 A1 WO2006110945 A1 WO 2006110945A1 AU 2006000507 W AU2006000507 W AU 2006000507W WO 2006110945 A1 WO2006110945 A1 WO 2006110945A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
clutch device
components
condition
piston
Prior art date
Application number
PCT/AU2006/000507
Other languages
English (en)
Inventor
Darren Lee Firth
Richard Terrence Tamba
Stephen Tapper
Simon Paul Fitzgerald
Original Assignee
Nt Consulting International Pty Limited
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Priority claimed from AU2005901930A external-priority patent/AU2005901930A0/en
Application filed by Nt Consulting International Pty Limited filed Critical Nt Consulting International Pty Limited
Publication of WO2006110945A1 publication Critical patent/WO2006110945A1/fr

Links

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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • 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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0403—Synchronisation before shifting
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0643—Synchro friction clutches with flat plates, discs or lamellae
    • 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
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/02—Arrangements for synchronisation, also for power-operated clutches
    • F16D23/04—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch
    • F16D23/06—Arrangements for synchronisation, also for power-operated clutches with an additional friction clutch and a blocking mechanism preventing the engagement of the main clutch prior to synchronisation
    • F16D2023/0693—Clutches with hydraulic actuation
    • 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
    • F16H—GEARING
    • F16H2200/00—Transmissions for multiple ratios
    • F16H2200/20—Transmissions using gears with orbital motion
    • F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
    • F16H2200/2064—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes using at least one positive clutch, e.g. dog clutch

Definitions

  • This invention relates to a clutch device, and more particularly, though not exclusively, to a synchronising clutch device having a friction clutch and a dog clutch.
  • a friction clutch is commonly used in an automotive transmission for transmitting drive from a driving component to a driven component in a vehicle drive train.
  • a friction clutch has the advantage that it is able to perform clutch slippage between a driving clutch surface and a driven clutch surface so that the clutch is able to be progressively engaged to gradually equalise rotational speeds of the two components.
  • friction clutches owing to the ability of the friction clutch surfaces to slip one relative to the other, friction clutches have the disadvantage that a relatively large friction clutch is needed to transmit high torque, and a relatively large coupling force is required to hold the clutch surfaces in engagement so as to avoid unwanted clutch slippage during transmission of high torque.
  • a dog clutch is commonly used in marine transmissions, and is capable of transmitting high torque for a relatively small clutch owing to the clutch forming a locked toothed coupling when engaged which prevents slippage of the clutch once it is engaged.
  • a dog clutch has the disadvantage that it is not capable of clutch slippage and, as such, is not suitable in many applications where it is necessary for there to be clutch slippage in order to provide smooth engagement between the driving component and the driven component.
  • Examples of the present invention seek to provide a clutch which overcomes or at least alleviates one or more of the above problems.
  • a clutch device for coupling rotatable first and second components, the device including a first clutch capable of slippage for controlling synchronisation between the first and second components, and a second clutch adapted to be engaged when the components are at least substantially synchronised, so as to lock the first and second components together.
  • the second clutch is not capable of clutch slippage. More preferably, the second clutch has mating parts including a first part with one or more protruding teeth and a second part with one or more indentations for receiving the one or more protruding teeth so as to rotationally lock the two parts.
  • the first clutch is a friction clutch.
  • the clutch device is movable between a disengaged condition in which the first and second clutches are disengaged, an engaged condition in which the first and second clutches are engaged, and an intermediate condition in which the first clutch is at least partially engaged and the second clutch is disengaged.
  • the clutch device has a single piston which is movable in a single stroke so as to cause the clutch device to move from the disengaged condition to the intermediate condition to the engaged condition, in that order.
  • the clutch device has a first piston for engaging the first clutch and a second piston for engaging the second clutch.
  • the first and second pistons are operable by a shared hydraulic line such that their operation is mutually dependent, and the pistons are configured so that the clutch device moves from the disengaged condition to the intermediate condition to the engaged condition, in that order, with increasing pressure in the shared hydraulic line.
  • the pistons are configured by selection of piston return springs and/or by selection of relative piston sizes and/or by selection of one or more hydraulic flow constrictors.
  • the first and second pistons are operable independently.
  • a method of engaging first and second components into driving engagement including the steps of: engaging a first clutch capable of slippage so as to control synchronisation of rotation between the first and second components; and engaging a second clutch when the components are at least substantially synchronised so as to lock the first and second components together.
  • the first and second components are locked together in a toothed coupling.
  • Figure 1 is a diagrammatic cross-sectional view of a clutch device according to a first example
  • Figure 2 is a diagrammatic cross-sectional view of a clutch device according to a second example
  • Figure 2a is a diagrammatic sketch of a portion of mating parts of a toothed clutch of a clutch device
  • Figure 2b is a diagrammatic cross-sectional view of a variation of the clutch device shown in Figure 2;
  • FIG 3 is a diagrammatic cross-sectional view of a variation of the clutch device shown in Figure 1. Detailed Description
  • Figure 1 shows a synchronising clutch device 10 for coupling a first component 12 to a second component 14 so that rotation is able to be transmitted from one component to the other. More particularly, in the example shown, the first component 12 is driven by an engine or the like, and the synchronising clutch device 10 is for engaging the second component 14 with the first component 12 such that the second component 14 is driven by the first component 12. Both the first component 12 and the second component 14 are rotatable about a common axis 16.
  • the first component 12 may be driven by an internal combustion engine mounted in a vehicle, and the second component 14 may be coupled to driving wheels of the vehicle.
  • the first component 12 may be driven by an internal combustion engine of a marine craft, and the second component 14 may be coupled to a driving propeller of the marine craft.
  • the second component 14 may be the driving component of the pair, and the first component 12 may be the driven component of the pair.
  • the synchronising clutch device 10 includes a first clutch 18 capable of slippage, and a second clutch 20, the first clutch 18 being engageable so as to control synchronisation of rotation of the first and second components 12, 14 through clutch slippage.
  • the second clutch 20 is adapted for engagement when the components 12, 14 are at least substantially synchronised so as to lock together the first and second components
  • the first clutch 18 is a friction clutch, having a first set of friction plates 22 mounted to the first component 12 and a second set of friction plates 24 mounted to the second component 14.
  • the second clutch 20 is of a type known as a "dog clutch" and comprises a first part 28 having a plurality of protruding teeth 30, and a second part 32 having a plurality of indentations 34 for receiving the plurality of protruding teeth 30 so as to rotationally lock the two parts 28, 32 (and thus also the two components 12, 14).
  • the first part 28 is integral to a piston 26 mounted on the first component 12, and the second part 32 is integral to the second component 14.
  • the single piston 26 is operable for engaging both clutches 18, 20.
  • the piston 26 is mounted for axial movement within a cylinder 35 formed in the . first component 12, and is movable parallel to the axis 16.
  • the piston 26 is movable in response to pressure of hydraulic fluid fed to an apply chamber 38 between the piston 26 and the first component 12.
  • a return spring in the form of a disc spring 40 biases the piston 26 to the return position shown in Figure 1, in which both clutches 18, 20 are disengaged.
  • a disc spring 40 biases the piston 26 to the return position shown in Figure 1, in which both clutches 18, 20 are disengaged.
  • two disc springs 40, 40a are used.
  • the return spring may take other forms such as, for example, a helical spring.
  • the apply chamber 38 is sealed by way of O-rings 39 which prevent escape of hydraulic fluid between the cylinder 35 and the piston 26.
  • the synchronising clutch device 10 is movable between the disengaged condition in which the first clutch 18 and the second clutch 20 are disengaged, an engaged condition in which the first clutch 18 and the second clutch 20 are engaged, and an intermediate condition (being intermediate the disengaged condition and the engaged condition) in which the first clutch 18 is at least partially engaged and the second clutch 20 is disengaged.
  • the single piston 26 is movable in a single stroke (ie. from its return position to its apply position) so as to cause the synchronising clutch device 10 to move from the disengaged condition to the intermediate condition to the engaged condition, in that order.
  • the piston 26 is applied to bring the clutch device 10 to the intermediate condition in which synchronisation of rotation of the two components 12, 14 is controlled through clutch slippage. Once at least substantially synchronised, the piston 26 is then applied further to bring the clutch device 10 to the engaged condition in which the second clutch 20 is engaged, thus locking together the first and second components 12, 14.
  • the positions of the piston 26 corresponding to the intermediate condition and the engaged condition are tuned by selection of shape, size and configuration of the piston 2 ⁇ relative to the clutches 18, 20, and by selection of the size and rate of the disc springs 40, 40a.
  • Synchronisation of rotation of the first and second components 12, 14 may involve acceleration of one of the components 12, 14 and/or deceleration of the other component 14, 12.
  • Activation of the engaged condition may be triggered by sensing of a speed differential between the first and second components 12, 14 reaching a predetermined value which facilitates engagement of the second clutch 20 to lock together the first and second components 12, 14.
  • FIG. 2 An alternative example of a synchronising clutch device is shown in Figure 2. Like features are indicated with like reference numerals.
  • the main difference between the synchronising clutch device 10 of Figure 1 and the synchronising clutch device 10 of Figure 2 is that the latter has two pistons 26a, 26b for separate activation of the first and second clutches 18, 20. More particularly, the synchronising clutch device 10 of Figure 2 has a first piston 26a for engaging the first clutch 18 and a second piston 26b for engaging the second clutch 20.
  • the second component 14 is in two parts 14a, 14b which are rigidly fixed one to the other so as to rotate together about the axis of rotation 16.
  • the first component 12 is located between the two parts 14a, 14b.
  • the first and second pistons 26a, 26b are operable by a shared hydraulic line such that their operation is mutually dependent, and the pistons 26a, 26b are configured so that the synchronising clutch device 10 moves from the disengaged condition to the intermediate condition to the engaged condition, in that order, with increasing pressure in the shared hydraulic line.
  • Such configuration may be performed by selection of piston return springs 41a, 41b and/or by selection of relative sizes of the pistons 26a, 26b, and/or by use of one or more hydraulic flow constrictors to reduce pressure of fluid entering the apply chambers 38a, 38b of the pistons 26a, 26b via the respective feed lines 42a, 42b.
  • first and second pistons 26a, 26b are operable independently, for example by each of the feed lines 42a, 42b being fed by different valves of a hydraulic control system.
  • a piston dam 44 is provided so as to avoid self-apply of the first piston 26a due to centrifugal force on fluid in the apply chamber 38a when the first component 12 is rotating about the axis 16, at least for normal operating conditions.
  • the protruding teeth 30 may be tapered for facilitating engagement of the second clutch 20, particularly in circumstances where the protruding teeth 30 do not line up with the receiving indentations 34, such that minor relative rotation between the first and second components 12, 14 is required for locking to occur.
  • Software may also be used to facilitate alignment for engagement of the second clutch, for example by controlling the clutch device to retry engagement if necessary.
  • FIG. 2b shows a variation of the clutch device 10 of Figure 2. Like features are labelled with like reference numerals. The difference resides in that the clutch device 10 shown in Figure 2b has been modified so that the spring retainer 45 is sealed to provide a piston dam 44a. This enables hydraulic pressure to be applied to both sides of the second piston 26b. Accordingly, the clutch device 10 is able to be hydraulically disengaged so that there is no need for either or both return springs 41 a, 41b.
  • FIG. 3 shows a clutch device 10 similar to the clutch device of Figure 1.
  • the clutch device 10 has been modified to include a second piston 26b seated within a cylinder formed in the first piston 26. Accordingly, the second piston 26b is able to be extended from the first piston 26 by applying hydraulic pressure to an apply chamber located between the pistons 26, 26b. Accordingly, the second piston 26b is able to engage the second clutch 20 independently of operation of the first clutch 18.
  • the pistons 26, 26b may be activated by either a single circuit or separate circuits. Operation by separate circuits enables separate forces for different tasks.
  • the clutch devices described above incorporate a toothed clutch which enables transmission of high torques for a relatively small clutch unit, and a relative small friction clutch which has sufficient capacity for reducing a speed difference of the first and second components so as to enable smooth or relatively smooth engagement of the toothed clutch.
  • the synchronising clutch device shown in Figure 2 may also be provided with a disc spring (not shown) between the first piston 26a and the first clutch 18 to assist in control of application of the first clutch 18, and to cushion application of the first clutch 18.
  • application of the clutches 18, 20 may be controlled by way of electro-hydraulic, air over hydraulic, air only, electromagnetic, and/or hydraulic apparatus.
  • the first clutch 18 may also be represented by a cone clutch or single plate clutch or similar.
  • the design of the synchronising clutch device 10 may also include a position indicating device and an electronic control combined with software by which the position can be electronically controlled and the rate of apply can be electronically controlled.
  • the clutch device 10 may be calibrated using hydraulic flows, spring loads, feed/bleed orifices, pressure, magnetic force, clutch pack clearances, friction surface types, oil types, friction groove patterns, etc.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

Dispositif d'embrayage (10) pour accoupler un premier et un second composants rotatifs (12, 14), le dispositif (10) comprenant un premier embrayage (18) capable de patiner pour commander la synchronisation entre les premier et second composants rotatifs (12, 14) et un second embrayage (20) apte à être embrayé quand les composants sont au moins en grande partie synchronisés, afin de verrouiller ensemble les premier et second composants rotatifs (12, 14).
PCT/AU2006/000507 2005-04-18 2006-03-13 Dispositif d'embrayage WO2006110945A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2005901930 2005-04-18
AU2005901930A AU2005901930A0 (en) 2005-04-18 Clutch Device

Publications (1)

Publication Number Publication Date
WO2006110945A1 true WO2006110945A1 (fr) 2006-10-26

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Cited By (18)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007036100A1 (de) * 2007-08-01 2009-02-05 Zf Friedrichshafen Ag Lastschaltelement
WO2009015994A1 (fr) * 2007-08-01 2009-02-05 Zf Friedrichshafen Ag Elément de commutation en charge
WO2011061012A1 (fr) 2009-11-19 2011-05-26 Zf Friedrichshafen Ag Procédé pour l'actionnement d'un accouplement
WO2011069751A1 (fr) 2009-12-10 2011-06-16 Zf Friedrichshafen Ag Système d'embrayage à embrayages multiples et procédé de commande associé
DE102010028068A1 (de) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag Kupplung
DE202011001886U1 (de) * 2011-01-25 2012-01-27 Josef Martin Erlach Schwerlast Schaltkupplung
DE102010034225A1 (de) * 2010-08-07 2012-02-09 Daimler Ag Kraftfahrzeugantriebsvorrichtung
DE102010046961A1 (de) * 2010-09-29 2012-03-29 Daimler Ag Getriebeschaltvorrichtung
DE102011117766A1 (de) * 2011-11-07 2013-05-08 Voith Patent Gmbh Maschinensatz
WO2014154425A1 (fr) * 2013-03-28 2014-10-02 Bayerische Motoren Werke Aktiengesellschaft Procédé permettant le passage des vitesses d'une boîte de vitesses
WO2014202211A1 (fr) * 2013-06-22 2014-12-24 Daimler Ag Dispositif d'accouplement pour véhicule automobile
DE102013214325A1 (de) 2013-07-23 2015-01-29 Zf Friedrichshafen Ag Kupplungsanordnung
CN104955687A (zh) * 2013-01-28 2015-09-30 斯堪尼亚商用车有限公司 用于减速器的离合装置、包括所述离合装置的车辆和用于接合减速器的方法
JP2016105017A (ja) * 2014-11-24 2016-06-09 ヘルビガー・アントリーブシュテクニク・ホールディング・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツングＨＯＥＲＢＩＧＥＲ Ａｎｔｒｉｅｂｓｔｅｃｈｎｉｋ Ｈｏｌｄｉｎｇ ＧｍｂＨ 自動車の変速機用の切替装置及び自動車の変速機を作動させるための方法
EP3104032A3 (fr) * 2015-05-29 2017-01-25 Rolls-Royce North American Technologies, Inc. Embrayage avec systèmes d'engagement redondants
DE102018217186A1 (de) * 2018-10-09 2020-04-09 Zf Friedrichshafen Ag Kupplungsanordnung für einen Antriebsstrang eines Fahrzeugs
DE102018222035A1 (de) * 2018-12-18 2020-06-18 Zf Friedrichshafen Ag Schwungstartkupplungsanordnung, Antriebsstrang sowie Kraftfahrzeug
EP3633221A4 (fr) * 2017-09-06 2021-01-06 Univance Corporation Embrayage et structure de transmission de puissance de véhicule

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EP0276609A1 (fr) * 1986-12-26 1988-08-03 Regie Nationale Des Usines Renault Procédé et dispositif de commande automatique de changement de rapport de transmission pour un ensemble embrayage boîte de vitesses
EP0482403A1 (fr) * 1990-10-18 1992-04-29 CARLE & MONTANARI S.p.A. Synchroniseur pour l'activation et la désactivation d'un accouplement à crabot, en particulier dans le cadre de machines d'emballage
DE4200998A1 (de) * 1992-01-16 1993-07-29 Steyr Daimler Puch Ag Verzweigungsgetriebe fuer kraftfahrzeuge mit lamellenkupplung
EP0797018A1 (fr) * 1996-03-23 1997-09-24 Eaton Corporation Mécanisme de synchronisation

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Publication number Priority date Publication date Assignee Title
EP0276609A1 (fr) * 1986-12-26 1988-08-03 Regie Nationale Des Usines Renault Procédé et dispositif de commande automatique de changement de rapport de transmission pour un ensemble embrayage boîte de vitesses
EP0482403A1 (fr) * 1990-10-18 1992-04-29 CARLE & MONTANARI S.p.A. Synchroniseur pour l'activation et la désactivation d'un accouplement à crabot, en particulier dans le cadre de machines d'emballage
DE4200998A1 (de) * 1992-01-16 1993-07-29 Steyr Daimler Puch Ag Verzweigungsgetriebe fuer kraftfahrzeuge mit lamellenkupplung
EP0797018A1 (fr) * 1996-03-23 1997-09-24 Eaton Corporation Mécanisme de synchronisation

Cited By (33)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007036100A1 (de) * 2007-08-01 2009-02-05 Zf Friedrichshafen Ag Lastschaltelement
WO2009015993A1 (fr) * 2007-08-01 2009-02-05 Zf Friedrichshafen Ag Élément de mise en charge
WO2009015994A1 (fr) * 2007-08-01 2009-02-05 Zf Friedrichshafen Ag Elément de commutation en charge
DE102007036097A1 (de) * 2007-08-01 2009-02-05 Zf Friedrichshafen Ag Lastschaltelement
WO2011061012A1 (fr) 2009-11-19 2011-05-26 Zf Friedrichshafen Ag Procédé pour l'actionnement d'un accouplement
DE102009046863A1 (de) 2009-11-19 2011-05-26 Zf Friedrichshafen Ag Verfahren zum Betätigen einer Kupplung
JP2013511419A (ja) * 2009-11-19 2013-04-04 ツェットエフ、フリードリッヒスハーフェン、アクチエンゲゼルシャフト クラッチの操作方法
US8641579B2 (en) 2009-11-19 2014-02-04 Zf Friedrichshafen Ag Method for controlling a rolling or coasting function of a vehicle
WO2011069751A1 (fr) 2009-12-10 2011-06-16 Zf Friedrichshafen Ag Système d'embrayage à embrayages multiples et procédé de commande associé
CN102652230B (zh) * 2009-12-10 2014-12-10 Zf腓德烈斯哈芬股份公司 贯通连接式离合器和用于其操控的方法
US8746426B2 (en) 2009-12-10 2014-06-10 Zf Friedrichshafen Ag Through-connection clutch and method for the actuation thereof
DE102009047766A1 (de) 2009-12-10 2011-06-16 Zf Friedrichshafen Ag Durchschaltkupplung und Verfahren zu deren Ansteuerung
CN102652230A (zh) * 2009-12-10 2012-08-29 Zf腓德烈斯哈芬股份公司 贯通连接式离合器和用于其操控的方法
DE102010028068A1 (de) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag Kupplung
DE102010034225A1 (de) * 2010-08-07 2012-02-09 Daimler Ag Kraftfahrzeugantriebsvorrichtung
DE102010046961A1 (de) * 2010-09-29 2012-03-29 Daimler Ag Getriebeschaltvorrichtung
DE202011001886U1 (de) * 2011-01-25 2012-01-27 Josef Martin Erlach Schwerlast Schaltkupplung
DE102011117766A1 (de) * 2011-11-07 2013-05-08 Voith Patent Gmbh Maschinensatz
KR101770360B1 (ko) * 2013-01-28 2017-08-22 스카니아 씨브이 악티에볼라그 리타더용 클러치 장치, 그러한 클러치 장치를 포함하는 차량 및 리타더 체결 방법
EP2948348A4 (fr) * 2013-01-28 2016-10-26 Scania Cv Ab Dispositif d'embrayage pour un ralentisseur, véhicule comprenant un tel dispositif d'embrayage et procédé pour embrayer un ralentisseur
EP2948348B1 (fr) 2013-01-28 2019-08-14 Scania CV AB Ralentisseur comprenant un dispositif d'embrayage, véhicule comprenant un tel ralentisseur et procédé pour connecter un ralentisseur
CN104955687A (zh) * 2013-01-28 2015-09-30 斯堪尼亚商用车有限公司 用于减速器的离合装置、包括所述离合装置的车辆和用于接合减速器的方法
WO2014154425A1 (fr) * 2013-03-28 2014-10-02 Bayerische Motoren Werke Aktiengesellschaft Procédé permettant le passage des vitesses d'une boîte de vitesses
US9624985B2 (en) 2013-06-22 2017-04-18 Daimler Ag Coupling device for a motor vehicle
WO2014202211A1 (fr) * 2013-06-22 2014-12-24 Daimler Ag Dispositif d'accouplement pour véhicule automobile
DE102013214325A1 (de) 2013-07-23 2015-01-29 Zf Friedrichshafen Ag Kupplungsanordnung
JP2016105017A (ja) * 2014-11-24 2016-06-09 ヘルビガー・アントリーブシュテクニク・ホールディング・ゲゼルシャフト・ミット・ベシュレンクテル・ハフツングＨＯＥＲＢＩＧＥＲ Ａｎｔｒｉｅｂｓｔｅｃｈｎｉｋ Ｈｏｌｄｉｎｇ ＧｍｂＨ 自動車の変速機用の切替装置及び自動車の変速機を作動させるための方法
EP3104032A3 (fr) * 2015-05-29 2017-01-25 Rolls-Royce North American Technologies, Inc. Embrayage avec systèmes d'engagement redondants
US9845831B2 (en) 2015-05-29 2017-12-19 Rolls-Royce North American Technologies Inc. Clutch with redundant engagement systems
EP3633221A4 (fr) * 2017-09-06 2021-01-06 Univance Corporation Embrayage et structure de transmission de puissance de véhicule
US11598381B2 (en) 2017-09-06 2023-03-07 Univance Corporation Clutch and vehicle motive power transmission structure
DE102018217186A1 (de) * 2018-10-09 2020-04-09 Zf Friedrichshafen Ag Kupplungsanordnung für einen Antriebsstrang eines Fahrzeugs
DE102018222035A1 (de) * 2018-12-18 2020-06-18 Zf Friedrichshafen Ag Schwungstartkupplungsanordnung, Antriebsstrang sowie Kraftfahrzeug

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