Abstract: A device for filling a tank or tanks with pressurized gas comprising a circuit comprising a plurality of upstream ends connected respectively to separate pressurized gas sources, at least one compressor, at least one buffer storage, a set of controlled valves and at least one downstream end intended to be connected to the tank(s) to be filled, the device further comprising an electronic control member configured to control the valves and/or the compressor in order to ensure a transfer of gas into the tank from at least one source and/or at least one buffer storage and/or via the compressor, the device comprising a set of sensors for measuring the pressure in the sources and the buffer storages, the control member comprising member for receiving or generating signal representative of the filling demand from a relatively high demand to a relatively low demand, the control member being configured to ensure the transfer of gas into the tank according to at least a first transfer mode using the source having the h

Abstract: A device for filling a tank or tanks with pressurized gas comprising a circuit comprising a plurality of upstream ends connected respectively to separate pressurized gas sources, at least one compressor, at least one buffer storage, a set of controlled valves and at least one downstream end intended to be connected to the tank(s) to be filled, the device further comprising an electronic control member configured to control the valves and/or the compressor in order to ensure a transfer of gas into the tank from at least one source and/or at least one buffer storage and/or via the compressor, the device comprising a set of sensors for measuring the pressure in the sources and the buffer storages, the control member comprising member for receiving or generating signal representative of the filling demand from a relatively high demand to a relatively low demand, the control member being configured to ensure the transfer of gas into the tank according to at least a first transfer mode using the source having the h

Abstract: A clutch mechanism designed to be installed between an engine and a motor vehicle transmission, wherein the clutch mechanism includes at least one cooling duct arranged to make a cooling fluid circulate toward the clutch, wherein each cooling duct includes an axially extending part and at least one radially extending part, the axially extending part of each cooling duct is situated radially between a transmission shaft and an interior face of the clutch support, and at least one radially extending part of each cooling duct is situated axially between the support bearing and the output hub.

Abstract: A clutch mechanism intended to be installed between an engine and a transmission of a motor vehicle. The clutch mechanism is configured to be installed on the transmission (400) in two steps and by means of an axial locking system for axial locking of the control system (300) with respect to a clutch (100, 200). The axial locking system comprises a first axial locking element (304, 402) for implementing at least an axial retention between the control system (300) and the transmission (400), and a second axial locking element (600) for implementing at least an axial retention between the clutch (100, 200) and a shaft (A1, A2) of the transmission, and a means for rotational coupling of a clutch support (500) with respect to the control system (300), the rotational coupling means being different from the axial locking system.

Abstract: A hydraulic control system (21) for a dual wet clutch (1)has two clutches (4, 5). The hydraulic control system (21) includes a housing (41) having an internal tube (42) extending axially around the axis X and configuring an internal space intended for passage of the two input shafts (2, 3) of a gearbox, and first and second annular chambers (43, 44) concentric around the axis X and disposed radially around the internal tube (42). The hydraulic control system (21) further includes first and second annular pistons (45, 46), which are respectively mounted axially slidingly inside the first and second annular chambers (43, 44). Each of the first and second annular pistons (45, 46) carrying a rotating stop (49, 50). The internal tube (42) has at least one flow conduit (55) for a cooling fluid, intended to direct the cooling fluid to the clutches (4, 5).

Abstract: A torque transmission assembly provided in a motor vehicle transmission. The torque transmission assembly comprises at least a clutch housing and a torque transmission module including: a cover, a wet dual-clutch mechanism rotatable about an axis, and a clutch casing comprising, in whole or in part, an oil dispensing device for supplying oil to the wet dual clutch. The cover and the clutch casing are assembled so as to form a housing defining a cavity in which the wet dual-clutch mechanism is received at least in part, and wherein the clutch casing is received, in whole or in part, in the clutch housing, and the cover comprises a first bearing surface capable of resting on an internal combustion engine.

Abstract: A clutch mechanism designed to be installed between an engine and a motor vehicle transmission, wherein the clutch mechanism includes at least one cooling duct arranged to make a cooling fluid circulate toward the clutch, wherein each cooling duct includes an axially extending part and at least one radially extending part, the axially extending part of each cooling duct is situated radially between a transmission shaft and an interior face of the clutch support, and at least one radially extending part of each cooling duct is situated axially between the support bearing and the output hub.

Abstract: The invention relates to a hydraulic control system (21) for a dual wet clutch (1), having: housing (41) having an internal tube (42) extending axially around the axis X and configuring an internal space intended for passage of the two input shafts (2, 3) of a gearbox, and a first and a second annular chamber (43, 44) concentric around the axis X and disposed radially around the internal tube (42); a first and a second annular piston (45, 46), which are respectively mounted axially slidingly inside the first and the second annular chamber (43, 44), the first and the second annular piston (45, 46) each carrying a rotating stop (49, 50); the internal tube (42) having at least one flow conduit (55) for a cooling fluid, intended to direct the cooling fluid to the clutches (4, 5).

Abstract: The invention relates to a clutch mechanism intended to be installed between an engine and a transmission of a motor vehicle, the mechanism being configured to be installed on a transmission (400) in two steps and by means of a system for axial locking of the control system (300) with respect to the clutch (100, 200). The axial locking system comprises a first axial locking element (304, 302) for implementing at least an axial retention between the control system (300) and the transmission (400), and a second axial locking element (600) for implementing at least an axial retention between the clutch (100, 200) and a shaft (A1, A2) of the transmission, and a means for rotational coupling of the clutch support (500) with respect to the control system (300), the rotational coupling means being different from the axial locking system.

Abstract: A friction clutch device for coupling a first rear motor shaft to a second front forced shaft by allowing free relative axial displacement between the two shafts. The clutch device includes a double shock-absorbing steering wheel having a primary couple input assembly which is fixedly mounted axially to the motor shaft, a secondary couple output assembly which is rotatably connected to a reactive plate of the clutch device which is supported by the forced shaft. An elastic circumferential action member is arranged in a cavity that is peripheral to the primary assembly to rotatably connect the secondary assembly, with circumferential shock absorption, to the primary assembly. The secondary assembly is fixedly mounted axially relative to the reactive plate.

Abstract: The invention relates to a multiple clutch assembly comprising: first (5, 9) and second (7, 11) friction elements; first (15) and second (17) plates for applying pressure to said respective friction elements; first (21) and second (25) diaphragms for actuating said respective plates, each diaphragm being mobile between a disengaged position (21a, 25a or 25b) and an engaged position (21b or 21c, 25c), said first diaphragm (21) approaching the second diaphragm (25) when it passes from the disengaged position thereof to the engaged position thereof; and first (23) and second (27) means for actuating said respective diaphragms. Said second actuating means (27) comprise means for renewing the course of the second diaphragm (25), in such a way that the second diaphragm (25) follows a pre-determined course between the disengaged position (25a or 25b) and the engaged position (25c) thereof, independently of the degree of wear of the second friction element (7, 11).

Abstract: A friction clutch device for coupling a first rear motor shaft to a second front forced shaft by allowing free relative axial displacement between the two shafts. The clutch device includes a double shock-absorbing steering wheel having a primary couple input assembly which is fixedly mounted axially to the motor shaft, a secondary couple output assembly which is rotatably connected to a reactive plate of the clutch device which is supported by the forced shaft. An elastic circumferential action member is arranged in a cavity that is peripheral to the primary assembly to rotatably connect the secondary assembly, with circumferential shock absorption, to the primary assembly. The secondary assembly is fixedly mounted axially relative to the reactive plate.

Abstract: The invention relates to a multiple clutch assembly comprising: first (5, 9) and second (7, 11) friction elements; first (15) and second (17) plates for applying pressure to said respective friction elements; first (21) and second (25) diaphragms for actuating said respective plates, each diaphragm being mobile between a disengaged position (21a, 25a or 25b) and an engaged position (21b or 21c, 25c), said first diaphragm (21) approaching the second diaphragm (25) when it passes from the disengaged position thereof to the engaged position thereof; and first (23) and second (27) means for actuating said respective diaphragms. Said second actuating means (27) comprise means for renewing the course of the second diaphragm (25), in such a way that the second diaphragm (25) follows a pre-determined course between the disengaged position (25a or 25b) and the engaged position (25c) thereof, independently of the degree of wear of the second friction element (7, 11).