WO2014194902A1 - Embrayage à rattrapage de jeu automatique sans ressort de détection avec rattrapage de jeu ciblé au deuxième point de réglage - Google Patents

Embrayage à rattrapage de jeu automatique sans ressort de détection avec rattrapage de jeu ciblé au deuxième point de réglage Download PDF

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Publication number
WO2014194902A1
WO2014194902A1 PCT/DE2014/200204 DE2014200204W WO2014194902A1 WO 2014194902 A1 WO2014194902 A1 WO 2014194902A1 DE 2014200204 W DE2014200204 W DE 2014200204W WO 2014194902 A1 WO2014194902 A1 WO 2014194902A1
Authority
WO
WIPO (PCT)
Prior art keywords
spring
clutch
force
displacement
plate
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.)
Ceased
Application number
PCT/DE2014/200204
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German (de)
English (en)
Inventor
Tim Schmid
Christoph Raber
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
Priority to DE112014002699.9T priority Critical patent/DE112014002699A5/de
Publication of WO2014194902A1 publication Critical patent/WO2014194902A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • 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

Definitions

  • the invention relates to a self-adjusting coupling for a drive train of a motor vehicle, such as a car or truck, with a friction linings having clutch disc and a pressure plate, which is applied to force applied to the clutch disc and arranged with a leaf spring which cooperates with the pressure plate, with a formable by the friction linings spring suspension, with a cooperating with the pressure plate spring plate, and with an adjusting ring on which the plate spring at a pressure plate deflecting displacement of one of its ends is supported, wherein the adjusting its relative position to the plate spring in a certain control point along the Resets displacement of said end.
  • Adjustable clutches are well known from the prior art and already executed in different variants.
  • DE 10 2013 203 325 - an application which is still in the secrecy phase - discloses a readjustable clutch and an actuator cooperating with this clutch.
  • the actuating device is designed in the manner of an electrical central release and can be used for opening and closing a clutch on a hybrid module of a motor vehicle. It comprises a pressure piece or a push element, which is connected to a push sleeve and exerting pressure on tongues of a lever element is arranged and designed, and a tension element which is applied to train on the tongues and designed. The tension element is fixed to the push sleeve via a bayonet-type closure.
  • this clutch also comprises at least one sensor spring, which additionally bears against the plate spring, on a side opposite the adjusting ring of the plate spring and serves to sense the state of wear of the friction linings of the clutch disc.
  • the plate spring itself acts in the loaded state, ie the state in which it is moved by the actuating device, with a spring force (F T F) on the pressure plate, wherein the plate spring force F T F on the pressure plate in a direction opposite to the forces F B i a t and F be iag are effective. Furthermore, so far a sensor spring force (F S F) to the diaphragm spring transmitting sensor spring is present, which presses the plate spring against the adjusting ring. Usually, the sum of the forces F s F + feet + F B i a tt is referred to as sum sensor force (F Se nsor).
  • Each of the spring elements used ie the pad spring, the leaf spring, the sensor spring and the plate spring, have a characteristic force-displacement characteristic.
  • the contact area between the plate spring and the pressure plate is usually in a radially outermost region (based on the axis of rotation of the clutch) as the contact area between the sensor spring and plate spring.
  • the actuating device hereinafter also referred to as an actuating device, usually engages on one of the axis of rotation facing, radially inner end of the plate spring, for example.
  • the characteristic F Se nsor ie the force-displacement curve of the sum sensor force, and the characteristic of the expended or disengaged by the actuator force F Aus are so far coordinated by the design of the spring elements that theoretically, after a certain Wear, at two points in the displacement of the actuator tion device - a first and a second control point - comes to lift the plate spring from the adjusting ring.
  • the first control point is currently used for the adjustment of the adjusting ring, wherein the adjustment takes place in other words as follows: At the first control point, which is achieved in the first displacement, the adjustment of the adjusting ring takes place.
  • the second control point is deliberately avoided and not approached by a cover stop is present in the displacement over the first control point, where the plate spring comes into contact before reaching the second control point and thus the further displacement of the plate spring is blocked.
  • the first control point for a Verstellringnach ein is deliberately used because for this rule point the plate spring must be moved much less by the actuator.
  • the second control point is deliberately avoided because it is only achieved after a very wide displacement of the plate spring.
  • the second control point can now be used for adjusting the adjusting ring / plate spring position instead of the first control point, which could not be reached by the cover stop but also because of the large, expended displacement path did not want to be achieved, which has particular advantages in automated , has adjustable couplings.
  • the total sensor force can be raised in the region of the disengaging force maximum, wherein the spring forces used are designed so that there is no longer any readjustment of the clutch in the displacement range of the previous first control point. Unintentional adjustments to the shift height of the previous first control point are avoided.
  • an acting for engaging and / or disengaging the clutch at the end of the plate spring actuator along a Verschreibkraft-way characteristic is displaced, the Verschreibkraft-way characteristic of a superposition of the force-displacement characteristics of Disc spring, the leaf spring and the result.
  • a summation force-displacement curve is composed of the superimposition of the force-displacement characteristics of the leaf spring and the lining suspension, wherein the control point is an intersection between the Ver Havenkraft-way characteristic and the sum force-displacement curve , Only then is a force-controlled wear adjustment particularly easy to design.
  • Summenkraft-way characteristic and the Belleville spring-way characteristic is and is displaceable by the position of the plate spring in the clutch, is located in the displacement path before passing through the minimum of the plate spring force-displacement curve.
  • the plate spring is designed as a snap spring, which preferably snaps when reaching a certain displacement of a positive spring force to a negative spring force, wherein the plate spring converts from a pressure to a tension spring.
  • the actuating device advantageously comprises an electromechanical clutch actuator, which automatically controls the control point.
  • this clutch actuator is bi-directionally actuated.
  • an electromechanical actuator for example, an EZA, ie an electrical Gottitzers
  • the electromechanical actuator is designed as a clutch-by-wire system.
  • an actuation routine is stored in the control unit, by means of which the clutch actuator approaches the control point along the displacement path. This makes it possible to implement a fully automated clutch and perform the adjustment of the clutch only at a time when the driver is not disturbed by the readjustment process (for example, after parking the vehicle).
  • the adjusting ring along adjustable mechanical subdivision units, which are determined by teeth is adjustable.
  • This constructive solution has the advantage that the adjusting ring can only be released by a tooth for rotation and thus a passing through the entire ramp of the adjusting ring, which is essential to avoid, can be avoided.
  • a drive train for a vehicle such as a car or a truck, comprises a clutch according to one of the previously described embodiments, so that a particularly efficient embodiment of a drive train is possible.
  • a clutch assembly with wear adjustment and actuator in which the wear adjustment is similar to a force-based self-adjusting SAC (seif-setting clutch) is formed, but has no sensor spring.
  • SAC force-based self-adjusting SAC
  • the adjusting ring is spring preloaded in the circumferential direction and ramps of the adjusting ring are slidably mounted on cover-side counter ramps.
  • the sensor spring is dispensed with.
  • the wear adjustment described above therefore takes place only in the control point, which would correspond to the second control point in previous SAC's, ie the control point in which the SAC an unwanted wear adjustment in the over-travel of the clutch (eg, if the diaphragm spring does not meet in time against a cover stop) he follows.
  • the diaphragm spring be designed as a snap spring, ie in the range of their minimum negative force, or be the Ausgurkraft characteristic in the range of its minimum negative.
  • the actuator may be able to apply both pressing forces as well as pulling forces on the plate spring tongues, otherwise the negative force ranges of Ausschreibkraft-way characteristic could not be left.
  • the movement device can be designed as an electrical central release (EZA).
  • the sensing of the clutch wear can be done, for example, by increasing the current or power of the actuator, with the current or power increase indicative of a more prominent spring / plate spring.
  • the mover upon disengagement (or engagement) of the clutch, the mover fully traverses the negative force range of the disengaging force characteristic and passes over the ("second") control point at which the belleville spring lifts off the adjusting ring and the wear adjustment occurs.
  • a passenger car clutch with force-controlled wear adjustment and bidirectional actuation is provided by the inventive design, the problem, which is known from the prior art and includes the unintentional readjustment due to dynamic influences, be left outside can.
  • the use of the plate spring as a snap spring for generating the contact pressure, and an electromechanical actuator with bidirectional operating force can be reduced according to initial calculations, the disengagement forces by about 50% compared to current series solutions.
  • a mechanism for compensating the clutch wear is required. This can be implemented both according to the known principle of self-adjusting clutch (SAC) as well as the TAC clutch (Travel-Adjusted Clutch).
  • the invention relates in this context to the principle of self-adjusting clutch, in combination with a low level of the sum sensor force, as well as an adjustment in the second control point of the clutch. If the principle of the adjusting / self-adjusting clutch (SAC) is used to compensate for the clutch wear, the total sensor force must be adapted to the disengagement force to realize the first control point. In a clutch system with a release force, which is about 50% over the Base clutch has been reduced, this can be done by increasing the leaf spring force and lowering the sensor spring force up to the complete elimination of the sensor force.
  • SAC adjusting / self-adjusting clutch
  • the Nachstelltician / control point can be adjusted by the forces of the leaf springs.
  • the sum sensor force can now be adjusted in such a way that no control point results in the region of the release force maximum when the clutch is worn, and thus the system has a significantly higher dynamic stability.
  • the readjustment takes place when the release force increase is sensed by the electromechanical actuator, for example by a power or current increase to be sensed. If this AusgurkraftanTA sensed by the actuator, the actuator moves in the context of a clutch movement targeted in the over-travel, where the control point is the intersection of the total sensor force and disengaging.
  • the construction is accomplished by making the self-adjusting clutch (SAC) with disengaging counterforce 50% by using a snap spring and a bidirectional actuator (pull / push), a reduced sum sensor force is generated by adjusting the leaf spring force and the sensor spring force, the sensor spring force can even be omitted, the first control point by increasing the sum sensor force in the range of Ausgurkraft-maximum deleted and thus an adjustment in the second control point, in the actual, previous over-travel of the clutch can be done by targeted approach by the actuator at BetuschistskraftanTA.
  • the inventive solutions single-disc, double and hybrid couplings with bidirectional operating force, preferably as a clutch-by-wire systems executable.
  • Fig. 1 is an illustration of an embodiment of the inventive
  • sectional plane represents a plane in which also lies the axis of rotation of the coupling
  • FIG. 2 shows a force-displacement diagram containing the force-displacement characteristics of the leaf spring used in the clutch according to FIG. 1, pad suspension and disc spring, FIG.
  • Fig. 3 is a force-displacement diagram similar to the diagram shown in FIG. 2, which graphically depicts the behavior of the clutch according to the invention according to FIG. 1, wherein the representation of the pad suspension and the plate spring characteristic is omitted and instead the lift the pressure plate is shown, and
  • Fig. 4 shows a coupling according to the invention according to Fig. 1 in an isometric view, wherein only one half of the coupling is shown.
  • a self-adjusting coupling 1 of the type according to the invention is shown.
  • This self-adjusting clutch is available as a SAC (Seif Adjusting Clutch) or TAC (Travel Adjusted Clutch) clutch. It is used in a drive train, not shown here, of a vehicle, preferably a motor vehicle such as a car or truck.
  • the self-adjusting clutch 1 is further constructed according to its components substantially as a self-adjusting clutch known from the prior art.
  • the coupling components disclosed with the application DE 10 2013 203 325 filed on 28.02.2013 can be applied to the self-adjusting coupling 1 of the type according to the invention.
  • the self-adjusting coupling 1 according to the invention has no sensor spring.
  • the clutch 1 has a friction linings 2 having clutch disc 3, which clutch disc 3 in a known manner crankshaft side is connectable and drives a connected to the clutch disc 3 transmission input shaft in an engaged state.
  • the clutch 1 according to the invention comprises a pressure plate 4, which is applied to the force applied to the clutch disc 3 and arranged.
  • a leaf spring 6 is included, which cooperates with the pressure plate 4.
  • a lining suspension 7 which can be formed by the friction linings 2 is also designed, which also interacts with the pressure plate 4, this lining suspension 7 preferably being realized by means of a corrugated embodiment of the friction linings 2 and thus exerting a spring force at least in the coupled state, which counteracts the pressure plate 4, in the direction of a clutch cover 1 1, acts.
  • a plate spring 8 cooperates, which cooperates in a conventional manner with an adjusting ring 9 of the coupling 1, wherein the plate spring 8 on the adjusting ring 9 in a pressure plate 4 deflecting displacement of one of its ends 10, which end 10 preferably through Disc spring tongues is executed, supported.
  • the adjusting ring 9 adjusts its relative position to the disc spring 8 at a certain control point along the displacement path of the said end 10.
  • the force-displacement characteristics of the plate spring 8, the leaf spring 6 and the pad spring 7 are inventively coordinated so that the control point is reached in the displacement after passing through a minimum of the plate spring force-displacement curve.
  • the coupling system according to the invention is shown as a disengaging system. Further preferred, however, the coupling system can also be designed as an engaging system.
  • the leaf spring 6 is arranged between a pressure plate 4 with a cover element / clutch cover 1 1 connecting bolt 12 and the pressure plate 4.
  • the pressure plate 4 is biased in the illustrated engaged state, in the region of the leaf spring 6 according to the indicated force arrow F B i a tt.
  • the leaf spring 6 is accordingly designed so that the voltage applied to the pressure plate 4 leaf spring force F B i a tt in the axial direction, to one of the clutch disc 3 side facing away from the pressure plate 4 out.
  • the axial direction is the direction along the axis of rotation 13 around which the entire coupling 1 is rotatable.
  • the sum sensor force F Se nsor in the coupling 1 of the invention is the sum of the forces F B i a tt and F Be i ag , since the sensor spring is missing.
  • the contact area in which the pressure plate 4 and the plate spring 8 touch is designated as the first contact surface 15.
  • the first contact surface 15 is positioned on the plate spring 8 in the radial direction further to the rotation axis 13 as a second arranged on the plate spring 8 contact surface 16, in which second contact surface 16, the plate spring 8 with a pressure plate 4 side facing away from the adjusting 9 abuts.
  • the plate spring 8 rolls in the region of this second contact surface 16 on the adjusting ring 9 from.
  • the adjusting ring 9 is carried out in a conventional manner and is axially displaced via mechanically predetermined subdivision units, which are formed by teeth, in the axial direction, in the adjusting / adjusting operation of the clutch 1, in the direction of the plate spring 8. These teeth are preferably arranged between the adjusting ring and the clutch cover 1 1.
  • the plate spring 8 is executed in the present embodiment as a snap spring. This can be seen particularly well in Fig. 2, where the force-displacement characteristic, which is denoted by F T F, is shown.
  • the plate spring 8 is designed such that it has the illustrated characteristic behavior F T F.
  • the characteristic F T F has a plate spring characteristic maximum 17, after which this characteristic falls off half parabolic and falls from the plate spring characteristic maximum 17 to a plate spring characteristic minimum 18, in a negative force range.
  • the plate spring 8 upon engagement or disengagement of the clutch - illustrated in this embodiment for the disengaging, but also for the engaging action implemented - snaps the plate spring 8 thus at a certain position.
  • the diaphragm spring is no longer pressed in the negative force range by an actuating device, not shown here, but exerts itself a tensile force on the actuating device in the direction of the clutch disc 3.
  • the spring force-displacement characteristic of the pad spring 7, which is designated F Be i ag is designated F Be i ag .
  • the spring force-displacement characteristic of the leaf spring 6 is designated Fßiatt.
  • the pad suspension 7 is designed so that its force-displacement curve / pad spring force-displacement curve F Be i ag substantially in the form of a logarithmic curve and thus with increasing displacement in the positive direction, ie in the direction of in Fig. 1 Direction arrow F Off shown drops sharply.
  • a tt remains substantially the same length over the displacement path or runs easily sliding scale.
  • the sum of the two forces F B i a tt and F Be iag is shown here as an additional force-displacement characteristic Fsensor.
  • F Se nsor has the logarithmic curve according to F Be iag, but is by the amount of F B i a tt, above the zero line running.
  • the force-displacement characteristic Fsensor is also referred to as sum-force-displacement characteristic and is formed from the superposition of the force-displacement characteristics of the leaf spring 6 and the pad spring 7.
  • the actuator must be the first end 10 from the spring force-displacement curves F B i a tt > F Be i ag and F T F dependent release force in accordance with the force-displacement curve F Aus (Fig.2) cover.
  • the characteristic F Aus is also referred to as Verschreibkraft- way characteristic and acts on the first end 10 of the plate spring 8 a. Accordingly, the Verschreibkraft-way characteristic is a superposition of the force-displacement characteristics of the plate spring 8, the leaf spring 6 and the pad spring 2. The distance to be traversed for disengagement corresponds in Fig.
  • the diaphragm spring 8, pad spring 2 and leaf spring 6 used in the inventive coupling 1 are designed such that the disengagement force F Aus applied to the first end 10 is only in a control point RP which is far away from an operating point BP with respect to the displacement path the adjusting ring 9 spaced.
  • This control point RP is located in the displacement path (displacement path shown on the x-axis) to the right of the diaphragm spring characteristic minimum 18 and thus also of a minimum 19 of Ausgurkraft characteristic F Aus .
  • the control point RP can only be reached when the minimum 19 or the disc spring characteristic minimum 18 is passed.
  • the operating point BP which represents an intersection between the sum-sensor force-displacement characteristic F Se nsor and the Belleville spring-force characteristic curve F T F, is dependent the position of the plate spring 8 in the clutch 1 slidably.
  • the operating point BP is on the plate spring force-distance characteristic curve F T F in the displacement path on the left, ie before passing through the disc spring characteristic minimum 18, located.
  • the coupling 1 can thus be designed without a sensor leather.
  • the actuating device is preferably designed as an electromechanical clutch actuator, which can automatically control the control point RP. Since this clutch actuator is bidirectionally connected to the plate spring 8, there is almost no relative movement of the plate spring 8 to the electromechanical clutch actuator when snapping the plate spring 8 instead.
  • the clutch actuator is coupled to a control unit, wherein an operating routine is stored in the control unit, by means of which the clutch actuator along the displacement path to the control point RP can zoom zoom.
  • Fig. 3 is further a similar diagram as shown in Fig. 2, wherein the
  • FIG. 4 further illustrates the coupling 1 according to the invention in an isometric view, wherein the absence of a sensor spring can be recognized.

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

Abstract

L'invention concerne un embrayage à rattrapage de jeu automatique pour une chaîne cinématique d'un véhicule automobile, comprenant un disque d'embrayage muni de garnitures de friction et un plateau de pression conçu et disposé de manière à appliquer une force sur le disque d'embrayage, un ressort à lames qui coopère avec le plateau de pression, un moyen conférant une élasticité aux garnitures, qui peut être constitué par les garnitures de friction, un diaphragme qui coopère également avec le plateau de pression, et une bague de réglage sur laquelle s'appuie le diaphragme lors d'un déplacement de l'une de ses extrémités provoquant un mouvement du plateau de pression. La bague de réglage rattrape sa position relative par rapport au diaphragme à un point de réglage donné le long de la course de déplacement de ladite extrémité, et les courbes caractéristiques force/déplacement du diaphragme, du ressort à lames et du moyen conférant une élasticité à la garniture sont adaptées les unes en fonction des autres de telle sorte que le point de réglage dans la course de déplacement est atteint après le passage par un minimum de la courbe caractéristique force/déplacement du diaphragme. L'invention concerne en outre une chaîne cinématique de véhicule comprenant un tel embrayage.
PCT/DE2014/200204 2013-06-06 2014-05-09 Embrayage à rattrapage de jeu automatique sans ressort de détection avec rattrapage de jeu ciblé au deuxième point de réglage Ceased WO2014194902A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112014002699.9T DE112014002699A5 (de) 2013-06-06 2014-05-09 Selbstnachstellende Kupplung ohne Sensorfeder mit gezielter Nachstellung im zweiten Regelpunkt

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013210552.5 2013-06-06
DE102013210552 2013-06-06

Publications (1)

Publication Number Publication Date
WO2014194902A1 true WO2014194902A1 (fr) 2014-12-11

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PCT/DE2014/200204 Ceased WO2014194902A1 (fr) 2013-06-06 2014-05-09 Embrayage à rattrapage de jeu automatique sans ressort de détection avec rattrapage de jeu ciblé au deuxième point de réglage

Country Status (2)

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DE (2) DE102014208689A1 (fr)
WO (1) WO2014194902A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111412225A (zh) * 2019-01-07 2020-07-14 舍弗勒技术股份两合公司 离合器
CN117697388A (zh) * 2023-12-08 2024-03-15 中国第一汽车股份有限公司 一种离合器碟形弹簧装配方法及离合器装配设备

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19535712C1 (de) * 1995-09-26 1996-10-31 Fichtel & Sachs Ag Reibungskupplung im Antriebsstrang eines Kraftfahrzeuges
DE10316445A1 (de) * 2002-04-10 2003-10-23 Luk Lamellen & Kupplungsbau Kupplungsaggregat
DE4244993B4 (de) * 1991-11-26 2011-12-01 Schaeffler Technologies Gmbh & Co. Kg Reibungskupplung

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013203325A1 (de) 2013-02-28 2014-08-28 Schaeffler Technologies Gmbh & Co. Kg Teilbare Zug-Druck-Betätigungseinrichtung für einen elektrischen Zentralausrücker mit einem Bajonett-Verschluss

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE4244993B4 (de) * 1991-11-26 2011-12-01 Schaeffler Technologies Gmbh & Co. Kg Reibungskupplung
DE19535712C1 (de) * 1995-09-26 1996-10-31 Fichtel & Sachs Ag Reibungskupplung im Antriebsstrang eines Kraftfahrzeuges
DE10316445A1 (de) * 2002-04-10 2003-10-23 Luk Lamellen & Kupplungsbau Kupplungsaggregat

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111412225A (zh) * 2019-01-07 2020-07-14 舍弗勒技术股份两合公司 离合器
CN117697388A (zh) * 2023-12-08 2024-03-15 中国第一汽车股份有限公司 一种离合器碟形弹簧装配方法及离合器装配设备

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DE112014002699A5 (de) 2016-02-18
DE102014208689A1 (de) 2014-12-11

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