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EP1313970A1 - Dispositif pour actionner un embrayage - Google Patents

Dispositif pour actionner un embrayage

Info

Publication number
EP1313970A1
EP1313970A1 EP01969205A EP01969205A EP1313970A1 EP 1313970 A1 EP1313970 A1 EP 1313970A1 EP 01969205 A EP01969205 A EP 01969205A EP 01969205 A EP01969205 A EP 01969205A EP 1313970 A1 EP1313970 A1 EP 1313970A1
Authority
EP
European Patent Office
Prior art keywords
clutch
electric motors
actuating
transmission path
common
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP01969205A
Other languages
German (de)
English (en)
Inventor
Rolf Mack
Thomas Lott
Rainer Becker
Uwe Velte
Christian Meyer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from DE10056004A external-priority patent/DE10056004A1/de
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP1313970A1 publication Critical patent/EP1313970A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
    • F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D29/00—Clutches and systems of clutches involving both fluid and magnetic actuation
    • F16D29/005—Clutches and systems of clutches involving both fluid and magnetic actuation with a fluid pressure piston driven by an electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H61/32—Electric motors , actuators or related electrical control means  therefor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2823—Controlling actuator force way characteristic, i.e. controlling force or movement depending on the actuator position, e.g. for adapting force to synchronisation and engagement of gear clutch

Definitions

  • the invention is based on a device for actuating a clutch according to the preamble of claim 1.
  • Devices for actuating a clutch are used for motor vehicle drives with an internal combustion engine and a fully or partially automatically switchable, mechanical manual transmission, which have an electronically controllable clutch actuator with an electric motor and an actuating gear.
  • the clutch or the clutches can be used to start the vehicle or to shift the transmission.
  • Such a motor vehicle drive is known from US Pat. No. 5,441,462, in which an electronic control unit controls a clutch actuator as a function of operating parameters and driving parameters.
  • a clutch actuator with an electric motor for engaging and disengaging a vehicle clutch is known from DE 197 01 739 AI.
  • the electric motor operates via a Tongue gear in the form of a worm gear with a drive worm and a worm wheel an axially displaceably guided plunger, which acts on a transmitter unit of a hydraulic transmission link to the clutch.
  • clutch actuators with different electric motors and reduction gears must be developed, manufactured and kept ready.
  • the clutch actuators housed in the housing can act on a clutch via an output together via a path of the transmission path.
  • two outputs can also be provided, which can act on a common coupling over largely separate paths of the transmission link or on different couplings over completely separate paths.
  • the outputs and transmission links are designed for the intended task and the desired transmission behavior.
  • the redundancy of the clutch actuator and the subsequent components can increase the reliability of the device.
  • the clutch actuator and the subsequent paths of the transmission link can be designed to be largely diversified, which further increases the reliability and the transmission behavior can be modified in a variety of ways.
  • the transmission path adjoining the clutch actuator can be freely selected. It can have multiple paths and composed of mechanical, hydraulic or pneumatic components or a combination of these. It can expediently contain summation elements which add up the actuating force and / or the actuating path, that is to say the actuating work, of the individual clutch actuators. Furthermore, converters can be provided in the transmission path in order to convert the accumulated positioning work into positioning forces and positioning paths, as are required for the respective application.
  • the clutch actuators work against the force of one or more clutch springs when opening the clutch, while they are supported by the force of the clutch spring when the clutch is closed. It is therefore expedient to provide energy stores which support the clutch actuators when the clutch is opened and are charged when the clutch is closed.
  • energy stores can be designed as spring stores, the spring elements of which are prestressed during the closing of the clutch and relax during the opening of the clutch.
  • the spring elements can be designed as tension or compression springs in the form of coil springs, plate springs, gas springs, rubber springs, etc.
  • the spring accumulators can also compensate for differences between the clutch actuators acting together.
  • the individual clutch actuators can expediently by an electronic control unit, for. B. an externally arranged overall electronics or by already existing integrated electronic control units can be controlled, each control unit being associated with each electric motor.
  • the separate control units either work independently or they are coupled according to the master-slave principle. In all variants, it is advisable to control the electric motors of the clutch actuators out of phase in such a way that their starting currents do not add up. Furthermore, the height of the starting flow can be limited by the electronic control. As a result, the current fluctuations in the vehicle electrical system are kept lower than would be possible with a single electric motor with high current consumption.
  • the device according to the invention can thus be integrated into a conventional on-board L0 power network in all vehicles.
  • FIG. 25 shows a partial longitudinal section through a clutch actuator
  • FIG. 2 shows a basic circuit diagram of an apparatus according to the invention
  • FIG. 3 shows a variant of FIG. 2
  • FIG. 4 shows a schematic plan view of an arrangement of two clutch actuators in a common housing
  • 5 shows an elevation of FIG. 4 and FIGS. 6-8 variants of FIG. 4.
  • the device according to the invention for actuating a clutch 36 has a plurality of clutch actuators 10 which act via a transmission link 30 on an actuator 34 provided directly on the clutch 36 (FIG. 2).
  • Each clutch actuator 10 comprises an electric motor 12 which can be controlled by an electronic control unit 40 and an actuating gear 14 which is designed as a reduction gear.
  • the actuating gear 14 has a worm 16 which is driven by the electric motor 12 and which meshes with a worm wheel 18. This is articulated on the end face to an axially displaceable plunger 20 which acts on an input element of a transmitter unit 22 of a transmission link 30.
  • the transmission path 30 can have a plurality of paths 70, 72, 74 and contain mechanical, hydraulic or pneumatic components.
  • the transmission link 30 is carried out hydraulically.
  • the encoder unit 22 shown has as the input element a master piston 24, which is connected to the plunger 20 and is axially movably guided in a master cylinder 26.
  • a connection 28 is provided on the master cylinder 26, via which the master unit 22 is connected to a correspondingly constructed slave unit 32 on the actuator 34, not shown in detail, by connecting lines 38.
  • the actuating force acting on the push rod 20 and the actuating path achieved result from the torque of the electric motor 12 and the reduction ratio of the actuating gear 14. Accordingly, the piston 24 (FIG.
  • the master piston 24 and master cylinder 26 of the master unit 22, result in the same actuating forces and adjusting paths on the slave unit 32 as on the master unit 22.
  • a plurality of clutch actuator 10 are arranged parallel to each other ⁇ and they act via parallel, largely separate paths 70, 72, 74 of the transmission line 30 as shown in Fig. 2 indicated by broken lines, to the actuator 34, then the force multiplied with the same travel range according to the number of clutch actuators.
  • the slave units 32 can act individually on the circumference of the actuator 34 or be integrated into a common slave unit 32, the cross-sectional area of the common slave piston corresponding to the sum of the cross-sectional areas of the master piston 24.
  • the actuating work of the clutch actuators 10 can be summed in the common slave unit or already at the output of the transmitter units 22 through a common collecting line or a common collecting space.
  • FIG. 3 shows a variant which corresponds to a series connection of the clutch actuators 10.
  • the transmitter units 22 work together with slave units 32, which can also be integrated into a common slave unit 32.
  • the cross-sectional areas of the slave pistons and slave cylinders of the slave units 32 together are the same as the cross-sectional areas of the master pistons and master cylinders, with separate slave units 32 connecting a slave piston with a slave cylinder connected in series, so that the travel ranges of the individual slave units add up.
  • the connecting lines 38 which can also be connected to one another by a manifold between the transmitter units 22 and the common slave unit 32, lead into the common slave cylinder of the slave unit 32, the actuating path being multiplied in accordance with the number of transmitter units 22, if the cross-sectional area of the common slave piston corresponds to the cross-sectional area of a master piston.
  • the ratio of the actuating force to the actuating travel can be modified by the ratio of the total cross-sectional area of the transmitter units 22 to the common cross-sectional area of the slave unit 32, although the actuating work remains constant unless the number of clutch actuators 10 is changed.
  • two clutch actuators 10 and 42 are accommodated in a housing 46.
  • the electric motors 12 and 44 drive threaded spindles 48 and 50, which work together with gear nuts 52 and 54 and adjust them axially in accordance with the direction of rotation of the electric motors 12, 44.
  • the gear nuts 52, 54 act on outputs 22, 60, output 22 being a hydraulic transmitter unit, while the output 60 is mechanically configured diversely.
  • Paths 70 and 72 of transmission path 30 connect to outputs 22 and 60.
  • the two clutch actuators 10 and 42 can act together on one clutch 36 or operate two different clutches 36, which may require different actuating behavior.
  • Energy storage devices 56, 58 act on the gear nuts 52, 54 in the form of spring elements, the pretension of which is increased when the clutches 36 are closed, and which support the clutch actuators 10 and 42 when the clutches 36 are opened. As a result, the torque of the electric motor 12, 44 required to open the clutch 36 is reduced and the torque required to close the clutch 36 is adapted to the opening torque. Furthermore, differences in the torque curve of the clutch actuators 10 and 42 can be equalized with one another by the energy stores 56, 58.
  • the redundant arrangement of the clutch actuators 10 and 42 and the redundant design of the paths 70 and 72 increase the reliability of the device according to the invention and in particular if the paths 70 and 72 are diversified, e.g. hydraulic and mechanical.
  • the electric motors 12 and 44 of the clutch actuators 10 and 42 can act together on an output 22 or 60 by coupling the axially displaceable threaded nuts 52, 54 to one another. In this case, one of the outputs 22 or 60 is not required, depending on which transmission behavior is required for the respective application.
  • the electric motors 12, 44 drive the threaded spindle together via a summation stage 68, so that the summed actuating work of the electric motors 12 and 44 is available at the output 22.
  • the threaded spindle 50 can also be driven via the summation stage, depending on which transmission behavior is desired at the outputs 22 or 60.
  • the electric motors 12 of the clutch actuators 10 according to FIG. 2 or 3 and the electric motors 12 and 44 according to FIG. 7 are controlled by the common electronic control unit 40, while the electric motors 12, 44 according to FIGS. 4, 6 or FIG. 8 separate control units 64, 66 are assigned.
  • the separate control units 64, 66 are coupled to one another according to the master-slave principle, so that one of the control units 64, 66 takes on a leading role.
  • a common electrical connection 62 is provided for the control units 64, 66 and is connected via a plug 76 to an on-board electrical system and external control elements (not shown in more detail).
  • the electric motors 12, 44 are expediently phase-shifted so that their starting currents do not add up. Furthermore, the starting current of the individual electric motors 12, 44 is advantageously limited, so that the current fluctuations in the vehicle electrical system are kept lower than would be possible with a single electric motor with high current consumption.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention se fonde sur un dispositif destiné à actionner un embrayage, notamment pour des transmissions d'automobiles. Ce dispositif comprend un actionneur d'embrayage (10,42) à commande électronique, qui comprend un moteur électrique (12,44) et un réducteur de positionnement (14 ; 48,52 ; 50,54) à effet réducteur et qui agit sur un embrayage (36) par l'intermédiaire d'une section de transmission (30). Il est prévu que plusieurs moteurs électriques (12,44) agissent conjointement en parallèle et/ou en série sur un embrayage (36).
EP01969205A 2000-08-23 2001-08-01 Dispositif pour actionner un embrayage Withdrawn EP1313970A1 (fr)

Applications Claiming Priority (5)

Application Number Priority Date Filing Date Title
DE10041447 2000-08-23
DE10041447 2000-08-23
DE10056004A DE10056004A1 (de) 2000-08-23 2000-11-11 Vorrichtung zum Betätigen einer Kupplung
DE10056004 2000-11-11
PCT/DE2001/002918 WO2002016807A1 (fr) 2000-08-23 2001-08-01 Dispositif pour actionner un embrayage

Publications (1)

Publication Number Publication Date
EP1313970A1 true EP1313970A1 (fr) 2003-05-28

Family

ID=26006795

Family Applications (1)

Application Number Title Priority Date Filing Date
EP01969205A Withdrawn EP1313970A1 (fr) 2000-08-23 2001-08-01 Dispositif pour actionner un embrayage

Country Status (5)

Country Link
US (1) US20020148699A1 (fr)
EP (1) EP1313970A1 (fr)
JP (1) JP2004507681A (fr)
AU (1) AU2001289548A1 (fr)
WO (1) WO2002016807A1 (fr)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP4539008B2 (ja) * 2002-07-10 2010-09-08 トヨタ自動車株式会社 複数クラッチ式変速機及び変速制御装置
ATE370347T1 (de) * 2002-11-20 2007-09-15 Luk Lamellen & Kupplungsbau Hydraulisches system
DE102004019280A1 (de) * 2004-04-21 2005-11-17 Zf Friedrichshafen Ag Kupplung
FR2870485B1 (fr) * 2004-05-19 2006-07-07 Renault Sas Procede et dispositif de commande d'une boite de vitesse
DE102004033439C5 (de) * 2004-07-08 2009-02-26 Getrag Driveline Systems Gmbh Antriebsstrang für ein Kraftfahrzeug
DE102007022792A1 (de) * 2007-05-11 2008-11-20 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Kupplungsstellvorrichtung für ein manuelles Schaltgetriebe eines Fahrzeugs und entsprechendes Steuerungsverfahren
JP4934548B2 (ja) * 2007-08-27 2012-05-16 本田技研工業株式会社 車両の油圧機構
US20100089053A1 (en) * 2008-10-13 2010-04-15 Honeywell International Inc. Hybrid electromechanical/hydro-mechanical actuation control system
US9066713B2 (en) 2010-10-26 2015-06-30 Medtronic Ardian Luxembourg S.A.R.L. Neuromodulation cryotherapeutic devices and associated systems and methods
WO2015043590A1 (fr) * 2013-09-24 2015-04-02 Schaeffler Technologies AG & Co. KG Actionneur d'embrayage hydrostatique
WO2015149775A1 (fr) * 2014-04-02 2015-10-08 Schaeffler Technologies AG & Co. KG Concept d'actionneur modulaire pour actionneur d'embrayage
CN108910735B (zh) * 2018-06-22 2020-04-21 宁波联达绞盘有限公司 一种电子离合驱动机构及绞盘

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19729096A1 (de) * 1997-07-08 1998-09-24 Bosch Gmbh Robert Anordnung in einem Kraftfahrzeug mit einem Getriebesteller und einem Kupplungssteller
DE69820004T2 (de) * 1997-10-21 2004-06-03 Honda Giken Kogyo K.K. Antriebseinheit für Fahrzeug
DE19916169A1 (de) * 1998-04-14 1999-10-21 Mannesmann Sachs Ag Stelleinrichtung und Stellglied für diese
US6012561A (en) * 1998-09-15 2000-01-11 Chrysler Corporation Dual clutch design for and electro-mechanical automatic transmission having a dual input shaft
JP2003512217A (ja) * 1999-04-15 2003-04-02 ルーク ラメレン ウント クツプルングスバウ ベタイリグングス コマンディートゲゼルシャフト 互いに平行に配置された２つのアクチュエータを備えた操作装置
DE19941474A1 (de) * 1999-09-01 2001-03-15 Bosch Gmbh Robert Elektromotorischer Antrieb, insbesondere für automatische Schaltgetriebe in Nutzkraftwagen

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO0216807A1 *

Also Published As

Publication number Publication date
WO2002016807A1 (fr) 2002-02-28
AU2001289548A1 (en) 2002-03-04
JP2004507681A (ja) 2004-03-11
US20020148699A1 (en) 2002-10-17

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