EP3247919A1 - Système d'embrayage - Google Patents

Système d'embrayage

Info

Publication number
EP3247919A1
EP3247919A1 EP15707263.8A EP15707263A EP3247919A1 EP 3247919 A1 EP3247919 A1 EP 3247919A1 EP 15707263 A EP15707263 A EP 15707263A EP 3247919 A1 EP3247919 A1 EP 3247919A1
Authority
EP
European Patent Office
Prior art keywords
clutch
pressure plate
radius
coupling device
spring
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Withdrawn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
EP15707263.8A
Other languages
German (de)
English (en)
Inventor
Jens BOHNEN
Florian Vogel
Markus Hausner
Philippe Wagner
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Publication of EP3247919A1 publication Critical patent/EP3247919A1/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Withdrawn legal-status Critical Current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
    • 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
    • F16D25/083—Actuators 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D13/00—Friction clutches
    • F16D13/58—Details
    • F16D13/75—Features relating to adjustment, e.g. slack adjusters
    • F16D13/757—Features relating to adjustment, e.g. slack adjusters the adjusting device being located on or inside the clutch cover, e.g. acting on the diaphragm or on the pressure plate
    • 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
    • F16D2300/00—Special features for couplings or clutches
    • F16D2300/26—Cover or bell housings; Details or arrangements thereof

Definitions

  • the present invention relates to a clutch system with a clutch device, in particular with a friction clutch for a drive train of a motor vehicle.
  • iDP (swing radius - actuation radius) / (effective radius - swing radius).
  • the pressure plate assembly is a pre-assembled subassembly of the coupling device, i. the actual friction clutch, and usually includes all components of the coupling device minus the counter-pressure plate and the clutch disc.
  • the coupling device and actuator have been independently optimized.
  • the coupling device this meant that the translation Ratio of the printing plate assembly has been considered in a range of 2.6 to 4.5 as a standard in the automotive industry, in particular, because in the automotive manufacturers, the coupling device and the actuator are usually associated with different, separate in the development, subject areas.
  • the coupling device is usually associated with the subject of powertrain, while the actuator is usually associated with the subject area chassis.
  • an optimal design of the entire coupling system consisting of the coupling device and the actuator has not yet taken place.
  • the coupling device Based on the path-related efficiency of the entire coupling system, the coupling device has the following effects:
  • the plate spring By the actuator, the plate spring is acted upon disengagement on the plate spring tongues with the disengaging force.
  • the plate spring tongues are initially bent so far in the axial direction until their spring force corresponds to the applied release force. The way spent for this is not converted according to the translation of the coupling device or the pressure plate assembly in Abhub, but must be additionally applied. Stiffer disc spring tongues and / or lower release forces can reduce this path loss.
  • the release force is lower at a higher ratio of the pressure plate assembly, whereby the deflection of the plate spring tongues is reduced.
  • the disk spring bearing formed by the wire ring moves along with the clutch cover support in the axial direction, wherein the Ausschweg as long as can not be translated into Abhub until the clutch cover has taken its force-free position.
  • the plate spring is preferably supported on a support plate-side support spring, which is rigidly connected in the axial direction with the clutch cover and which also constitutes a part of the pivotable mounting of the plate spring. Due to the rigid connection of the support spring on the clutch cover, the release force causes further compression of the clutch cover, this further spring also can not be translated into Abhub the pressure plate.
  • the rigidity of the clutch cover increases when the pivotable mounting, in particular the wire ring support, lies radially further outward for increasing the transmission ratio. The higher lid stiffness causes less deformation of the clutch cover, making the clutch cover generally thinner-walled, i. less stiff, and thus can be designed more cost-effective.
  • the path-related optimization of the entire clutch system with the increase of the gear ratio of the coupling device or the pressure plate assembly also has an effect on the actuator, which is subsequently preferably designed as a fluidic actuator for engaging and / or disengaging the coupling device.
  • Fluidic losses due to deformation on seals and lines When the coupling device is actuated, a pressure arises in the fluidic actuating device which depends on the applied disengagement force and on the surface of the slave piston in the slave cylinder. When disengaging a fluid volume is moved from the master cylinder via a fluid line in the slave cylinder. From the area ratio of slave piston to master piston results in the ratio of the clutch hydraulic iH.
  • the clutch pedal acts as a lever and converts the actuation energy of the driver's foot into the actuation energy on the master cylinder. Due to its limited stiffness, the energized clutch pedal springs around a path that can not be translated into a stroke of the master cylinder and therefore is not available for operation of the clutch device. A lesser path loss on the clutch pedal can be achieved by a stiffer clutch pedal and / or a lower pedal force. In particular, the increase in the gear ratio of the pressure plate assembly leads to a reduction in the pedal force and thus to a lower path loss of the clutch pedal.
  • the clutch cover and with it the entire coupling system can be made particularly cost-effective.
  • the plate spring is pivotally mounted in the region of the pivot radius on the clutch cover.
  • the pivotable mounting on the clutch cover comprises at least one wire ring and / or at least one support spring, with / with which the plate spring clutch cover side and / or pressure plate side is in abutment.
  • pivotable mounting clutch cover side hooks and / or bolts comprises, by which the plate spring is mounted directly or indirectly on the clutch cover pivotally. This type of storage allows particularly low path loss.
  • the clutch pedal is equipped with an over-center spring, which reduces the maximum pedal force on the clutch pedal by 30 N to 50 N, preferably by 35 N to 45 N. This reduces the operating forces that the driver of the motor vehicle must exert on the clutch pedal to the coupling device disengage.
  • the over-center spring enables optimization of the travel losses in the clutch system.
  • the clutch pedal has a maximum pedal travel of 120 mm to 160 mm, preferably from 130 mm to 150 mm. Based on the clutch system, the efficiency of the entire clutch system can thus be optimized without resulting in differences from the usual operation for the driver.
  • the coupling device may preferably be provided with a wear adjustment device.
  • the wear adjustment device is preferably a path-based wear adjustment device.
  • the wear adjustment device preferably has an adjusting ring, which is mounted in the axial direction between the pressure plate and the plate spring, in particular the force edge of the plate spring, clamped.
  • the adjusting ring On its surface facing away from the plate spring, the adjusting ring has ramps which are slidably mounted on counter ramps, which are preferably embedded in the pressure plate, so that upon a relative rotation of the adjusting the ramps of the adjusting slide along the counter ramps, whereby the distance between the Pressure plate and the pressure plate facing away from the surface of the adjusting ring, with which the adjusting ring is in contact with the plate spring changed.
  • the drive of the adjusting ring is preferably carried out by a spindle drive which can be driven by a drive pawl.
  • a spindle drive which can be driven by a drive pawl.
  • Is not yet trailing clutch wear sufficiently large skips when engaging the coupling device, the tongue of the drive pawl a tooth of a drive pinion of the spindle drive, whereby the clutch wear is sensed, and engages in the subsequent disengagement of the coupling device in the subsequent tooth root of the drive pinion, wherein in the course of further disengaging the drive pinion and thus the entire spindle drive is rotated by the drive clinic.
  • This rotational movement is transmitted from the spindle drive on the adjusting ring, which in turn is rotated in order to readjust the previously sensed by the drive pawl clutch wear.
  • Figure 1 is a sectional view of an embodiment of a coupling system with a coupling device and an actuating device
  • FIG. 2 shows a detailed view of the coupling device from FIG. 1.
  • Figures 1 and 2 relate to a preferred embodiment of a coupling system 1 for a motor vehicle, wherein the coupling system 1 comprises a coupling device 2 and an actuating device 3.
  • the coupling system 1 comprises a coupling device 2 and an actuating device 3.
  • Features that are not marked in the present description as essential to the invention are to be understood as optional. Therefore, the following description also relates to other embodiments of the coupling system 1 in its entirety, the coupling device 2 or the actuator 3, the sub-combinations of the features to be explained below.
  • the coupling device 2 shown in detail in FIG. 2 is part of the coupling system 1 shown in FIG.
  • the coupling device 2 is rotatably mounted about a rotational axis D and has at least one pressure plate 5, at least one counter-pressure plate 4 and at least one in the axial direction A of the coupling device 2 between the pressure plate 5 and the counter-pressure plate 4 arranged clutch disc 6.
  • the counter-pressure plate 4 is firmly connected to a clutch housing, in particular a clutch cover 7, in particular screwed.
  • the pressure plate 5 is rotatably mounted in the clutch cover 7 and in the axial direction A of the coupling device 2 limited displacement.
  • the pressure plate 5 is non-rotatably attached to the clutch cover 7 by means of a plurality of unillustrated, in the circumferential direction U of the Kupplungsvor- device 2 spaced leaf springs and away from the counter-pressure plate 4, i. with reference to Figure 1 to the right, biased.
  • the coupling device 2 a plate spring 8, which is supported on the housing side or coupling cover side and can be actuated by the actuator 3.
  • the clutch cover side support can be done, for example, by a mounted on the clutch cover 7, pivotable storage 1 1, through which the plate spring 8 is suspended tilted.
  • the plate spring 8 has a force edge 9.
  • the force edge 9 can act on Anpressplattennocken directly on the pressure plate 5, but can also, as shown in Figures 1 and 2, via an adjusting ring, which is assigned to a, preferably wegbas functioning, wear adjuster 16, indirectly act on the pressure plate 5.
  • the pressure plate 5 Since due to the slip speed in the construction of the friction, both the friction linings of the clutch disc 6 and to a lesser extent the friction surfaces of the counter-pressure plate 4 and the pressure plate 5 are subject to wear, the pressure plate 5 must move closer and closer to the counter pressure plate 4 over the life of the coupling device 2 be to compensate for the decrease in the thickness of the friction linings and the strength of the friction surfaces in the axial direction A and produce the frictional engagement or the coupling device 2 can engage. As a result, the installation position of the plate spring 8 would change. To compensate for this and thus to keep the installation position of the plate spring 8 constant. th, in the coupling device 2, the aforementioned wear adjusting device 16 is preferably formed.
  • the wear adjusting device 16 has a spindle drive, on which or on the spindle shaft of a drive pinion is arranged rotationally fixed.
  • the entire spindle drive is rotatably mounted on the pressure plate 5 by at least one spindle bearing device, wherein the spindle bearing device is connected, in particular screwed or riveted, to a side of the pressure plate 5 facing away from the clutch disc 6, for example.
  • a spindle nut of the spindle drive is connected to the adjusting ring, wherein a rotational movement of the spindle drive is converted into a translational movement of the spindle nut and the translational movement of the spindle nut is converted into a rotational movement of the adjusting ring.
  • the adjusting ring is designed as a ramp ring. Ramps of the adjusting ring are slidably mounted on counter ramps, which are formed on the side facing away from the clutch disc of the pressure plate 5, preferably in the pressure plate 5 are recessed.
  • the drive pinion is provided on its lateral surface with a tooth structure having a certain pitch or tooth width.
  • the drive pinion has in the transverse direction of the coupling device 2 on opposite side surfaces or end faces, which limit the drive pinion in the transverse direction.
  • a free end of a drive pawl of the wear adjustment device 16 is designed to be able to engage substantially in a form-fitting manner in the tooth structure of the drive pinion.
  • the drive pawl has one, two or more than two latching tongues extending essentially in the axial direction A of the coupling device 2 in the direction of the drive pinion, which are designed to be able to engage in positive engagement with the toothed structure of the drive pinion, preferably alternately. If at least two latching tongues are present, the latching tongues preferably have a length difference which is less than the pitch of the toothed structure of the drive pinion.
  • the respective latch tongue is biased in the radial direction R of the coupling device 2 against the drive pinion, so that the engagement may additionally also have a non-positive component.
  • the drive pawl is biased in the axial direction A of the coupling device 2 against the drive pinion.
  • the drive pawl preferably has a spring section, which merges into the latch tongue or into the latch tongues.
  • the spring portion of the drive pawl preferably extends substantially in the radial direction R of the coupling device 2 and is connected to the clutch housing, in particular the clutch cover 7, for example screwed or riveted.
  • the spring portion is arranged on the outside of the clutch cover 7, so that the latch tongue extends through a recess in the clutch cover 7 inwardly to the drive pinion.
  • the spring portion is arranged on the inside of the clutch cover 7.
  • the elastic bias of the spring portion against the clutch cover 7 and in the axial direction A of the coupling device 2 can be supported by a bias plate.
  • a bias plate for example, with the force edge 9 of the plate spring 8 or with the plate spring side surface of the adjusting ring is brought into contact or is in abutment, the biasing plate can be lifted from the spring portion to axial vibrations of the pressure plate 5 in the disengaged state of the coupling device 2 to prevent unwanted wear adjustment and / or damage to the wear adjustment 16, in particular the latch tongue with blocked spindle drive.
  • the possible relative travel between the drive pawl and the drive pinion of the spindle drive can be limited by the stop.
  • the pressure plate 5 moves toward the reaction plate 4, i. with reference to Figure 1 to the left.
  • the free end of the latch tongue of the drive pawl slides or slide the free ends of the latch tongues of the drive pawl over a tooth flank of the tooth structure of the drive pinion. If there is sufficient clutch wear, the pressure plate 5 must continue to move toward the counter-pressure plate 4, so that finally a free end of at least one latch tongue, which skips tooth tip following the tooth flank.
  • the wear adjuster 16 preferably includes at least one pawl formed and arranged to prevent the drive pinion from reverse rotation, i. against a rotation counter to the first direction of rotation to lock.
  • the pivotable bearing 1 1 of the plate spring 8 is realized by a clutch cover side wire ring 13 and a pressure plate side support spring 14.
  • the plate spring 8 is pivotally mounted in the region of its pivoting radius 17 on the clutch cover 7.
  • the pressure plate-side support spring 14 is held in the axial direction A of the coupling device 2, for example by setting heads of Tellerfederzentrierbolzen 15 and biased in the direction of the clutch cover 7 against the plate spring 8. At the same time can be done by the Tellerfederzentrierbolzen 15 and a rotation of the support spring 14 in the circumferential direction U of the coupling device 2.
  • the pivotable bearing 1 1 on the clutch cover 7 comprises at least one wire ring 13 and / or at least one support spring 14, with / to which the plate spring 8 clutch cover side and / or pressure plate side is in abutment.
  • the pivotable mounting 1 1 further comprises coupling cover side hooks and / or bolts, in particular Tellerfederzentrierbolzen 15 through which the plate spring 8 is indirectly or directly attached to the clutch cover 7 pivotally.
  • cover side hooks and / or bolts in particular Tellerfederzentrierbolzen 15 through which the plate spring 8 is indirectly or directly attached to the clutch cover 7 pivotally.
  • the support spring 14 it is also possible, for example, to use a second, pressure-plate-side wire ring for forming the pivotable bearing 11 of the plate spring 8.
  • wire rings for example, when the Tellerfederzentrierbolzen 15 or other clutch cover side sections are provided with corresponding cam portions through which the plate spring 8 can be mounted directly pivotable.
  • the pivoting radius 17 defines the distance from the pivot point defined by the pivotable bearing 1 1 of the disc spring 8 to the rotational axis D of the coupling device 2.
  • the actuating radius 18 defines the distance from the contact point of the actuator 3, usually a release bearing 22 of the actuator 3, on the plate spring 8, More specifically, the diaphragm spring tongues 10, the axis of rotation D of the coupling device 2.
  • the effective radius 19 defines the distance from the support point of the plate spring 8, more precisely from the contact point of the force edge 9 of the plate spring 8, on the pressure plate 5, usually the Anpressplattennocken or the adjusting ring of anpressplatten serviceen wear adjustment 16, the axis of rotation D of the coupling device. 2
  • the plate spring 8 acts on the radial direction R of the coupling device 2 outside the pivot radius 17 arranged Wirkradius 19 on the pressure plate 5. Further, the plate spring 8 on the radial direction R within the pivot radius 17 arranged actuating radius 18 by the actuator 3, more precisely the release bearing 22 of the actuator 3, operable.
  • the actuating device 3 is preferably designed as a fluidic actuating device, in particular as a hydraulic or semi-hydraulic actuating device 3.
  • a slave piston 21 is arranged limited displaceable.
  • the slave cylinder 20 is connected via a fluid line 23 to a master cylinder 24 of the actuator 3.
  • a master piston 25 is arranged displaceably limited, wherein a displacement of the master piston 25 via the fluid line 23 and the fluid displaced therein causes a displacement of the slave piston 21.
  • the slave piston 21 in turn acts on the release bearing 22 to disengage the coupling device 2 on the plate spring tongues 10 or constructivetücken.
  • a clutch pedal 27 is rotatably mounted on a pedal bracket 26.
  • the pedal bracket 26 is usually arranged in the footwell of the motor vehicle. Between a starting position and a maximum compressed position, the clutch pedal 27 can cover a maximum pedal travel 28, wherein the maximum pedal travel 28 describes a part of a circular path.
  • the clutch pedal 27 is equipped with an over-center spring to provide the maximum pedaling force that the driver of the power train vehicle with his foot must apply to disengage the coupling device 2, reduce.
  • iH (area slave piston) / (area master piston).
  • the clutch pedal translates
  • the clutch pedal 27 preferably has a maximum pedal travel 28 of 120 mm to 160 mm, in particular preferably of 130 mm to 150 mm.
  • the clutch pedal 27 is equipped with an over-center spring, which reduces the maximum pedal force on the clutch pedal 27 by 20% to 40%, preferably by 25% to 35%.
  • the maximum pedal force on the clutch pedal 27 is reduced in absolute terms by 30 N to 50 N, preferably by 35 N to 45 N.
  • the preceding embodiments relate to a coupling system 1 with a coupling device 2 and an actuating device 3 for engagement and / or disengagement of the coupling device 2, wherein the coupling device 2 at least one counter-pressure plate 4, at least one clutch cover 7 with at least one on a pivot radius 17 pivotally mounted disc spring.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

Système d'embrayage (1) comprenant un dispositif d'embrayage (2) et un dispositif d'actionnement (3) servant à fermer et/ou ouvrir le dispositif d'embrayage, ce dernier comprenant au moins un plateau de réaction (4), au moins un couvercle d'embrayage (7) comportant au moins une rondelle Belleville (8) montée pivotante sur un rayon de pivotement (17), et au moins un plateau de pression (5) pouvant être déplacé de manière limitée par l'intermédiaire de la rondelle Belleville (8) dans le sens axial (A) du dispositif d'embrayage et servant à serrer par friction un disque d'embrayage (6) entre le plateau de pression (5) et le plateau de réaction (4), la rondelle Belleville agissant sur le plateau de pression sur un rayon d'action situé dans le sens radial du dispositif d'embrayage à l'extérieur du rayon de pivotement, et pouvant être actionnée par le dispositif d'actionnement sur un rayon d'actionnement situé dans le sens radial à l'intérieur du rayon de pivotement. iDP = (rayon de pivotement - rayon d'actionnement) / (rayon d'action - rayon de pivotement) >=5. Le dispositif d'actionnement (3) présente au moins une pédale d'embrayage (27) possédant un rapport de démultiplication : 3,5<= iP<= 5,5.
EP15707263.8A 2015-01-21 2015-01-21 Système d'embrayage Withdrawn EP3247919A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/DE2015/200011 WO2016116085A1 (fr) 2015-01-21 2015-01-21 Système d'embrayage

Publications (1)

Publication Number Publication Date
EP3247919A1 true EP3247919A1 (fr) 2017-11-29

Family

ID=52596709

Family Applications (1)

Application Number Title Priority Date Filing Date
EP15707263.8A Withdrawn EP3247919A1 (fr) 2015-01-21 2015-01-21 Système d'embrayage

Country Status (4)

Country Link
EP (1) EP3247919A1 (fr)
CN (1) CN107110239B (fr)
DE (1) DE112015006017A5 (fr)
WO (1) WO2016116085A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102319125B1 (ko) * 2015-01-21 2021-10-29 섀플러 테크놀로지스 아게 운트 코. 카게 클러치 시스템
TR201713960A2 (tr) * 2017-09-20 2017-10-23 Doenmez Debriyaj Sanayi Ve Ticaret Anonim Sirketi Kurma mekani̇zmasi i̇hti̇va eden debri̇yaj baskisi

Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1659017A1 (fr) * 2004-11-20 2006-05-24 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif pour réduire la force d'une pédale

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2605095A1 (de) * 1976-02-10 1977-08-11 Daimler Benz Ag Hauptkupplung fuer personenkraftwagen
FR2694967B1 (fr) * 1992-08-21 1994-10-07 Valeo Dispositif d'embrayage à friction notamment pour véhicule automobile et diaphragme élastique pour un tel dispositif d'embrayage.
GB2278894B (en) * 1993-05-26 1997-12-24 Luk Lamellen & Kupplungsbau Friction clutch
DE102006019976A1 (de) * 2006-04-29 2007-10-31 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Ausrücksystem für Kupplungen
KR101180577B1 (ko) * 2010-04-27 2012-09-06 주식회사평화발레오 구배 마찰면을 형성하는 마찰 기구를 가지는 클러치 디스크 어셈블리
CN102454722A (zh) * 2010-10-27 2012-05-16 常州金盛永业车辆有限公司 用于汽车的摩擦式离合器
KR102319125B1 (ko) * 2015-01-21 2021-10-29 섀플러 테크놀로지스 아게 운트 코. 카게 클러치 시스템

Patent Citations (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1659017A1 (fr) * 2004-11-20 2006-05-24 LuK Lamellen und Kupplungsbau Beteiligungs KG Dispositif pour réduire la force d'une pédale

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See also references of WO2016116085A1 *

Also Published As

Publication number Publication date
DE112015006017A5 (de) 2017-09-28
CN107110239A (zh) 2017-08-29
CN107110239B (zh) 2020-02-07
WO2016116085A1 (fr) 2016-07-28

Similar Documents

Publication Publication Date Title
EP3123044B1 (fr) Plaque de pression et boîte de sécurité sous forme de composant commun
DE19716600A1 (de) Betätigungseinrichtung für die Betätigung, insbesondere pneumatische Betätigung einer Reibungskupplung
EP2326852B1 (fr) Ligne d&#39;entraînement avec double embrayage
EP3247918B1 (fr) Système d&#39;embrayage
EP3247919A1 (fr) Système d&#39;embrayage
DE102011006029A1 (de) Dichtungsanordnung für nasslaufende Doppelkupplung
DE102011102329A1 (de) Doppelkupplung und Verfahren zu deren Steuerung
EP2346728B1 (fr) Cylindre de frein pneumatique
WO2016116083A1 (fr) Dispositif d&#39;embrayage
DE102009004718B4 (de) Kupplungsaggregat mit einer gegenüber einem Gehäuse zentrierten Tellerfeder
DE102007027175A1 (de) Hebelsystem sowie Verfahren zu dessen Montage
DE102011102326A1 (de) Selbstnachstellende Doppelkupplung
EP2923099A1 (fr) Système de débrayage
DE202015000373U1 (de) Kupplungsvorrichtung
DE102022208260A1 (de) Zentralausrücker zur pneumatischen Betätigung einer Reibungskupplung
DE102015200908A1 (de) Kupplungsvorrichtung
DE102015200910A1 (de) Kupplungssystem
DE102015200909A1 (de) Kupplungssystem
DE102019128300B3 (de) Antriebsanordnung für ein Kraftfahrzeug
EP3324064A1 (fr) Servocommande pour un embrayage à friction
DE10210177A1 (de) Reibungskupplung mit separat ansteuerbarer Getriebebremse
DE112006002239B4 (de) Hydraulischer Bremsstellantrieb und daran vorgesehenes Automatikgetriebe
DE102011085139A1 (de) Reibungskupplungseinrichtung
DE19750249A1 (de) Pneumatische Kupplung für Fahrzeuge
EP0354268B1 (fr) Amplificateur hydropneumatique pour automobiles

Legal Events

Date Code Title Description
PUAI Public reference made under article 153(3) epc to a published international application that has entered the european phase

Free format text: ORIGINAL CODE: 0009012

17P Request for examination filed

Effective date: 20170821

AK Designated contracting states

Kind code of ref document: A1

Designated state(s): AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

AX Request for extension of the european patent

Extension state: BA ME

RIN1 Information on inventor provided before grant (corrected)

Inventor name: WAGNER, PHILIPPE

Inventor name: HAUSNER, MARKUS

Inventor name: BOHNEN, JENS

Inventor name: VOGEL, FLORIAN

DAX Request for extension of the european patent (deleted)
17Q First examination report despatched

Effective date: 20200115

STAA Information on the status of an ep patent application or granted ep patent

Free format text: STATUS: THE APPLICATION HAS BEEN WITHDRAWN

18W Application withdrawn

Effective date: 20200213

P01 Opt-out of the competence of the unified patent court (upc) registered

Effective date: 20230523