DE102013220164A1 - Optional electrically actuated clutch system for a motor vehicle - Google Patents

Abstract

The invention relates to a clutch system (1), which is used particularly advantageously in motor vehicles, such as motorcycles, scooters, mopeds or motor rickshaws, which conventionally have a clutch which can be actuated mechanically, for example by means of a cable or a linkage. A mechanically disengageable clutch (3) can be disengaged by a driver via a clutch lever (5) and a first power transmission device (11), for example a cable pull (13). The clutch system (1) further has an electric actuator (7) which can exert a force on the clutch via a second power transmission device (15), which may also be implemented as a cable pull (17), for example, in order to disengage it. The two power transmission devices (11, 15) are designed such that forces caused by actuation of the clutch lever (5) and forces caused by actuation of the electric actuator (7) can be transmitted independently to the clutch (3). Such a coupling system (1) is easy to implement, does not necessarily require complex and expensive components, as are typically used in a pure clutch-by-wire system, and in particular always allows a conventional operation of the clutch (3) by the driver , By means of the actuator (7) also acting on the clutch (3), fuel saving, comfort and / or safety functions can be implemented.

Description

Field of the invention

The present invention relates to a coupling system for a motor vehicle and a vehicle equipped with such a clutch system motor vehicle, in particular a motorcycle or the like.

State of the art

In motor vehicles in which a torque generated by an engine is to be transmitted to wheels via a manual transmission, a clutch is generally provided in a drive train, by means of which the torque transmission can be temporarily interrupted, for example to a different gear or to be able to shift an idling of the transmission. The clutch is thereby disengaged generally by means of a driver operable clutch lever against a bias generated for example by a spring. For this purpose, the clutch lever is mechanically connected via a power transmission device such as a cable or a linkage with the clutch in order to transmit a force caused by actuation of the clutch lever force on the clutch can and then disengage it.

In modern motor vehicles, the aim is to implement additional functions by means of which, for example, a fuel consumption of the vehicle can be reduced or a driver can be assisted in driving the motor vehicle. To implement such functions, it may be provided to automatically actuate a clutch of the motor vehicle. For this purpose, for example, so-called electrically actuated clutch systems are developed in which a clutch lever is no longer directly mechanically coupled to the clutch, but a position of the clutch lever is detected, for example by means of a sensor and based on a sensor signal, an electric actuator is actuated by means of which then a corresponding desired force is generated on the clutch for disengaging the same. Such coupling systems are also referred to as e-clutch or clutch-by-wire systems. An automated clutch is used for example in DE 10 2012 202 442 A1 described.

Disclosure of the invention

Embodiments of the present invention provide for a clutch system which on the one hand enables implementation of certain additional automated fuel economy, comfort and / or safety functions and on the other hand is relatively simple and can be handled simply and intuitively by a driver. In particular, two-wheeled or three-wheeled motor vehicles such as motorcycles, scooters, mopeds or motor rickshaws can be advantageously equipped with the proposed clutch system.

According to a first aspect of the present invention, there is provided a clutch system for a motor vehicle having a mechanically disengageable clutch, a driver-operable clutch lever, and first power transmitting means for mechanically transmitting a force caused by operation of the clutch lever to disengage the clutch , The coupling system is characterized in that it additionally comprises an electric actuator and a second power transmission device for mechanically transmitting a force caused by actuation of the electric actuator force on the clutch to disengage it. In this case, the first and the second power transmission device are designed such that forces caused by actuation of the clutch lever and forces caused by actuation of the electric actuator can be transmitted independently of one another to the clutch in order to disengage them.

Ideas for embodiments of the present invention may be considered, inter alia, as being based on the following thoughts and findings:
It has been recognized that, particularly in clutch systems typically used in smaller, for example two- or three-wheel motor vehicles, optional automated clutch actuation can be implemented relatively easily. In such clutch systems, forces exerted on a clutch lever by a driver are typically transmitted from the clutch lever to the clutch by means of mechanical aids, that is, by means of a mechanical power transmission, to disengage them. As a power transmission device in this case, for example, a running between the clutch lever and the clutch cable or Bowden cable can be used. Alternatively, as a power transmission device and a linkage can be used. In other words, the power transmission device may be configured with simple mechanical means such as a cable with an associated cable guide, a linkage with associated bearings and joints, or the like, to mechanically, ie not hydraulically or electrically, force the clutch from the clutch lever toward the clutch to be disengaged transfer.

In such a simple mechanical coupling system, a complementary automated clutch operation can be realized in a simple manner by an electric actuator or actuator is provided, which can actuate the clutch to disengage via a second also mechanically acting power transmission device. The second power transmission device can in this case also be formed, for example, with a cable or a linkage which are designed to mechanically transmit a force caused by the electric actuator to the clutch in order to disengage it.

Since the operable by the driver clutch lever on the one hand and to be controlled by a controller or a control unit electric actuator on the other hand act as independent power sources, and the first and the second power transmission device should be designed and coupled to the clutch that forces of these two separate Power sources can be independently transferred to the clutch to disengage them. In other words, a power transmission from the clutch lever should be possible in parallel with a power transmission from the electric actuator. In such a clutch system, the clutch can then be disengaged both by the sole actuation of the clutch lever and by the sole actuation of the electric actuator.

In such a parallel operable coupling system, the driver can disengage the clutch in the usual way by operating the clutch lever. In addition to this, however, an automatic disengagement of the clutch can also be effected by means of the electric actuator, and in this way various functions in which the clutch is to be automatically separated can be implemented. As described in more detail below, such functions may include, for example, so-called sailing, various types of start-stop automatic, start-up assistance, or the like.

While in this case an automated coupling and decoupling using the electric actuator for implementing fuel saving functions, comfort functions, safety functions or the like can serve, but the driver always has the option, regardless of the electric actuator and its electrical control and in particular independent of a functioning of this electric Components to operate the clutch in a conventional manner by operating the clutch lever on the conventionally mechanically acting first power transmission device.

It may be advantageous to form the first and / or the second power transmission by means of a cable. A cable provides a very simple and error-prone possibility for mechanical power transmission. In particular, a power source such as the clutch lever or the electric actuator can be positioned largely freely in relation to the clutch to be actuated.

According to one embodiment, the electric actuator and / or the second power transmission arrangement is biased toward a rest position in which the clutch is not disengaged. For this purpose, for example, a suitably designed elastic element such as a spring can be used. By such a mechanical bias of the actuator or the power transmission arrangement can be achieved, for example, that in case of failure of one of these two components of these no force on the clutch, which would move the clutch to disengage, is exercised. As a result, for example, an emergency operation can be ensured.

According to one embodiment, the second power transmission device is configured to engage and / or cooperate with parts of the first power transmission device in order to transmit the force caused by the electric actuator to the clutch. In other words, instead of a configuration in which the two power transmission arrangements engage completely separately on the clutch, a configuration in which the two power transmission devices share at least parts or components jointly can also be implemented. For example, the first power transmission device can be configured as a cable between the clutch lever and the clutch and the second power transmission device does not initiate a force toward the clutch separately at the clutch, but instead at this cable. Similarly, the first power transmission device may be formed by means of a linkage and engage the second power transmission device on this linkage and introduce a force from the electric actuator into the linkage. Mixed forms are also conceivable in which, for example, a cable pull of a first power transmission device interacts with components of a linkage of a second power transmission device, or vice versa.

Embodiments of the clutch system may further include a controller for controlling the electric actuator. This controller may be configured to suitably drive the actuator to implement the above automated functions. For this purpose, the control unit may have suitable hardware and / or software. The control unit can in particular be implemented as part of an engine control unit of a motor vehicle. The control unit can possibly be connected to sensors in the motor vehicle, by means of which the control unit can recognize and evaluate, for example, an operating state of the motor vehicle or a driving situation.

One possibility of such a sensor is, for example, a sensor for monitoring a current position of the clutch lever. With such a sensor, the controller can detect how much and / or how fast the clutch lever is being operated by the driver and, based on this information, drive the electric actuator to effect automated additional functions. For example, the control unit may detect based on sensor data when the clutch lever is released excessively quickly, which may lead to abrupt start of the motor vehicle or "stalling" of the engine of this motor vehicle, and then suitably control the electric actuator to a too fast engagement to avoid in the context of a start-up assistance.

Embodiments of the proposed clutch system are advantageously used in particular in motor vehicles, in which the clutch lever is designed as a lever to be operated by hand. In such manually operable coupling levers, the force is usually transmitted mechanically, for example via a cable or a linkage, from the clutch lever to the clutch. It is believed that any interference with the clutch lever, in particular the force curve to be felt on it, as might possibly occur due to the automatic actuator acting in parallel on the clutch when automated clutch functions are performed, hardly disturbs a driver when the clutch levers are manually operated be perceived, but at least less disturbing than with foot-operated clutch levers.

It should be understood that possible features and advantages of embodiments of the invention herein are described in part with reference to a clutch system and in part with respect to a motor vehicle equipped with such a clutch system. One of ordinary skill in the art will recognize that features of various embodiments may be suitably combined or replaced to provide further embodiments.

Brief description of the drawings

Hereinafter, embodiments of the invention will be described with reference to the accompanying drawings, wherein neither the description nor the drawings are to be construed as limiting the invention.

1 schematically shows a coupling system according to the invention.

2 schematically shows functional components of a coupling system according to the invention.

3 schematically shows a motor vehicle according to the invention.

The figures are not to scale. Like reference numerals designate the same or similar features in the various figures.

Embodiments of the invention

When so-called sailing a motor vehicle, sometimes referred to as Free Wheeling, High Speed Free Rolling or Coasting, a drive train is opened, so a motor and a transmission of the vehicle decoupled from each other. Due to the missing engine drag torque, the vehicle unrestrainedly rolls off much further than, for example, with fuel cut in high gear. To save fuel, the engine may continue to idle, referred to as so-called idle sailing, or in the end be turned off, referred to as engine stoppage sailing. With a corresponding operating concept, the engine automatically restarts.

Sailing is possible with conventional manual transmissions, but requires a cumbersome operating concept. For example, to initiate sailing, a driver must manually depress the clutch, place the transmission in neutral, and release the clutch. To restart the engine, the clutch must be pressed again. Then, in order to re-establish adhesion between the engine and the transmission, an appropriate speed gear of the vehicle must be engaged and the clutch released again. In support of the internal combustion engine can perform a vehicle speed adapted and possibly gear-dependent speed increase.

With the help of a clutch that can be actuated via an electric actuator, sailing in a manual transmission can be realized fully automatically. In order to implement the function of sailing, for example, a control unit can recognize a driving situation on the basis of various received information and / or signals, in which sailing, for example, can have an advantageous effect for saving fuel, and then actuate the clutch via the electric actuator. In addition, if necessary, the engine can be switched off.

Another possible automated function can be implemented in the form of a start-stop system. In a special embodiment, in this case can be turned off in manual motor vehicles, the engine when the vehicle is driving below a speed threshold and the driver simultaneously holds the clutch and presses the brake. This can be interpreted as rolling out, for example, in front of a red traffic light. Such an operating strategy is also referred to as stop-in-gear (SiG), since a gear can remain engaged. As soon as the driver releases the brake, the engine is restarted, possibly independent of system start-up requirements.

In order to implement such or similar automated clutch functions, a clutch system is proposed according to one embodiment of the invention, as exemplified in 1 is shown. The coupling system 1 has a mechanically disengageable coupling 3 , This clutch 3 can on the one hand via an operable by a driver clutch lever 5 and on the other hand via an electric actuator 7 be operated. The clutch lever 5 For example, it may be a hand-operated lever, such as on a handlebar 9 a motorcycle can be provided. The clutch lever 5 is about a first power transmission device 11 acting cable 13 with the clutch 3 connected and can via this cable 13 Forces from the clutch lever 5 on the clutch 3 transferred to disengage this. The electric actuator 7 is in the example shown also via a second power transmission device 15 acting cable 17 with the clutch 3 connected and can via this cable 17 Forces to disengage the clutch 3 transfer.

The electric actuator 7 is from a control unit 19 controlled. The control unit 19 can, for example, signals from a sensor 21 receive a current position of the clutch lever 5 supervised. Furthermore, the control unit can be connected to, for example, further sensors or components of the motor vehicle in order to be able to receive information about current operating states or a driving situation and, based thereon, the actuator 7 to carry out suitable automated coupling operations and hereby to control the implementation of coupling functions.

In other words, it is proposed to integrate an additional clutch actuator in manual switches with a mechanical clutch system with cable or linkage.

As a result, for example, a fully automatic opening, keeping open or closing the drive train via the clutch actuator can be made possible. In contrast to purely electrically actuated clutch systems, however, an actuation of the clutch can be performed in parallel by the driver. In other words, the proposed clutch system is not a pure clutch-by-wire system. The driver can conventionally operate the clutch mechanically and always has a penetration.

In other words, it may be desirable among other things in the proposed clutch system to be able to maintain a familiar operation of the vehicle. The clutch actuator is not intended to replace the clutch lever, but parallel to the manual operation by the driver intervention by a control device, such as an engine control unit, provide, for example, automated, comfortable to initiate a "sailing" and be able to finish. This makes it possible to conveniently use a large potential for saving energy from sails, even in vehicles with manual switches, at low additional costs.

Among other things, embodiments of the invention make it possible to greatly reduce CO ₂ emissions, for example in motorcycles. For example, it has been observed that through automated implementation of clutch functions, up to 20% CO ₂ can be saved in typical motorcycle operation.

In a specific embodiment, a wastegate actuator has been modified as an electric actuator or electric actuator for actuating the clutch. A power transmission takes place by means of Bowden cable with the great advantage of great freedom in the placement of the actuator. The actuator in this case has a spring for mechanical preloading and thus to return to a de-energized rest position. In this position, the driver can operate the vehicle as known, without the action of an automatic. Thus, a safe state in the event of a defect such as a cable drop or a battery failure can be achieved and the system thus provides a limp home mode. In addition, the actuator can provide position feedback through a built-in position sensor.

Likewise, an engagement directly on a Bowden cable between the clutch lever and a release lever of the clutch or engagement via a lever mechanism directly on the release lever each with freewheel would be conceivable. Furthermore, an additional independent adjustment for the electrical clutch engagement can be provided.

An actuation of the clutch should preferably take place parallel to an existing clutch pedal, in order not to change the usual operation of the vehicle in normal operation. This functionality can be achieved, for example, by two parallel Bowden cables are realized, which engage a release lever of the clutch. To an existing release lever for receiving the train to the handle, a second lever can be placed on which the electric actuator can engage.

With a freewheel enabled by such an arrangement, a logical "or link" can be enabled. A "disconnect" of the clutch is a priority function and is carried out, regardless of which power source from the intervention takes place. Thus, the driver always has the direct penetration and can operate the clutch conventionally even with defective actuator.

In one embodiment, a driver's request can be included in a control of the electric clutch via a bearing feedback of the clutch handle. For this purpose, for example, a sensor may be arranged on the clutch lever, which determines a current position of the clutch lever and transmits this information to a clutch actuator controlling the control unit. A supplementary position feedback of the electric actuator may allow the regulation of the desired position in the case of an electrical actuation. The redundant clutch actuation provides a further safety advantage. In addition, dynamic clutch actuations, such as in a fast shift, are not necessarily required by the actuator, but may be performed conventionally by the driver.

Actuation of the clutch actuator can, as in 2 shown schematically, in a control unit 19 be implemented a motor vehicle. A coordinating controller 23 can be signals or data from a sensor 25 as well as from a human machine interface (HMI) 27 receive. An additional sensor 29 for a control can send signals to a supplementary control or regulation 31 to transfer. In the control unit 19 In this case, a software function for coordinating, for example, a sailing operation, for evaluating a control concept and / or for coordinating the operation of an actuator can be implemented. Furthermore, hardware-related drivers, evaluations of the sensor technology for the regulation as well as control algorithms can be implemented. About a power amplifier 33 then becomes an actuator 7 controlled by a power generator 35 Energy from an energy source 37 receives and over a transmission path 39 and a force / displacement / energy converter 39 ultimately a clutch 3 actuated.

3 shows an example of a motor vehicle 100 in the form of a motorcycle, via an inventive coupling system 1 features.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102012202442 A1 [0003]

Claims (10)

Coupling system ( 1 ) for a motor vehicle ( 100 ), comprising: a mechanically disengageable coupling ( 3 ); a driver-operable clutch lever ( 5 ); a first power transmission device ( 11 ) for mechanically transmitting a by pressing the clutch lever ( 5 ) caused force on the clutch ( 3 ) to take it out; characterized in that the coupling system ( 1 ) further comprises: an electric actuator ( 7 ); a second power transmission device ( 15 ) for mechanically transmitting a by actuating the electric actuator ( 7 ) caused force on the clutch ( 3 ) to take it out; wherein the first and the second power transmission device ( 11 . 15 ) are formed such that by actuating the coupling lever ( 5 ) forces and by actuating the electric actuator ( 7 ) forces independently of each other on the clutch ( 3 ) can be transmitted to disengage them. Clutch system according to claim 1, wherein the first and / or the second power transmission device ( 11 . 15 ) a cable ( 13 . 17 ) having. Coupling system according to claim 1 or 2, wherein the first and / or the second power transmission device ( 11 . 15 ) has a linkage. Coupling system according to one of claims 1 to 3, wherein the electric actuator ( 7 ) and / or the second transmission arrangement ( 15 ) to a rest position in which the clutch ( 3 ) is not disengaged, is mechanically biased. Coupling system according to one of claims 1 to 4, wherein the second power transmission device ( 15 ) is designed to be in parts of the first power transmission device ( 11 ) intervene and / or interact with them in order to 7 ) caused force towards the clutch ( 3 ) transferred to. Coupling system according to one of claims 1 to 5, further comprising a control unit ( 19 ) for controlling the electric actuator ( 7 ). Coupling system according to one of claims 1 to 6, further comprising a sensor ( 21 ) for monitoring a current position of the clutch lever ( 5 ). Coupling system according to one of claims 1 to 7, wherein the clutch lever ( 5 ) is designed as a lever to be operated by hand. Motor vehicle ( 100 ) with a coupling system ( 1 ) according to one of claims 1 to 8. Motor vehicle according to claim 8, wherein the motor vehicle ( 100 ) is designed as a motorcycle, scooter, moped or motor rickshaw.

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