Electromagnetic Clutch Actuation for Fast Dead-Volume-Free Control
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Solution Overview
Problem
Friction clutches in motor vehicles experience poor controllability due to large dead volumes and stick-slip behavior in pneumatically actuated systems, leading to slowed control and inefficient clutch actuation.
Innovation Solution
A release system with a rotor and stator connected via a threaded spindle, where clutch actuation occurs through adaptation of rotational speed, utilizing regenerative braking or eddy-current brakes to quickly and accurately open and close the clutch, eliminating dead volume and enhancing control.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Speed
If pneumatic actuation is used with large dead volume in piston chamber, then the system is simple to implement, but control speed is slowed and controllability is poor
Solution Approach 1:
The patent replaces the pneumatic actuation system with an electromagnetic actuation system using a motor-driven spindle mechanism. This substitution eliminates the dead volume issue inherent in pneumatic systems and provides direct, precise control over clutch engagement and disengagement speeds through electrical control signals.
Solution Approach 2:
The patent changes the actuation parameter from pneumatic pressure to electrical motor control. By using a motor-driven spindle with adjustable rotational speed, the system can dynamically control the actuation speed and position, eliminating the fixed dead volume constraint of pneumatic systems and enabling rapid response.
2Ease of operation
If pneumatic actuation with dead volume is used, then the system structure is simple, but stick-slip behavior occurs and controllability deteriorates
Solution Approach 1:
The patent replaces the pneumatic actuation system with an electromagnetic actuation system using a motor-driven spindle mechanism. This substitution eliminates the dead volume issue inherent in pneumatic systems and provides direct, precise control over clutch engagement and disengagement speeds through electrical control signals.
Solution Approach 2:
The patent incorporates feedback control mechanisms through the motor control system, which can detect and adjust for variations in clutch engagement characteristics. This enables precise control and eliminates the stick-slip behavior that occurs in pneumatic systems, while the control unit can monitor and optimize actuation parameters in real-time.
3Loss of energy
If regenerative braking is used to open the clutch, then energy is reused efficiently, but the actuation system becomes more complex
Solution Approach 1:
The patent converts the energy that would normally be lost during clutch disengagement into useful energy by using regenerative braking. The motor acts as a generator during the opening phase, converting mechanical energy from the spring return into electrical energy that can be stored and reused, thereby eliminating energy waste and improving overall system efficiency.
Solution Approach 2:
The patent makes the motor serve multiple functions: it acts as a motor during clutch engagement, as a generator during clutch disengagement for energy recovery, and as a brake when needed. This multi-functionality enables energy reuse without requiring separate systems for each function, optimizing both energy efficiency and system compactness.
4Speed
If additional energization of stator is used to close the clutch quickly, then closing speed is improved, but energy consumption increases
Solution Approach 1:
The patent uses periodic or pulsed energization of the stator rather than continuous energization. By applying electrical pulses only during the critical phases of clutch engagement, the system achieves rapid closing speed when needed while minimizing overall energy consumption. The control unit can optimize pulse duration and intensity to balance speed and energy efficiency.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution provides quicker and more controllable clutch actuation, reducing dead volume and enabling efficient energy reuse within the vehicle, improving overall clutch performance and energy management.
Implementation Method 1
having a stator (2) and a rotor (1), which is connected to the stator by axial bearings (4)
Implementation Method 2
actuation of the clutch is opening of the clutch and takes place by regenerative braking of the rotor
Implementation Method 3
actuation of the clutch is opening of the clutch and takes place by an eddy-current brake
Data Source
AI summary
The disclosure relates to a disengagement system for actuating a clutch, in particular a clutch in the powertrain of a motor vehicle between the drive motor and the transmission, having a threaded spindle which is rotationally fixed to the clutch at an end region and is thus connected to the drive motor. The disengagement system additionally comprises a disengagement unit, having a stator and a rotor which is connected to the stator by an axial bearing, wherein the rotor rotates together with the threaded spindle and is in engagement with the threaded spindle via a spindle nut, and the clutch is actuated by adapting the rotational speed of the rotor.