A driveline power transmitting component with a differential assembly having a differential input, first and second differential outputs, which are driven by the differential input, a first friction clutch, a first biasing spring and a second friction clutch. The first friction clutch has a friction plate that is non-rotatably but axially slidably coupled to the differential input. The first biasing spring urges the first friction clutch into an engaged condition in which the friction plate of the first friction clutch is frictionally engaged to the first differential output. The second friction clutch has a plurality of first clutch plates, which are axially slidably but non-rotatably coupled to the differential input, and a plurality of second clutch plates that interleaved with the first clutch plates and axially slidably but non-rotatably coupled to the first differential output.

A transmission system for an aircraft powerplant includes a transmission shaft is provided. An input end of the transmission shaft is sleeved with a driven gear, one end of the driven gear is axially limited, and the other end of the transmission shaft is configured to connect a rotating member; and an end of the driven gear is in transmission connection with a stop hub, the stop hub is in transmission connection with an overload clutch, the overload clutch is in transmission connection with the transmission shaft, an end of the overload clutch away from the stop hub abuts against one end of a disc spring member, the other end of the disc spring member is axially limited, and a force value of the overload clutch is a fixed value.

In a power transmission apparatus, a centrifugal clutch includes a holder, a press, a first spherical body that is partially protruded from a first opening and in contact with a rolling contact surface of the press so as to be rollable thereon, and a second spherical body that is partially protruded from a second opening and in contact with a rolling contact surface of the holder so as to be rollable thereon. A through hole has a tapered shape from the first opening to the second opening. Disconnection of the first spherical body is prevented by an outer peripheral edge of one of the first opening and the second opening that has a smaller diameter.

A torque assembly including a housing including a first piece, a bore, a first coupling attachment; a second piece including a second coupling attachment; a pin including a flange and a pin protrusion, where the pin protrusion protrudes through the bore of the first piece; a first washer including a compound layer adapted to contact the pin and the first piece of the housing to modify torque between the first piece and the pin; and a second washer including a compound layer adapted to contact the pin and the second piece of the housing to modify torque between the second piece and the pin.

The present invention relates to a clutch (100) comprising: a rotatable housing (101); a fixed hub (201) internal to the housing (101) and a movable hub (202) axially mounted onto the fixed hub (201); a plurality of discs (204) interposed between the fixed hub (201) and the movable hub (202). The fixed hub (201) and the movable hub (202) axially slide, getting farther or closer so as to transmit a variable axial load onto the discs (204), to selectively transmit a torque. The clutch (100) further comprises a pressure plate assembly (208) for controlling the variable axial load, including a centrifugal assembly (210) comprising: a rotatable mass holder (211) and a plurality of mass elements (212) radially disposed. Each mass element (212) comprises a pivot (301) and is configured for a displacement (1002) by pivoting under centrifugal effects. The mass elements (212) are thus configured for exerting an axial thrust within the pressure plate assembly (208), to bring the movable hub (202) closer to the fixed hub (201), so as to increase the variable axial load and allowing the clutch (100) (automatic) engagement. Each mass element (212) comprises a main body (302) and a column element (303) which connects the pivot (301) with the main body (302).

A driveline power transmitting device that includes a limited slip differential having a differential case, a cross-pin, a pair of pressure rings, a pair of clutch packs, a pair of preload springs, and a pair of preload control mechanisms. The pressure rings are non-rotatably coupled to the differential case and are disposed on opposite sides of the cross-pin. The preload springs bias the pressure rings toward the clutch packs and thereby preload the clutch packs. The pressure rings are urged axially away from the cross-pin to further compress the clutch packs in response to rotation of the cross-pin relative to the differential case. The preload control mechanisms are employed to decrease the preload force on the clutch packs in certain situations.

A driveline power transmitting component with a differential assembly having a differential input, first and second differential outputs, which are driven by the differential input, a first friction clutch, a first biasing spring and a second friction clutch. The first friction clutch has a friction plate that is non-rotatably but axially slidably coupled to the differential input. The first biasing spring urges the first friction clutch into an engaged condition in which the friction plate of the first friction clutch is frictionally engaged to the first differential output. The second friction clutch has a plurality of first clutch plates, which are axially slidably but non-rotatably coupled to the differential input, and a plurality of second clutch plates that interleaved with the first clutch plates and axially slidably but non-rotatably coupled to the first differential output.

A clutch apparatus or system for a vehicle drive train for transmitting torque between the vehicle's engine and gear change gearbox. Three interoperative clutch members are provided in the apparatus. The three clutch members cooperate with at least two clutch plates, a pressure-receiving plate, a clutch pressure plate, a plurality of clutch pressure springs, and a setting device, which is provided between the second clutch member and the third clutch member, for setting a back torque between the third clutch member and the first clutch member by an axial displacement of the third clutch member relative to the second clutch member. An engagement device is provided between the second clutch member and the third clutch member for accomplishing a releasable engagement position, between the second clutch member and the third clutch member, as a function of the rotational angular velocity of the third clutch member.

A clutch apparatus for a vehicle drive train for transmitting torque between the vehicle's engine and gearbox. First, second, and third clutch members cooperate with clutch plates, a pressure-receiving plate, a clutch pressure plate, clutch pressure springs, and a setting device for setting a back torque. An engagement device provided between the second clutch member and the third clutch member for bringing about a releasable engagement position between the second clutch member and the third clutch member. The second clutch member has a tubular portion on which a tubular bearing sleeve of predetermined working length is provided, and which has a radially extending rotating collar with an abutment surface on which a spring device is arranged; the spring device is for axially loading the third clutch member, and limits the path of axial displacement of the third clutch member relative to the second clutch member.

A driveline power transmitting device that includes a limited slip differential having a differential case, a cross-pin, a pair of pressure rings, a pair of clutch packs, a pair of preload springs, and a pair of preload control mechanisms. The pressure rings are non-rotatably coupled to the differential case and are disposed on opposite sides of the cross-pin. The preload springs bias the pressure rings toward the clutch packs and thereby preload the clutch packs. The pressure rings are urged axially away from the cross-pin to further compress the clutch packs in response to rotation of the cross-pin relative to the differential case. The preload control mechanisms are employed to decrease the preload force on the clutch packs in certain situations.