Clutch Device for a Powertrain of a Motor Vehicle, in Particular a Motorcycle, and Method for Operating Such a Powertrain

Abstract

A clutch device for a powertrain of a motor vehicle, in particular a motorcycle, is provided. The clutch device includes a clutch with at least one clutch element that can be moved between at least one engaged position in which a drive assembly of the powertrain is rotationally fixed to at least one additional component of the powertrain, and at least one disengaged position in which the drive assembly is decoupled from the additional component. At least one analog sensor detects at least one measurement variable associated with the movement of the clutch element. The motor vehicle power train may be operated based on the detected at least one measurement variable.

Claims

1. A clutch device for a power train of a motor vehicle, comprising: at least one clutch element movable between at least one engaged position in which a drive assembly of the power train is coupled in a rotationally fixed fashion to at least one further component of the power train, and at least one disengaged position in the drive assembly is decoupled from the at least one further component of the power train; and at least one analog sensor configured to detect at least one measurement variable associated with movement of the at least one clutch element.

2. The clutch device as claimed in claim 1, wherein the at least one analog sensor is an analog travel sensor, and the at least one measurement variable is an amount of movement of the at least one clutch element.

3. The clutch device as claimed in claim 1, wherein the at least one analog sensor is a travel sensor configured to detect movement of an activation element separate from and coupled to the at least one clutch element, and the at least one measurement variable is an amount of movement of the activation element in response to movement of the at least one clutch element.

4. The clutch device as claimed in claim 3, wherein the activation element is a Bowden cable.

5. The clutch device as claimed in claim 1, wherein the at least one analog sensor is a Hall sensor.

6. The clutch device as claimed in claim 3, wherein the at least one clutch element is movable by a hydraulic fluid, and the at least one analog sensor is an analog pressure sensor configured to detect a pressure of the hydraulic fluid.

7. A motor vehicle, comprising: a power train; and a clutch device, the clutch device including at least one clutch element movable between at least one engaged position in which a drive assembly of the power train is coupled in a rotationally fixed fashion to at least one further component of the power train, and at least one disengaged position in the drive assembly is decoupled from the at least one further component of the power train; and at least one analog sensor configured to detect at least one measurement variable associated with movement of the at least one clutch element.

8. The motor vehicle as claimed in claim 7, wherein the motor vehicle is a motorcycle.

9. A method for operating a power train of a motor vehicle, comprising the acts of: moving at least one clutch element between at least one engaged position in which the at least one clutch element couples in a rotationally fixed fashion a drive assembly of the power train to at least one further component of the power train, and at least one disengaged position in which the drive assembly is decoupled from the further component; and detecting at least one measurement variable associated with movement of the at least one clutch element using at least one analog sensor.

10. The method as claimed in claim 9, wherein the at least one analog sensor is an analog travel sensor, and the at least one measurement variable is an amount of movement of the at least one clutch element.

11. The method as claimed in claim 10, wherein the at least one analog sensor is a travel sensor configured to detect movement of an activation element separate from and coupled to the at least one clutch element, and the at least one measurement variable is an amount of movement of the activation element in response to movement of the at least one clutch element.

12. The method as claimed in claim 9, further comprising: operating the power train is operated based on the detected at least one measurement variable.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0025] FIG. 1 shows a schematic illustration of a clutch device according to a first embodiment of the present invention, having at least one analog sensor by which at least one measurement variable which characterizes a movement of a clutch element of a clutch of the clutch device can be detected in an analog fashion.

[0026] FIG. 2 shows a schematic illustration of the clutch device according to a second embodiment of the present invention.

DETAILED DESCRIPTION OF THE DRAWINGS

[0027] FIG. 1 shows a particularly schematic illustration of a clutch device which is denoted in its entirety by 1, for a power train of a motor vehicle, in particular of a motorcycle which is embodied as a two-wheeled vehicle. The power train is designed to drive the motorcycle and comprises at least one drive assembly which is not illustrated in the figures and by which the motorcycle can be driven. The drive assembly is embodied, for example, as an internal combustion engine, wherein the internal combustion engine has, in its completely produced state, at least one housing element and one output shaft which is mounted on the housing element so as to be rotatable about a rotational axis relative to the housing element. The internal combustion engine is embodied, for example, as a reciprocating piston engine, wherein the output shaft is embodied as a crankshaft. Via the output shaft, the drive assembly makes available torque for driving the motorcycle. In this context, the power train comprises at least one wheel (not illustrated in the figures either) which is, for example, a rear wheel of the motorcycle. The wheel is a ground contact element by which the motorcycle rolls on an underlying surface during travel. In this context, the wheel can be driven by the output shaft and therefore by the drive assembly.

[0028] The powertrain also comprises a transmission (not illustrated in the figures either) via which the wheel can be driven by the internal combustion engine. The transmission is designed to convert the torque made available by the internal combustion engine via the output shaft into torque which is different in comparison therewith, that is to say larger or smaller. For this purpose, the transmission comprises at least a first shaft in the form of a transmission input shaft via which the torque which is made available from the internal combustion engine via the output shaft can be input into the transmission. In addition, the transmission comprises at least a second shaft in the form of a transmission output shaft via which the transmission makes available torque for driving the wheel and therefore the motorcycle overall. Therefore, the transmission output shaft can be driven by the output shaft, and therefore by the internal combustion engine, via the transmission input shaft, with the result that the wheel can be driven by the output shaft or the internal combustion engine via the transmission output shaft and the transmission input shaft. The wheel and the transmission, in particular the transmission input shaft and the transmission output shaft, are further components of the powertrain which are provided in addition to the clutch device 1.

[0029] The clutch device 1 and therefore the powertrain overall also comprises a clutch 2 which is arranged between the output shaft and the transmission input shaft with respect to a torque flux from the internal combustion engine, in particular the output shaft, to the transmission, in particular the transmission input shaft. The clutch 2 comprises a clutch basket 3, on which first plates in the form of external plates 4 are supported. The external plates 4 of the clutch 2 are supported on the clutch basket 3, in particular, in the circumferential direction thereof, with the result that torque can be transmitted between the clutch basket 3 and the external plates 4. In addition, the clutch 2 comprises second plates in the form of internal plates 5 which are arranged at and, in particular, on a hub 6 of the clutch 2. In particular, the internal plates 5 are supported on the hub 6 in the circumferential direction thereof, with the result that torque can be transmitted between the internal plates 5 and the hub 6.

[0030] The clutch 2 also has a pressure body 7 which can move, for example, in a translatory fashion relative to the clutch basket 3 and relative to the hub 6. This translatory mobility of the pressure body 7 is illustrated in FIG. 1 by a double arrow 8. The outer plates 4, the inner plates 5 and the pressure body 7 are clutch elements of the clutch 2. In this context, the pressure body 7 can be moved in a translatory fashion between at least one disengaged position and at least one engaged position, relative to the clutch body 3 and relative to the hub 6. The outer plates 4 and/or the inner plates 5 have friction linings, with the result thatif the outer plates 4 and the inner plates 5 are compressed or pressed togethereven high torque can be transmitted between the outer plates 4 and the inner plates 5 and therefore between the clutch basket 3 and the hub 6. In this context, the outer plates 4 and the inner plates 5 can have pressure applied to them by the pressure body 7, with the result that the inner plates 5 and the outer plates 4 are pressed together or compressed as a result of this application of pressure by the pressure body 7.

[0031] The clutch 2 also comprises a spring device (not illustrated in FIG. 1) by which the pressure body 7 is held in the engaged position. Therefore in the engaged position of the pressure body 7 the spring device is, for example, tensioned, with the result that the spring device makes available a spring force which acts on the pressure body 7. By this spring force, the pressure body 7 is held in the engaged position. In this engaged position, the outer plates 4 and the inner plates 5 have pressure applied to them by the pressure body 7, and as a result are pressed together or compressed, with the result that the clutch 2 is closed and torques can be transmitted between the clutch basket 3 and the hub 6 via the plates (outer plates 4 and inner plates 5).

[0032] In this context, for example the clutch basket 3 can be driven by the output shaft of the internal combustion engine, wherein the transmission input shaft can be driven by the hub 6. For example, the transmission input shaft is connected to the hub 6 in a rotationally fixed fashion, wherein alternatively or additionally there can be provision for the clutch basket 3 to be connected in a rotationally fixed fashion to the output shaft.

[0033] The transmission input shaft can therefore be driven by the output shaft via the hub 6, the inner plates 5, the outer plates 4 and the clutch basket 3 if the pressure body 7 is in its engaged position, with the result that the clutch 2 is then closed. In the engaged position, the hub 6 which is arranged in the clutch basket 3 therefore cannot rotate relative to the clutch basket 3, with the result that the transmission input shaft cannot rotate relative to the drive shaft either. If the pressure body 7 is moved out of the engaged position into the disengaged position, the spring device is tensioned, with the result that in the disengaged position the spring device is tensioned more strongly than in the engaged position. As a result, in the disengaged position the spring device makes available a spring force which acts on the pressure body 7 which is in the disengaged position. By this spring force which acts on the pressure body 7 in the disengaged position, the spring body 7 can be moved out of the disengaged position into the engaged position.

[0034] In the disengaged position, the plates of the clutch 2 are not pressed together or compressed by the pressure body 7, with the result that the hub 6 is decoupled from the clutch basket 3, and therefore the transmission input shaft is decoupled from the output shaft. In the disengaged position, the inner plates 5 can therefore rotate relative to the outer plates 4, with the result that the hub 6 can rotate relative to the clutch basket 3, and therefore the transmission input shaft can rotate relative to the output shaft. In the disengaged position of the pressure body 7, the clutch 2 is opened. In this context, the transmission input shaft is decoupled from the output shaft.

[0035] In order to move the pressure body 7, in accordance with demand, between the engaged position and the disengaged position, in particular out of the engaged position into the disengaged position, the clutch device 1 comprises an operator control element in the form of a lever 9 which is also referred to as a clutch lever. In the completely produced state of the motor vehicle, the lever 9 is held, for example, on a steering handle, in particular handlebars, of the motor vehicle, wherein the lever 9 is held in a movable fashion on the handlebars. The lever 9 can pivot relative to the handlebars about a pivoting axis 10 here. In this context, the lever 9 is coupled to the pressure body 7 via activation elements 11 and 12, with the result that the pressure body 7 can be activated, that is to say can be moved, by activation, that is to say movement, of the lever 9, and in the process can be moved, for example, from the engaged position into the disengaged position. If the driver of the motor vehicle applies, for example, a force to the lever 9 in such a way that the driver pulls on the lever 9, the force which is applied to the lever 9 by the driver is transmitted to the pressure body 7 via the activation elements 7 and 12, as a result of which the pressure body 7 is moved out of the engaged position into the disengaged position. In this process, the activation element 12 is, for example, a pressure element which presses on the pressure body 7 when the lever 9 is activated. The activation element 11 is a Bowden cable element, also referred to as a cable element, and is embodied, for example, as a Bowden cable. The Bowden cable element is in itself flexible and serves to transmit tensile forces, but cannot transmit any compressive forces.

[0036] In order then to implement overall particularly advantageous operation of the powertrain, and therefore of the motor vehicle, at least one analog sensor 13 (illustrated particularly schematically in FIG. 1), is provided, by which analog sensor 13 at least one measurement variable which characterizes the movement of the pressure body 7 can be detected in an analog fashion. The analog sensor 13 is embodied here as an analog travel sensor by which travel which is executed by the pressure body 7 can be detected as the measurement variable in an analog fashion, and in particular directly. For example the travel sensor is embodied as a Hall sensor with which the travel which is executed by the pressure body 7 is detected directly. Alternatively or additionally, it is conceivable to use an analog sensor with is embodied, for example, as an analog travel sensor by which travel which is executed by the activation element 11 and/or 12 which is coupled to the pressure body 7 and different from the pressure body 7 can be detected as the measurement variable in an analog fashion. This means that there is provision, for example, for the travel which is executed by activation element 11 and/or 12 to be detected in an analog fashion, in particular directly, by at least one analog sensor.

[0037] Using the analog detection of the measurement variable it is possible to determine a current position of the pressure body 7, and therefore a current state of the clutch 2, particularly precisely, with the result that, for example, it is possible to determine particularly precisely whether the clutch 2 is actually opened or closed. As a result, it becomes possible to operate the power train as a function of the detected measurement variable and therefore as a function of the actual current state of the clutch 2, with the result that particularly advantageous and, in particular, efficient and therefore more energy-economical operation of the power train can be implemented. In this context, FIG. 1 shows a first embodiment of the clutch device 1.

[0038] FIG. 2 shows a second embodiment of the clutch device 1. The second embodiment differs in particular with respect to the transmission of the force applied by the driver from the lever 9 to the pressure body 7 in order to move the pressure body 7. In the first embodiment, the mechanical activation elements 11 and 12 and/or further transmission elements or activation elements (not shown in FIG. 1) are provided for transmitting the force applied by the driver from the lever 9 to the pressure body 7. In contrast to this, in the second embodiment hydraulic activation of the pressure body 7 is provided. In this context, the lever 9 is coupled, for example, in an articulated fashion to a piston rod 14 which is connected to a piston 15. The piston rod 14 can therefore be moved, in particular in a translatory fashion, by activating or moving the lever 9, wherein the piston 15 moves along with the piston rod 14. The piston 15 is accommodated in a translatory mobile fashion in a working space 16 of a cylinder 17, wherein a hydraulic fluid (not illustrated in FIG. 2) is accommodated in the working space 16.

[0039] A second piston 18 is accommodated in a translatory mobile fashion in the working space 16, wherein the second piston 18 is connected to a second piston rod 19. As a result, the piston rod 19 can be moved along with the piston 18. The piston rod 19 is connected to the activation element 12, with the result that the activation element 12 can be driven or moved by the piston 18 via the piston rod 19. As in the first embodiment, the activation element 12 can be moved in a translatory fashion here, with the result that the pressure body 7 can be moved by the activation element 12.

[0040] The pistons 15 and 18 are coupled to one another fluidically via the hydraulic fluid accommodated in the working space 16, with the result that the piston 18 can be driven or moved by the piston 15 via the hydraulic fluid. The force which is applied to the lever 9 by the driver to move the pressure body 7 is therefore transmitted to the piston 18 via the hydraulic fluid, with the result that hydraulic activation of the pressure body 7 is provided.

[0041] In the second embodiment, the analog sensor 13 is embodied as an analog pressure sensor by which a pressure of the hydraulic fluid can be detected as the measurement variable in an analog fashion. The pressure of the hydraulic fluid in the working space 16 is dependent, in particular, on the activation of the lever 9 and therefore on the movement of the pressure body 7, with the result that particularly precise inferences can be made about the movement or position of the pressure body 7 by analog detection of the pressure.

[0042] The measurement variable which is detected by the analog sensor 13 is fed, for example, to a computing device in the form of a control unit of the power train, wherein the control unit receives the measurement variable. As a result it is possible to operate the power train, in particular the motor vehicle overall, as a function of the measurement variable by the control unit. Since the state or status of the clutch 2 can be detected particularly precisely and, in particular, unambiguously, by the analog sensor 13, particularly advantageous operation of the powertrain and therefore of the motor vehicle overall can be implemented.

[0043] The foregoing disclosure has been set forth merely to illustrate the invention and is not intended to be limiting. Since modifications of the disclosed embodiments incorporating the spirit and substance of the invention may occur to persons skilled in the art, the invention should be construed to include everything within the scope of the appended claims and equivalents thereof.

LIST OF REFERENCE NUMBERS

[0044] 1 Clutch device [0045] 2 Clutch [0046] 3 Clutch basket [0047] 4 Outer plate [0048] 5 Inner plate [0049] 6 Hub [0050] 7 Pressure body [0051] 8 Double arrow [0052] 9 Lever [0053] 10 Pivoting axis [0054] 11 Activation element [0055] 12 Activation element [0056] 13 Analog sensor [0057] 14 Piston rod [0058] 15 Piston [0059] 16 Working space [0060] 17 Cylinder [0061] 18 Piston [0062] 19 Piston rod