Clutch actuation unit

Abstract

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.

Claims

1. A release system for actuating a clutch in the drive train of a motor vehicle between a drive motor and a shift transmission, having a threaded spindle which is connected at an end region in a rotationally fixed manner to the clutch and to the drive motor, a release unit having a stator and a rotor, which is connected to the stator by axial bearings, wherein the rotor rotates with the threaded spindle and is in engagement therewith via a spindle nut, and wherein actuation of the clutch takes place by adjustment of the rotational speed of the rotor.

2. The release system as claimed in claim 1, wherein actuation of the clutch is opening of the clutch and wherein the actuation takes place by regenerative braking of the rotor.

3. The release system as claimed in claim 2, wherein closing of the clutch takes place by additional energization of the stator.

4. The release system as claimed in claim 1, wherein actuation of the clutch is opening of the clutch and wherein the actuation takes place by an eddy-current brake, in which at least one metal disk serving as the rotor is connected to the stator by the spindle nut via the axial bearings.

5. The release system as claimed in claim 4, wherein the at least one metal disk includes at least two metal disks arranged parallel to one another at a predetermined distance from one another.

6. The release system as claimed in claim 4, wherein a pitch of the threaded spindle is chosen such that resetting of the clutch takes place automatically.

7. The release system as claimed in claim 1, wherein a pitch of the threaded spindle is chosen such that resetting of the clutch takes place automatically.

8. The release system as claimed in claim 1, wherein energy generated by actuation of the clutch is supplied to a unit present in the motor vehicle for further use.

9. A motor vehicle, having the transmission, the drive motor, and the release system as claimed in claim 1.

10. A method for controlling the release system as claimed in claim 1, wherein the threaded spindle, which is connected at the end region in a rotationally fixed manner to the clutch and thus to the drive motor, is operatively connected to the release unit, having the stator and the rotor, which is connected to the threaded spindle via the spindle nut and is connected to the stator by the axial bearings, in such a manner that actuation of the clutch takes place by adaptation of the rotational speed of the rotor.

11. The release system as claimed in claim 1, wherein the rotor is in the form of a permanent magnet.

12. A release system for actuating a clutch in the drive train of a motor vehicle between a drive motor and a shift transmission, having a threaded spindle which is connected at an end region in a rotationally fixed manner to the clutch and to the drive motor, a release unit having a stator and a rotor, which is connected to the stator by axial bearings, wherein the rotor rotates with the threaded spindle and is in engagement therewith via a spindle nut, wherein the rotor is in the form of an electromagnet with a slip ring connection; and wherein actuation of the clutch takes place by adjustment of the rotational speed of the rotor by regenerative braking of the rotor.

13. The release system as claimed in claim 12, wherein a pitch of the threaded spindle is chosen such that resetting of the clutch takes place automatically.

14. The release system as claimed in claim 12, wherein energy generated by actuation of the clutch is supplied to a unit present in the motor vehicle for further use.

Description

BRIEF DESCRIPTION OF DRAWINGS

(1) Preferred exemplary arrangements of the disclosure will be explained in greater detail hereinbelow with reference to the accompanying drawing.

(2) FIG. 1 shows a release system according to an exemplary arrangement of the present disclosure.

(3) FIG. 2 shows a release system according to a further exemplary arrangement of the present disclosure.

DETAILED DESCRIPTION

(4) In the following descriptions of the figures, identical elements and functions are provided with identical reference numerals.

(5) Hitherto, clutches have been operated predominantly pneumatically. This leads to the problem, especially in the case of friction couplings, that a large dead volume is present, and stick-slip effects can occur. Control is thus slowed down and the clutch actuation unit is in some cases poorly controllable. Moreover, consideration is being given to implementing automated switching at the transmission electromotively, wherein electrical control of clutch actuation was considered. Since the currents required for clutch actuation are very great in the case of conventional electrical controls, it has hitherto not been possible to electrify clutch control.

(6) The present disclosure has a solution by which improved clutch actuation is provided. In order to actuate the clutch 6, there is used according to the disclosure instead of pneumatic actuation a release unit 3 having a rotor 1 and a stator 2.

(7) In a first exemplary arrangement, which is shown in FIG. 1, clutch actuation takes place as follows. The release unit 3, which is not displaceable in the axial direction relative to the clutch axis A and serves to open and close the clutch 6, has a stator 2 which is connected to the transmission housing (not shown). The release unit 3 further has a rotor 1, which is connected to the stator 2 by axial bearings 4, and a threaded spindle 5. The threaded spindle 5 is connected at an end region thereof in a rotationally fixed manner to the clutch 6 via a pressure plate 7, in order to prevent rotation during the adjustment. The drive energy for the threaded spindle 5 is fed directly from the drive motor, or combustion engine, via the clutch 6 into the release unit 3. That is to say, the threaded spindle 5 is rotated by the drive motor, or combustion engine, and at the motor speed.

(8) The rotor 1 is connected to the stator 2 via axial bearings 4 in such a manner that both compression forces and tensile forces can be absorbed. The rotor 1 is mounted on the threaded spindle 5, that is to say it is in engagement therewith via a spindle nut 11, which is connected to the stator 2 by axial bearings 4, and rotates with the threaded spindle 5 at the motor speed. When the rotor 1 is stopped by energization of the stator 2, for example via a cable 21 connected thereto, it displaces the threaded spindle 5 and the clutch 6 is opened. As a result of the energy supplied by the drive motor, or combustion engine, release of the clutch can thus take place by regenerative braking of the rotor 1.

(9) The number of axial bearings 4 is dependent on the type of transmission and is chosen such that the connection between the rotor 1 and the stator 2 is stable regardless of the design of the release system, that is to say, where possible, no imbalance occurs as a result of rotation at the motor speed.

(10) The energy obtained by braking can optionally be supplied to other devices in the motor vehicle in order to supply them with power, for example to the on-board power supply, or the energy can be used for shifting operations.

(11) Resetting, that is to say closing of the clutch 6, advantageously takes place by the spring force of the clutch 6, in that the pitch of the threaded spindle 5 is chosen such that no self-locking occurs.

(12) By active energization of the release unit 3, more precisely of the stator 2, an additional acceleration of the rotor 1 can also take place, in order to permit quicker closing of the clutch 6.

(13) The rotor 1 is in the form either of a permanent magnet or of an electromagnet with a slip ring connection.

(14) As an alternative to regenerative actuation, the necessary braking torque can also be applied by an eddy-current brake, which is illustrated in FIG. 2. The construction here is similar to the arrangement described in FIG. 1. The release unit 3, which serves to open and close the clutch 6 via the pressure plate 7, has a stator 2 which is connected to the transmission housing (not shown). The release unit 3 further has a rotor 1, which is connected to a spindle nut 11, which is connected to the stator 2 by axial bearings 4, and a threaded spindle 5. The threaded spindle 5 is connected at an end region in a rotationally fixed manner to the clutch 6, in order to prevent rotation during the adjustment. The drive energy for the threaded spindle 5 is fed directly from the drive motor, or combustion engine, via the clutch 6 into the release unit 3. That is to say, the threaded spindle 5 is rotated by the drive motor, or combustion engine, and at the motor speed.

(15) The rotor 1, more precisely the spindle nut 11, is connected to the stator 2 via the axial bearings 4 in such a manner that both compression forces and tensile forces can be absorbed. The rotor 1 is formed by one or more metal disks which extend around the threaded spindle 5 and rotate together with the spindle nut 11 and the threaded spindle 5. When the rotor 1 is stopped by energization of the stator 2, for example via a cable 21 attached thereto, it brakes together with the spindle nut 11, the threaded spindle 5 is displaced axially and the clutch 6 is opened.

(16) When a plurality of metal disks are used as the rotor 1, they are arranged parallel to one another and at a distance from one another. It will be appreciated that a pole of the stator 2 is arranged on each side of each metal disk, so that a type of sandwich structure is formed. The brake force can be adapted by the number of metal disks.

(17) Eddy-current brakes and the functioning thereof are known to the person skilled in the art. In this respect, materials and the precise design can be chosen according to the application.

(18) The clutch 6 is thus actuated by the use of a release unit 3 having a rotor 1 and a stator 2. Accordingly, no dead volume is present compared to pneumatic actuation, so that the controllability is significantly improved. That is to say, the clutch 6 can be opened or closed more quickly in response to a control signal. Moreover, self-energization can be achieved, since the drive energy for the threaded spindle 5 is provided by the drive motor.

(19) The clutch to be actuated is a friction clutch provided in particular in the drive train of a motor vehicle between the drive motor and the shift transmission. In one exemplary arrangement, the clutch is advantageously a starter clutch. The motor vehicle is a truck or an agricultural vehicle.