WO2017072780A1 - Multi mode centrifugal clutch for two wheelers - Google Patents
Multi mode centrifugal clutch for two wheelers Download PDFInfo
- Publication number
- WO2017072780A1 WO2017072780A1 PCT/IN2016/000015 IN2016000015W WO2017072780A1 WO 2017072780 A1 WO2017072780 A1 WO 2017072780A1 IN 2016000015 W IN2016000015 W IN 2016000015W WO 2017072780 A1 WO2017072780 A1 WO 2017072780A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- rotor
- multi mode
- friction
- slider
- Prior art date
Links
- 230000005540 biological transmission Effects 0.000 claims abstract description 14
- 230000008878 coupling Effects 0.000 claims description 3
- 238000010168 coupling process Methods 0.000 claims description 3
- 238000005859 coupling reaction Methods 0.000 claims description 3
- 230000013011 mating Effects 0.000 description 5
- 230000006835 compression Effects 0.000 description 4
- 238000007906 compression Methods 0.000 description 4
- 239000000446 fuel Substances 0.000 description 4
- 238000010586 diagram Methods 0.000 description 3
- 238000010276 construction Methods 0.000 description 2
- 238000006073 displacement reaction Methods 0.000 description 2
- 230000007246 mechanism Effects 0.000 description 2
- 230000009471 action Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 230000036461 convulsion Effects 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 238000011144 upstream manufacturing Methods 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
- F16D43/00—Automatic clutches
- F16D43/02—Automatic clutches actuated entirely mechanically
- F16D43/04—Automatic clutches actuated entirely mechanically controlled by angular speed
- F16D43/06—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like
- F16D43/08—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces
- F16D43/12—Automatic clutches actuated entirely mechanically controlled by angular speed with centrifugal masses actuating axially a movable pressure ring or the like the pressure ring actuating friction plates, cones or similar axially-movable friction surfaces the centrifugal masses acting on, or forming a part of, an actuating mechanism by which the pressure ring can also be actuated independently of the masses
-
- 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
Definitions
- This invention relates to design of Clutch for motor vehicles, more particularly, two wheeler scooters and motorcycles.
- Two wheeler scooters and motorcycles are conventionally powered by gasoline engine equipped with a manual, sequential speed change gear box transmission to extend the driving speed range of the vehicle.
- a clutch is an essential part of the power transmission without which it will be almost impossible to drive the vehicle. Placed upstream of the gear box, the clutch allows full or partial disconnection of the engine with the gearbox and the vehicle's driving wheel which is necessary at very low vehicle speeds to prevent engine shutdown.
- the rider needs to shift to an appropriate gear to maintain the engine RPM within its operating range and to derive good performance in terms of fuel economy and drivability.
- Declutching i.e. disengaging the drive between the engine and gearbox by actuating the clutch, is necessary during gear shifting also, to avoid jerk and possible internal damage.
- Geared two wheelers commonly use conventional axial engagement friction disc clutches. These clutches require certain force for de clutching causing rider fatigue.
- scooters with Continuously Variable Transmission offer an alternate solution to the problem of driving fatigue due to frequent actuation of clutch & gear shifting.
- CVTs employ an arrangement including Belt Drive, which is prone to slippage and also has significantly lower power transmission efficiency as compared to gear drives.
- the fuel economy of CVT two wheeler is inferior to the conventional geared two wheeler.
- Two wheelers, with their unique & distinct advantages, continue to be the most preferred and popular means of personal transport. In the emerging scenario, it is imperative that the issues such as of driving fatigue deserve better solution without sacrificing the excellent drivability and fuel economy offered by geared transmission.
- the present innovation addresses this requirement.
- Centrifugal Clutch The technology of Centrifugal Clutch is a well established art.
- a typical Centrifugal Clutch is normally in a state of disengagement and automatically engages beyond a threshold rotational speed, by virtue of centrifugal action.
- the torque transmission capacity of Centrifugal Clutches increases with the rotational speed.
- the object of the invention is to significantly reduce the driver's fatigue caused by effort in frequent de-clutching while retaining the performance and fuel economy of a two wheeler equipped with gearbox transmission.
- An important target of the invention is to design a compact system which can be accommodated in the two wheeler engine and preferably with no or minimal changes in the interfacing parts and mechanisms such as the drive train and clutch actuation linkages.
- a Multi Mode Centrifugal Clutch has been designed which can be used in two wheeler engines with gearbox transmission.
- the Multi Mode Centrifugal Clutch can be manually disengaged during gear shifting and, in the disengaged state when the engine is not running, allows reverse power flow to facilitate kick starting of the engine.
- Figures 1 is perspective view showing the Multi Mode Centrifugal clutch assembly mounted on the engine crank shaft.
- FIG. 2 is a sectioned view of the Multi Mode Centrifugal clutch assembly showing its internal construction.
- FIG. 3 & 4 Illustrated in Figure 3 & 4 is the coupling arrangement of the drive and driven plates of the clutch with their respective mating parts.
- Figure 5 shows the guided path of Roller and defines its extreme positions.
- FIG. 6 shows the Multi Mode Centrifugal clutch in free and engaged conditions.
- Figure 7 explains the forces which develop interfacial pressure between the friction plates. It includes free body diagram of the Roller, defining the relationship between the radial centrifugal force acting on the roller, the axial pressure between the drive and driven friction plates, and the force of the Compression Springs.
- Figure 8 shows the Multi Mode Centrifugal Clutch in manual de-clutching mode.
- Figure 9 is a perspective view of the square tread coupling explaining the axial trust exerted by the mating parts.
- Figure 10 shows the Multi Mode Centrifugal Clutch in automatic engagement during kick starting of the engine. DETAILED DESCRIPTION
- Rotor (1 ) is rotationally and axially coupled with the crank shaft of the engine as shown.
- the Rotor (1) is rotationally coupled to the Clutch Casing (2) by virtue of engagement of its radial lugs with the axial slots of the Clutch Casing as shown more clearly in Figure 3.
- Stepped pins (3) and Compression Springs (4) define a normal axial position and allow a restricted movement of the Clutch Casing (2) with respect to the Rotor ( I ).
- a set of Friction Drive Plates (5) are placed in the Clutch Casing (2) as shown.
- Primary Drive Pinion (8) is assembled on the Rotor ( 1 ) such that it is axially restrained but is free to rotate on its axis, which coincides with the crank axis.
- the Pinion meshes with the mating gear on the gearbox drive shaft which transmits the crank power to the gearbox.
- External square helical threads on the other side of the part (8) shown more clearly in Figure 8, engage with mating internal threads of Slider (9).
- the axial float of the Slider (9) on Primary Drive Pinion (8) is restricted by a step on one side and a circlip on the other.
- a set of Friction Driven plates ( 10) are assembled on the Slider (9).
- each plate is sandwiched between adjoining Friction Drive Plates and is concentric with the crank axis. Teeth are provided in the bore of these Plates which mesh with external teeth (splines) of the slider as shown in Figure 4.
- the Primary Derive Pinion (8), Slider (9) and the Friction Driven Plates (10) thus rotate together and constitute the driven half of the clutch.
- Rollers ( 1 1) shown in Figure 2 and more clearly in Figure 5, are positioned in specially profiled cavities made in Rotor ( 1 ). Supported on one side by the Friction Drive Plate (5), the Rollers have a limited radial movement between extreme lower position "A” and extreme upper position "B”. Multiple Rollers are deployed and spaced uniformly in the circumferential direction. As the crank shaft and the Rotor ( 1 ) start rotating, the centrifugal force on these Rollers causes engagement of the drive and driven half of the clutch as explained below. FREE DISENGAGED MODE
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- One-Way And Automatic Clutches, And Combinations Of Different Clutches (AREA)
Abstract
A multi mode centrifugal clutch for two wheelers with gear box transmission, comprising, a rotor ( 1 ); a clutch casing to which the said rotor is rotationally coupled(2); a plurality of Friction drive plates being placed in said clutch casing(5); a presser plate(7); a primary Drive pinion assembled on the said rotor(8); a slider(9); a plurality of friction driven plates assembled on the said slider and(10); a plurality of rollers which are positioned in specifically profiled cavities in said rotor(l 1); The said Multi Mode Centrifugal Clutch, according to this invention, can be manually disengaged during gear shifting and, in the disengaged state when the engine is not running, allows reverse power flow to facilitate kick starting of the engine.
Description
A MULTI MODE CENTRIFUGAL CLUTCH FOR TWO WHEELERS
FIELD OF INVENTION
This invention relates to design of Clutch for motor vehicles, more particularly, two wheeler scooters and motorcycles.
BACKGROUND OF THE INVENTION
Two wheeler scooters and motorcycles are conventionally powered by gasoline engine equipped with a manual, sequential speed change gear box transmission to extend the driving speed range of the vehicle. A clutch is an essential part of the power transmission without which it will be almost impossible to drive the vehicle. Placed upstream of the gear box, the clutch allows full or partial disconnection of the engine with the gearbox and the vehicle's driving wheel which is necessary at very low vehicle speeds to prevent engine shutdown. During the course of driving, depending on the vehicle speed, the rider needs to shift to an appropriate gear to maintain the engine RPM within its operating range and to derive good performance in terms of fuel economy and drivability. Declutching, i.e. disengaging the drive between the engine and gearbox by actuating the clutch, is necessary during gear shifting also, to avoid jerk and possible internal damage.
Geared two wheelers commonly use conventional axial engagement friction disc clutches. These clutches require certain force for de clutching causing rider fatigue.
With no requirement of declutching and gear shifting, scooters with Continuously Variable Transmission, or -'CVT", as they are commonly called, offer an alternate solution to the problem of driving fatigue due to frequent actuation of
clutch & gear shifting. However. CVTs employ an arrangement including Belt Drive, which is prone to slippage and also has significantly lower power transmission efficiency as compared to gear drives. The fuel economy of CVT two wheeler is inferior to the conventional geared two wheeler. With rapid developments in the recent years - expansion of cities, improved road infrastructure & connectivity of rural areas- the overall commuting levels have increased exponentially. Two wheelers, with their unique & distinct advantages, continue to be the most preferred and popular means of personal transport. In the emerging scenario, it is imperative that the issues such as of driving fatigue deserve better solution without sacrificing the excellent drivability and fuel economy offered by geared transmission. The present innovation addresses this requirement.
The technology of Centrifugal Clutch is a well established art. A typical Centrifugal Clutch is normally in a state of disengagement and automatically engages beyond a threshold rotational speed, by virtue of centrifugal action. As a general rule, the torque transmission capacity of Centrifugal Clutches increases with the rotational speed. These characteristics make them a suitable choice for variety of applications. However, for their adoption in two wheelers with geared transmission, the following specific issues need to be addressed - - With geared transmission declutching is necessary during gear shifting.
- Kick for manual cranking of the engine is a standard essential feature of two wheelers. In almost all kick mechanisms, clutch is an intermediate connecting link between the kick shaft and the crank. With conventional Centrifugal Clutch, this drive from kick to crank will need to be re- established.
US Patent 4106605 of August 15, 1978 describes a Centrifugal Clutch arrangement for vehicular engine. However, the present invention offers completely different solutions for addressing the key issues as explained above. Those conversant with the art, would readily appreciate the improvisation over
the sighted patent in terms of simplicity, cost effectiveness and compactness of the design as per the present invention.
OBJECT OF THE INVENTION The object of the invention is to significantly reduce the driver's fatigue caused by effort in frequent de-clutching while retaining the performance and fuel economy of a two wheeler equipped with gearbox transmission.
An important target of the invention is to design a compact system which can be accommodated in the two wheeler engine and preferably with no or minimal changes in the interfacing parts and mechanisms such as the drive train and clutch actuation linkages.
SUMMARY OF THE INVENTION
A Multi Mode Centrifugal Clutch has been designed which can be used in two wheeler engines with gearbox transmission.
In addition to automatic engagement and disengagement depending on the engine speed, the Multi Mode Centrifugal Clutch, according to this invention, can be manually disengaged during gear shifting and, in the disengaged state when the engine is not running, allows reverse power flow to facilitate kick starting of the engine.
The accompanying diagrams and the description which follows explain a sample design as per the invention. Readers will appreciate that the sample design is only one example for the purpose of illustration and does not limit the scope of the invention.
BRIEF DESCRIPTION OF THE DRAWINGS
Figures 1 is perspective view showing the Multi Mode Centrifugal clutch assembly mounted on the engine crank shaft.
Figure 2 is a sectioned view of the Multi Mode Centrifugal clutch assembly showing its internal construction.
Illustrated in Figure 3 & 4 is the coupling arrangement of the drive and driven plates of the clutch with their respective mating parts.
Figure 5 shows the guided path of Roller and defines its extreme positions.
Figure 6 shows the Multi Mode Centrifugal clutch in free and engaged conditions.
Figure 7 explains the forces which develop interfacial pressure between the friction plates. It includes free body diagram of the Roller, defining the relationship between the radial centrifugal force acting on the roller, the axial pressure between the drive and driven friction plates, and the force of the Compression Springs.
Figure 8 shows the Multi Mode Centrifugal Clutch in manual de-clutching mode.
Figure 9 is a perspective view of the square tread coupling explaining the axial trust exerted by the mating parts. Figure 10 shows the Multi Mode Centrifugal Clutch in automatic engagement during kick starting of the engine.
DETAILED DESCRIPTION
The construction of the Multi Mode Centrifugal Clutch as per the present invention is shown in detail in Figure 2. Rotor (1 ) is rotationally and axially coupled with the crank shaft of the engine as shown. On the other side, the Rotor (1) is rotationally coupled to the Clutch Casing (2) by virtue of engagement of its radial lugs with the axial slots of the Clutch Casing as shown more clearly in Figure 3. Stepped pins (3) and Compression Springs (4) define a normal axial position and allow a restricted movement of the Clutch Casing (2) with respect to the Rotor ( I ). A set of Friction Drive Plates (5) are placed in the Clutch Casing (2) as shown. These Plates also have radial projecting lugs, similar to Rotor (1 ), which also are engaged in the axial slots of the Casing and are therefore, rotationally coupled with it. Internal Circlip (6) prevents the Friction Drive Plates from coming out of the Clutch Casing. Thus, the Rotor ( 1 ), Clutch Casing (2) and Friction Drive Plates (5) rotate together with the crank shaft and constitute the driving half of the clutch.
Referring again to Figure 2, Primary Drive Pinion (8) is assembled on the Rotor ( 1 ) such that it is axially restrained but is free to rotate on its axis, which coincides with the crank axis. The Pinion meshes with the mating gear on the gearbox drive shaft which transmits the crank power to the gearbox. External square helical threads on the other side of the part (8), shown more clearly in Figure 8, engage with mating internal threads of Slider (9). The axial float of the Slider (9) on Primary Drive Pinion (8) is restricted by a step on one side and a circlip on the other. A set of Friction Driven plates ( 10) are assembled on the Slider (9). As can be seen in figure 2, each plate is sandwiched between adjoining Friction Drive Plates and is concentric with the crank axis. Teeth are provided in the bore of these Plates which mesh with external teeth (splines) of the slider as shown in Figure 4.
The Primary Derive Pinion (8), Slider (9) and the Friction Driven Plates (10) thus rotate together and constitute the driven half of the clutch.
Rollers ( 1 1), shown in Figure 2 and more clearly in Figure 5, are positioned in specially profiled cavities made in Rotor ( 1 ). Supported on one side by the Friction Drive Plate (5), the Rollers have a limited radial movement between extreme lower position "A" and extreme upper position "B". Multiple Rollers are deployed and spaced uniformly in the circumferential direction. As the crank shaft and the Rotor ( 1 ) start rotating, the centrifugal force on these Rollers causes engagement of the drive and driven half of the clutch as explained below. FREE DISENGAGED MODE
The dimensions of various parts are so controlled that in the assembled condition with the Rollers at position "A'*, the available space UX" (refer figure 6) is more than the width of the stack of the Friction Drive and Driven Plates. As a result, there is no interfacial pressure between the plates and the clutch is in no position to transmit any power.
NORMAL ENGAGEMENT MODE
As the crank shaft starts rotating, the rollers experience an outward acting centrifugal force and move in that direction. However, the profile of the guiding surface of the cavity in Rotor ( 1 ) makes it move axially as well, thereby, causing a reduction in dimension "X" till the gaps between Friction Drive and Driven Plates are eliminated. Herein after, further outward, and the corresponding axial, movement of the Rollers requires axial displacement of the Clutch Casing (2). In this condition the force of Compression Springs (4) gets transferred on, and leads to interfacial pressure between, the Friction Plates. The clutch thus gets engaged and starts transmitting power. The equilibrium position depends on the rotational speed of the crank shaft and the force exerted by the Compression Springs (4) as explained by the free body diagram of the Roller in Figure 7.
MANUAL DECLUTCHING MODE
As the crank shaft revs up, the Rollers move further outward till they reach position "B" shown in Figure 5. In this position, the pressure between the Friction Plates is at its maximum and so is the torque transmission capacity of the clutch. It may be noted that in this condition, any further axial displacement of the Clutch Casing (2) will relieve the interfacial pressure between the Drive and Driven Plates resulting in disengagement of the clutch. This movement is achieved by manual actuation of the clutch lever at the handle bar by the rider, which, through a linkage moves Presser Plate (7) and the Clutch Casing (2). The conditions of Maximum torque capacity and manual de-clutching are shown in Figure 8.
AUTOMATIC REVERSE POWER ENGAGEMENT MODE (FOR KICK START)
As described earlier, the Slider (9) and Primary Drive Pinion (8) are coupled through a helical square thread. It is well known that, two mating parts exert equal and opposite force on each other and that this force acts along the common normal to their contacting surfaces. Since the contacting faces of helical thread are at an angle to the axis of rotation, both parts experience an axial thrust as well while transmitting torque. This is diagrammatical ly clarified in Figure 9. Accordingly, as shown in Figure 10, during reverse flow of power, as during kick or push start, the Slider (9) experiences an axial force in direction "Y" and since it is free to move, starts shifting till the clearance between its collar and the pack of Friction Drive and Driven plates is eliminated. The axial force then gets transmitted to and develops interfacial pressure between the Friction Drive and Driven Plates enabling the clutch to transmit the torque to the crank shaft.
The figures and the description above provide details of one particular design which is also specific to the design and configuration of the base engine being considered. It would be obvious to those skilled in the art that, based on the
concepts, ideas and issues described herein, several variations of the proposed design for the design and configuration of the base engine considered, as well as, for engines with distinctly different design and configuration, will be possible without deviating from the scope of this invention.
Claims
A multi mode centrifugal clutch for two wheelers with gear box transmission , comprising: a rotor ( 1 ); a clutch casing (2) to which the said rotor is rotationally coupled; a plurality of Friction drive plates (5) being placed in said clutch casing; a presser plate(7); a primary Drive pinion (8) assembled on the said rotor: a slider(9); a plurality of friction driven plates ( 10) assembled on the said slider and; a plurality of rollers ( 1 1 ) which are positioned in specially profiled cavities in said rotor; characterized in that the clutch -
■ Engages automatically when the engine rotational speed increases above a predetermined set value
■ Engages automatically when the power flows in the reverse direction i.e. from gearbox / wheel to the crank shaft, to facilitate kick starting the engine.
The multi mode centrifugal system as claimed in claim 1 , wherein for manual disengagement, the Clutch Casing (2) is axially displaced from its position in which the clutch has maximum torque capacity. This movement is achieved by manual actuation of the clutch lever at the handle bar by the rider, which, through a linkage moves said Presser Plate (7) and the said Clutch Casing (2).
The multi mode centrifugal clutch as claimed in claim 1 , wherein the reverse power flow is achieved by providing a square tread coupling joint of appropriate helix angle, in the torque transmission path, which generates the necessary and adequate axial pressure between the friction surfaces when the power is fed in the reverse direction, and engages the clutch to transmit the power.
The multi mode centrifugal clutch as claimed in claimed 3, wherein said Slider (9) and said Primary Drive Pinion (8) are coupled through a helical square thread.
The multi mode centrifugal clutch as claimed in claim 4 wherein, during reverse flow of power, as during kick or push start, the said Slider (9) experiences an axial force in direction "Y" and since it is free to move, starts shifting till the clearance between its collar and the pack of said plurality of Friction Drive plates (5) and said plurality of friction Driven plates( lO) is eliminated. The axial force then gets transmitted to and develops interfacial pressure between the said plurality of Friction Drive plates(5) and said plurality of friction Driven Plates ( 10) enabling the clutch to transmit the torque to the crank shaft.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
IN3475/DEL/2015 | 2015-10-27 | ||
IN3475DE2015 | 2015-10-27 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2017072780A1 true WO2017072780A1 (en) | 2017-05-04 |
Family
ID=55487009
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IN2016/000015 WO2017072780A1 (en) | 2015-10-27 | 2016-01-14 | Multi mode centrifugal clutch for two wheelers |
Country Status (1)
Country | Link |
---|---|
WO (1) | WO2017072780A1 (en) |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB880203A (en) * | 1958-07-10 | 1961-10-18 | Zd Y 9 Kvetna | Improvements in and relating to clutches |
FR85011E (en) * | 1963-12-21 | 1965-05-28 | Zd Y 9 Kvetna Narodni Podnik | Clutch |
US4106605A (en) | 1976-12-13 | 1978-08-15 | General Motors Corporation | Centrifugal and one way clutches in series with friction clutch |
US20020185355A1 (en) * | 2001-06-07 | 2002-12-12 | Drussel Wilfley Design, Llc | Automatic clutch with manual override control mechanism |
-
2016
- 2016-01-14 WO PCT/IN2016/000015 patent/WO2017072780A1/en active Application Filing
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB880203A (en) * | 1958-07-10 | 1961-10-18 | Zd Y 9 Kvetna | Improvements in and relating to clutches |
FR85011E (en) * | 1963-12-21 | 1965-05-28 | Zd Y 9 Kvetna Narodni Podnik | Clutch |
US4106605A (en) | 1976-12-13 | 1978-08-15 | General Motors Corporation | Centrifugal and one way clutches in series with friction clutch |
US20020185355A1 (en) * | 2001-06-07 | 2002-12-12 | Drussel Wilfley Design, Llc | Automatic clutch with manual override control mechanism |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
US9689486B2 (en) | Decoupler with concentric clutching members | |
US7661331B2 (en) | Shifting device for dual clutch transmission | |
JP5558575B2 (en) | Vehicle engine starting device | |
RU2557633C2 (en) | Automotive power transmission | |
US7413067B2 (en) | Dog clutch | |
CN101936388B (en) | Adopt the DCT speed changer of biaxial chain | |
CN109869448B (en) | Two-gear automatic gearbox for electric vehicle and gear shifting control method of two-gear automatic gearbox | |
EP4061661B1 (en) | Clutch arrangement for a hybrid vehicle powertrain | |
US8813592B2 (en) | Two-gear transmissions for electric machines with systems for controlling angular play | |
US11898617B2 (en) | Powertrain interface module | |
CN102128236B (en) | Adopt the DCT variator of biaxial chain | |
KR102487159B1 (en) | Double clutch system | |
US2051783A (en) | Variable speed power transmitting mechanism | |
CN103148174B (en) | Jackshaft automatic transmission | |
US7963184B2 (en) | Vehicle transmission | |
JP2007296869A (en) | Driving apparatus for hybrid vehicle | |
WO2017072780A1 (en) | Multi mode centrifugal clutch for two wheelers | |
CN109398590A (en) | Speed-changing chain component | |
EP2843260A1 (en) | Automatic manual transmission | |
CN111623098A (en) | Electric two-gear transmission | |
US10012298B2 (en) | Torque converter for manual transmission and method of controlling the same | |
JP6699353B2 (en) | transmission | |
CN105793605B (en) | Balance weight and torque transmission device | |
CN212928692U (en) | Electric two-gear transmission | |
EP3864321B1 (en) | Gearbox for vehicles and vehicles comprising such a gearbox |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
121 | Ep: the epo has been informed by wipo that ep was designated in this application |
Ref document number: 16708741 Country of ref document: EP Kind code of ref document: A1 |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16708741 Country of ref document: EP Kind code of ref document: A1 |
|
122 | Ep: pct application non-entry in european phase |
Ref document number: 16708741 Country of ref document: EP Kind code of ref document: A1 |