Abstract: A driving force distribution device includes a lubrication path LP supplying lubricating oil from an oil inlet positioned on the case outside a cylinder into a hub of each clutch unit through an oil hole positioned between an external surface of the cylinder of each operation unit and a bearing supporting the same, between a spacer supporting the bearing and a snap ring supporting the spacer, between an internal diameter of the cylinder of each operation unit and an external diameter of a drum of each clutch unit, and in the drum of each clutch unit, allowing left and right lubrication paths for lubrication of left and right clutch units to have the shortest length, and simultaneously, each flow path to have an increased size.

Abstract: An apparatus of controlling a twin clutch includes: a twin clutch that selectively blocks power supplied from a drive motor to a pair of drive wheels of a vehicle; and a clutch controller that is configured to control the twin clutch by determining target torques applied to respective clutches included in the twin clutch, based on the straight-line driving state detected by the driving information detection unit, determining a correction error based on a difference between actual torques applied to the respective clutches included in the twin clutch when a preliminary activation signal, which is determined based on the target torques, is turned on and a main activation signal, which is determined based on the actual torques applied to the respective clutches, is turned on, determining a balancing control compensation amount based on the correction error, and determining a final control amounts applied to the respective clutches based on the balancing control compensation amount.

Abstract: A method to control the execution of a shift to a lower gear while an accelerator pedal is released in a drivetrain provided with a dual-clutch, servo-assisted transmission; the control method comprises the following steps: opening, in a first instant, an outgoing clutch; closing, in the first instant, an incoming clutch; completing the opening of the outgoing clutch and the closing of the incoming clutch in a second instant; synchronizing, between the second instant and a third instant, a rotation speed of the internal combustion engine with a rotation speed of the incoming clutch; and controlling the incoming clutch between the second instant and the third instant so as to have the incoming clutch temporarily transmit a greater torque than the torque that the clutch is going to transmit immediately after the shift to a lower gear and than the torque that the outgoing clutch transmitted immediately before the shift to a lower gear.

Abstract: A dual clutch transmission includes a first and a second input shaft provided with a first and second input arrangement, respectively, a center shaft, a countershaft, and a first and a second primary gear step. The first and second input shaft are coaxially arranged with the center shaft and can transfer torque from the first and second input means to the countershaft via the first and the second primary gear step. The first primary gear step including a first input gearwheel and a first driven gearwheel. The first input gearwheel is rotationally fixed with the first input shaft. The first input gearwheel is arranged upon the center shaft.

Abstract: A shift control system which can reduce a shift shock is provided. A target torque determiner set a target torque of an engine based on an accelerator position. An actual torque determiner calculates an actual torque of the engine in the inertia phase. A controller calculates an integrated value of a difference between the target torque and the actual torque from a commencement of the inertia phase to a predetermined time point before a termination of the inertia phase, and corrects the target torque in a remaining period between the predetermined time point and the termination of the inertia phase.

Abstract: A transmission includes a first hydraulic clutch, a second hydraulic clutch, a third hydraulic clutch, a pump and a controller. The first, second, and third hydraulic clutches are configured to established a parked-ready condition upon engagement of all three clutches. The pump is configured to generate hydraulic fluid pressure. The controller is programmed to, in response to a command to start an engine that powers the pump, engage the first and second clutches. The controller is further programmed to, in response to engagement of the first and second clutches and obtaining operating hydraulic fluid pressure, engage the third clutch.

Abstract: A no-back assembly includes a first disc coupled to a first shaft and arranged radially outward of the first shaft. Also included is a first brake arranged radially outward of the first disc. Further included is a spring adjacent the first brake. Yet further included is a second disc coupled to a second shaft and arranged radially outward of the second shaft. Also included is a second brake arranged radially outward of the second disc. Further included is at least one pin operatively coupling the first brake and the second brake to a housing of the no-back assembly, a gain reduction spring disposed within a recess of the housing, and a piston disposed in contact with the gain reduction spring and a first side of the pin, wherein the gain reduction spring biases the piston against the first side of pin, wherein the pin is biased against the housing.

Abstract: A rotary electric drive device for a vehicle configured to couple a combustion engine to a wheel. The drive device includes an engagement device selectively drivingly connecting the input member with the rotary electric machine and a fluid coupling. The engagement device includes a differential pressure generating chamber that receives oil supply so as to apply hydraulic pressure to a side of the pressing member opposite to a side to which hydraulic pressure for operation is applied. A body portion housing chamber housing a body portion of the fluid coupling and the differential pressure generating chamber are structured as oil chambers independent of each other. The drive device includes a coupling supply oil passage supplying oil to the body portion housing chamber and a differential pressure supply oil passage supplying the oil to the differential pressure generating chamber.

Abstract: The present invention relates to a parallel dual clutch unit (2) for arrangement in a drivetrain of a motor vehicle between a drive unit (4) and a transmission (6), which comprises a first multi-plate clutch (30) assigned to a first transmission input shaft (10) and having a first plate pack (38), a first inner plate carrier (36) and a first outer plate carrier (34) for selective torque transmission between the drive unit (4) and the first transmission input shaft (10), and a second multi-plate clutch (32) assigned to a second transmission input shaft (12) and having a second plate pack (44), a second inner plate carrier (42) and a second outer plate carrier (40) for selective torque transmission between the drive unit (4) and the second transmission input shaft (12), the first inner plate carrier (36) being embodied as input side and the first outer plate carrier (34) as output side of the first multi-plate clutch (30), while the second inner plate carrier (42) is embodied as output side and the second outer

Abstract: A hydraulic arrangement for the activation of two actuators, with a hydraulic pressure supply unit which is assigned jointly to the two actuators. The pressure supply unit is designed to be reversible in its direction of action, so that, depending on the direction of action, in each case only one of the actuators is driven.

Abstract: The present invention relates to a dual clutch device which comprises: a retainer portion to which a rotation force is transmitted; a pair of plate portions provided to the retainer portion; disc portions which are respectively arranged at the plate portions; a herb portion connected to the disc portion; piston portions which respectively apply pressure to the plate portions; driving portions which respectively move the piston portions; and a restoration portion which is arranged between the driving portions and provides a restoration force to the piston portions. The dual clutch device, according to the invention, uses one restoration portion, thereby simplifying a flow path and reducing the size of a product.

Abstract: A dual clutch mechanism includes an input shaft, a first output shaft and a second output shaft. The mechanism includes a pair of clutch arrangements each having a set of intermeshed annular driving and driven discs frictionally compressible to selectively drive either the first or second output shaft via the input shaft. Each of the clutch arrangements has a separate driving plate and a common driven plate. The rotational inertia of the driving plates are reduced by associating the driving plates with inner diameters of the annular discs, as opposed to their outer diameters. Cooling and/or lubricating fluid is separately supplied to each of the sets of discs such that the flow rates of fluid to the sets of discs can be independently increased or decreased without a corresponding increase or decrease in the flow rate to the other set of discs.

Abstract: A power transmitting apparatus configured to connect an input from an engine and an output to a driving wheel side at a predetermined gear ratio and to arbitrarily set the gear ratio during power transmission from the engine to the wheels. The apparatus comprises: a first partition member and a second partition member arranged opposite each other to form hydraulic chambers; a first clutch disc group comprising interleaved driving and driven clutch discs; a second clutch disc group comprising interleaved driving and driven clutch discs; and a hydraulic piston actuated by hydraulic pressure supplied to the hydraulic chambers to engage or disengage the driving and driven clutch discs of either of the first clutch disc group or the second clutch disc group depending on the actuated direction of the hydraulic piston, the driving power transmitted at a desirable gear ratio by selectively actuating the hydraulic piston.

Abstract: Pressures of left and right clutch pistons (55, 63) applied to left and right disk portions (42b, 42d) of a common clutch outer (42) of left and right clutches (29, 30) distributing drive force of an input shaft (20) to left and right output shafts (23, 24) are, finally, transmitted to and supported by a side housing (7 2) through a boss portion (42a) of the clutch outer (42) and a thrust bearing (53, 52, 48; 41, 27). Accordingly, the left and right clutches (29, 30) can be engaged with no problem. Even when the pressures of the clutch pistons (55, 63) deform the left and right disk portions (42b, 42d) of the clutch outer (42), the gap (?) formed therebetween prevents the transmission of the pressure of one of the clutches (29, 30) to the other clutch (29, 30). Accordingly, the interference between the operations of the left and right clutches (29, 30) is prevented.

Abstract: An engine includes a crankshaft for transmitting rotational drive power to a drive wheel, a clutch mechanism for connecting or disconnecting the transmission of rotational drive power of the crankshaft, and clutch actuators. The crankshaft, clutch mechanism, and clutch actuators are accommodated in an engine case. The clutch actuators control the clutch mechanism and are positioned outside the clutch mechanism, viewed from the crankshaft direction.

Abstract: Pairs of variable feed solenoid valves provide fluid to a pair of input clutch actuators and a pair of inlet ports of a first or logic valve. The position of the first logic valve spool is controlled by a solenoid valve. A first pair of outlet ports of the first logic valve provide fluid to a first piston which selects two speed ratios. A second pair of outlet ports of the first logic valve provide fluid to a pair of inlet ports of a second logic valve. The position of the second logic valve spool is controlled by fluid from the input clutch circuits. A first pair of outlet ports of the second logic valve provide fluid to a second piston which selects two other speed ratios and a second pair of outlet ports of the second logic valve provide fluid to a third piston which selects two additional speed ratios.

Abstract: Pairs of variable feed solenoid valves provide fluid to a pair of input clutch actuators and a pair of inlet ports of a first logic valve. The position of the first logic valve spool is controlled by a solenoid valve. A first pair of outlet ports of the first logic valve provide hydraulic to a first piston which selects two speed ratio. A second pair of outlet ports of the first logic valve provide fluid to a pair of inlet ports of a second logic valve. The position of the second logic valve spool is controlled by fluid from the input clutch circuits. A first pair of outlet ports of the second logic valve provide fluid to a second piston which selects two other speed ratios and a second pair of outlet ports of the second logic valve provide fluid to a third piston which selects two additional speed ratios.

Abstract: A dual clutch for coupling an engine-side input shaft with a first and/or second transmission-side output shaft includes a first clutch which has a first pressure plate that is axially mobile relative to a first counter plate for coupling with a first clutch disk connected to the first output shaft, and a second clutch having a second pressure plate for coupling with a second clutch disk connected to the second output shaft, the second pressure plate being axially mobile relative to a second counter-plate. An actuating device displaces the first and/or second pressure plate, and a spring element is connected to the actuating device and a transmission housing, the spring element being axially resilient. Both the actuating device and the first counter-plate are radially supported mobile in the axial direction. The axial mobility of the dual clutch allows a simple assembly even with components that have work tolerance-related finishing inaccuracies.

Abstract: A hydraulic clutch includes a clutch drum with an outer cylinder that slidably holds a plurality of clutch plates, an inner cylinder that axially extends from an inner circumference of a sidewall, and a sleeve fitted inside the inner cylinder. A clutch piston presses the clutch plates. A plate and the clutch piston define an oil chamber that cancels centrifugal hydraulic pressure. An oil passage that communicates with the oil chamber is on an inner circumferential surface of the inner cylinder. One surface of the sleeve contacts a step formed on the inner cylinder. The sleeve includes a passage in communication with the oil passage and formed on an outer periphery of the sleeve to axially extend toward the end surface, and a second passage formed more axially recessed than an end surface and radially extending to provide communication between the first passage and an inner portion of the sleeve.

Abstract: A clutch device for a vehicle includes an input shaft, an output shaft coaxially arranged with a rotational axis of the input shaft, first clutch plates, second clutch plates, a piston fitted to a cylindrical portion integrally formed with the output shaft or the input shaft, an elastic member arranged between the piston and the cylindrical portion, a hydraulic chamber defined by the cylindrical portion and the piston, a canceller chamber defined by the cylindrical portion and the piston to connect to an outer side of the cylindrical portion via a discharge hole formed at a portion of the cylindrical portion, the portion being located at a predetermined radial distance from the rotational axis, and a throttle hole formed in a portion of the piston to connect the hydraulic chamber to the canceller chamber, the portion being located at a radially inward side of the portion of the cylindrical portion.

Abstract: A speed change apparatus includes a first clutch having a first clutch drum, in which an annular clutch plate is spline-fitted to an inner peripheral surface of the first clutch drum, and a clutch piston formed with a spline on an inner peripheral surface of the clutch piston is provided to slide in an axial direction and press the clutch plate; and a second clutch having a second clutch drum, which is disposed in the clutch piston of the first clutch concentrically with the first clutch, and in which a spline is formed on inner and outer peripheral surfaces of the second clutch drum such that outer peripheral surface spline teeth form inner peripheral surface spline grooves. Wherein the outer peripheral surface of the second clutch drum is spline-fitted to the inner peripheral surface of the clutch piston and an annular clutch plate is spline-fitted to the inner peripheral surface of the second clutch drum.

Abstract: A hydraulic clutch actuation system is provided having a hydraulic clutch control device which includes one first clutch master cylinder that communicates via a first pressure-medium line with a first clutch slave cylinder, which is used for actuating a first clutch device, and a second clutch master cylinder that communicates via a second pressure-medium line with a second clutch slave cylinder used for actuating a second clutch device, the pressure prevailing in the first and/or in the second pressure-medium line being relievable via at least one emergency release valve device to permit disengagement of at least one of the clutch devices in an emergency situation.

Abstract: A double clutch gearbox, which has a first volume flow valve for actuating a first clutch, which is arranged downstream, a second volume flow valve for actuating a second clutch which is arranged downstream, and a first hydraulic power source for supplying the volume flow valves and the clutches with a system pressure. In order to provide an improved double clutch gearbox, the clutches have fluid cooling which is arranged downstream of the first volume flow valve.