Clutch device for a transmission of a commercial vehicle

Abstract

The invention relates to a clutch device (1, 1') for a transmission of a commercial vehicle, having a clutch actuator (30), a sensor (50) for detecting the position of the clutch actuator (30), and a sensor stop (40) having a stop face (41) which defines a predetermined position of the sensor (50) in a spacing direction relative to the clutch actuator (30), wherein the sensor (50) can be held in a positionally fixed relationship relative to the sensor stop (40) in the spacing direction by means of a resilient element (60).

Description

Technical Field

[0001] This invention relates to a clutch device for a transmission in a commercial vehicle. Background Technology

[0002] Many commercial vehicle transmissions, especially those used in local and delivery transportation, long-haul transportation, and intercity and tour bus transportation, include multi-gear grouping configurations. This configuration is increasingly being used in automatic transmissions (AMT) in commercial vehicles.

[0003] In principle, transmissions used in commercial vehicles can have varying degrees of automation. Here, depending on the implementation, the starting process, clutch operation, and gear selection can all be automated. In manual transmissions, none of these processes are automated; in partially automatic transmissions, one of these processes is automated; and in fully automatic transmissions, all processes are automated. This creates the necessity of using appropriate operating devices for automatically starting the clutch, automatically engaging and / or automatically selecting gears during shifting, and for engine management. For shift automation, particularly accurate detection of the position of the switching element is crucial for optimizing and improving the efficiency of the automated shifting process. For this purpose, sensing devices are typically located within the transmission area. Detecting the clutch position requires sensing the clutch actuator, for example, using a screw-in position sensor. Furthermore, in service settings, assembly is often done blindly. Therefore, it is not always possible, or only when considerable effort is required, to ensure that the position sensor is held in a predetermined reference position, which affects the accuracy of position detection. Summary of the Invention

[0004] Therefore, in view of the above embodiments, the object of the present invention is to provide a clutch device for a transmission of a commercial vehicle, which can improve the accuracy of position detection.

[0005] This task is accomplished by a clutch mechanism for a transmission in a commercial vehicle according to the present invention. Advantageous extensions of the invention are included in the technical solution of the invention.

[0006] According to the present invention, a clutch device for a transmission for a commercial vehicle includes a clutch actuator, a sensor for detecting the position of the clutch actuator, and a sensor stop having a stop surface that defines a predetermined position of the sensor in a spaced direction relative to the clutch actuator, wherein the sensor can be held in a fixed position relative to the sensor stop in the spaced direction by means of an elastic element.

[0007] Therefore, the sensor is pressed against the stop surface of the sensor stop by an elastic element. Thus, the sensor occupies a predetermined reference position. In particular, this also avoids or at least reduces the air gap between the sensor and the stop surface, which could adversely affect the sensor's accuracy.

[0008] In one configuration, the sensor stop is formed through the clutch actuator housing.

[0009] Therefore, the sensor presses against the stop surface formed by the clutch actuator housing. Because the clutch actuator housing forms a position reference—that is, the position of the clutch actuator can be described relative to the clutch actuator housing—the sensor can form a comparable position reference.

[0010] In one extended configuration, the sensor is supported floatingly in a plane parallel to the stop surface.

[0011] Even though the stop surface of the sensor stop constitutes a positional restriction on one side of the sensor, the sensor is movable at least in a plane perpendicular to the stop direction, so that, for example, compensating movements of translation or rotation can be performed in this plane. Furthermore, the elastic element is configured such that corresponding compensating movements can also be achieved in a plane parallel to the stop direction, i.e., towards the elastic element. On the one hand, the floating support is used to support uniform pressure of the sensor on the stop surface, but it can also be used for vibration compensation. Furthermore, this simplifies the replaceability of the sensor.

[0012] According to one embodiment, the elastic element is arranged between the sensor and the valve unit opposite to the stop surface.

[0013] Therefore, the elastic element can be supported on the valve unit and held between the valve unit and the sensor in the installed state. Thus, neither the sensor nor the elastic element necessarily requires additional fastening devices. Furthermore, the sensor, elastic element, and valve unit can be installed together in a single step during valve unit assembly. For this purpose, fastening devices, such as threaded connections, can be provided to form the components for installation or transportation. However, after assembly, as mentioned above, these fastening devices between structural components are omitted only for the functional implementation of the sensor support.

[0014] In particular, the side of the elastic element facing away from the sensor rests against the valve unit on its entire surface.

[0015] Therefore, the sensor can be supported on the valve unit by an elastic element with its entire surface facing the valve unit, so that the pressing force can be evenly distributed on the sensor. Thus, unwanted tilting of the sensor can be avoided, for example.

[0016] According to one configuration, the elastic element includes or is composed of a spring element made of spring steel, particularly configured as a helical spring, leaf spring, disc spring, or corrugated spring.

[0017] Spring elements made of spring steel, especially helical springs, leaf springs, disc springs, or wave springs, are low in cost and have a wide range of applications in terms of adjustable spring force and environmental conditions.

[0018] Alternatively or additionally, the elastic element includes a spring element made of or constituted by an elastomer, particularly a stamped or injection-molded elastomer.

[0019] Elastomers can take on almost any shape, thus providing a wide range of configurational freedom in structural design. In addition to the elastomer, spring elements made of spring steel can be constructed within or together with the elastomer to form an elastic element, depending on a complementary configuration.

[0020] In addition, alternatively or supplementarily, the elastic element includes or is composed of a coating that reduces friction, particularly a PTFE coating, preferably at least on the side of the elastic element away from the sensor.

[0021] Friction-reducing coatings, such as PTFE coatings (i.e., coatings containing polytetrafluoroethylene), can reduce friction between the valve unit and the elastic element, enabling a floating support for the sensor. Accordingly, the sensor-facing side of the elastic element can alternatively or supplementally have such a friction-reducing coating. The term "friction-reducing" refers to a coating that causes less friction when an elastic element is arranged between the sensor and the valve unit, for example, compared to direct contact between them.

[0022] In one embodiment, the sensor stop has at least one protrusion pointing from the stop surface toward the sensor, and / or the sensor has at least one protrusion pointing from the side facing the stop surface toward the sensor stop, particularly having a protrusion pointing further away from the stop surface or the side facing the stop surface of the sensor as the distance increases from the stop surface or the side facing the stop surface of the sensor as an inlet ramp.

[0023] The protrusion can be formed, for example, by a guide plate or can be constructed as a groove, such as a stop surface that rests relative to the surface of the clutch actuator housing in the case of a sensor stop that may be fitted into the clutch actuator housing. In particular, the protrusion or groove can be constructed with a guide ramp, i.e., having an angle that opens from the origin of the protrusion, so as to facilitate the guidance of the sensor onto the stop surface. The protrusion may include the entire stop surface or may be constructed in sections. Comparatively, the protrusion can also be constructed on the sensor so that it works, for example, in conjunction with a corresponding protrusion or groove on the sensor stop for sensor positioning.

[0024] In particular, the extension of at least one protrusion in the direction perpendicular to the stop surface is less than the minimum extension of the elastic element in that direction.

[0025] Therefore, for example, in the direction towards the stop surface, the receiving depth of the sensor formed by the protrusion is less than the mounting space for the elastic element on the side of the sensor facing away from the stop surface in that direction. In other words, sufficient space can be achieved by removing the elastic element so that the sensor can also be removed from the receiving portion formed by the protrusion. This supports the interchangeability of the sensors.

[0026] According to one configuration, the sensor is adapted to detect the position of a magnet that is in a fixed positional relationship with the clutch actuator.

[0027] Here, magnets represent the position of the clutch actuator and are used by sensors to detect the target object and / or interact with the magnets for clutch actuator position detection. By arranging magnets, the target object can be advantageously positioned relative to the sensor or reference position, for example, according to the boundary conditions of the structural design and / or measurement techniques.

[0028] In particular, the sensor is constructed as a magnetic sensor, especially a Hall sensor, a 3D Hall sensor, a GMR sensor, or an AMR sensor, or is constructed as an inductive sensor, especially a PLCD sensor.

[0029] In this regard, magnetic sensors can be considered, in particular, in conjunction with the protruding magnets of the clutch actuator, for position detection.

[0030] In one implementation, the sensor can be connected to a control unit for controlling the transmission via a plug, wiring, and / or stamped grid.

[0031] Therefore, the position of the clutch actuator, or the corresponding position signal, can be transmitted to the transmission control unit to achieve different levels of automation in the transmission. However, signal transmission can also be used to monitor the transmission. Attached Figure Description

[0032] The invention will now be described in more detail with reference to the accompanying drawings. The drawings show in detail:

[0033] Figure 1 : A schematic cross-sectional view of the clutch device according to the first embodiment;

[0034] Figure 2 A partial schematic cross-sectional view of the clutch device according to the second embodiment;

[0035] Figure 3 Perpendicular to according to Figure 2A top view of a partial cross-sectional view of the clutch assembly. Detailed Implementation

[0036] Figure 1 This is a schematic cross-sectional view of a clutch device according to a first embodiment. The clutch device 1 has a clutch housing 10 and a clutch actuator housing 20 disposed therein, the clutch actuator housing having a piston 30 as a clutch actuator, the piston having a piston seal 32. A magnet 31 is arranged on an end side perpendicular to the piston movement direction of the piston 10, the magnet thus operating with the piston 10 in a fixed positional relationship. The corresponding distance of the magnet 31 relative to the side of the clutch actuator housing 10 facing the magnet in the piston movement direction corresponds to the corresponding position of the piston 10. A sensor 50 is correspondingly arranged such that it occupies a predetermined position as a reference position in the spaced direction from the piston 30. The spaced direction between the sensor 50 and the piston 30 or the magnet 31 is here the movement direction of the piston 30. Therefore, the position of the piston 30 as a clutch actuator required for operating and / or monitoring the clutch device 1 can be detected by absolute or relative distance changes and / or by direct distance detection of the magnet 31 by the sensor 50.

[0037] To position the sensor 50 in a location that can be considered a reference point, the clutch actuator housing 20 has a sensor stop 40 on the clutch actuator housing wall facing the magnet 31 along the piston movement direction. Specifically, the sensor stop 40 is located on the side of the clutch actuator housing wall opposite to the magnet 31. Figure 1 As shown, the sensor stop has a stop surface 41 and a protrusion 42. The protrusion 42 is formed here by a guide plate that points from the stop surface 41 toward the sensor 50 and further away from the stop surface as the distance from the stop surface 41 increases. In other words, the protrusion 42 forms an inlet ramp so that, for example, the sensor 50 can be more easily positioned on the stop surface 41 during assembly. The protrusion is exemplarily constructed around the stop surface 41, but it may also be provided only in sections.

[0038] The sensor 50 is pressed against the stop surface 41 by the elastic element 60 in the direction of piston movement, for maintaining a fixed position relative to the stop surface 41 in the spaced direction relative to the magnet 31. This, in particular, forms a reference position with a fixed position relative to the stop surface 41, where no air gap or at least only a very small air gap is formed between the sensor 50 and the stop surface 41, in order to achieve the most accurate measurement possible. In the illustrated embodiment, the elastic element 60 is arranged between the sensor 50 and the valve unit 70. The valve unit 70 is inserted, for example, into an opening in the clutch housing 10 and held in the clutch housing 10 by fastening devices or other fastening mechanisms. Because the distance between the valve unit 70 and the stop surface 41 of the sensor stop 40 may vary due to assembly and / or manufacturing tolerances, the sensor 50 can still be reliably arranged and held in the predetermined position as the reference position by the elastic element 60. The elastic element 60 is supported against the surface of the valve unit 70 facing the sensor 50 for this purpose.

[0039] Here, in Figure 1 In this configuration, the side of the elastic element 60 facing away from the sensor 50 rests against the sensor-facing surface of the valve unit 70 on its entire surface. This allows the pressure to be evenly distributed onto the sensor 50 via the elastic element 60. The elastic element 60 and / or the sensor 50 are also configured in this way to achieve uniform load distribution or load reception.

[0040] Figure 2 A schematic cross-sectional view of a portion of the clutch device 1' according to the second embodiment is shown. The clutch device 1' is... Figure 2 Components not shown in the diagram are related to... Figure 1 The clutch device 1 shown is comparable, so only the parts to be considered for further explanation of operation and differences are shown here.

[0041] exist Figure 2 The clutch device 1' shown here is in accordance with... Figure 1 Unlike clutch device 1, the elastic element 60 is arranged on valve unit 70 such that the valve unit no longer supports the surface of the elastic element 60 facing the valve unit on its entire surface. This allows for further freedom in the structural design configuration of clutch device 1' regarding the positioning of sensor 50 and / or the dimensional design of clutch device components. The limited support of the elastic element 60 by valve unit 70 also provides advantages when sensor 50 is arranged relative to valve unit 70 with a deviation from the parallel interval along the piston movement direction in the spacing direction between sensor 50 and magnet 31.

[0042] Furthermore, the housing cover 71 of the valve unit 70 is shown here through the visible edges of the valve unit 70. This housing cover is not explicitly shown for the coupling device 1, but it may be present in the same manner. By appropriately dimensionally designing and possibly replacing the housing cover 71, the contact surface of the elastic element 60 on the valve unit 70 can be adjusted, for example. This allows for adaptation to load distribution or pressure distribution as needed.

[0043] Below, refer to clutch device 1' Figure 2 and 3 The configuration of the floating support for sensor 50 is illustrated by way of example. Figure 3 Therefore, it is shown that it is perpendicular to the... Figure 2 The image shows a partial cross-sectional top view of the clutch device 1'. Here, the floating support for the sensor 50 is not limited to the clutch device 1' according to the second embodiment, but can also be applied to the clutch device 1 according to the first embodiment.

[0044] By applying pressure to the elastic element 60, the sensor 50 presses against the stop surface 41 formed by the clutch actuator housing 20. Due to the elastic deformability of the elastic element 60, the sensor 60 retains its position relative to the pressure of these resisting external forces. Figure 2 and Figure 3 The basic degrees of freedom are indicated by arrows. The term "basic" refers to the motion dependence based on the existing force relationships described above. Figure 3 The floating support thus achievable by sensor 50 has up to three degrees of freedom in a plane parallel to stop surface 41, and / or according to Figure 2 Having up to two degrees of freedom in a plane perpendicular to the stop surface 41, it can, for example, not only reliably position the sensor 50 on the stop surface 41 itself, but also achieve corresponding vibration compensation and compensation for thermal expansion of the components. The floating support provides not only the possibility of translational compensation but also the possibility of rotational compensation.

[0045] In addition, Figure 3The diagram of the clutch device 1' shown visually illustrates a fastening device 80 by which the resilient element 60 and / or sensor 50 can be fastened to the valve unit. The exemplary description of the clutch device 1' can also be applied to the clutch device 1. The fastening device 80 can be constructed as a screw, by which the resilient element 60 and / or sensor 50 can be tightened to the valve unit. The fastening of the resilient element 60 and / or sensor 50 does not refer to final positioning so that the sensor 50 is thus positioned in a reference position. According to the above embodiment, the reference position is determined by the pressing force of the resilient element 60 in the direction of piston movement along the spacing between the sensor 50 and the magnet 31, so as to press the sensor 50 against the stop surface 41. The resilient element 60 can also be configured such that the sensor 50 can be held on the stop surface 41 and / or the resilient element 60. However, the fastening device 80 can additionally hold the resilient element 60 and / or the sensor 50 to improve safety and / or especially for transporting and assembling components including the valve unit 70, the resilient element 60, and the sensor 50. For example, such a component can be introduced into the housing opening of the clutch assembly 1'. The sensor 50 is positioned on the stop surface 41. Here, the fastening device 80 holds the sensor 50 such that, although held by the valve unit 70, the sensor 50 is always still able to move at least along a certain path of motion in the degrees of freedom set for positioning and compensation. Therefore, the fastening device 80 does not need to be forcibly removed after assembly, thus enabling a floating support. After the sensor 50 is positioned on the stop surface 41, the valve unit 70 can now be locked to the clutch housing 10, etc. Even if the locking process of the valve unit 70 may again cause a change in the position of the valve unit 70 in the direction of the spacing between the sensor 50 and the magnet 31, this is compensated by the resilient element 60. This is precisely advantageous if, after the appropriate assembly and locking, there is no accessibility to position correction of sensor 50, or if recalibration can only be performed if it is significantly laborious.

[0046] This invention is not limited to the described embodiments. For example, sensors, such as those for speed or position detection, can also be externally integrated into the transmission and held in place by housing components (such as brackets). In principle, features of one embodiment can be adapted to other embodiments and combined with other features, provided that this is not reasonably excluded.

[0047] List of reference numerals

[0048] 1, 1' Clutch assembly

[0049] 10 Clutch housing

[0050] 20 Clutch actuator housing

[0051] 30 Piston

[0052] 31 Magnets

[0053] 32 Piston Seals

[0054] 40 Sensor Stop

[0055] 41 Stop surface

[0056] 42 protrusions

[0057] 50 sensors

[0058] 60 Elastic element

[0059] 70 Valve Unit

[0060] 71 Housing cover (valve unit)

[0061] 80 Fastening devices

Claims

1. A clutch device (1, 1') for a transmission in a commercial vehicle, comprising: Clutch actuator (30). Sensor (50) is used to detect the position of the clutch actuator (30), and A sensor stop (40) having a stop surface (41) that defines a predetermined position of the sensor (50) in a spacing direction relative to the clutch actuator (30). in, The sensor (50) can maintain a fixed position relative to the sensor stop (40) in the interval direction by means of the elastic element (60). The elastic element (60) is arranged between the sensor (50) and the valve unit (70) opposite to the stop surface (41).

2. The clutch device (1, 1') according to claim 1, wherein, The sensor stop (40) is formed through the clutch actuator housing (20).

3. The clutch device (1, 1') according to claim 1 or 2, wherein, The sensor (50) is floatingly supported in a plane parallel to the stop surface (41).

4. The clutch device (1, 1') according to claim 1 or 2, wherein, The side of the elastic element (60) facing away from the sensor (50) rests against the valve unit (70) on its entire surface.

5. The clutch device (1, 1') according to claim 1 or 2, wherein, The elastic element (60) includes a spring element made of spring steel, or the elastic element (60) is constructed from the spring element.

6. The clutch device (1, 1') according to claim 1 or 2, wherein, The elastic element (60) includes a spring element made of an elastomer, or the elastic element (60) is constructed from the spring element.

7. The clutch device (1, 1') according to claim 1 or 2, wherein, The elastic element (60) includes a coating that reduces friction or the elastic element (60) is constructed from such a coating.

8. The clutch device (1, 1') according to claim 1 or 2, wherein, The sensor stop (40) has at least one protrusion (42) pointing from the stop surface (41) toward the sensor (50) and / or the sensor (50) has at least one protrusion (42) pointing from the side facing the stop surface toward the sensor stop.

9. The clutch device (1, 1') according to claim 8, wherein, The extension of the at least one protrusion (42) in the direction perpendicular to the stop surface (41) is less than the minimum extension of the elastic element (60) in that direction.

10. The clutch device (1, 1') according to any one of claims 1-2 and 9, wherein, The sensor (50) is adapted to detect the position of the magnet (31) which is in a fixed positional relationship with the clutch actuator (30).

11. The clutch device (1, 1') according to any one of claims 1-2 and 9, wherein, The sensor (50) is configured as a magnetic sensor or as an inductive sensor.

12. The clutch device (1, 1') according to any one of claims 1-2 and 9, wherein, The sensor (50) can be connected to a control device for controlling the transmission via a plug, wiring and / or stamped grid.

13. The clutch device (1, 1') according to claim 5, wherein, The spring element is constructed as a helical spring, leaf spring, disc spring, or corrugated spring.

14. The clutch device (1, 1') according to claim 6, wherein, The elastomer is a stamped or injection-molded elastomer.

15. The clutch device (1, 1') according to claim 7, wherein, The coating is a PTFE coating, and the coating is applied at least on the side of the elastic element (60) away from the sensor (50).

16. The clutch device (1, 1') according to claim 8, wherein, The protrusion has a guide ramp as it points further away from the stop surface (41) or the side of the sensor (50) facing the stop surface (41) as the distance increases. Alternatively, the protrusion may be constructed as a corresponding groove.

17. The clutch device (1, 1') according to claim 11, wherein, The sensor (50) is configured as a Hall sensor, a GMR sensor or an AMR sensor, or the sensor (50) is configured as a PLCD sensor.

18. The clutch device (1, 1') according to claim 17, wherein, The Hall sensor is a 3D Hall sensor.

Images