WO2019057298A1 - Disque de frein pour actionneur d'embrayage à entraînement électrique, procédé de fabrication d'un disque de frein et actionneur d'embrayage à entraînement électrique - Google Patents

Disque de frein pour actionneur d'embrayage à entraînement électrique, procédé de fabrication d'un disque de frein et actionneur d'embrayage à entraînement électrique Download PDF

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Publication number
WO2019057298A1
WO2019057298A1 PCT/EP2017/074092 EP2017074092W WO2019057298A1 WO 2019057298 A1 WO2019057298 A1 WO 2019057298A1 EP 2017074092 W EP2017074092 W EP 2017074092W WO 2019057298 A1 WO2019057298 A1 WO 2019057298A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
brake disc
friction
brake
spindle shaft
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/EP2017/074092
Other languages
English (en)
Inventor
Arne STEIN-ERIK
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.)
KA Group AG
Original Assignee
KA Group AG
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 KA Group AG filed Critical KA Group AG
Priority to PCT/EP2017/074092 priority Critical patent/WO2019057298A1/fr
Publication of WO2019057298A1 publication Critical patent/WO2019057298A1/fr
Anticipated expiration legal-status Critical
Ceased 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/127—Discs; Drums for disc brakes characterised by properties of the disc surface; Discs lined with friction material
    • 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D65/12—Discs; Drums for disc brakes
    • F16D65/125—Discs; Drums for disc brakes characterised by the material used for the disc body
    • 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
    • F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms
    • 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
    • F16D65/00—Parts or details
    • F16D65/02—Braking members; Mounting thereof
    • F16D2065/13—Parts or details of discs or drums
    • F16D2065/1304—Structure
    • F16D2065/1324—Structure carrying friction elements
    • 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
    • F16D69/00—Friction linings; Attachment thereof; Selection of coacting friction substances or surfaces
    • F16D2069/002—Combination of different friction materials
    • 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
    • F16D2200/00—Materials; Production methods therefor
    • F16D2200/0082—Production methods therefor
    • F16D2200/0086—Moulding materials together by application of heat and pressure

Definitions

  • Brake disc for an electrically driven clutch actuator method for fabricating a brake disc and electrically driven clutch actuator
  • the present invention relates to a brake disc for limiting the rotation speed of a shaft of an adjustment mechanism of an electrically driven clutch actuator.
  • the invention also relates to a method for fabricating such a brake disc.
  • the invention relates to an electrically driven clutch actua ⁇ tor for engaging and disengaging a clutch.
  • Clutch actuators are used in automotive vehicles such as trucks or cars in order to engage and disengage a clutch upon actuation by a driver. Such engagement or disengagement of a clutch is for example needed when the drive shaft of an engine has to be connected to or disconnected from an input shaft of a gearbox, e.g. in order to accelerate a vehicle from a stop position or in order to change a gear whilst driving.
  • Clutch actuators used to be hydraulically coupled to a pedal posi ⁇ tioned in the cabin of the vehicle. Upon actuation of the pe ⁇ dal by the driver an actuation force was hydraulically trans ⁇ mitted to the clutch actuator.
  • the actuator comprises an electric motor which is positioned within the housing of the clutch.
  • the motor includes an annular armature assembly which is positioned con ⁇ centrically around the clutch shaft.
  • the armature assembly drives a nut member which in turn drives a screw member to move the release bearing linearly to engage and disengage the clutch .
  • the clutch actuator has to be capable to automatically engage the clutch in case of a power failure.
  • the safety regulations require that the clutch actuator is able to bring the clutch from a disengage state into an engaged state within a predefined time interval of 2 to 10 seconds.
  • US 2007/0251793 discloses an electric clutch actuator capable of operating in two power failure conditions.
  • a motor in the electric clutch actuator is used as a generator.
  • the motor converts the potential energy of a clutch pressure spring into electrical energy to provide energy for powering a holding device to remain deactivated, permitting movement of the clutch actuator to the engaged po ⁇ sition.
  • a brake disc for limiting the rota ⁇ tion speed of a shaft in an adjustment mechanism of an elec ⁇ trically driven clutch actuator, comprising the features of claim 1.
  • an electrically driven clutch actuator for engaging and disengaging a clutch having the features of claim 10 as well as a method for fabri ⁇ cating a brake disc comprising the features of claim 15.
  • the brake disc comprises a disc-shaped brake body radially extending from an axis of ro ⁇ tation and having an end face which is formed as a friction surface.
  • the friction surface is designed such that a combina ⁇ tion of a friction surface and a corresponding counterpart rubbing against each other has a first coefficient of fric ⁇ tion.
  • the brake body comprises recesses extending from the friction surface into the brake body along the axis of rota ⁇ tion.
  • the recesses are configured to receive inserts which are designed such that a friction combination of the inserts and the corresponding counterpart of the friction surface of a brake body has a second coefficient of friction.
  • the second coefficient of friction is lower than the first coefficient of friction .
  • the overall coefficient of friction of the brake disc is lower than the first coeffi ⁇ cient of friction.
  • the first and second coefficients of fric ⁇ tion are chosen such that the clutch is engaged within the predefined time interval of 2 to 10 seconds. At the same time the first and second coefficient of friction are chosen such that durability of the brake disc is guaranteed.
  • the inserts are sized and positioned such that abrasion of the inserts gener ⁇ ated by rubbing the inserts against the corresponding counterpart of the friction surface of the brake body is spread over the friction surface of the brake body thereby reducing the first coefficient of friction. By spreading the abraded insert material over the braking surface the first coefficient of friction and thus the overall coefficient of friction of the brake disc is further reduced. Thus, lifetime of the brake disc is further increased.
  • the recesses are positioned at uniform angle distances in a circumferential direction of the brake body. This allows uniform distribution of the abraded inserts over the friction surface.
  • the brake disc comprises an attachment portion for attaching the brake disc to a carrier element, the attachment portion surrounding the brake body in circumferential direc ⁇ tion and extending radially thereto.
  • the attach ⁇ ment portion allows transfer of a brake torque in direction around the axis of rotation of the brake disc to the carrier element .
  • the attach ⁇ ment portion comprises radially extending teeth which are sized and positioned to form a form fitting connection with the carrier element.
  • the radially extending teeth allow a uniform support of the brake body by the carrier element.
  • the teeth are formed such that the attachment portion is additionally held by the carrier element via a frictional con ⁇ nection. This additionally allows a connection of the brake disc and the carrier element in a direction along the rota ⁇ tional axis of the brake disc and thus simplifies the fas ⁇ tening of the brake disc to the carrier element.
  • the friction surface is oriented perpendicu ⁇ lar to the axis of rotation. This allows realization of a brake body with a radial extension that is larger than the ex ⁇ tension of the brake body along the axis of rotation.
  • the brake body as well as the inserts are formed from plastic material, wherein the plastic material of the brake body differs from the plastic material of the insert.
  • plastic materials do not damage other com ⁇ ponents of an electrically driven clutch actuator when being abraded.
  • the brake disc would be formed from metal abrasion of the brake disc may lead to damages of gears, threads or bearings when being used in the clutch actuator.
  • the brake body is formed of a polyimide.
  • This class of materials has specially been designed for sliding applications without any lubrication (dry run) . It has a very low coefficient of friction when being rubbed against steel.
  • the material is formed from Vespel SP-211 having a coefficient of friction of 0,08- 0, 12.
  • the inserts are formed from polytetrafluoro- ethylene (PTFE) .
  • PTFE polytetrafluoro- ethylene
  • This plastic material has an even lower coef ⁇ ficient of friction when rubbed against steel compared to Vespel SP-211.
  • the coefficient of friction of PTFE is 0,05-0,08.
  • the requirements as claimed have to be fulfilled in connection with the present invention.
  • the se ⁇ cond coefficient of friction has to be chosen from the given range of 0,05-0,08 to be below the upper boundary value such that the second coefficient of friction is lower than the first coefficient of friction and vice versa.
  • the electrically driven clutch actuator according to the present invention has to be configured such that the clutch is automatically engaged in a predefined time interval in case of a power failure.
  • the predefined time interval is between 2 and 10 seconds. This time interval was chosen such that a rapid engagement of the clutch and thus a rapid acceleration of the car upon engagement of the clutch is omitted. Thus, in case of a power failure and an automatic engagement of the clutch the car is easily controllable.
  • the clutch actuator further comprises a threaded spindle shaft configured to be driven by an electric motor and a slide configured to be driv ⁇ en by the spindle shaft from a clutch disengaging to a clutch engaging position and vice versa thereby engaging and disengaging the clutch.
  • the slide is configured to set the spindle shaft into rotation in case of a power failure to automatical ⁇ ly engage the clutch.
  • the brake disc is connected to the spin ⁇ dle shaft and is configured to limit a rotation speed of the spindle shaft during movement of the slide in case of a power failure.
  • the spindle shaft and slide form an ad ⁇ justment mechanism of the clutch actuator.
  • a brake disc for limiting the transferred load from the clutch of the vehicle to the electric motor during movement of the slide in case of a power failure is an easy, a purely me ⁇ chanical and thus reliable as well as cost effective way to control the time needed by the clutch actuator in order to en ⁇ gage the clutch in case of a power failure.
  • plastic materials allow realization of the first and second coefficients of friction which enable an engagement of the clutch within the predefined time interval.
  • plastic materials are advantageous as abraded parti ⁇ cles from these materials do not damage other components of the clutch actuator.
  • the brake disc is connected to the spindle shaft via a one way clutch.
  • the one way clutch is configured to provide a torque proof connection between the brake disc and the spindle shaft when the slide moves from the clutch disengaging position to the clutch engaging position.
  • the one way clutch is further configured to allow free rotational movement of the spindle shaft relative to the brake disc when the slide moves from the clutch engag ⁇ ing position to the clutch disengaging position.
  • the electric motor is adapted to limit this ro ⁇ tation, in particular a rotational speed, of the spindle shaft by applying a drive torque, in particular a brake torque, onto the spindle shaft, the drive torque acting in a direction around the axis of rotation counter the rotation of the spindle shaft.
  • a drive torque in particular a brake torque
  • the brake disc causes a brake torque thus supporting the electric motor in limiting the rotational speed of the spindle shaft.
  • a less powerful model of the electric motor can be chosen which is cheaper and less power consumptive.
  • the one way clutch allows free rotational movement of the spindle shaft relative to the brake disc.
  • the brake disc is further connected to the spindle shaft via an axial bearing which is configured to transmit a force onto the brake disc, the force acting in a direction along the axis of rotation of the brake disc.
  • the clutch actuator is configured to move the slide from the clutch engaging position to the clutch disengaging position counter to a restoring force acting from the clutch onto a push rod of the clutch actuator and pushing the slide towards the clutch engaging position.
  • the restoring force increases during movement of the slide towards the clutch disengaging position and decreases towards the clutch engaging position. At its peak the restoring force may amount to 7 kN.
  • the restoring force is transmitted from a release bearing of the clutch to the slide and thus to the spindle shaft.
  • the release bearing is actuated by the clutch actuator in order to disengage and engage the clutch.
  • the axial bearing is configured to at least par ⁇ tially transmit the restoring force onto the brake disc.
  • the restoring force is acting at least partially on the brake disc along the axis of rotation and thus defines amongst others the braking torque of the brake disc.
  • the electric motor is connected to the spindle shaft via a planetary gear.
  • the planetary gear provides a gear ratio in between the electric motor and the spindle shaft.
  • the planetary gear transforms the rotation speed and force of the electric motor to suitable values for the rota ⁇ tion of the spindle shaft in order to drive the slide from the clutch disengaging position to the clutch engaging position and vice versa.
  • the present invention also relates to a method for fabricating a brake disc of the present invention comprising the features of claim 15.
  • a method for fabricating a brake disc of the present invention comprising the features of claim 15.
  • Figure 1 shows a sectional view of an electrically driven clutch actuator
  • Figure 2 shows a detailed view of section A in Figure 1 and Figure 3 shows an exploded view of the brake disc and the ad ⁇ joining carrier element.
  • FIGS 1 and 2 show an electrically driven clutch actuator 1 for engaging and disengaging a clutch (not shown) .
  • the clutch actuator 1 comprises a housing 2 in which a threaded spindle shaft 3 is rotatably mounted.
  • the spindle shaft 3 is config ⁇ ured to be driven by an electric motor 4 such that the spindle shaft 3 rotates around an axis of rotation 5.
  • the electric mo ⁇ tor 4 is connected to the spindle shaft 3 via a planetary gear 6.
  • the clutch actuator 1 further comprises a slide 7 which is formed as a nut.
  • the slide 7 is configured to be driven by the spindle shaft 3 from a clutch disengaging position to a clutch engaging position and vice versa.
  • the slide 7 has an inner thread 8 which is configured to en ⁇ gage with the threaded spindle shaft 3 such that upon rotation of the spindle shaft 3 the slide 7 moves along the axis of ro ⁇ tation 5 of the spindle shaft 3 from the clutch disengaged po ⁇ sition into the clutch engaging position and vice versa.
  • the threaded spindle shaft 3 as well as the inner thread 8 of the slide 7 are configured such that translational movement of the slide 7 along the axis of rotation 5 causes the spindle shaft 3 to rotate. Such a translational movement of the slide 7 may occur when the slide 7 is pushed along the axis of rotation 5.
  • the electric motor 4 is configured to con ⁇ trol any rotational movement of the spindle shaft 3 which is initiated by the slide 7 by being pushed along the axis of ro ⁇ tation 5.
  • the electric motor 4 is configured to control this rotational movement of the spindle shaft 3 by generating a drive torque M dr i ve , in particular a break torque, acting in a direction around the axis of rotation 5 counter to the rota ⁇ tion of the spindle shaft 3.
  • the electric motor 4 is thus con ⁇ figured to limit a rotation speed of the spindle shaft 3 and/or to stop the same.
  • the clutch actuator 1 is configured to move the slide 7 from the clutch engaging position to the clutch disengaging position counter to a restoring force F rest acting from the clutch onto the push rod 9 and pushing the slide 7 towards the clutch engaging position.
  • the restoring force F rest is transmitted from a release bearing (not shown) of the clutch to the slide 7 and thus at least partially to the spindle shaft 3.
  • the restoring force F rest increases during movement of the slide 7 towards the clutch disengaging position and decreases towards the clutch engaging position. At its peak the restoring force may amount to 7 kN.
  • the clutch actuator 1 further comprises a safety mechanism 10 for automatically engaging the clutch in a predefined time in ⁇ terval in case of a power failure.
  • the safety mechanism 10 comprises a brake disc 11 which is attached to a carrier ele ⁇ ment 12 and which is connected to the spindle shaft 3 via a one way clutch 13.
  • the spindle shaft 3 and the brake disc 11 are positioned concentrically to each other such that the axis of rotation 5 of the spindle shaft 3 is identical to the axis of rotation 5 of the brake disc 11.
  • the one way clutch 13 is configured to provide a torque proof connection between the brake disc 11 and the spindle shaft 3 when the slide 7 moves from the clutch disengaging position to the clutch engaging position.
  • the one way clutch 13 is further configured to allow free rotational movement of the spindle shaft 3 relative to the brake disc 11 when the slide 7 moves from the clutch engaging position to the clutch disengaging position .
  • the brake disc 11 is further connected to the spindle shaft 3 via an axial bearing 14.
  • the axial bearing 14 is configured to transmit the restoring force F rest acting from the clutch (not shown) onto the pushrod 9 and thus onto the slide 7 at least partially onto the brake disc 11 in a direction along its axis of rotation 5.
  • the brake disc 11 is configured to rub against a corresponding counterpart which is a steel plate 15 that is installed in the housing 2 and is positioned perpendicular to the axis of rota ⁇ tion 5. Upon at least partial transmittance of the restoring force F rest onto the brake disc 11 the brake disc 11 is pressed onto the steel plate 15. Upon additional rotation of the brake disc 11 caused by the rotating spindle shaft 3 being torque proof connected to the brake disc 11 via the one way clutch 13 the brake disc 11 generates a brake torque M brake around the ax ⁇ is of rotation 5.
  • FIG 3 shows an exploded view of the brake disc 11 and the carrier 12 in detail.
  • the brake disc 11 comprises a disc ⁇ shaped brake body 16 radially extending from the axis of rota ⁇ tion 5 and having an end phase which is formed as a friction surface 17.
  • the friction surface 17 is oriented perpendicular to the axis of rotation 15.
  • the friction surface 17 is de ⁇ signed such that a friction combination of the friction surface 17 and the steel plate 15 ( Figure 1) rubbing against each other has a first coefficient of friction.
  • the brake body 16 further comprises recesses 18 extending from the friction surface 17 into the brake body 16 along the axis of rotation 5.
  • the recesses 18 are positioned at uniform angle distances in circumferential direction of the brake body 16.
  • the brake disc 11 further comprises inserts 19 which are posi ⁇ tioned in the recesses 18.
  • the inserts 19 are designed such that a friction combination of the inserts and the steel plate 15 ( Figure 1) has a second coefficient of friction, wherein the second coefficient of friction is low than the lower than the first coefficient of friction.
  • the inserts 19 are sized and positioned such that abrasion of the inserts 19 generated by rubbing the inserts 19 against the steel plate 15 (Figure 1) is spread over the friction surface 17 of the brake body 16, thereby reducing the first coeffi ⁇ cient of friction.
  • the brake disc 11 further comprises an attachment portion 20 for attaching the brake disc 11 to the carrier element 12.
  • the attachment portion 20 surrounds the brake body 16 in circum ⁇ ferential direction and extends radially thereto.
  • the attach ⁇ ment portion 20 comprises radially extending teeth 21, which are sized and positioned to form a form fitting connection with the carrier element 12.
  • the carrier element 12 has an attachment surface 22 oriented perpendicular to the axis of rotation 5.
  • the carrier element 12 further comprises protrusions 23 protruding from the at ⁇ tachment surface 22 along the axis of rotation.
  • the protru ⁇ sions 23 are positioned at uniform angle distances in circum ⁇ ferential direction of the carrier element 12 such that the teeth 21 of the brake disc 11 are received in between the pro ⁇ trusion 23.
  • the protrusions 23 are configured to transmit any rotational movement of the carrier 12 to the brake disc 11 such that the friction surface 17 is rubbed against the steel plate 15 ( Figure 1) .
  • the brake body 16 as well as the inserts 19 are formed from plastic material, wherein the plastic material of the brake body 16 differs from the plastic material of the inserts 19.
  • the brake body 16 is formed of a polyimide, for example Vespel Sp-211 which may be purchased by the company Dupont .
  • the in ⁇ serts are formed of polytetrafluoroethylene (PTFE) .
  • the inserts 19 are sized and configured such that they extend beyond the friction surface 17 of the brake body 16 along the axis of rotation 5 upon insertion into the recesses 18.
  • the inserts 18 When being pressed against the steel plate 15 ( Figure 1) upon at least a part of the restoring force F rest ( Figure 1) the inserts 18 are deformed such that they are flush with the friction surface 17 of the brake body 16.
  • the electric motor 4 In order to disengage the clutch in the standard mode of the clutch actuator the electric motor 4 generates a drive torque M dr ive driving the spindle shaft 3 via the planetary gear 6 in a counter clockwise direction thereby moving the slide 7 from the clutch engaging position to the clutch disengaging position.
  • the push rod 9 moves together with the slide 7 thereby disengaging the clutch.
  • the electric motor 4 has to overcome the restoring force F rest acting from the clutch to the push rod 9 and thus on the slide 7.
  • the electric motor 4 has to overcome a restoring torque M rest acting on the spindle shaft 3 counter to the drive torque M drive of the electric motor 4.
  • the restoring torque M re st is caused by the restoring force F re st pushing against the slide 7 and trying to set the spindle shaft 3 into rotation due to the engagement of the inner thread 8 of the slide 7 and the threaded spindle shaft 3.
  • the restoring force F rest and thus the restoring torque M rest in ⁇ crease during movement of the slide 7 from the clutch engaging position to the clutch disengaging position and reach their peaks at the clutch disengaging position.
  • the electric motor 4 In order to keep the slide 7 in the clutch disengaging position the electric motor 4 has to continuously drive the spin ⁇ dle shaft 3 with the drive torque M dr i ve which compensates the restoring force F rest and the restoring torque M rest , respective ⁇ ly, pushing the slide 7 along the axis of rotation 5 and trying to set the spindle shaft into clockwise rotation. In other words, the electric motor 4 blocks the rotation of the spindle shaft 3.
  • the one way clutch 13 is configured to provide a torque proof connection between the spindle shaft 3 and the brake disc 11.
  • the brake disc 11 rotates together with the spindle shaft 3 and is pressed at least partly by the restor ⁇ ing force F rest against the steel plate 15 thereby generating a brake torque M brake in circumferential direction around the axis of rotation 5.
  • the brake disc 11 generates a brake torque M brake and thus supports the electric motor 4 by controlling (limiting) the rotation speed of the spindle shaft 3.
  • the restoring force F rest decreases and amounts to zero when the slide 7 reaches the clutch engaging position. Accordingly, the same applies to the restoring torque M re st -
  • the clutch Due to law regulations and due to customer needs the clutch has to be engaged upon a power failure in order to allow a safe control of the car by the driver. In case the clutch is already engaged upon a power failure no action of the clutch actuator is needed. In case the clutch is disengaged when a power failure occurs the clutch has to be engaged in a prede ⁇ fined time interval of preferably of 2 to 10 seconds as stated in the law regulations.
  • the clutch is initially disengaged and the slide 7 is thus in a clutch disengaging position when a power failure occurs.
  • the restoring force F rest acting on the push rod 9 and thus on the slide 7 causes a restoring torque M rest acting on the spindle shaft 3 in a clockwise direction.
  • the electric motor 4 is no longer supplied with power
  • the elec ⁇ tric motor 4 is no longer able to generate the drive torque drive onto the spindle shaft 3. Consequently, the restoring force F rest pushes the slide 7 from the clutch disengaging posi ⁇ tion to the clutch engaging position, thereby automatically disengaging the clutch in case of a power failure.
  • the slide is configured to set the spindle shaft 3 into rotation in case of a power failure to automatically engage the clutch.
  • the one way clutch 13 is configured to provide a torque proof connection between the brake disc 11 and the spindle shaft 3 when the slide 7 moves from the clutch disengaging position to the clutch engaging position the brake disc 11 is rotated together with the spindle shaft 3 around the axis of rotation 5 and thus provides a brake torque M brake .
  • This brake torque M brake acts in a direction around the axis of rotation 5 counter to the rotation of the spindle shaft 3.
  • the brake disc 11 is configured to limit a rotation speed of the spindle shaft 3 during movement of the slide in case of a pow ⁇ er failure.
  • the first coefficient of friction of the friction surface 17 and the second coefficient of friction of the inserts 19 are chosen such that the brake torque M brake generated by the disc brake 11 is sufficient to limit the rotation speed of the spindle shaft 3 such that the slide 7 is moved from the clutch disengaging position to the clutch engaging position in the predefined time interval of preferably 2 to 10 seconds.
  • the brake disc comprising the recesses 18 ex ⁇ tending from the friction surface 17 along the axis of rotation 5 is injection molded.
  • the brake disc 11 comprises the recesses extending from the friction surface 17 along the axis of rotation 5 upon being released from the mould (not shown) .
  • a machining of the recesses 18 is not nec ⁇ essary .
  • the inserts 19 are inserted into the recesses 18.
  • the inserts 19 are injection molded into the recesses 18 such that the brake body 16 and the inserts 19 are integrally formed.
  • the brake disc 11 is then attached to the carrier 12 and mounted via the one way clutch 13 onto the spindle shaft 3 in the housing 2 of the clutch actuator 1.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Braking Arrangements (AREA)

Abstract

Un disque de frein (11) pour limiter la vitesse de rotation d'un arbre dans un mécanisme de réglage d'un actionneur d'embrayage à entraînement électrique comprend un corps de frein discoïde (16) s'étendant radialement à partir d'un axe de rotation (5) et ayant une phase d'extrémité qui est formée en tant que surface de frottement (17). La surface de frottement (17) est conçue de telle sorte qu'une combinaison de frottement de la surface de frottement (17) et d'une contrepartie correspondante frottant l'une contre l'autre présente un premier coefficient de frottement. Le corps de frein (16) comprend en outre des évidements (18) s'étendant à partir de la surface de frottement (17) dans le corps de frein (16) le long de l'axe de rotation (5). Des inserts (19) sont positionnés dans les évidements (18). Les inserts (19) sont conçus de telle sorte qu'une combinaison de frottement des inserts (19) et la contrepartie correspondante de la surface de frottement (17) du corps de frein (16) a un second coefficient de frottement qui est inférieur au premier coefficient de frottement.
PCT/EP2017/074092 2017-09-22 2017-09-22 Disque de frein pour actionneur d'embrayage à entraînement électrique, procédé de fabrication d'un disque de frein et actionneur d'embrayage à entraînement électrique Ceased WO2019057298A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/074092 WO2019057298A1 (fr) 2017-09-22 2017-09-22 Disque de frein pour actionneur d'embrayage à entraînement électrique, procédé de fabrication d'un disque de frein et actionneur d'embrayage à entraînement électrique

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/EP2017/074092 WO2019057298A1 (fr) 2017-09-22 2017-09-22 Disque de frein pour actionneur d'embrayage à entraînement électrique, procédé de fabrication d'un disque de frein et actionneur d'embrayage à entraînement électrique

Publications (1)

Publication Number Publication Date
WO2019057298A1 true WO2019057298A1 (fr) 2019-03-28

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EP4464912A1 (fr) * 2023-04-26 2024-11-20 STABILUS GmbH Module de freinage

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US4865173A (en) 1987-11-13 1989-09-12 Automotive Products Plc Electric clutch actuator
US20070251793A1 (en) 2006-05-01 2007-11-01 Globe Motors, Inc. Dual function holding device operable under a system power loss condition
KR20080040518A (ko) * 2006-11-03 2008-05-08 한라공조주식회사 전자클러치용 디스크·허브 조립체
US20130186719A1 (en) * 2012-01-20 2013-07-25 Yao-Hui Yu Brake disc for bicycles
CN204750452U (zh) * 2015-08-19 2015-11-11 汕头市公益基金会 高性能自行车制动装置
KR101608904B1 (ko) * 2014-12-16 2016-04-05 (주) 데크카본 자동차 브레이크 디스크 제조 방법
WO2017129595A1 (fr) * 2016-01-25 2017-08-03 Kongsberg Automotive As Actionneur d'embrayage à vibration réduite

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US4865173A (en) 1987-11-13 1989-09-12 Automotive Products Plc Electric clutch actuator
US20070251793A1 (en) 2006-05-01 2007-11-01 Globe Motors, Inc. Dual function holding device operable under a system power loss condition
KR20080040518A (ko) * 2006-11-03 2008-05-08 한라공조주식회사 전자클러치용 디스크·허브 조립체
US20130186719A1 (en) * 2012-01-20 2013-07-25 Yao-Hui Yu Brake disc for bicycles
KR101608904B1 (ko) * 2014-12-16 2016-04-05 (주) 데크카본 자동차 브레이크 디스크 제조 방법
CN204750452U (zh) * 2015-08-19 2015-11-11 汕头市公益基金会 高性能自行车制动装置
WO2017129595A1 (fr) * 2016-01-25 2017-08-03 Kongsberg Automotive As Actionneur d'embrayage à vibration réduite

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP4464912A1 (fr) * 2023-04-26 2024-11-20 STABILUS GmbH Module de freinage

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