A clutch actuator unit that includes an abrasion compensation device and removes an adhesive force between a clutch disc and a flywheel by using a diaphragm spring to press the clutch disc against the flywheel and by using a fork to push a first side of the diaphragm spring may include an outer member including a groove and a female screw portion, a push rod pushing against a first side of the fork, an inner member including a male screw portion screwed into the female screw portion, including a rotation center portion of a rear end portion thereof in which a support portion is formed, and including a first gear portion, a fixed guide member guiding the outer member, a pushing member including a second gear portion meshed with the first gear portion, an actuator employing an actuator rod to push or pull the pushing member, and a controller controlling the actuator.

A clutch actuator unit that includes an abrasion compensation device and removes an adhesive force between a clutch disc and a flywheel by using a diaphragm spring to press the clutch disc against the flywheel and by using a fork to push a first side of the diaphragm spring may include an outer member including a groove and a female screw portion, a push rod pushing against a first side of the fork, an inner member including a male screw portion screwed into the female screw portion, including a rotation center portion of a rear end portion thereof in which a support portion is formed, and including a first gear portion, a fixed guide member guiding the outer member, a pushing member including a second gear portion meshed with the first gear portion, an actuator employing an actuator rod to push or pull the pushing member, and a controller controlling the actuator.

A self-contained clutch for diesel engines for off-highway implementation is provided. A stationary friction disc, pressure plate and endplate sandwich a pair of rotating separator discs. Attenuation of vibration damping of the rotator discs may be achieved by a centrifugal weight. A pulse-width-modulated DC motor or valve is employed in association with a hydraulic actuator to control pressure to the clutch piston. An RFID tag uniquely identifies the nature and parameters of the clutch itself and is associated with the clutch such that the controller can most efficiently operate the clutch. Heat is dissipated by an oil pump servicing the support bearings and/or by the integration of a centrifugal fan into the heat disc stack.

A self-contained clutch for diesel engines for off-highway implementation is provided. A stationary friction disc, pressure plate and endplate sandwich a pair of rotating separator discs. Attenuation of vibration damping of the rotator discs may be achieved by a centrifugal weight. A pulse-width-modulated DC motor or valve is employed in association with a hydraulic actuator to control pressure to the clutch piston. An RFID tag uniquely identifies the nature and parameters of the clutch itself and is associated with the clutch such that the controller can most efficiently operate the clutch. Heat is dissipated by an oil pump servicing the support bearings and/or by the integration of a centrifugal fan into the heat disc stack.

A torque transmission device for a motor vehicle, having: a torque input element intended to be coupled to a driving shaft; a torque output element intended to be coupled to an input shaft of a gearbox, the torque output element and the torque input element being capable of pivoting with respect to one another around an axis X; and first and second elastic damping stages installed in series between the torque input element and torque output element, in which the first damping stage has an elastic member installed between the torque input element and a guidance device so as to act against the rotation of the guidance device with respect to the torque input element, the second damping stage having at least one elastic member installed between the guidance device and the torque output element so as to act against the rotation of the torque output element with respect to the guidance device, the guidance device having first stop means and second stop means.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

A shifting control method for a vehicle with a Double Clutch Transmission (DCT), may include determining whether a manual range power-on up shift has been started, determining whether an actual shifting period has been started, when the manual range power-on up shift has been started, and applying additional predetermined compensation torque to basic torque applied to an engagement-side clutch, when the actual shifting period has been started.

A dual clutch transmission comprises a housing formed therein with a gear chamber incorporating an odd-numbered speed gear train group and an even-numbered speed gear train group. An end of the input shaft is connected to an engine, and a cover is detachably attached to the housing opposite the end of the input shaft so as to define a clutch chamber divided from the gear chamber. A first clutch for the odd-numbered speed gear train group and a second clutch for the even-numbered speed gear train group are disposed in the clutch chamber. Fluid passages for supplying hydraulic fluid to the first and second clutches are formed in the cover.

One of coaxially placed two output shafts which is located on the inner outer side is a first shaft 102, and the other one which is located on the outer side is a second shaft 104. The first shaft 102 projects more than the second shaft 104. A first clutch disk 116 is connected to a projecting portion of the first shaft 102, and a second clutch disk 110 is connected to the second shaft 104 through a sleeve 106. The second shaft 104 and the sleeve 106 are splined to each other, and the sleeve 106 and the second clutch disk 110 are splined to each other. According to this, the sleeve 106 is structurally permitted to move in an axial direction of the engaging/disengaging mechanism, and the first clutch disk 116 is engaged and disengaged by the movement of the sleeve 106 in the axial direction.