CN104632920A - Electronically controllable clutch with brake/slope system on pressure board - Google Patents

Abstract

The invention relates to a motor vehicle clutch having a clutch housing in which a driven disc is clamped between a pressure plate and a counter pressure plate, wherein the pressure plate is rotatably movable abuts against the motion presetting mechanism in such a way that when the pressure plate rotates relative to the motion presetting mechanism, axial movement of the pressure plate is forced, wherein a brake acting against a stationary clutch/transmission housing is connected such that the The brake, when activated, provides a torque that causes relative rotational motion between the motion presetting mechanism and the pressure plate.

Description

Electronically operable clutch with brake/ramp system on pressure plate

technical field

The invention relates to a motor vehicle clutch having a clutch housing in which a driven disk is clamped between a pressure plate and a counter pressure plate, wherein the pressure plate is rotatably mounted against Leaning against the motion presetting mechanism, the pressing plate is forced to move axially when the pressing plate rotates relative to the motion presetting mechanism. The clamping of the driven disc between the pressure plate and the counter pressure plate is achieved and/or enhanced by the axial movement of the pressure plate. In the type and manner described, a booster function can also be realized.

Background technique

Self-reinforcing friction clutches are already known from the prior art, for example from DE 10 2012 206 318 A1. Said document discloses a friction clutch having a rotationally driven counterplate arrangement comprising a counterplate and a housing and a pressure plate axially displaceable relative to said counterplate arrangement by means of an actuating device , in order to (axially) clamp the friction lining of the driven disk. In order to be able to automatically actuate the friction clutch with low actuation forces, the pressure plate is delimited relative to the counter-plate arrangement and can be rotated by the actuating device counter to the direction of rotation of the counter-plate arrangement and is accommodated centrally, wherein the counter-plate arrangement and the pressure plate In between are provided circumferentially oriented and distributed and axially rising ramps.

Such friction clutches can also be used in the context of dual clutches. In principle, however, the invention relates to a dual-clutch system, just like a single-clutch system, with an actuating mechanism that can be used in a motor vehicle, such as a passenger car, truck or other commercial vehicle.

Lever actuators, hydrostatic actuators and other hydraulic elements are also known as actuators from the prior art.

Of course, existing solutions always have the disadvantage that they have a plurality of components, which are still partly of a very complex design. Unfortunately, operation has previously required various elements, such as levers, swivel joints, additional joint bearings and/or other elements necessary for torque and force transmission.

Contents of the invention

The object of the present invention is to solve the disadvantages of the prior art and in particular to provide a design for a simple (dual) clutch system with corresponding actuators, which consists of a small number of components and is robust , has a short and direct actuation path and requires little actuation effort.

Said object is achieved according to the invention in such a device in that a brake acting relative to a stationary clutch housing/transmission housing is connected in such a way that said brake provides a torque when it is activated, said Torque causes relative rotational motion between the motion presetting mechanism and the platen.

Advantageous embodiments are claimed below and explained in more detail below.

It is therefore advantageous if the motion presetting means has a profile according to the type of ramp on which the contact means, for example a roller or a sliding section connected to the pressure plate, rests rollingly or slidably, or the motion presetting means The mechanism has a slope-free contour which bears against the slope of the pressure plate. In this case, a movement guide oriented substantially transversely to the axial direction is to be understood as a ramp, but with an offset in the axial direction. The ramp can have a continuous, discontinuous or partially linearly rising gradient. In general, maintaining the same slope and linear curve change is preferred. If the element is moved in the circumferential direction on the ramp, the element is displaced in the axial direction.

It has been found to be particularly expedient if the brake has a ramp oriented transversely to the axial direction and extending at least in sections along the circumference, which ramp defines a running track for a contact mechanism, which is formed as a roller The child is rotatably supported on the protrusion of the pressure plate. An advantageous embodiment is also characterized in that the braking torque can be delivered via an actuating mechanism, such as a generator, an eddy current brake or an actuator using, for example, a frictional contact between the brake and the clutch bell. to the brakes / is fed to the brakes. It is precisely advantageous to use a generator as the actuator, since a regenerative effect can thus be achieved and the energy exerted by braking can be recovered again, ie in the form of electrical energy. In a corresponding refinement, the generator can even be dispensed with when the braking torque counteracts the drive torque transmitted to the clutch housing. Therefore, the boosting effect can be realized easily.

An advantageous exemplary embodiment is also characterized in that the motor vehicle clutch is designed as a double clutch with two output discs and two pressure plates, between which a counter-pressure plate is arranged as a central plate.

When two pressure plates are arranged and dimensioned such that the pressure plates are subjected to an axial displacement either in a direction towards or away from the center plate when braking torque is supplied, a "normal" is thus effectively achieved. open" or "normally closed" clutch.

Advantageously, the brake is operatively associated/contacted outside the clutch housing with a contact means guided radially outwards through the clutch housing and connected to the pressure plate in a rotationally fixed manner, or the brake is guided radially inwards through the clutch housing Either surrounds the clutch housing and contacts the pressure plate when inserted into the ramp, or the brake is connected to the pressure plate in a rotationally fixed manner and the pressure plate contacts the clutch housing when inserted into the ramp.

Radial and/or circumferential support of the inner structure of the clutch can be achieved if the clutch housing is slidingly or rollingly mounted on the inner or outer transmission input shaft or clutch bell housing.

It is advantageous if a center plate is arranged between the bearing supporting the clutch housing and the clutch housing, since a particularly tilt-proof and compact construction is thus possible.

In other words, although electric clutch systems and also clutch systems with ramps are known, in contrast to the prior art, the actuation is now carried out by means of a brake, which can in particular be formed as a generator or cooperate with such a generator . By applying a generator, a "milder hybrid" or also the function of a generator can be realized. Furthermore, an assist can be achieved when the starting function is designed accordingly.

In contrast to power clutches which are actuated via brakes or other "fixed/non-movable" members for the housing/clutch bell, it is proposed to actuate the pressure plate via a clutch-integrated ramp clutch. As a result, a compact clutch system consisting of fewer components as a whole can be confirmed. There is only one bearing, which has to accept high rotational speeds.

The brake can be implemented as a generator, whereby the resulting braking power is not converted into heat but into electrical energy. In suitable configurations, a generator can thus be dispensed with and a significant increase in the value of the system can be achieved.

Other operating modes allow an additional engagement of the clutch when the internal combustion engine is stopped, as well as a boost and a starting function. This should be explained below:

Energy for operating the system is extracted (directly) from the drive train via the brake between the clutch and the housing.

There are several possibilities for implementing the brake: Simple brakes such as eddy current brakes or frictional contacts/"sliding contacts" can be used which simply dissipate energy. However, it is advantageous to use a generator instead of a brake or to configure the brake as a generator.

In this case, braking energy (braking torque multiplied by clutch speed) can be converted in the generator/generators into electrical energy, which can be fed back into the on-board electrical system of the motor vehicle. Since the clutch is always engaged during driving, energy is always reliably fed into the vehicle electrical system via the generator. In a suitable design solution the generator can be dispensed with. If, for example, more energy is required during shunting operation than can be generated through normal operation, generator operation is possible with the gears placed in one sub-transmission (or in both sub-transmissions when parked) Get on and engage the clutch. During a stop, the idling speed can be increased here.

This special embodiment also allows energy to be fed back into the module "brake disc/rotor". Thus, the clutch can be operated even with the internal combustion engine stopped, which is necessary to start the engine by initially applying torque from the driveline/hybrid electric motor.

It is also possible to actively open the clutch. If the partial clutch is opened up to the stop, energy/torque can be introduced into the drive train. This can be used to bring the energy withdrawn from the drive train for actuating the active clutch directly back into the drive train via the disengaged partial clutch, of course, taking into account the corresponding efficiency.

Depending on the configuration of the battery/accumulator, the electric machine and the actuation of the clutch, it is also possible to introduce more energy into the drive train than is extracted. So start power running. With this embodiment, a "mild hybrid vehicle" can be realized.

If the electric machine is designed to be very robust, it is also conceivable, as already explained, to start the internal combustion engine via the brake disc.

In principle, any type of generator can be considered. However, it is advantageous not to use a permanently excited design, since eddy currents and/or hysteresis losses constantly occur in this design.

In order to avoid electrical contact of the brake disc/generator rotor, a reluctance motor or asynchronous motor design is available.

Alternatively, a more compact generator design can also be used, which is connected to the clutch via a transmission stage.

It is possible for the ramp to be designed such that the clutch is actuated by the brake during pure braking operation. The ramp is located between the brake and the pressure plate. In principle, the clutch can be "normally open" or "normally closed".

During operation with the electric motor, ramps can be implemented on both sides, so that the clutch is actuated by braking or by pushing. In this case, of course the operating mode of the subclutch (propulsion or braking) must be maintained until the next gear change.

There are also two configurations for the pressure plate. The pressure plate can conventionally be arranged non-rotatably so as to support a moment. However, the pressure plate can also be provided with a ramp in order to obtain part of the actuating energy from the moment of support (self-reinforcing clutch). In this case, the pressure plate is directly connected to the brake.

Description of drawings

The invention is also explained in greater detail below with the aid of the drawings, in which different exemplary embodiments are shown. The accompanying drawings show:

FIG. 1 shows a longitudinal section through a dual clutch which implements the braking principle for actuation, wherein the brake is only shown as a disk, wherein additionally the braking actuation can take place on the cover via eddy currents or friction contacts And the brake shown therein can be the rotor of the electric machine.

FIG. 2 shows a perspective longitudinal section of the embodiment according to the invention known from FIG. 1 .

FIG. 3 shows a side view (not broken away/not actuated) of the clutch of FIGS. 1 and 2 .

FIG. 4 shows a side view (not sectioned) of the clutch from FIG. 1 in the actuated state.

5 shows a perspective longitudinal section through a second embodiment, which depicts a double clutch, in which the brake is connected to the rotor of the electric motor, and can then be braked and also boosted via this, wherein the electric motor is arranged concentrically Around the transmission input shaft.

FIG. 6 shows a view similar to this of another embodiment as an alternative to the embodiment shown in FIG. 5 , wherein the electric motor is arranged next to the shaft and is connected to the brake via a pinion, so connected under the condition.

7 shows a perspective cutaway view of a part of a clutch in a compact design for use in an automated shift transmission or for a "Clutch-by-wire" system according to the invention, where the clutch is traditionally a "normal" "Closed and should therefore only be opened when shifting gears or starting the clutch, where the energy loss through braking is very small due to the small maneuvering time, of course the clutch must be turned in order to be opened so that when the vehicle stops gear, where alternatively a generator/engine is used.

FIG. 8 shows a view of another embodiment similar to that shown in FIG. 1 , but in which there is a bearing device on a non-rotating housing, for example on a clutch bell housing for supporting the clutch housing .

Figure 9 shows another embodiment where the bearing means supporting the clutch housing is located between the center plate and the inner transmission input shaft (shaft 1).

FIG. 10 shows a further variant of the bearing arrangement, in which the clutch housing is supported on bearings that are connected to the clutch bell, wherein, unlike in FIGS. 8 and 9 , part of the pressure plate does not pass through the clutch housing. Instead, the brake protrudes radially inward through the clutch housing.

FIG. 11 shows a variant similar to the design in FIG. 10 with regard to the radially inward routing of the brake, however in which the clutch housing is supported via a central plate on bearings which transmit the force to the internal transmission input shaft superior.

FIG. 12 shows a variant in which the brake protrudes inwards in the clutch housing via a rotary joint, but the center plate is supported via bearings on the concentric outer transmission input shaft.

FIG. 13 shows a further embodiment in which the clutch housing is supported via the central plate on the inner transmission input shaft, but the brake surrounds the clutch housing.

FIG. 14 shows a further embodiment in which the brake is connected in a rotationally fixed manner to the pressure plate and the ramp acts between the pressure plate and the clutch housing.

The drawings are only schematic and are used only for the understanding of the invention. Identical elements are provided with the same reference numerals. Features of individual exemplary embodiments can also be transferred to other exemplary embodiments. If certain features are omitted, this can also be done according to corresponding exemplary embodiments.

Detailed ways

Finally, a method for actuating the clutch is proposed, in which the actuating energy is extracted from the drive train. Embodiments are also proposed which allow the actuation energy to be used in generator operation as well as for boosting functions.

It is to be noted that the term "brake" can also be used synonymously for "generator rotor".

A first embodiment of a motor vehicle clutch 1 according to the invention is shown in FIGS. 1 and 2 . The motor vehicle clutch has a clutch housing 2 which is constructed in multiple parts. A first pressure plate 3 and a second pressure plate 4 are located essentially radially inside the clutch housing 2 . The pressure plate is part of the motor vehicle clutch 1 designed as a double clutch.

The first pressure plate 3 can contact the first driven disk 5 . The second pressure plate 4 can contact the second driven disk 6 . In particular, the driven disks 5 and 6 are contacted by the pressure plate 3 or 4 in the region of the friction lining 7 placed thereon. A counter-pressure plate 8 is also arranged between the driven disks 5 and 6 , which serves as a center plate. The central plate is designated with the reference numeral 9 .

The first driven disk 5 is connected in a rotationally fixed manner to the first transmission input shaft 10 . The second driven disk 6 is connected in a rotationally fixed manner to the second transmission input shaft 11 . On an axial end of the clutch housing 2 , a spline toothing 12 is formed for connection to an element that introduces torque into the motor vehicle clutch 1 . On the other side of the clutch housing, ie in the end region, a bearing 13 is arranged, for example a rolling bearing 14 , for example in the form of a single row ball bearing 15 .

The pressure plates 3 and 4 each have a projection 17 protruding radially outward through an opening/channel/through-through 16 of the clutch housing 2 . A roller 18 is rotatably arranged on an end region of the projection 17 defined radially outwardly of the clutch housing 2 . Via the rollers 18 the respective pressure plates 3 and 4 are in force-transmitting contact with the movement presetting mechanism 19 .

A movement presetting mechanism 19 is obtained in such a way that it predetermines the movement path of the projection 17 and thus also of the corresponding pressure plate 3 or 4 . The movement presetting mechanism 19 can have, for example, a contour according to the type of the ramp 20 . The ramp can be part of the first brake 21 or of the second brake 22 .

The brakes 21 and 22 are each supported radially and/or axially, ie on the clutch housing 2 , via bearings with balls 23 . The elements of the actuating brake 21 or 22 , ie the actuating mechanism according to the type of generator, eddy current brake or actuator using friction contacts, are not shown in FIG. 1 . However, reference is made in this regard to Figures 5 and 6, in which such actuating mechanisms 24 and 25 are shown.

The first actuating mechanism 24 according to the type of generator 28 with rotor 26 and stator 27 acts here on the first brake 21 , conversely, the second actuating mechanism according to the type of generator 28 with rotor 26 and stator 27 The mechanism 25 is connected to the second brake 22 . In the embodiment according to FIG. 5 , the corresponding rotor 26 is connected to the component with the ramp 20 via the connection part 29 or the connection part 30 , while in the embodiment according to FIG. 6 between the two generators 28 and the corresponding connection part 29 or Insert transmission stage 31 or 32 between 30. The respective gear stage 31 or 32 can be designed as a pinion. The pinion can have straight or helical spur toothing.

Referring back to FIGS. 1 and 2 , it should be explained that the respective roller 18 rests with its outer face on the respective ramp 20 .

In FIGS. 3 and 4 the motor vehicle clutch 1 is shown once ( FIG. 3 ) in an open, not yet actuated position, while FIG. 4 depicts the closed/actuated position. It can be clearly seen that the brake 21 , ie the first brake, is braked by the action of the first actuating mechanism 24 and no longer rotates synchronously with the roller 18 connected to the first pressure plate 3 . Alternatively, as can be seen particularly well in FIG. 4 , the brake 21 turns so that the roller 18 rolls on the ramp surface 33 . Due to the oblique/transversely oriented profile to the axial direction, the roller 18 is forced to move axially (here to the right), ie onto the central plate 9 with the first driven disk 5 clamped .

The principle shown in FIGS. 1 to 6 can also be used for an automatic shift transmission or for the motor vehicle clutch 1 used there. This is shown in FIG. 7 . Here too, the protrusion 17 passes through the opening/through-through 16 of the clutch housing 2 . A roller 18 is rotatably arranged on the distal end of the projection 17 , said roller cooperating with a ramp 20 of a detent 21 . The rollers 18 thus function as contact means 34 . Of course, unlike in the embodiments described above, the motor vehicle clutch 1 is a "normally closed" clutch. The disc springs used here are not shown, but are present.

Different designs for the bearing 13 are shown in the exemplary embodiment according to FIG. 8 . That is, the bearing 13 is present between the clutch housing 2 and not shown fixed elements/elements fixed to the motor vehicle, such as the clutch bell. The combination of the protrusion 17 and the roller 18 protrudes through the passage/opening 16 .

In FIG. 9 , a bearing 13 is present between the center plate 9 and the inner transmission input shaft 10 .

In FIG. 10 the bearing 13 has also been chosen to be arranged between the clutch bell housing and the clutch housing 2 . Now, however, the protrusion 17 no longer protrudes radially from the inside to the outside through the opening 16, but rather the corresponding detent 21 or 22 itself protrudes radially inwards through the opening 16 and the ramp 20 is aligned with the opening 16. The corresponding pressure plate 3 or 4 abuts against it.

A similar variant with regard to the radially inward orientation is shown in FIG. 11 , but in which the bearing 13 is arranged between the center plate 9 and the transmission input shaft 10 .

In FIG. 12 , by contrast, the bearing 13 is supported on the one hand on the center plate 9 and on the other hand on the outer transmission input shaft 11 .

The enclosure 35 is realized on the brake 22 in the exemplary embodiment shown in FIG. 13 . The enclosure 35 surrounds the axial ends of the clutch housing 2 . Therefore, there is only one opening 16 and there are not two penetrations 16 .

A very different embodiment is shown in FIG. 14 , in which the brakes 21 and 22 protrude radially inwardly through each opening 16 and are connected in a rotationally fixed manner to the respective pressure plate 3 or 4 . The ramp 20 is thus arranged between the axial face of the pressure plate 3 and the clutch housing 2 or between the pressure plate 4 and the clutch housing 2 , wherein the ramp 20 can be part of the respective pressure plate 3 or 4 or of the clutch housing 2 part.

List of reference signs:

1 Motor vehicle clutch

2 clutch housing

3 first platen

4 second platen

5 The first driven plate

6 Second driven disc

7 friction lining

8 counter pressure plate

9 center plate

10 The first transmission input shaft

11 Second transmission input shaft

12 Insertion gear

13 bearings

14 Rolling bearings

15 ball bearings

16 opening/through part

17 protrusion

18 rollers

19 Movement preset mechanism

20 slopes

21 first brake

22 second brake

23 balls

24 The first actuator

25 Second actuator

26 rotor

27 stator

28 Generators

29 The first connecting part

30 Second connecting part

31 gear stage

32 gears

33 slope surface

34 contact mechanism

35 Encirclement.

Claims (10)

1. A motor vehicle clutch (1), which has a clutch housing (2) in which it is clampable between pressure plates (3, 4) and a counter pressure plate (8) Driven discs (5, 6) are provided, wherein the pressure plates (3, 4) abut against the motion presetting mechanism (19) in a rotationally movable manner, so that when the pressure plates (3, 4) are relative to When the movement preset mechanism (19) rotates, the pressure plates (3, 4) are forced to move axially, It is characterized in that the brakes (21, 22) acting with respect to the fixed clutch housing/transmission housing are connected in such a way that said brakes, when activated, provide a torque which causes said movement presetting mechanism (19) and relative rotational movement between said pressure plates (3, 4). 2. Motor vehicle clutch (1) according to claim 1, characterized in that said movement presetting means (19) has a profile according to the type of ramp (20), contact means (34), for example with said The rollers (18) or sliding sections connected by the pressure plates (3, 4) rest against the slope in a rolling or sliding manner, or the movement presetting mechanism (19) has a contour without a slope, so The profile rests against the slope (20) of the pressure plate (3, 4). 3. Motor vehicle clutch (1) according to claim 1 or 2, characterized in that the brake (21, 22) has a ramp oriented transversely to the axial direction and extending at least partially along the circumference (20), said ramp defines a running track for a contact mechanism (34) constituted as a roller (18) and rotatably supported on the protrusions ( 17) on. 4. Motor vehicle clutch (1) according to any one of claims 1 to 3, characterized in that the braking torque can be transmitted via an actuating mechanism (24, 25), such as a generator (28), an eddy current brake Or use an actuator of a friction contact to feed said brakes (21, 22). 5. The motor vehicle clutch (1) according to claim 4, characterized in that the components are arranged in operative association with one another such that the braking torque acts against the force transmitted to the clutch housing (2) drive torque. 6. The motor vehicle clutch (1) according to any one of claims 1 to 5, characterized in that the motor vehicle clutch (1) is designed with two driven discs (5, 6) and two A double clutch of pressure plates (3, 4) between which a counter-pressure plate (8) in the form of a central plate (9) is arranged. 7. The motor vehicle clutch (1) according to claim 6, characterized in that the two pressure plates (3, 4) are arranged and dimensioned such that they are directed towards the central plate when supplying a braking torque undergoes axial displacement in the direction of or away from the center plate. 8. Motor vehicle clutch (1) according to any one of claims 1 to 7, characterized in that the brake (21, 22) is outside the clutch housing (2) and passes through the The clutch housing (2) is guided radially outwards in contact with the contact means (24) connected to the pressure plates (3, 4) in a rotationally fixed manner, or the brakes (21, 22) pass through the clutch housing (2) guide radially inwardly or surround the clutch housing (2) and contact the pressure plates (3, 4) under insertion ramps (20), or the brakes (21, 22) are rotationally fixed It is connected to the pressure plate (3, 4) and the pressure plate (3, 4) is in contact with the clutch housing (2) when inserted into the ramp (20). 9. The motor vehicle clutch (1) according to any one of claims 1 to 8, characterized in that the clutch housing (2) is slidingly or rollingly mounted on an internal or external transmission input shaft (10 , 11) or on the clutch bell housing. 10. The motor vehicle clutch (1) according to any one of claims 6 to 9, characterized in that between the bearing (13) supporting the clutch housing (2) and the clutch housing (2) The center plate (9) is arranged between them.