CN107110239B

CN107110239B - Clutch system

Info

Publication number: CN107110239B
Application number: CN201580072574.2A
Authority: CN
Inventors: J·博嫩; F·福格尔; M·豪斯纳; P·瓦格纳
Original assignee: Schaeffler Technologies AG and Co KG
Current assignee: Schaeffler Technologies AG and Co KG
Priority date: 2015-01-21
Filing date: 2015-01-21
Publication date: 2020-02-07
Anticipated expiration: 2035-01-21
Also published as: EP3247919A1; DE112015006017A5; CN107110239A; WO2016116085A1

Abstract

Clutch system (1) having a clutch device (2) and an actuating device (3) for engaging and/or disengaging the clutch device, the clutch device having: at least one counterpressure plate (4); at least one clutch cover (7) having at least one disk spring (8) which is mounted so as to be pivotable on a pivot radius (17); and at least one pressure plate (5), which is displaceable in a limited manner in the axial direction (A) of the clutch device by a disk spring for frictionally clamping the clutch disk (6) between the pressure plate (5) and the counter-pressure plate (4), wherein the disk spring acts on the pressure plate at an action radius arranged radially outside the pivot radius of the clutch device and can be actuated by an actuating device at an actuating radius arranged radially within the pivot radius, wherein iDP is (pivot radius-actuating radius)/(action radius-pivot radius) > (5) and the actuating device (3) has at least one clutch pedal (27) with a changeover ratio of 3.5< iP < (5.5).

Description

Clutch system

Technical Field

The invention relates to a clutch system having a clutch device, in particular a friction clutch for a drive train of a motor vehicle.

Background

DE 102014211468.3, which was not published beforehand, discloses a clutch device having a counter plate, a clutch cover with disk springs mounted so as to be pivotable on a pivot radius, and a pressure plate which can be displaced in a limited manner in the axial direction of the clutch device by the disk springs and serves to clamp the clutch disk in a frictionally engaged manner between the pressure plate and the counter plate. The disk spring acts on the pressure plate at an application radius which is arranged outside the pivot radius in the radial direction of the clutch device and can be actuated by an actuating device, for example a release bearing of a release system, more precisely a release system, at an actuation radius which is arranged inside the pivot radius in the radial direction. Overall, the switching ratio of the clutch device, more precisely the switching ratio iDP of the pressure plate assembly, is defined as: iDP ═ (swing radius-steering radius)/(action radius-swing radius). The pressure plate assembly is a pre-installable component of the clutch device, i.e. the actual friction clutch, and generally comprises all components of the clutch device, except for the pressure plate and the clutch disc.

In order to be able to change the switching ratio of the clutch device or of the pressure plate arrangement without replacing the clutch cover, DE 102014211468.3 proposes a clutch cover having two concentric, annular receiving recesses for receiving corresponding wire loops which form part of the pivotable mounting of the disk spring. A smaller switching ratio iDP of the pressure plate arrangement is possible if the pivotable mounting of the disk spring is formed by means of a wire loop which is inserted into a receiving groove which is arranged in the radial direction. A larger switching ratio iDP of the pressure plate arrangement is possible if the pivotable bearing is formed by means of a wire loop which is inserted into a receiving groove which is externally arranged in the radial direction. The known conversion ratio of the platen assembly is between 2.6 and 4.5, in particular between 3.1 and 4.

In the past, clutch devices and actuating devices were optimized independently of one another. For the clutch device, this means that a changeover ratio of the pressure plate arrangement in the range from 2.6 to 4.5 is considered as standard in the automotive industry, in particular also because clutch devices and actuating devices are generally assigned to different technical areas in the automotive manufacturer, which areas are separate from one another in development. Clutch devices are generally classified in the area of the drive train, whereas actuating devices are generally classified in the area of the chassis. Therefore, an optimal design of the overall clutch system consisting of the clutch device and the actuating device has not occurred to date.

Disclosure of Invention

The object of the present invention is to provide a method for optimizing the feasibility of a clutch system as a whole.

According to the invention, this object is achieved by a clutch system according to the invention having a clutch device and an actuating device for engaging and/or disengaging the clutch device, wherein the clutch device has: at least one counterpressure plate; at least one clutch cover with at least one disk spring mounted so as to be pivotable on a pivot radius; and at least one pressure plate, which is displaceable in an axial direction of the clutch device in a limited manner by a disk spring, for frictionally clamping the clutch disk between the pressure plate and the counter pressure plate, wherein the disk spring acts on the pressure plate at an action radius which is arranged outside the pivot radius in the radial direction of the clutch device and the disk spring is actuatable by an actuating device at an actuating radius which is arranged within the pivot radius in the radial direction, wherein iDP (pivot radius actuating radius)/(action radius pivot radius) > (5) is applicable, wherein the actuating device has at least one clutch pedal having a changeover ratio of 3.5< iP < 5.5. Thus, the stroke loss due to the limited stiffness of the clutch pedal can be minimized in terms of the efficiency of the overall clutch system.

In terms of the stroke-dependent efficiency of the overall clutch system, the following effects occur for the clutch device:

bending of the belleville spring tongue: the disk spring is loaded with a separating force on the disk spring tongue by the actuating device during separation. The disk spring tongues are here first bent in the axial direction to such an extent that their spring force corresponds to the applied separating force. The stroke required for this purpose is not converted into a lift as a function of the switching ratio of the clutch device or the pressure plate arrangement, but must be additionally applied. This travel loss can be reduced by a stiffer disk spring tongue and/or a lower separating force. According to the invention, the separating force is smaller in the case of a comparatively large switching of the pressure plate arrangement, whereby the bending of the disk spring tongue is reduced.

-lid elasticity: in the engaged state of the clutch device, in the so-called operating point, the force edge of the disk spring is supported on the pressure plate, more precisely on the pressure plate projection, and on a support on the clutch cover, which is usually formed by a wire ring inserted into a receiving recess on the clutch cover side. The axial force acting on the clutch cover depends on the pressing force of the clutch and can expand the clutch cover according to the axial cover rigidity (affedern). When the clutch device is disengaged, the disc spring is operated in the opposite direction. The axial force acting on the clutch cover first of all is thereby reduced, as a result of which the clutch cover is spring-biased (einfedern) into its force-free position. In this case, the disk spring bearing formed from a wire loop on the clutch cover carrier is moved in an axial direction, wherein the disengagement stroke cannot be converted into a lifting movement until the clutch cover assumes its force-free position. In a further separation, the disk spring is preferably supported on a support spring on the pressure plate side, which is rigidly connected to the clutch cover in the axial direction and which is also part of the pivotable mounting of the disk spring. Due to the rigid attachment of the supporting spring to the clutch cover, the separating force causes a further elastic biasing of the clutch cover, wherein this further spring travel is also not convertible into a lifting of the pressure plate. If the pivotable bearing, in particular the wire ring carrier, is located further outward in the radial direction in order to increase the transmission ratio, the rigidity of the clutch cover increases. The higher cover rigidity determines a smaller deformation of the clutch cover, as a result of which the clutch cover can be constructed overall thinner, i.e. less rigid and at the same time more cost-effective.

With the improved switching ratio of the clutch device or pressure plate arrangement, the stroke-related optimization of the overall clutch system also takes place for an actuating device, which is preferably designed as a fluidic actuating device for engaging and/or disengaging the clutch device.

Fluid losses caused by deformations on the seals and the piping: in the actuation of the clutch device, a pressure is set in the fluid-type actuation device, which pressure depends on the applied release force and the area of the slave piston in the slave cylinder. Upon disengagement, a volume of fluid is moved from the master cylinder through the fluid line into the slave cylinder. And obtaining the conversion proportional relation iH of the clutch hydraulic device according to the area proportional relation of the driven piston relative to the driving piston. Due to the prevailing pressure, deformations in the seal and the fluid line are caused as a function of the rigidity of the respective components. Volume increases occur with these deformations, which volume increases are filled by the volume of fluid displaced from the master cylinder. Thus, only a part of the fluid volume displaced from the master cylinder reaches the slave cylinder and can be used there for actuating the clutch device. That is, a portion of the possible stroke of the master cylinder remains unused due to the lost volume associated with pressure, as compared to an ideal rigid fluid-type steering system. Such stroke losses can be reduced by a smaller pressure-dependent loss volume and/or a smaller separating force and/or a larger area of the slave cylinder. The terms fluid and hydraulic here include not only liquids but also gases, in particular air. The same concept applies to semi-fluid steering devices, just as to stiffness in purely mechanical steering devices.

Rigidity of the clutch pedal: the clutch pedal acts as a lever and converts the actuating energy of the driver's foot into actuating energy at the master cylinder. Due to its limited rigidity, the force-loaded clutch pedal is elastically biased over a stroke which cannot be converted into a stroke of the master cylinder and is therefore not used for the actuation of the clutch device. A smaller stroke loss at the clutch pedal can be achieved by a harder clutch pedal and/or a smaller pedal force. An increase in the changeover ratio of the pressure plate arrangement leads in particular to a reduction in the pedal force and thus to a smaller travel loss of the clutch pedal.

Preferably, the clutch cover is made of a sheet material having a material thickness d < ═ 5 mm. The clutch cover and the clutch system as a whole together therewith can thus be produced particularly cost-effectively.

Preferably, 5.5< ═ iDP < > 6.5 is suitable for the switching ratio of the platen assembly. In the case of such a changeover ratio, particularly small stroke losses occur without causing an excessive increase in the necessary installation space.

Furthermore, 3mm < ═ d < ═ 4.5mm is advantageously suitable for the material thickness. Particularly advantageously, 3mm < ═ d < ═ 4mm is suitable for the material thickness. This makes it possible to produce a particularly cost-effective clutch device from a reduced material for the clutch cover.

According to a further preferred embodiment, the disk spring is mounted on the clutch cover so as to be pivotable in the region of the pivot radius.

In this case, it is advantageous if the pivotable bearing on the clutch cover comprises at least one wire ring and/or at least one supporting spring, with which the disk spring comes into contact on the clutch cover side and/or the pressure plate side.

In addition, it is advantageous if the pivotable mounting comprises a hook and/or a bolt on the clutch cover side, by means of which the disk spring is pivotably fastened indirectly or directly to the clutch cover. This type of support structure achieves particularly small stroke losses.

Particularly advantageously, the fluid-type actuating device has: at least one slave cylinder which acts indirectly or directly on the disk spring and has a slave piston; and at least one master cylinder which is fluidically connected to the slave cylinder and has a master piston, wherein, with regard to the piston surface: iH ═ (slave piston area)/(master piston area), where 1.5< ═ iH < ═ 3.5. In this way, the efficiency of the overall clutch system can be further increased by reducing the travel losses in the fluid actuating device.

It is particularly advantageous if the clutch pedal is equipped with an over-dead-point spring (ü bertotpunktfeder) which reduces the maximum pedal force on the clutch pedal by 30N to 50N, preferably 35N to 45N, whereby the actuating force which the vehicle driver has to apply to the clutch pedal is reduced in order to disengage the clutch device.

Furthermore, it is advantageous if the clutch pedal has a maximum pedal travel of 120mm to 160mm, preferably 130mm to 150 mm. Thus, in terms of the clutch system, the efficiency of the overall clutch system can be optimized without causing a difference to the driver with respect to usual maneuvers.

Since, due to the slip rotational speed during the formation of the friction lock, both the friction linings of the clutch disk and to a lesser extent the friction surfaces of the pressure plate and the pressure plate are subject to wear, the clutch device can preferably be provided with a wear-compensating adjusting device. The wear-compensating adjustment device preferably relates to a stroke-based wear-compensating adjustment device. The wear-compensating adjusting device preferably has an adjusting ring which is mounted in a clampable manner in the axial direction between the pressure plate and the disk spring (in particular the force edge of the disk spring). On its surface facing away from the disk spring, the adjusting ring has a ramp which is arranged in a sliding manner on a counter ramp, which is preferably introduced into the pressure plate, so that the ramp of the adjusting ring slides along the counter ramp when the adjusting ring is twisted relative to one another, as a result of which the distance between the pressure plate and the surface of the adjusting ring facing away from the pressure plate, with which the adjusting ring rests against the disk spring, changes.

The drive of the adjusting ring is preferably effected by a screw drive which can be driven by a drive pawl. If the clutch wear, which has not yet compensated for the setting, is sufficiently great, the tongues of the drive pawl jump over the teeth of the drive pinion of the spindle drive when the clutch device is engaged, whereby the clutch wear is sensed, and then snap into the next tooth root of the drive pinion when the clutch device is subsequently disengaged, wherein the drive pinion and thus the overall spindle drive are twisted by the drive pawl during a further disengagement process. This rotational movement is transmitted from the screw drive to the adjusting ring, which is thus twisted in its turn, in order to compensate for the clutch wear sensed by the drive pawl before the adjustment.

Drawings

The invention is explained in detail below with reference to preferred embodiments in conjunction with the accompanying drawings. Shown in the drawings are:

FIG. 1 is a cross-sectional view of one embodiment of a clutch system having a clutch device and an operator, and;

fig. 2 is a detailed view of the clutch device of fig. 1.

Detailed Description

Fig. 1 and 2 show a preferred embodiment of a clutch system 1 for a motor vehicle, wherein the clutch system 1 has a clutch device 2 and an actuating device 3. Features not labeled as essential in the present description are to be understood as optional. The following description therefore also relates to further exemplary embodiments of the clutch system 1 in its entirety, of the clutch device 2 or of the actuating device 3, which have a partial combination of the features explained below.

The clutch device 2 shown in detail in fig. 2 is part of the clutch system 1 shown in fig. 1. The clutch device 2 is mounted so as to be rotatable about an axis of rotation D and has at least one pressure plate 5, at least one counterplate 4 and at least one clutch disk 6 arranged between the pressure plate 5 and the counterplate 4 in the axial direction a of the clutch device 2. The counterplate 4 is fixedly connected, in particular screwed, to the clutch housing, in particular to the clutch cover 7. The pressure plate 5 is mounted in a rotationally fixed manner in the clutch cover 7 and can be displaced in a limited manner in the axial direction a of the clutch device 2. The pressure plate 5 is secured in a rotationally fixed manner to the clutch cover 7, in particular by means of a plurality of leaf springs, not shown, which are spaced apart from one another in the circumferential direction U of the clutch device 2, and is prestressed away from the counter plate 4, i.e. to the right according to fig. 1.

The clutch device 2 also has a disk spring 8 which is supported on the housing side or on the clutch cover side and can be actuated by the actuating device 3. The support on the clutch cover side can be realized, for example, by a pivotable bearing structure 11 which is fastened to the clutch cover 7 and by means of which the disk spring 8 is suspended so as to be tiltable.

The disk spring 8 can be actuated by the actuating device 3 by means of a disk spring tongue 10 which is arranged on the inside of the disk spring 8, which is of substantially annular design, in the radial direction R of the clutch device 2. In its radially outer region, the disk spring 8 has a force edge 9. The force edge 9 can act directly on the pressure plate 5 via the pressure plate projection, but can also act indirectly on the pressure plate 5 via an adjusting ring, which is assigned to a wear-compensating adjusting device 16, preferably on the basis of travel, as is shown in fig. 1 and 2.

In the clutch device 2 shown in fig. 1 and 2, in the case of a normally engaged clutch device, the force acting on the disk spring 8 exceeds the opposing force of the leaf spring in the non-actuated state, whereas in the case of a normally disengaged clutch device 2, the opposing force of the leaf spring exceeds the force acting on the disk spring 8 in the non-actuated state. Accordingly, the actuation of the disk springs 8 of the normally engaged clutch device 2 causes the clutch device 2 to disengage by tilting or pivoting of the disk springs 8, i.e. the lifting of the pressure plate 5 and the distancing of the pressure plate 5 from the counter plate 4, whereas the actuation of the disk springs 8 in the normally disengaged clutch device 2 causes the clutch device 2 to engage by tilting or pivoting of the disk springs 8.

In the engaged clutch device 2, the torque is transmitted from the input side of the clutch device 2, for example from the dual mass flywheel, through the clutch housing or clutch cover 7 and is transmitted in a frictionally engaged manner both from the counter plate 4 and from the pressure plate 5, which are connected to the clutch housing or clutch cover 7 in a rotationally fixed manner, to the clutch disk 6. The torque is transmitted from the clutch disks 6, which are clamped in a friction-locking manner between the counter pressure plate 4 and the pressure plate 5, to the output side of the clutch device 2, for example to the input shaft of the transmission.

Since, due to the slip rotational speed during the establishment of the friction lock, the friction surfaces of the clutch disk 6 as well as the pressure plate 4 and the pressure plate 5 are subjected to wear to a lesser extent, during the service life of the clutch device 2, the pressure plate 5 must always be moved closer to the pressure plate 4 in order to be able to compensate for the reduction in the thickness of the friction surfaces and the reduction in the strength of the friction surfaces in the axial direction a and to establish the friction lock or to engage the clutch device 2. Thereby, the mounting position of the disc spring 8 may be changed. In order to compensate for this and thus to keep the installation position of the disk spring 8 constant, the wear compensation adjustment device 16 already mentioned above is preferably embodied in the clutch device 2.

In addition to the previously mentioned adjusting ring, the wear-compensating adjusting device 16 has a spindle drive, on which the drive pinion is arranged in a rotationally fixed manner or on the spindle shaft thereof. The overall spindle drive is rotatably mounted on the pressure plate 5 by means of at least one spindle bearing, wherein the spindle bearing is connected, in particular screwed or riveted, for example to the side of the pressure plate 5 facing away from the clutch disk 6.

The screw drive is connected to the adjusting ring via a screw nut, wherein a rotational movement of the screw drive is converted into a translational movement of the screw nut and a translational movement of the screw nut is converted into a rotational movement of the adjusting ring. Preferably, the adjustment ring is configured as a ramp ring. The ramps of the adjusting ring are arranged in a sliding manner on corresponding ramps which are formed on the side of the pressure plate 5 facing away from the clutch disk, preferably introduced into the pressure plate 5.

The drive pinion is provided on its lateral surface with a toothing having a defined graduation or tooth width. The drive pinions have, in the transverse direction of the clutch device 2, mutually opposite side surfaces or end surfaces which delimit the drive pinions in the transverse direction.

The free end of the drive pawl of the wear-compensating adjustment device 16 is designed to fit into the toothing of the transmission pinion in a substantially positive-locking manner. For example, the drive pawl has one, two or more than two pawl tongues which extend essentially in the axial direction a of the clutch device 2 in the direction of the drive pinion and are designed to be able to form a preferably alternating positive fit with the toothing of the drive pinion. If at least two pawl tongues are present, the pawl tongues preferably have a length difference which is smaller than the pitch of the toothing of the drive pinion. Preferably, the respective pawl tongue is prestressed in the radial direction R of the clutch device 2 relative to the drive pinion, so that the engagement can additionally also have a force-locking part.

Alternatively or additionally, the drive pawl is preloaded in the axial direction a of the clutch device 2 relative to the drive pinion. For this purpose, the drive pawl preferably has a spring section which merges into the pawl tongue. The spring section of the drive pawl preferably extends substantially in the radial direction R of the clutch device 2 and is connected, for example screwed or riveted, to the clutch housing, in particular to the clutch cover 7. For example, spring sections are arranged on the outside of the clutch cover 7, so that the pawl tongues extend through recesses in the clutch cover 7 to the drive pinion. However, it is also possible for the spring section to be arranged on the inner side of the clutch cover 7.

The elastic pretensioning of the spring section relative to the clutch cover 7 or in the axial direction a of the clutch device 2 can be promoted by a pretensioning plate. The stop, which can be brought into contact or in contact with the force edge 9 of the disk spring 8 or with the disk spring side surface of the adjusting ring, for example, can lift the pretensioning plate from the spring section in order to prevent, in the event of axial oscillation of the pressure plate 5 in the disengaged state of the clutch device 2, unintentional wear compensation adjustment and/or damage to the wear compensation adjustment device 16, in particular the pawl tongue, in the event of jamming of the spindle drive. In particular, a possible relative travel between the drive pawl and the drive pinion of the spindle drive can be limited by the stop.

If the clutch device 2 is engaged, the pressure plate 5 is moved toward the counter plate 4, i.e. to the left according to fig. 1. Here, the free end of the pawl tongue of the drive pawl slides on the tooth flank of the tooth structure of the transmission pinion. If there is sufficient clutch wear, the pressing plate 5 must be moved further towards the counterplate 4, so that finally the free end of at least one pawl tongue clears the tooth tip next to the tooth flank.

When the clutch device 2 is subsequently disengaged, the free end of the pawl tongue latches into the tooth root immediately following the tooth tip that has jumped over. During the disengagement movement, i.e. when the pressing plate 5 is moved to the right according to fig. 1 under the bias of the leaf spring and the adjusting ring is loaded with a sufficiently low clamping force, the drive pawl drives the drive pinion in the first rotational direction, clockwise according to fig. 2. The overall spindle drive rotates with the drive pinion, which converts the rotational movement into a translational movement of the spindle nut. The adjusting ring, which is loaded with a sufficiently small clamping force when it is disengaged, is rotated by the translatory spindle nut, so that the ramp of the adjusting ring moves in the height direction on the corresponding ramp introduced into the pressure plate 5. The distance between the disk spring side surface of the adjusting ring and the pressure plate 5 is thereby increased to this extent until the clutch wear has been compensated for in terms of the disk spring 8 as a function of the stroke.

During the actuation of the clutch device 2 by the actuation device 3, the following possibilities exist: the drive pawl rotates the drive pinion of the wear-compensating adjustment device 16 in the wrong direction, i.e. counter to the clutch wear that is to be compensated. This problem can occur in particular as a result of axial vibrations of the pressure plate 5 in the event of disengagement of the clutch device 2 or during engagement, for example if the pawl tongues are too strongly pretensioned in the radial direction R of the clutch device 2 relative to the drive pinion. The wear-compensating adjustment device 16 therefore preferably has at least one locking pawl which is designed and arranged to prevent the drive pinion from reversing, i.e., twisting in the opposite direction to the first rotational direction.

In the exemplary embodiment shown, the pivotable mounting 11 of the disk spring 8 is realized by a wire ring 13 on the clutch cover side and a support spring 14 on the pressure plate side. The disk spring 8 is therefore mounted on the clutch cover 7 so as to be pivotable in the region of its pivot radius 17.

The support spring 14 on the pressure plate side is held in the axial direction a of the clutch device 2, for example, by a rivet head of a cup centering pin 15 and is biased in the direction of the clutch cover 7 against the cup spring 8. At the same time, the torsion stop of the supporting spring 14 in the circumferential direction U of the clutch device 2 is also possible by means of the disk spring centering pin 15. The pivotable mounting 11 on the clutch cover 7 therefore comprises at least one wire loop 13 and/or at least one supporting spring 14, against which the disk spring 8 rests on the clutch cover side and/or the pressure plate side. The pivotable mounting 11 furthermore comprises hooks and/or pins, in particular disk spring centering pins 15, on the clutch cover side, by means of which the disk springs 8 are pivotably fastened to the clutch cover 7 either indirectly or directly.

Instead of the support springs 14, it is also possible, however, for example, to use a second wire ring on the pressure plate side to form the pivotable bearing structure 11 of the disk spring 8. The use of a wire loop can also be dispensed with completely, for example, if the disk spring centering pin 15 or another clutch cover-side section is provided with a corresponding projection section, by means of which the disk spring 8 can be directly mounted pivotably.

In the exemplary embodiment shown, two concentric receiving grooves 12a, 12b are shown on the clutch cover side, in which wire loops 13 of respectively corresponding diameter are optionally arranged. In the embodiment shown, the wire ring 13 is supported in a first receiving recess 12a which is external in the radial direction R of the clutch device 2. Thereby, a larger switching ratio iDP of the pressure plate assembly as a whole can be achieved than if the wire ring 13 were arranged in the second receiving recess 12b which is further built-in the radial direction R of the clutch device 2. The use of two concentrically arranged, annular receiving grooves 12a, 12b is therefore only intended to better illustrate the technical teaching of the present application. The principle design of the pivotable mounting 11 of the disk spring 8 can therefore also have only one single receiving groove for the wire loop 13 or an additional clutch cover-side component or section with a roller section.

Overall, the switching ratio iDP of the pressure plate arrangement or the switching ratio of the clutch device 2 is defined as:

iDP ═ swing radius-steering radius)/(action radius-swing radius)

The pivot radius 17 defines the distance from the pivot point defined by the pivotable bearing 11 of the disk spring 8 to the axis of rotation D of the clutch device 2. The actuating radius 18 defines the distance from the bearing point of the actuating device 3 on the disk spring 8 (more precisely on the disk spring tongue 10) (usually the release bearing 22 of the actuating device 3) to the axis of rotation D of the clutch device 2. The effective radius 19 defines the distance from the bearing point of the disk spring 8 (more precisely from the force edge 9 of the disk spring 8) on the pressure plate 5 (normally the pressure plate projection) or on the adjustment ring of the pressure plate-side wear compensation adjustment device 16 to the axis of rotation D of the clutch device 2.

The disk spring 8 acts on the pressure plate 5 at an action radius 19 which is arranged outside the pivot radius 17 in the radial direction R of the clutch device 2. Furthermore, the disk spring 8 can be actuated by the actuating device 3 (more precisely, the release bearing 22 of the actuating device 3) at an actuating radius 18 which is arranged in the radial direction R within the pivot radius 17. Preferably, the platen assembly has a switching ratio iDP > 5 (greater than/equal to 5) and particularly preferably at 5.5< ═ iDP < 6.5(5.5 less than/equal to iDP less than/equal to 6.5).

Preferably, the clutch cover 7 is made of a plate material having a material thickness d < ═ 5mm (5 mm or less). Particularly preferably, 3mm < (d) > 4.5mm (3mm < d > 4.5mm, particularly preferably 3mm < (d) > 4mm, is suitable for the material thickness, whereby the clutch cover 7 and the overall clutch device 2 can be manufactured particularly cost-effectively.

In addition to the clutch device 2, the clutch system 1 has an actuating device 3. The actuating device 3 is preferably designed as a fluid actuating device, in particular as a hydraulic or semi-hydraulic actuating device 3. In the case of the clutch device 2, the actuating device 3 has a slave cylinder 20 in which a slave piston 21 is arranged in a manner that can be displaced in a limited manner. The slave cylinder 20 is connected to a master cylinder 24 of the actuating device 3 via a fluid line 23. A master piston 25 is arranged in said master cylinder 24 in a manner that can be displaced in a limited manner, wherein a displacement of the master piston 25 effects a displacement of the slave piston 21 via the fluid line 23 and the fluid moving therein. The slave piston 21 acts on the release bearing 22 in order to release or engage the clutch device 2 via the disk spring tongue 10.

In the case of the actuating device 3, the clutch pedal 27 is rotatably mounted on the pedal support 26. The pedal prop 26 is usually arranged in the footwell of the motor vehicle. Between the initial position and the maximum compressed position, the clutch pedal 27 may experience a maximum pedal travel 28, wherein the maximum pedal travel 28 describes a portion of a circular trajectory. Preferably, the clutch pedal 27 is equipped with an over-dead-center spring in order to reduce the maximum pedal force that the vehicle driver must apply with his foot in order to disengage the clutch device 2.

Overall, the transfer ratio relationship iH of the clutch hydraulic device is defined as:

iH ═ (slave piston area)/(master piston area). Preferably 1.5 ═ iH ═ 3.5(1.5 ≦ iH ≦ 3.5).

According to a further preferred embodiment, the clutch pedal 27 of the actuating device 3 has a changeover ratio iP, wherein 3.5< ═ iP < (5.5) applies. In the case of a maximum pedal travel 28 of 120mm, the clutch pedal 27 converts the pedal travel 28 downward into a travel of approximately 34mm of the master piston 25 with a conversion ratio of iP to 3.5. In the case of a maximum pedal travel 28 of 120mm, the clutch pedal 27 converts the pedal travel 28 downward into a travel of approximately 22mm of the master piston 25, with a conversion ratio of iP to 5.5. In the case of a maximum pedal travel 28 of 160mm, the clutch pedal 27 converts the pedal travel 28 downward into a travel of approximately 46mm of the master piston 25 with a conversion ratio of iP to 3.5. In the case of a maximum pedal travel 28 of 160mm, the clutch pedal 27 converts the pedal travel 28 downward into a travel of approximately 29mm of the master piston 25 with a conversion ratio of iP to 5.5.

The clutch pedal 27 preferably has a maximum pedal travel 28 of 120mm to 160mm, particularly preferably 130mm to 150 mm. According to another preferred embodiment, the clutch pedal 27 is equipped with an over-dead-center spring which reduces the maximum pedal force on the clutch pedal 27 by 20% to 40%, preferably 25% to 35%. The maximum pedal force on the clutch pedal 27 is reduced, in particular in absolute terms, by 30N to 50N, preferably by 35N to 45N.

The preceding exemplary embodiment relates to a clutch system 1 having a clutch device 2 and an actuating device 3 for engaging and/or disengaging the clutch device 2, wherein the clutch device 2 has at least one counterplate 4, at least one clutch cover 7 with at least one disk spring 8 mounted so as to be pivotable on a pivot radius 17, and at least one pressure plate 5 which can be displaced in a limited manner in the axial direction a of the clutch device 2 by means of a disk spring 8 for frictionally clamping a clutch disk 6 between the pressure plate 5 and the counterplate 4, wherein the disk spring 8 acts on the pressure plate 5 at an application radius 19 which is arranged outside the pivot radius 17 in the radial direction R of the clutch device 2, and the disk spring can be actuated by the actuating device 3 at an actuating radius 18 which is arranged inside the pivot radius 17 in the radial direction R, where iDP (swing radius — actuation radius)/(application radius — swing radius) > (5), and where the actuation device 3 has at least one clutch pedal 27 with a changeover ratio of 3.5< ═ iP < (5.5).

List of reference numerals

1 Clutch System

2 Clutch device

3 operating device

4 pairs of pressing plates

5 pressing plate

6 clutch disc

7 Clutch cover

8 disc spring

9 force edge

10 belleville spring tongue

11 swingable supporting structure

12a first receiving recess

12b second receiving recess

13 wire ring

14 support spring

15 disc spring centering pin

16 wear compensation adjustment device

17 radius of oscillation

18 radius of operation

19 radius of action

20 slave cylinder

21 driven piston

22 Release bearing

23 fluid line

24 driving cylinder

25 active piston

26 pedal support

27 Clutch pedal

28 pedal stroke

d material thickness of wall of clutch cover

Conversion proportional relation of iDP clamp plate subassembly

Conversion proportional relation of iH clutch hydraulic device

Conversion proportional relation of iP clutch pedal

Axial direction A

D axis of rotation

R radial direction

U circumferential direction

Claims

1. Clutch system (1) having a clutch device (2) and an actuating device (3) for engaging and/or disengaging the clutch device (2), wherein the clutch device (2) has: at least one counterpressure plate (4); at least one clutch cover (7) having at least one disk spring (8) mounted so as to be pivotable on a pivot radius (17); and at least one pressure plate (5) which is displaceable in a limited manner in the axial direction (A) of the clutch device (2) by means of the disk spring (8) for frictionally clamping the clutch disk (6) between the pressure plate (5) and the counter pressure plate (4), wherein the disk spring (8) acts on the pressure plate (5) at an application radius (19) which is arranged outside the pivot radius (17) in the radial direction (R) of the clutch device (2) and can be actuated by the actuating device (3) at an actuation radius (18) which is arranged inside the pivot radius (17) in the radial direction (R), wherein idP (pivot radius-actuation radius)/(actuation radius-pivot radius) > (5) applies, and wherein the actuating device (3) has at least one clutch pedal (27) having a changeover ratio of 3.5< ═ iP < (5.5).

2. The clutch system (1) according to claim 1, wherein the clutch cover (7) is manufactured from a sheet material having a material thickness d < ═ 5 mm.

3. The clutch system (1) according to claim 1, wherein 5.5< ═ iDP < (6.5) applies.

4. The clutch system (1) according to claim 2, wherein 3mm < ═ d < ═ 4.5 mm.

5. Clutch system (1) according to claim 1, wherein the disk spring (8) is pivotably mounted on the clutch cover (7) in the region of the pivot radius (17).

6. Clutch system (1) according to claim 5, wherein the pivotable bearing (11) on the clutch cover (7) comprises at least one wire ring (13) and/or at least one supporting spring (14), against which the disk spring (8) rests on the clutch cover side and/or the pressure plate side.

7. Clutch system (1) according to claim 6, wherein the swingable support structure (11) comprises a hook and/or a peg (15) on the clutch cover side, by means of which hook and/or peg the Belleville spring (8) is swingably fixed to the clutch cover (7) indirectly or directly.

8. Clutch system (1) according to any of claims 1 to 7, wherein the operating device is a fluid-type operating device, the fluid-type operating device (3) having: at least one slave cylinder (20) which acts indirectly or directly on the disk spring (8) and has a slave piston (21); and at least one master cylinder (24) which is fluidically connected to the slave cylinder (20) and has a master piston (25), wherein, with regard to the piston surface: iH ═ (slave piston area)/(master piston area), where 1.5< ═ iH < ═ 3.5.

9. Clutch system (1) according to any of claims 1-7, wherein the clutch pedal (27) is equipped with an over-dead-center spring which reduces the maximum pedal force on the clutch pedal (27) by 30N to 50N.

10. The clutch system (1) according to claim 9, wherein the clutch pedal (27) has a maximum pedal travel (28) of 120 to 160 mm.

11. The clutch system (1) according to claim 4, wherein 3mm < ═ d < ═ 4mm applies.

12. The clutch system (1) according to claim 9, wherein the over-dead-point spring reduces the maximum pedal force on the clutch pedal (27) by 35N to 45N.

13. The clutch system (1) according to claim 10, wherein the clutch pedal (27) has a maximum pedal travel (28) of 130mm to 150 mm.