A dual gain friction clutch is adapted to transmit an operational range of torques from a drive member to a driven member. The dual gain friction clutch incorporates a first friction clutch pack and a second friction clutch pack, the pack being axially aligned and adapted to address one of two segments of the operational range of torques. The clutch further includes a spring-loaded skate detent unit configured to control transition between the two segments of operational ranges of torques. Each friction clutch pack may include identical respective friction discs coupled to the drive member and respective pressure plates coupled to the driven member for selectively providing torque control within either of the lower and higher segments of the operational ranges of torques. The first clutch pack is configured to operate alone and independently of the second clutch pack during the lower segment of operational range of torques, while and both friction clutch packs are configured to operate as a single combined friction clutch unit during the higher segment of operational range of torques.

A dual gain friction clutch is adapted to transmit an operational range of torques from a drive member to a driven member. The dual gain friction clutch incorporates a first friction clutch pack and a second friction clutch pack, the pack being axially aligned and adapted to address one of two segments of the operational range of torques. The clutch further includes a spring-loaded skate detent unit configured to control transition between the two segments of operational ranges of torques. Each friction clutch pack may include identical respective friction discs coupled to the drive member and respective pressure plates coupled to the driven member for selectively providing torque control within either of the lower and higher segments of the operational ranges of torques. The first clutch pack is configured to operate alone and independently of the second clutch pack during the lower segment of operational range of torques, while and both friction clutch packs are configured to operate as a single combined friction clutch unit during the higher segment of operational range of torques.

A power-transmitting device (10) and a method of assembling a power-transmitting device (10) secures and releases driving continuity between driving and driven parts (22, 62) through at least one clutch assembly (26, 66). The power-transmitting device (10) includes an apply plate (36) axially moveable with respect to the clutch assembly (26, 66) for engaging and disengaging the clutch assembly (26, 66). A return spring (34) acting on the apply plate (36) and an apply spring (32) having a higher compression force than the return spring (34) can be located between the apply plate (36) and the clutch assembly (26, 66). A ball (38) can be engageable with a portion of the apply plate (36) for locking the apply plate (36) in engagement with the clutch assembly (26, 66) during a steady state condition and a piston (40) can drive the ball (38) into engagement with the apply plate (36) in response to application of fluid under pressure.

A power-transmitting device (10) and a method of assembling a power-transmitting device (10) secures and releases driving continuity between driving and driven parts (22, 62) through at least one clutch assembly (26, 66). The power-transmitting device (10) includes an apply plate (36) axially moveable with respect to the clutch assembly (26, 66) for engaging and disengaging the clutch assembly (26, 66). A return spring (34) acting on the apply plate (36) and an apply spring (32) having a higher compression force than the return spring (34) can be located between the apply plate (36) and the clutch assembly (26, 66). A ball (38) can be engageable with a portion of the apply plate (36) for locking the apply plate (36) in engagement with the clutch assembly (26, 66) during a steady state condition and a piston (40) can drive the ball (38) into engagement with the apply plate (36) in response to application of fluid under pressure.

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).

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).

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.

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.

A dual clutch device is provided with a first piston for engaging a first clutch by using hydraulic pressure supplied to a first hydraulic chamber and disengaging the first clutch by using a first spring, a second piston for engaging a second clutch by using hydraulic pressure supplied to a second hydraulic chamber and disengaging the second clutch by using a second spring, first supply lines for supplying hydraulic pressure to the first hydraulic chamber and a second hydraulic canceling chamber, second supply lines for supplying hydraulic pressure to the second hydraulic chamber and a first hydraulic canceling chamber, a first valve for allowing or blocking the hydraulic pressure supply to the first hydraulic chamber and the second hydraulic canceling chamber, and a second valve for allowing or blocking the hydraulic pressure supply to the second hydraulic chamber and the first hydraulic canceling chamber.

A dual clutch that includes a first clutch, a second clutch, a ball ramp assembly and at least one actuator is provided. The first clutch engages and disengages a first set of gears. The second clutch engages and disengages a second set of gears. The at least one ball ramp assembly includes at least one ball, first member and a second member. The first member includes a ball pocket for each ball. The second member has at least one ball ramp. The at least one ball partially received in an associated ball pocket of the first member and ball ramp of the second member. The at least one actuator is configured and arranged to rotate one of the first member and the second member to cause the at least one ball ramp assembly to activate at least one of the first clutch and the second clutch.