EP1002200A1 - Ensemble d'embrayage - Google Patents

Ensemble d'embrayage

Info

Publication number
EP1002200A1
EP1002200A1 EP99955522A EP99955522A EP1002200A1 EP 1002200 A1 EP1002200 A1 EP 1002200A1 EP 99955522 A EP99955522 A EP 99955522A EP 99955522 A EP99955522 A EP 99955522A EP 1002200 A1 EP1002200 A1 EP 1002200A1
Authority
EP
European Patent Office
Prior art keywords
assembly according
cover
clutch
actuator
component
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Withdrawn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
EP99955522A
Other languages
German (de)
English (en)
Inventor
Alastair John Young
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.)
Automotive Products PLC
Original Assignee
Automotive Products PLC
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
Application filed by Automotive Products PLC filed Critical Automotive Products PLC
Publication of EP1002200A1 publication Critical patent/EP1002200A1/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Withdrawn legal-status Critical Current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
    • F16D25/00—Fluid-actuated clutches
    • F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
    • F16D25/082—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation
    • F16D25/087—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member the line of action of the fluid-actuated members co-inciding with the axis of rotation the clutch being actuated by the fluid-actuated member via a diaphragm spring or an equivalent array of levers

Definitions

  • This invention relates to clutches and in particular to vehicle clutches for use in a vehicle drive line to connect a vehicle engine with an associated transmission.
  • a clutch assembly comprising:
  • a rotary actuator mounted on the cover, the actuator comprising first and second components relative rotation of which varies the effective length of the actuator to move the lever means.
  • first and second components of the rotary actuator are in screw-threaded engagement.
  • first and second components of the rotary actuator may have co-operating ramp surfaces.
  • the assembly may further comprise an actuator means for causing relative rotation of the first and second components.
  • the first and second components may not rotate with the clutch cover and may be supported relative thereto via a support bearing, the first component acting on the lever means via a release bearing
  • the actuator means may comprise an electric motor in which case an armature of the electric motor may be connected to the second component for rotation therewith and the electric motor may further comprise a winding which when energised causes the armature and hence the second component to rotate relative to the first component.
  • the entire electric motor and the first and second components may be supported from the cover as an integral assembly.
  • the winding of the motor may be supported from a housing of the clutch thus allowing installation of the winding on the housing as a separate operation from the mounting of the cover on an associated flywheel.
  • the winding of the electric motor may rotate with the cover and may be fed by slip rings.
  • the first and second components may alternatively rotate with the clutch cover and be supported relative thereto by a support bearing, the first component acting on the lever means and the actuator means, when actuated, tending to brake the rotation of the second component to cause relative rotation between the first and second components to move the lever means.
  • the actuator means may comprise an electric motor in which case an armature of the motor may be connected to the second component for rotation therewith, and the motor may further comprise a winding which when energised actuates the motor armature to brake the second component.
  • the actuation means may comprise a brake member which frictionally engages a co-operating brake surface which rotates with the second component.
  • the brake member may be electrically or hydraulically operated
  • Figure 1 is a diagrammatic radial half section through a clutch assembly embodying the present invention actuated by a stationary electric motor winding;
  • Figure 2 shows an alternative motor actuated clutch assembly in which the motor winding rotates with the clutch cover
  • Figure 3 shows a further alternative motor actuated clutch assembly in which the motor winding can be separately installed on the vehicle from the remainder of the assembly;
  • Figure 4 shows a further alternative clutch assembly in which the actuator rotates with the clutch cover and is activated by a stationary brake
  • Figure 5 shows a modified form of the assembly of figure 4 with a conical brake area
  • Figure 6 shows a further form of motor actuated actuator where the motor applies a braking torque to the second component of the actuator.
  • this shows a clutch assembly 10 having a clutch cover 11, a pressure plate 12 supported from the cover and a diaphragm spring 13 which biases the pressure plate away from the cover towards a driven plate (not shown) which is clamped by the pressure plate against an associated engine flywheel (not shown) to which the cover 11 is secured in a conventional manner.
  • the diaphragm spring 13 has a radially inner portion 14 in the form of conventional finger like levers which are axially displaced by an associated rotary actuator 15 via a release bearing 16.
  • the rotary actuator 15 comprises a first component 17 and a second component 18 which are in screw-threaded engagement.
  • the first component 17 is connected with the radially inner race 16a of release bearing 16 via flange 19 and circlip 20 and is held against rotation relative to an associated clutch housing 21 by a splined support 22.
  • the second component 18 is connected with an armature 23 of an electric motor 24, the electric motor also including a winding 25.
  • the motor 24 is encased in a cover 26 from which the second component 18 of the actuator is supported for rotation via a ball bearing 27 and a plain bearing 28.
  • the cover 26 is held stationary onto the associated clutch housing 21 either by a connection with the splined support 22 or otherwise.
  • Splined support 22 can be formed integrally with cover 26 as shown in figure 3.
  • the motor cover 26 is mounted on the clutch cover 11 via a support bearing 29 since the motor remains stationary when mounted in the vehicle whereas the cover 11 rotates with the associated vehicle flywheel.
  • the entire assembly comprising the cover 11, pressure plate 12, diaphragm spring 13, release bearing 16, rotary actuator 15, motor 24, cover 26 and support bearing 29 is provided as an integral unit to the motor vehicle manufacture together with the associated splined support 22.
  • the assembly is mounted on the associated flywheel together with the associated driven plate and the splined support 22 is then introduced into the splines in the first component 17 when the clutch housing 21 is mounted onto the lower part of the engine.
  • the above described clutch assembly operates as follows. With the clutch fully engaged the diaphragm spring fingers 14 occupy the full line position shown in figure 1 and the motor 24 is not energised. To disengage the clutch the motor winding 25 is energised to cause the armature 23 to rotate the second component 18 in a manner which reduces the effective length of the rotary actuator thus moving the diaphragm spring fingers to the right as viewed in figure 1.
  • Position 14b shows the fully disengaged clutch condition.
  • the clutch is re-engaged by energising the winding 25 of the electric motor in the opposite sense to move the diaphragm fingers 14 to the left.
  • the left hand dotted position 14a indicates the engaged position for a worn clutch.
  • first and second components 17 and 18 need not be in screw- threaded engagement but other means may be provided by which relative rotation of the components varies the effective length of the rotary actuator 15.
  • the components may have co-operating ramp surfaces.
  • the components 17 and 18 of the rotary actuator 15 may not be in direct frictional contact but may have balls, grooved rollers or other friction reducing members acting between the screw threaded members. Such balls and rollers etc. may be also used in any of the other rotary actuator arrangements referred to below. Also, the so-called ball and ramp expander type of rotary actuator may be employed.
  • FIG. 2 shows a modified form of electric motor actuated clutch assembly in which components of a similar function to those referred to in relation to figure 1 have been similarly numbered.
  • the main difference is that the motor cover 30 is secured directly to clutch cover 11 and rotates with the clutch cover.
  • the winding 25 of the motor rotates with cover 30 and is fed with current via slip rings 31 in a conventional manner.
  • FIG 2 operates in a similar fashion to that of figure 1 with movement of the diaphragm fingers 14 being again initiated by feeding the winding 25 with current in the appropriate direction to either lengthen or shorten the effective length of the rotary actuator 15 via the armature 23 which rotates with the second actuator component 18.
  • Figure 3 shows an arrangement similar to that shown in figure 1 with the exception that the main support bearing 29 directly supports the rotary actuator 15 thus eliminating bearing 27 (and associated bearing 28) and the motor cover 26 terminates at location 32 allowing the armature 23 and associated rotary actuator 15 to be withdrawn from within the motor cover 26 by movement to the left as shown by arrow X in figure 3.
  • the splined support 22 is formed integrally with the motor cover 26.
  • the assembly shown in figure 3 may be supplied to the motor manufacturer as a single component or the cover, pressure plate, diaphragm spring, release bearing 16, rotary actuator 15, and motor armature 23 may be supplied as one component and the motor winding 25 and cover 26 may be supplied as a separate component which is separately mountable on the associated clutch housing.
  • the rotary actuator 15 is supported from the cover 11 via a support bearing 29 but rotates with the cover.
  • the second component 18 of the rotary actuator has a flange 18a formed thereon having a braking surface 33 which is engaged by an annular brake member 34 supported on a component 35 which is non rotatably secured to the associated clutch housing.
  • the brake member 34 is displaced axially to the left to engage brake surface 33 by an annular piston 36 which slides in an annular bore 37 and is displaced by pressurisation of an annular chamber 38 via a hydraulic fluid inlet 39.
  • brake member 34 may be displaced axially by an electric motor acting either linearly or via a further screw-thread actuator.
  • brake member 34 to disengage the associated clutch the second component 18 which normally rotates with the clutch cover 11 is braked relative to the stationary clutch housing by operation of brake member 34 to reduce the effective length of rotary actuator 15 thus moving the diaphragm clutch fingers 14 to the right as viewed in figure 4.
  • the clutch is re-engaged when the braking effect is released due to the spring effect of the diaphragm spring 13 which tends to increase the effective length of the rotary actuator 15.
  • a torsion spring (not shown) may be connected between components 17 and 18, this spring being wound up when the brake member 34 is applied and releasing its torsional loading when the brake member 34 is released to assist the diaphragm spring 13 to move the first component 17 to the left.
  • the entire clutch assembly may be supplied to the vehicle actuator as a single unit with the support 35 and associated brake member 34 being separately connectable to the associated clutch housing whilst the cover and associated rotary actuator 15 are connected to the associated flywheel. It will be appreciated that in this arrangement there is no support of the actuator 15 other than via bearing 29 directly onto cover 11.
  • Figure 5 shows a modified version of the arrangement shown in figure 4 in which the braking surface 33 is of a conical form as is the co-operating brake member 34. This allows a greater area of contact thus tending to make the unit more efficient. Again this arrangement may be operated either hydraulically of electrically as described above in relation to figure 4.
  • a radially outwardly facing braking surface could be provided, either on the flange 18a or directly on the second component 18 and the brake member could take the form of a brake band surrounding the braking surface.
  • the diameter of the brake band being variable so that the band can be brought into contact with the braking surface.
  • the brake member can comprise one or more brake shoes which can be brought into contact with, for example, a radially inwardly facing braking surface on the flange 18a.
  • Figure 6 shows a motor actuator arrangement very similar to that shown in figure 3 with the exception that the rotary actuator 15 now rotates with the clutch cover 11 and the non- rotatable motor winding 25 acts to brake the rotation of the second component 18 via the armature 23 to disengage the clutch. Clutch re-engagement is again achieved by the diaphragm spring 13 with or without an assisting torsion spring as in figure 4. Again in this arrangement the armature 23 can be withdrawn to the left as shown by arrow X thus facilitating installation of the assembly in the associated vehicle.
  • the support bearing 29 is arranged to be concentric with the first and second components of the rotary actuator. This arrangement is particularly advantageous as it reduces the overall axial extent of the assembly.
  • the actuator means for causing relative rotation of the first and second components are arranged to be concentric with the first and second components 17 and 18. This arrangement also advantageously reduces the overall axial length of the clutch assemblies.
  • the actuation means are arranged to be concentric with both the first and second components and the support bearing 29 thus further reducing the axial length of the clutch assemblies.
  • the armature 23 of the motor 24 is provided at the end of the radial flange 18a with the support bearing 29 being arranged to lie axially within a recess 18b between the second component 18 and part of the armature 23.
  • the conical braking surface 33 is provided on a portion of radial flange 18a which is angled axially towards the cover 11 and the support bearing 29 is arranged to lie axially within the recess 18b between the second component and at least part of the conical breaking surface 33.
  • the support bearing 29 is used to support the first and second components relative to the cover
  • the support bearing is mounted externally of the cover.
  • This has the advantage of simplifying the procedure for assembling the rotary actuator to the cover compared to an arrangement in which the support bearing is arranged internally of the cover.
  • the cover is provided with an axial projection 11a formed as a fold in the cover and a radially extending inner portion 1 lb for mounting of the support bearing.
  • This construction has the advantage that the cover can be produced as a single component for example by means of a pressing process.
  • the various assemblies described above may also include a flywheel to which the cover is secured and a driven plate located between the pressure plate and flywheel.
  • the flywheel may be a conventional solid flywheel or a twin-mass flywheel in which the flywheel masses are capable of limited relative rotation against the action of a torsional damping means to damp drive-line vibrations.
  • the assembly may include a flexplate for the connection of the flywheel (whether solid or twin-mass) to the associated engine crankshaft.
  • the present assembly is particularly suitable for use with a flex plate [a flexible plate connected adjacent its outer periphery to the flywheel and in its central area to the crankshaft which flexes to cushion engine vibration etc.] since the mounting of the actuator on the cover results in the clutch release loads remaining self- contained within the cover assembly and not axially deflecting the flexplate which would cause loss of clutch release travel.
  • the present invention thus provides a vehicle clutch assembly in which the primary clutch actuator directly mounted on the clutch cover and which can be operated electrically or hydraulically etc. This therefore meets the motor manufacturers requirements of a simple efficient and compact clutch assembly which is easy to install on the associated vehicle.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Mechanical Operated Clutches (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

On décrit un ensemble d'embrayage (10) qui comprend un couvercle d'embrayage (11), un plateau d'embrayage (12) monté sur le couvercle, un ressort diaphragme (13) agissant sur le plateau d'embrayage pour l'éloigner du couvercle, et un levier (14) pour libérer l'embrayage. Un actionneur rotatif (15) monté sur le couvercle comprend un premier élément (17) et un deuxième élément (18) dont la rotation relative varie la longueur effective de l'actionneur pour déplacer le levier. Un mécanisme de l'actionneur (24) peut être installé pour entraîner une rotation relative des premier et deuxième éléments. Dans une forme de réalisation, l'actionneur rotatif (15) ne tourne pas simultanément avec le couvercle (11) et le mécanisme de l'actionneur est équipé d'un moteur électrique (24) qui tourne le deuxième élément relativement au premier élément. Dans une autre forme de réalisation (dessins 4, 5 et 6), l'actionneur rotatif (15) tourne simultanément avec le couvercle (11) et le mécanisme de l'actionneur tend à freiner la rotation du deuxième élément pour entraîner une rotation relative des premier et deuxième éléments.
EP99955522A 1998-06-06 1999-05-28 Ensemble d'embrayage Withdrawn EP1002200A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
GBGB9812150.2A GB9812150D0 (en) 1998-06-06 1998-06-06 Clutches
GB9812150 1998-06-06
PCT/GB1999/001709 WO1999064756A1 (fr) 1998-06-06 1999-05-28 Ensemble d'embrayage

Publications (1)

Publication Number Publication Date
EP1002200A1 true EP1002200A1 (fr) 2000-05-24

Family

ID=10833289

Family Applications (1)

Application Number Title Priority Date Filing Date
EP99955522A Withdrawn EP1002200A1 (fr) 1998-06-06 1999-05-28 Ensemble d'embrayage

Country Status (6)

Country Link
EP (1) EP1002200A1 (fr)
JP (1) JP2002517690A (fr)
AU (1) AU4274199A (fr)
BR (1) BR9906519A (fr)
GB (2) GB9812150D0 (fr)
WO (1) WO1999064756A1 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10138722C5 (de) * 2000-08-17 2017-05-24 Schaeffler Technologies AG & Co. KG Antriebsstrang
DE10113300A1 (de) 2001-03-19 2002-10-02 Compact Dynamics Gmbh Lastschalt-Automatgetriebe für Fahrzeuge
WO2002093032A1 (fr) * 2001-05-17 2002-11-21 Shwji Bay Appareil d'actionnement commande par electricite pour un accouplement rotatif
DE10222719A1 (de) * 2002-02-23 2003-12-04 Ina Schaeffler Kg Elektromotorische Ausrückvorrichtung für eine Schalttrennkupplung
DE10207759A1 (de) * 2002-05-23 2003-09-04 Ina Schaeffler Kg Elektromotorische Ausrückvorrichtung für eine Schalttrennkupplung
DE10216136A1 (de) * 2002-04-12 2003-10-23 Ina Schaeffler Kg Elektromotorische Betätigungseinrichtung
EP1426641A1 (fr) * 2002-12-05 2004-06-09 Getrag Ford Transmissions GmbH Dispositif d'actionnement d'embrayage
AU2003234374A1 (en) * 2003-06-06 2005-01-04 Jose Manuel Braga Gomes Albuquerque Clutch actuation system with a synchronised electrical generator
DE102004015761A1 (de) * 2004-03-31 2005-10-20 Ina Schaeffler Kg Ausrückvorrichtung für eine Schalttrennkupplung
EP1586784A1 (fr) * 2004-04-16 2005-10-19 LuK Lamellen und Kupplungsbau Beteiligungs KG Méthode et actionneur d'embrayage pour actionner au moins un embrayage dans une transmission d'un véhicule
KR100748666B1 (ko) * 2005-12-09 2007-08-10 현대자동차주식회사 차량용 리니어식 클러치 시스템 및 그 제어방법
DE102006010678A1 (de) * 2006-03-08 2007-09-13 Zf Friedrichshafen Ag Betätigungseinrichtung für eine automatische Fahrzeugkupplung
DE102006042478A1 (de) * 2006-09-09 2008-03-27 Zf Friedrichshafen Ag Elektromotorischer Aktuator zur Auslenkung eines mechanischen Teils
DE102007007759A1 (de) * 2006-11-17 2008-05-21 Borgwarner Inc., Auburn Hills Kupplungsaktuatorik mit Bremseinrichtung und Kupplung mit einer solchen Kupplungsaktuatorik
DE102007010765A1 (de) * 2007-03-06 2008-09-11 Zf Friedrichshafen Ag Elektromechanischer Kupplungsaktuator
FR3011301B1 (fr) 2013-10-02 2015-09-25 Valeo Embrayages Actionneur pour systeme de transmission
FR3032759B1 (fr) * 2015-02-13 2017-02-17 Valeo Embrayages Actionneur pour systeme de transmission
CN106678196A (zh) * 2016-07-26 2017-05-17 上海迪鲲机电科技有限公司 一种基于弹簧助力的离合器执行机构

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DE1122840B (de) * 1956-07-19 1962-01-25 Klaue Hermann Elektromagnetisch betaetigte Reibscheibenkupplung fuer Kraftfahrzeuge
US4936428A (en) * 1987-11-13 1990-06-26 Automotive Products Plc Electric clutch actuator
US4903806A (en) * 1988-05-06 1990-02-27 Dana Corporation Hydraulically actuated release mechanism for a clutch
GB9023913D0 (en) * 1990-11-02 1990-12-12 Automotive Prod Plc Friction clutch cover assemblies
CA2143065C (fr) * 1994-02-22 1999-11-16 Gregory J. Organek Mecanisme de verrouillage double action pour actionneur de rampe
US5441137A (en) * 1994-05-04 1995-08-15 Eaton Corporation Clutch with a centrifugally applied ball ramp actuator
DE4434762B4 (de) * 1994-09-29 2008-01-03 Zf Sachs Ag Reibungskupplung

Non-Patent Citations (1)

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Title
See references of WO9964756A1 *

Also Published As

Publication number Publication date
GB9812150D0 (en) 1998-08-05
JP2002517690A (ja) 2002-06-18
WO1999064756A1 (fr) 1999-12-16
BR9906519A (pt) 2000-07-25
GB2341905A (en) 2000-03-29
GB0001535D0 (en) 2000-03-15
GB2341905B (en) 2002-10-30
AU4274199A (en) 1999-12-30

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