Actuating device, clutch actuating device and clutch

Abstract

The invention relates to an actuating device (64) for a clutch (10) of a vehicle, a clutch actuating device (60), and a clutch (10).

Description

[0001] Actuating device, clutch actuating device and clutch

[0002] Description introduction

[0003] The invention relates to an actuating device according to the preamble of claim 1. Furthermore, the invention relates to a clutch actuating device and a clutch.

[0004] German patent application DE 10 2014 221 197 A1 describes a clutch actuation device for actuating a clutch, comprising a ramp device with a first ramp on a ramp ring and a second ramp on a pressure plate, and a ball between the first and second ramps. A relative rotation between the first and second ramps causes an axial movement of the pressure plate relative to the ramp ring, and, depending on the axial movement, actuates the clutch.

[0005] The object of the present invention is to ensure that, in the event of a fault, the actuating device assumes a specific actuation position and thus a specific actuation state of the clutch. The actuating device should be designed to be space-saving and cost-effective.

[0006] At least one of these tasks is solved by an actuating device with the features according to claim 1. This allows the actuating device to assume a specific actuating position in the event of a fault, enabling the clutch to be actuated in a controlled manner. The operational reliability of the vehicle can be increased.

[0007] The actuating device can be located in a vehicle, in particular in the vehicle's drivetrain. The vehicle can be a motor vehicle, a two-wheeled vehicle, or a truck.

[0008] The ramp contour can be formed on an intermediate component connected to the first or second actuating element, or directly on the first or second actuating element. A further ramp contour axially opposite the ramp contour can be formed on an intermediate component connected to the first or second actuating element, or directly on the first or second actuating element. The ramp contour, or the further ramp contour, can be formed on an axial side surface of the first or second actuating element. The ramp contour, or the further ramp contour, can extend over a constant mean diameter on the first or second actuating element.

[0009] The rolling element can be a ball, a conical roller, or a cylindrical roller.

[0010] The rotational position can be the angle of rotation of the second actuating element relative to the first actuating element with respect to the axis of rotation. The second actuating element can be rotatable relative to the first actuating element about the axis of rotation while changing its rotational position.

[0011] The first and / or second actuating element can be mounted in a way that allows axial displacement.

[0012] The second actuating element can be rotatable relative to the first actuating element by means of an actuator. The second actuating element can be axially fixed relative to a housing.

[0013] The first or second actuating element can be connected to the actuating bearing. The actuating bearing can be arranged on the first or second actuating element. The actuating bearing can have at least one rolling element, in particular a ball or a roller. The actuating bearing can be a release bearing. The first or second actuating element can provide an axial force via the release bearing.

[0014] In the event of a fault, for example if the actuating bearing is damaged, the first actuating element can be rotated in one direction, creating a twisting motion between the first and second actuating elements. This twisting motion allows the third position to be reached, which in turn engages the clutch. This enables torque to be transmitted via the clutch in the event of a fault.

[0015] The coupling can be closed in the first rotation position and open in the second. The coupling can be closed in the third rotation position. The additional possibility of a third rotation position in the first direction of rotation allows the coupling to be closed in the event of a fault, enabling torque transmission. The third rotation position can only be assumed in the event of a fault. A rotation position extending beyond the second rotation position in the first direction of rotation can only be assumed in the event of a fault. The operating range of the rotational movement for opening or closing the coupling can extend between the first and second rotation positions.

[0016] The first axial distance can be a minimum axial distance between the first and second actuating element.

[0017] The second axial distance can be a maximum axial distance between the first and second actuating elements.

[0018] "Quantitatively changed in the direction of the first axial distance" means in particular that the third axial distance is changed by a direction of change in value (increase, decrease) opposite to the direction of change in value (decrease, increase) from the first axial distance to the second axial distance.

[0019] The ramp device can be configured so that, during a rotational movement of the second actuating element from the first rotational position in the first direction of rotation, a second axial distance between the first and second actuating elements is established at the second rotational position that is larger than the first axial distance. The ramp device can be configured so that, during a further rotational movement from the second rotational position in the first direction of rotation, a third rotational position establishes a smaller axial distance between the first and second actuating elements than the second axial distance. Alternatively, the change in axial distance from the first to the third rotational position can be reversed, i.e., the axial distance can initially become smaller and then larger.

[0020] In a preferred embodiment of the invention, it is advantageous if the ramp contour has at least one axially rising first contour section in the circumferential direction and an axially falling second contour section adjacent to it circumferentially. The first and / or second contour section can be axially linear or non-linear, depending on the circumferential position. The first and second contour sections can be mirror images of each other.

[0021] In a particular embodiment of the invention, it is advantageous if the at least one rolling element assumes a first rolling position on the ramp contour during the first rotation position, a second rolling position on the ramp contour circumferentially offset from the first rolling position in a first circumferential direction during the second rotation position, and a third rolling position circumferentially offset from the second rolling position in the first circumferential direction during the third rotation position. The rolling position on the ramp contour can refer to the ramp contour executed on the first actuating element or on the second actuating element.

[0022] In a specific embodiment of the invention, it is advantageous if the first rolling position is a circumferential end position of the ramp contour. The first rolling position can be a circumferential end position of the first contour section.

[0023] A preferred embodiment of the invention is advantageous in which the third rolling position is a further end position of the ramp contour opposite the first rolling position on its circumference. The third rolling position can be a circumferential end position of the second contour section.

[0024] In a preferred embodiment of the invention, it is advantageous if, in a fourth rolling position of the rolling element located circumferentially between the first and third rolling positions, the axial distance between the first and second actuating elements is maximized. The fourth rolling position can be located circumferentially between the second and third rolling positions.

[0025] A preferred embodiment of the invention is advantageous in which the first rolling position has a circumferential distance to the second rolling position that is equal to, less than, or greater than the circumferential distance between the second and third rolling positions. The circumferential distance between the second and fourth rolling positions can be equal to, less than, or greater than the circumferential distance between the first and second and / or the third and fourth rolling positions.

[0026] In a particular embodiment of the invention, it is advantageous if the third axial distance is smaller than, equal to, or larger than the first axial distance. The coupling can be opened by either the first axial distance or the third axial distance.

[0027] Furthermore, within the scope of the invention, a clutch actuation device with the features according to claim 9 is proposed to solve at least one of the aforementioned problems. This allows the clutch to assume a specific actuation position in the event of a fault.

[0028] Furthermore, within the scope of the invention, a coupling with the features of claim 10 is proposed to solve at least one of the aforementioned problems. The coupling can be arranged in a vehicle's drivetrain. The vehicle can be a motor vehicle, a two-wheeled vehicle, or a truck. The coupling can transmit torque from a drive element, in particular an internal combustion engine. The coupling can be effectively arranged between the drive element and an output element, in particular a transmission.

[0029] The clutch, when actuated, can be engaged in either an open or closed position depending on the axial force of the actuating device, depending on the applied force on the friction surface. The clutch can be a normally open clutch that, when actuated by an axial force from the clutch actuating device, can be engaged in a closed position where torque can be transmitted across the friction surface. The axial force can cause the actuating force. The actuating force can be equal to the axial force.

[0030] The clutch can be a normally closed clutch that, upon application of an axial force by the clutch actuating device, can be moved into an open clutch position in which torque transmission via the friction surface is interrupted. The actuating force on the friction surface in the absence of an axial force can be provided by an actuating spring device. The actuating spring device can include at least one disc spring.

[0031] The clutch can be a disconnect clutch in a hybrid powertrain, in particular a knock-out clutch, a starting clutch, or a dual clutch. The clutch can transmit a torque that is at least one order of magnitude, preferably at least three orders of magnitude, higher than the actuating torque of the actuator required to actuate the clutch.

[0032] The invention further relates to a hybrid module comprising a previously described coupling and a rotor flange for connection to a rotor of an electric motor. The electric motor can form a further drive element of the drive train. The hybrid module can further comprise a torsional vibration damper for reducing torsional vibrations. The torsional vibration damper can be positioned upstream or downstream of the coupling with respect to torque transmission from the internal combustion engine.

[0033] The hybrid module can be arranged in the powertrain in a P2 hybrid configuration.

[0034] Further advantages and advantageous embodiments of the invention will become apparent from the description of the figures and the illustrations.

[0035] Character description

[0036] The invention is described in detail below with reference to the illustrations. These show, in detail:

[0037] Figure 1: A cross-section of a clutch, a clutch actuation device and an actuation device, each in a specific embodiment of the invention.

[0038] Figure 2: A rotational movement of an actuating device in a specific embodiment of the invention, showing various rotational positions. Figure 1 shows a cross-section of a clutch, a clutch actuating device, and an actuating device, each in a specific embodiment of the invention. The clutch 10 is arranged in a hybrid module 12 in a powertrain, in particular a hybrid powertrain, of a vehicle for torque transmission between a drive element, for example, an internal combustion engine, and a transmission, and is designed as a disconnect clutch 14, here in particular as a knock-out clutch. The hybrid module 12 further comprises a torsional vibration damper 16 and a rotor flange 18 for connection to a rotor of an electric motor as a further drive element of the powertrain.

[0039] The hybrid module 12 can be connected to a crankshaft of the internal combustion engine via an input hub 22 rotatable about a pivot axis 20. The torsional vibration damper 16 comprises a damper input part 24, which is rigidly connected to the input hub 22, and a damper output part 28 which is rotatable relative to the damper input part 24 to a limited extent by means of the action of spring elements 26, in particular coil springs.

[0040] The clutch 10 comprises a clutch input 30 and a clutch output 36, which can be connected to the clutch input 30 via a friction area 32, depending on an actuating force 34 applied to the friction area 32, thereby transmitting torque. The clutch input 30 is connected to the damper output part 28, here in particular as a single unit. The friction area 32 comprises several input-side clutch plates 38, in particular friction plates, which are positively connected to the clutch input 30, and an output-side clutch plate 40, in particular a steel plate, which is positively connected to the clutch output 36. The input-side and output-side clutch plates 38, 40 are frictionally connected to each other when the actuating force 34 is applied to the friction area 32, thus closing the clutch 10.With the clutch 10 open, the input clutch plates 38 and the output clutch plates 40, and thus the clutch input 30 and the clutch output 36, can be rotated relative to each other.

[0041] The actuating force 34 on the friction area 32 is generated by an actuating spring device 42, comprising a disc spring 44. The disc spring 44 is supported radially on the inside by a support hub 46 connected to an output hub 45. The output hub 45 and the support hub 46 are rigidly connected to each other by rivet elements 48. The disc spring 44 exerts the actuating force 34 radially on the outside of an axially displaceable pressure element 50, in particular an actuating piston 52.

[0042] The output hub 45 is formed in one piece with a rotor flange 18. The rotor flange 18 can be connected to a rotor of an electric motor. The output hub 45 is mounted on a housing 56 via a bearing element 54, in particular a double-row rolling bearing. The coupling output 36 and a support area 58 of the coupling 10, which supports the actuating force 34, are also each formed in one piece with the rotor flange 18. The actuating force 34 is supported in a closed manner via the support area 58, the rotor flange 18, and the support hub 46.

[0043] A clutch actuation device 60 is arranged to transmit an axial force 62, on which the actuating force 34 on the friction area 32 depends. The clutch 10 is a normally closed clutch which, upon application of an axial force 62, can be actuated by the clutch actuation device 60 into an open clutch position, in which torque transmission via the friction area 32 is interrupted. The axial force 62 counteracts the actuating force 34 of the disc spring 44 and tensions the disc spring 44. The axial force 62 is applied to the disc spring 44 via the pressure element 50.

[0044] The clutch actuation device 60 comprises an actuation device 64, having a first actuating element 66, a second actuating element 68 rotatable about the axis of rotation 20 with a limited rotational position relative to the first actuating element 66, and a ramp device 70 effective between the first and second actuating elements 66, 68, with a first ramp contour 72 on the first actuating element 66 and an axially opposite second ramp contour 74 on the second actuating element 68, and several rolling elements 76 that can roll on the first and second ramp contours 72, 74 for changing an axial distance 78 between the first and second actuating elements 66, 68 depending on the rotational position.The first actuating element 66 is axially displaceable relative to the second actuating element 68 by changing the axial distance 78 and is connected to an actuating bearing 80, which transmits the axial force 62 originating from the first actuating element 66 to the pressure element 50. The actuating bearing 80 can be a release bearing.

[0045] A preload element 82, here a disc spring, is arranged axially between the pressure element 50 and the actuating bearing 80 and causes an axial preload force between the pressure element 50 and the actuating bearing 80. The actuating bearing 80 enables a transmission of the axial force 62 and a rotational movement of the pressure element 50, which is connected to the output hub 45 and rotates with it, relative to the first actuating element 66.

[0046] The second actuating element 68 is preferably axially fixed relative to the housing 56 of the hybrid module 12 and is connected to an actuator of the clutch actuating device 60, which is not visible here, to change the rotational position relative to the first actuating element 66.

[0047] Figure 2 shows a rotational movement of an actuating device in a specific embodiment of the invention, with various rotational positions assumed. The ramp device 70 is shown in Figure 2 a) in a first rotational position 84 of the second actuating element 68 relative to the first actuating element 66, in which a first axial distance 78 exists between the first and second actuating elements 66, 68. The rolling element 76 has a first rolling position 88 on the second ramp contour 74 of the second actuating element 68.

[0048] The first rolling position 88 and the subsequently described rolling positions can also refer to the first ramp contour 72 of the first actuating element 66. The first and second ramp contours 72, 74 are preferably axially opposite and identical.

[0049] The first axial distance 78 is preferably a minimum axial distance between the first and second actuating elements 66, 68. In the first rotational position 84, for example, the clutch is closed, since, as explained in Figure 1, the first actuating element 66 relaxes the disc spring, which thereby exerts the actuating force on the friction area. When the second actuating element 68 rotates in a first rotational direction 90 from the first rotational position 84, a second rotational position 92 of the second actuating element 68 is assumed, as shown in Figure 2 b). In this second position, a larger axial distance 94 is established between the first and second actuating elements 66, 68 compared to the first rotational position 84, and the clutch is opened, for example, by the axial force of the first actuating element 66 acting on the disc spring.The rolling element 76 has a second rolling position 98 which is offset circumferentially to the first rolling position 88 in a first circumferential direction 96.

[0050] If the clutch is to be closed again starting from the second rotational position 92, the second actuating element 68 moves in a second rotational direction 100 opposite to the first rotational direction 90, back to the first rotational position 84 as shown in Figure 2 a). The operating range of the rotational movement for actuating the clutch thus extends between the first and second rotational positions 84, 92.

[0051] The ramp device 70 is further configured, when a third rotational movement 104 is established between the first and second actuating elements 66, 68, which is smaller than the second axial distance 94, starting from the second rotational position 92 in the first rotational direction 90, at a third rotational position 102 as shown in Figure 2 d). The third axial distance 104 is, for example, equal to the first axial distance 78. At the third rotational position 102, the clutch is open. The rolling element 76 has a third rolling position 106 that is circumferentially offset from the second rolling position 98 in the first circumferential direction 96.

[0052] The third rotational position 102 can be assumed in the event of a fault, for example, damage to the actuating bearing, when the first actuating element 66, starting from the second rotational position 92, is frictionally driven by the pressure element shown in Figure 1, which rotates in a direction of rotation 108. This corresponds to a rotational movement of the second actuating element 68 relative to the first actuating element 66 in the first direction of rotation 90. This allows the clutch to be engaged in the event of a fault and the vehicle to be moved by the internal combustion engine. The second ramp contour 74 comprises, in the circumferential direction on the second actuating element 68, at least one axially rising first contour section 110 and, adjacent to it circumferentially, an axially descending second contour section 112.

[0053] The preceding and following information regarding the second ramp contour 74 also applies to the first ramp contour 72, in particular since it is designed in the same way as the second ramp contour 74.

[0054] The first rolling position 88 shown in Figure 2 a) is a circumferential end position 114 of the second ramp contour 74, in particular of the first contour section 110, and the third rolling position 106 shown in Figure 2 d) is a further end position 115 of the second ramp contour 74, in particular of the second contour section 112, opposite the end position 114 circumferentially. As shown in Figure 2 b), the first rolling position 88 has a circumferential distance 116 to the second rolling position 98, which is smaller than a circumferential distance 118 between the second rolling position 98 and the third rolling position 106 shown in Figure 2 d).

[0055] Figure 2c) shows a fourth rotation position 120 of the second actuating element 68, which lies between the second and third rotation positions 92, 102 and in which a maximum axial distance 122 is set between the first and second actuating elements 66, 68. The rolling element 76 has a fourth rolling position 124. The clutch is maximally open, meaning, for example, that the disc spring of the clutch from Figure 1 is subjected to a maximum axial force by the first actuating element 66, thereby relieving the friction area of ​​the actuating force. The circumferential distance 126 between the second rolling position 98 and the fourth rolling position 124 is, in particular, smaller than the circumferential distance between the third rolling position and the fourth rolling position 124. Reference numeral list

[0056] 10 Clutch

[0057] 12 Hybrid module

[0058] 14 Disconnect coupling

[0059] 16 torsional vibration dampers

[0060] 18 Rotor flange

[0061] 20 Rotary axis

[0062] 22 Input hub

[0063] 24 Damper inlet part

[0064] 26 spring element

[0065] 28 Damper output part

[0066] 30 Clutch input

[0067] 32 friction area

[0068] 34 Actuating force

[0069] 36 Clutch output

[0070] 38 input-side clutch plate

[0071] 40 output-side clutch plate

[0072] 42 Actuating spring device

[0073] 44 Belleville washers

[0074] 45 Output hub

[0075] 46 Support hub

[0076] 48 rivet elements

[0077] 50 pressure element

[0078] 52 actuating pistons

[0079] 54 Bearing element

[0080] 56 cases

[0081] 58 Support area clutch actuation device

[0082] Axial force

[0083] Actuating device, first actuating element, second actuating element

[0084] Ramp device first ramp contour second ramp contour

[0085] Rolling element

[0086] Axial distance

[0087] Actuating bearing

[0088] Pre-tensioning element, first rotation position, first axial distance, first rolling position, first direction of rotation, second rotation position, second axial distance, first circumferential direction, second rolling position, second direction of rotation, third rotation position, third axial distance, third rolling position

[0089] Direction of rotation first contour section second contour section

[0090] End position, further end position, circumferential distance, circumferential distance, fourth rotation position, maximum axial distance, fourth rolling position, circumferential distance

Claims

Patent claims 1. Actuating device (64) for a clutch (10) of a vehicle, comprising a first actuating element (66), a second actuating element (68) rotatable about a pivot axis (20) by changing a rotational position (84, 92, 102, 120) relative to the first actuating element (66), a ramp device (70) acting between the first and second actuating elements (66, 68) with at least one ramp contour (72, 74) and at least one rolling element (76) that can roll on the ramp contour (72, 74) for changing an axial distance (78) between the first and second actuating elements (66, 68) depending on the rotational position (84, 92, 102, 120), wherein the ramp device (70) is configured, in the event of a rotational movement of the second actuating element (68) starting from a first rotational position (84), at which a first axial distance (78) exists between the first and second actuating element (66, 68),in a first rotation direction (90) at a second rotation position (92) to set a second axial distance (94) between the first and second actuating elements (66, 68) that is changed compared to the first axial distance (78), characterized in that the ramp device (70) is designed, in the event of a further rotation movement starting from the second rotation position (92) in the first rotation direction (90) at a third rotation position (102) to set a third axial distance (104) between the first and second actuating elements (66, 68) that is changed quantitatively in the direction of the first axial distance (78) compared to the second axial distance (94).

2. Actuating device (64) according to claim 1 , characterized in that the ramp contour (72, 74) has at least one axially rising first contour section (110) in the circumferential direction and an axially descending second contour section (112) adjacent to it circumferentially.

3. Actuating device (64) according to claim 1 or 2, characterized in that the at least one rolling element (76) assumes a first rolling position (88) on the ramp contour (72, 74) at the first rotation position (84), a second rolling position (98) on the ramp contour (72, 74) circumferentially offset to the first rolling position (88) in a first circumferential direction (96) at the second rotation position (92), and a third rolling position (106) circumferentially offset to the second rolling position (98) in the first circumferential direction (96) at the third rotation position (102).

4. Actuating device (64) according to claim 3, characterized in that the first rolling position (88) is a circumferential end position (114) of the ramp contour (72, 74).

5. Actuating device (64) according to claim 4, characterized in that the third rolling position (106) is a further end position (114) of the ramp contour (72, 74) opposite the first rolling position (88) on the circumferential side.

6. Actuating device (64) according to one of claims 3 to 5, characterized in that, in the case of a fourth rolling position (124) of the rolling element (76) located circumferentially between the first and third rolling position (88, 106), the axial distance (78) between the first and second actuating element (66, 68) is at its maximum.

7. Actuating device (64) according to one of claims 3 to 6, characterized in that the first rolling position (88) has a circumferential distance (116) to the second rolling position (98) which is equal to, less than or greater than a circumferential distance (118) between the second rolling position (98) and the third rolling position (106).

8. Actuating device (64) according to one of the preceding claims, characterized in that the third axial distance (104) is smaller than, equal to or larger than the first axial distance (78).

9. Clutch actuation device (60) for actuating a clutch (10), comprising an actuating device (64) according to one of the preceding claims for actuating the clutch (10) depending on the rotational position of the second actuating element (68) and an actuator connected to the second actuating element (68) and allowing the second actuating element (68) to be rotated relative to the first actuating element (66).

10. Clutch (10) for a drive train of a vehicle, comprising a friction area (32) for torque transmission depending on an actuating force (34) on the friction area (32) and a clutch actuating device (60) according to claim 9 for transmitting an axial force (62) on which the actuating force (34) on the friction area (32) depends.

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