深圳无铆钉铆接机费用，风压旋铆机和汽压旋铆机的动作速度快，且气压传动平稳，气缸盖设备简易，出力调节易于，同样标准下可超过四柱液压机之高出力，耗能低，软着陆不损磨具，安裝易于，所占有的空間小，故章少无泄漏电流之困惑，长寿命，噪音小，等关键特点。
772, 164. Spring suspensions : preventing lateral canting : equalizing load on wheels : adjusting body height. SOC. ANON. A. CITROEN. May 20, 1955 [Feb. 23, 1955], No. 14558/55. Class 108(2). A hydro-pneumatic suspension system for maintaining the underbody of a vehicle at a uniform height from the ground comprises, the suspension of a first pair of wheels 3, 3 having a swing arm 1 and a suspension cylinder 7 fixed to the underbody for each wheel, the cylinder being provided with a piston 5 connected to the swing arm, pipe means 11 connecting the suspension cylinders, a hydro-pneumatic suspension chamber 13 connected to the pipe means, a suspension member 8 linking the swing arms, a height corrector 16 controlling the hydro-pneumatic suspension chamber 13 through a connection 15 at an intermediate point of the suspension member, the suspension of a second pair of wheels having a swing arm 22, a link 20 attached to the swing arm and a suspension cylinder 14 fixed to the underbody for each wheel respectively, pipe means 53 connecting the suspension cylinders of the second pair of wheels to the hydro-pneumatic suspension chamber 13, each of the suspension cylinders of the second pair of wheels being provided with a piston 18 attached to the free end of the link 20, a double-acting corrector cylinder 23 fixed to the underbody for each wheel of the second pair, the corrector cylinder 23 being provided with a piston 43 connected to a point 50 intermediate the ends of the link 20, pipe means 24, 25 connecting the corrector cylinders, a suspension member 28, a distributer 26 controlling the corrector cylinders 23 connected with the midpoint of the suspension member of the second pair of wheels and pipe means 40 connecting the distributer of the second pair of wheels and the height corrector 16 of the first pair of wheels with a reservoir 29 of hydraulic liquid. As shown, the suspension members 8 and 28 which actuate respectively, the height corrector 16 and the distributer 26, are torsion bars. The arrangement is such that in the unloaded condition of the vehicle, the distributer 26 closes the feed to cylinders 23. Rotation of the torsion bar 28 in either direction however, admits pressure liquid to one or the other ends of the cylinders 23 to vary the effective connection of the devices 14, 18, 19 with the arms 22. The suspension chamber 13, the ends of which are also connected to the height corrector 16, consists of end portions 33, 34 separated by a gas-filled section 36. Specification 754, 386 is referred to.
880, 010. High speed craft; aircraft undercarriages. CITROEN S. A., ANDRE. Dec. 31, 1957 [Jan, 4, 1957 ; Dec. 26, 1957], No. 40484/57. Classes 4 and 113. [Also in Groups XXIX, XXXII and XL (c)] The floats or skids of a high-speed craft or an aircraft undercarriage are moved up and down to follow irregularities in the surface of the water by bell-cranks 3, 4 moved by pistons 5. Pistons 5 are moved hydraulically by liquid controlled by distributer valves 9, (see Group XXIX). Valves 9 are operated under control of echo-sounding devices 11 which use waves of ultrasonic frequency to detect irregularities in the water surface at a fixed distance in front of each float, (see Group XL (c)), appropriate corrections for the speed of the craft being made so that the floats are moved up or down at the correct time to coincide with their passage over the irregularities. The undercarriage of an aircraft provided with wheels may be similarly controlled.
988, 242. Clutch controls. ANDRE CITROEN S.A. July 6, 1961 [Aug. 3, 1960], No. 24512/61. Heading F2L. The control valve 5 of a piston- and-cylinder unit 2, 3 operating the release lever of a clutch 1 in accordance with engine speed through a centrifugal regulator 22 is normally subjected to a biasing spring 8 which, upon application of the brakes, is rendered inoperative to allow additional pressure liquid to be admitted to cylinder 3 to effect rapid clutch release. As shown, the valve 5 controls liquid inlet and exhaust passages 13, 14, and further passages 15, 16, respectively, communicating with cylinder 3 and a chamber 20 housing spring 8. The latter is normally compressed by an axial rod 101 projecting from a piston 10 held by a further spring 9 against the left hand end of a cylinder 102 communicating by a pipeline 191 with the vehicle brake actuator 192. The regulator 22 is loaded by non-adjustable and adjustable springs 6, 7, respectively. Upon applying the brakes the pressure in line 191 moves piston 10 to the right against spring 9, thereby unloading spring 8 and allowing valve 5 to move to the right and admit additional pressure liquid to cylinder 3 for rapid release of the clutch.
Citroen Sa Andre到incoPat中 USAUS901141A; USA; USA; USA; FR531019A; USA
1, 061, 379. Hydro-mechanical variable speed gear and control. SOC. ANON ANDRE CITROEN. Aug. 4, 1964 [July 31, 1963], No. 31424/64. Heading F2D. In a combination of an hydro-dynamic torque converter 1 and a change speed gear 3, particularly for automobile vehicles, arranged between driving and driven shafts 8, 9 and providing automatic hydro-mechanical to mechanical only ratio shift in at least one range, dog clutch sleeves 17a, 18a each having at least one gear engaging ition are manually slidable respectively on coaxial relatively rotatable shafts 17, 18, respectively, connectable to the torque converter turbine 11 through a one-way clutch 16 and to the driving-shaft 8 of the converter through a converter by-pass friction plate clutch 5 automatically hydraulically engaged in response to driving-shaft speed and torque. Whilst the gear shown is for a front drive vehicle, the shaft 9 driving the road wheels through a bevel gearing, a leftwardly projecting output may be accommodated, as by using a small diameter multi-disc clutch at 5. The change-speed gear may comprise two loose gears constantly meshing gears fast on the driven shaft and providing one range with one automatic shift; or, as shown, gears 35, 36, 37 loose on the shafts 17, 18, constantly meshing gears 38, 39, 40 fast on the driven shaft, and providing an automatic shift in two manually selected ranges. Whilst, as shown, the automatic high ratio of the manual low range is the same as the automatic low ratio of the manual high range, the sleeves 17a, 18a both being engageable with the gear 38, the latter may be replaced by two gears providing different ratios. The torque converter comprises a reactor 13 reacting on a one-way detent 14. The dog clutches comprise known synchronizing means, and the sleeves 17a, 18a are moved together by forks 43, 44 on a rod 45 shiftable by a gear-shift lever 46. For Reverse an idler gear (not shown) is engaged, as by the lever 46, with gears 54, 55, respectively, on the shafts 17, 9. The by-pass clutch 5 is actuated, through a bearing 30 and levers 28, by pistons 31 in cylinders 7a pressurized through a valve (33) (Fig. 3, not shown) from a fluid pressure source (32) provided by the converter filling pump, separate pump, or external feed. The valve (33) is controlled by a device (34) responsive to driving shaft speed and torque. Operation.-In Low Range, with the sleeves 17a, 18a rightwardly shifted to clutch gears 35, 36, respectively, to the shafts 17, 18, drive is hydro-mechanical through the torque converter, one-way clutch 16, shaft 17, and gears 35, 38 until the by-pass clutch 5 is automatically engaged by the speed and torque responsive device (34) and the valve (33), for mechanical only drive through a shaft 25, clutch 5, shaft 18 and gears 36, 39, the one-way clutch 16 releasing. In High Range with the sleeves 17a, 18a leftwardly shifted to clutch gears 36, 37, respectively, to shafts 17, 18, drive is hydro-mechanical through the torque converter and the gears 36, 39 until the by-pass clutch is automatically engaged for mechanical only drive through the gears 37, 40, the one-way clutch 16 releasing. To facilitate manual shift with the vehicle stopped and the engine running slowly, an electric switch (52) is actuated by movement of the gear shift lever 46 to open a valve (51) to connect a fluid pressure source to cylinders of brake pistons which act on the periphery of the driving drum 15 of the one-way clutch 16 and thereby brake the torque converter turbine 11. The lever 46 may be flexible or articulated so that the switch (52) may be actuated before the rod 45 is moved. The control for braking the drum 15 may, alternatively, act to release elements for braking. To facilitate manual range-shift at high speeds the switch (52) is arranged to close the valve (33) and disengage the clutch 5. When range-shifting in hydro-mechanical drive, the driver releases the accelerator pedal so that the one-way clutch 16 automatically disconnects, thereby negating the necessity for braking the drum 15, the control of which may be suppressed (by means not described) when the driving shaft speed is sufficiently high.