DE112014005512B4 - Operating system, in particular for operating a clutch - Google Patents

Abstract

Actuating system for actuating a clutch of a motor vehicle, with an actuating lever (1) which can be swiveled about a swivel axis (A4) of a joint (4) and with which an engagement bearing (6) acting on the clutch axis of rotation (A7) can be actuated characterized in that - there is an axial offset (X) between the pivot axis (A4) of the joint (4) on the actuating lever (1) and the clutch rotation axis (A7), - in the engagement bearing (6), compensating for a misalignment of the engagement bearing (6) , Counter-tilting moment (MKG) can be introduced in such a way that it acts in the opposite direction to a tilting moment (MK) which is caused by the actuation of the actuating lever (1).

Description

The invention relates to an actuation system which is used in particular to actuate a clutch of a motor vehicle.

Known engagement systems consist of an engagement lever and an engagement bearing. Since the engagement lever makes a pivoting movement during engagement, the bearing is connected to a joint on the lever. This is to ensure that the bearing can align itself parallel to the coupling. However, due to the pivoting movement of the lever, a radial force is created during the engagement process, which acts on the joint. This creates a tilting moment on the bearing, causing the bearing to tilt. This misalignment also occurs when the force is applied centrally. To minimize tilting, there is often a radial compensation under the bearing. This slides during the engagement process. This is intended to compensate for the misalignment.

Due to manufacturing tolerances, clutches always contain geometrical errors in their components (e.g. parallelism errors), which leads to undesired alternating torques in the drive train, which manifests itself in noticeable vibrations for the driver when starting or restarting, so-called chatter vibrations.

The chatter vibrations can in principle be reduced by reducing the excitation, e.g. B. by as flat and even clutch linings and clutch disks or even actuation of the clutch.

From the pamphlet DE 10 2012 220 941 A1 For example, an actuation system for a clutch with a lever actuator is known which comprises a lever with an actuator area in which an actuator force is applied to the lever by an actuator; a support area in which the lever is supported; and a force application area which is arranged between the actuator area and the support area and via which an actuating force is applied to the torque transmission.

From the German Offenlegungsschrift DE 10 2010 054 301 A1 an actuation system is known in which an engagement lever is pivotably supported on a support body. An actuating piston, with which a clutch is actuated via the engaging lever, acts on an actuating end of the engaging lever. The actuation force or actuator force acts in an axial direction essentially perpendicular to the engagement lever.

The disadvantage of the known solutions is that due to the friction in the radial compensation and the combination of errors between the clutch disc and the engagement system (geometric errors in parallelism), the bearing is never parallel to the clutch plane. There is always a misalignment of the bearing, which can lead to a chatter excitation in the vehicle.

From the DE 10 2009 016 292 A1 an actuation system emerges with which axial misalignments and misalignments are to be compensated for by means of a helical spring device. This helical spring device is intended to replace the guide sleeve and is designed with a gimbal so that it enables wobble compensation in two axial directions offset by 90 degrees to one another.

the EP 1 703 161 A1 discloses a release device in which compensating means are assigned to a pivotably mounted actuating lever. The compensation means are intended to generate a compensation movement in order to keep the contact position of the coupling lever stable during pivoting movements. Compensating means are, for example, sliding bearings that can be moved relative to one another or a change in length of the clutch lever.

From the DE 10 2006 048 804 A1 shows an actuation system with an actuation lever which is received in a rolling manner when pivoting at a bearing point. This is intended to reduce or eliminate sliding friction in the contact point.

The object of the invention is to develop an actuation system for a clutch with which a misalignment of the engagement system, which is noticeable due to the engagement kinematics, is reduced without additional components or additional costs.

According to the invention, this object is achieved by the characterizing features of the first claim.

Advantageous refinements result from the subclaims.

Actuating system, is used in particular to actuate a clutch of a motor vehicle and has an actuating lever which can be pivoted about a pivot axis of a joint when actuated, with which an engagement bearing can be actuated which acts on the clutch having a clutch axis of rotation, whereby according to the invention by an axial offset between the pivot axis of the joint on Actuating lever and the clutch axis of rotation in the engagement bearing a tilting moment compensating for a misalignment of the bearing can be introduced in such a way that it acts opposite to a tilting moment which is caused by the actuation of the actuating lever.

This compensates for the misalignment of the bearing during the engagement process. It is just engaged at the operating point, thereby avoiding chatter vibrations that are unpleasant for the driver.

As is known, the engagement bearing acts on lever spring tongues (diaphragm spring tongues) of the clutch, which rest in a lever spring tongue support on the engagement bearing, the required axial offset being determined as a function of a coefficient of friction in a radial compensation between the engagement bearing and a bearing support that accommodates the engagement bearing and a height between the lever spring tongue support and Radial compensation according to the formula $$\mathrm{A.}cHsversatz=\mathrm{F.}aktOr\ast {\mu }_{\mathrm{R.}adialausGleicH}\ast H\ddot{O}H{e}_{HebelfederzunGenauflaGezu\mathrm{R.}adialausGleicH}$$

For this purpose, the engagement bearing is connected to a joint on the actuating lever, so that the engagement bearing is aligned parallel to the clutch and the bearing carrier is arranged between the engagement bearing and the joint, so that there is radial compensation between the bearing carrier and the engagement bearing in such a way that between the bearing carrier and the bearing a sliding movement can be realized when the bearing is actuated.

Due to this axial offset between the “joint on the lever” and the “clutch rotation axis”, a tilting moment is introduced into the engagement bearing for the first time in such a way that it acts in the opposite direction to the tilting moment caused by the engagement kinematics. This compensates for the misalignment of the bearing during the engagement process. As a result of the straight engagement of the clutch that can now be realized via the lever spring tongues actuated with the engagement bearing, the occurrence of chatter vibrations is avoided without additional components or additional costs.

The invention is explained in more detail below using an exemplary embodiment and associated drawings.

• 1 die Prinzipdarstellung von Betätigungshebel und Einrücklager nach dem Stand der Technik bei einer offenen Kupplung,
• 2 die Prinzipdarstellung von Betätigungshebel und Einrücklager nach dem Stand der Technik bei einer eingerückten Kupplung,
• 3 die Prinzipdarstellung von Betätigungshebel und Einrücklager mit Achsversatz bei einer offenen Kupplung,
• 4 die Prinzipdarstellung von Betätigungshebel und Einrücklager mit Achsversatz bei einer eingerückten Kupplung.

Show it:

• 1 the schematic representation of the actuating lever and engagement bearing according to the state of the art with an open clutch,
• 2 the schematic diagram of the actuating lever and engagement bearing according to the state of the art with an engaged clutch,
• 3 the schematic diagram of the actuating lever and engagement bearing with axial offset with an open clutch,
• 4th the schematic diagram of the actuating lever and engagement bearing with an offset when the clutch is engaged.

In the 1 and 2 is the basic representation of the engagement kinematics according to the state of the art and in the 3 and 4th shown according to the solution according to the invention.

• Ein Betätigungshebel 1 (Einrückhebel) ist schwenkbar gelagert und an einem ersten Ende mittels eines Stößels 2 betätigbar und an einem zweiten Ende an einem Gegenlager 3 aufgenommen. Da der Einrückhebel 1 während des Einrückens eine Schwenkbewegung vollführt, ist über ein Gelenk 4 ein das Einrücklager 6 aufnehmender Lagerträger 5 mit dem Hebel wirkverbunden. So soll gewährleistet sein, dass das Einrücklager 6 sich mit seiner Betätigungsfläche 6.1 parallel zur einer Kupplungsebene E der Kupplung, hier angedeutet durch die Hebelfederzungen 7 (Tellerfederzungen), ausrichten kann.

In all drawings the basic structure is as follows:

• An operating lever 1 (Engaging lever) is pivotably mounted and at a first end by means of a plunger 2 can be actuated and at a second end on a counter bearing 3 recorded. Because the engagement lever 1 Performs a pivoting movement during engagement is via a joint 4th a the engagement bearing 6th receiving bearing bracket 5 operatively connected to the lever. This is to ensure that the engagement bearing 6th itself with its operating surface 6.1 parallel to a coupling plane E. the clutch, indicated here by the lever spring tongues 7th (Belleville spring tongues), can align.

The joint points 4th a pivot axis A4 and the clutch has a clutch axis of rotation A7 on.

According to 1 is the actuating surface in the disengaged state 6.1 of the engagement bearing 6th in the disengaged state essentially parallel to the coupling plane E. aligned with the coupling. Due to the pivoting movement of the lever 2 when it is actuated with the plunger 2 a radial force is created during the engagement process FR that is on the joint 4th acts (see 2 ). This radial force creates a tilting moment MK on the engagement bearing 6th whereby this tilts undesirably. This misalignment also occurs when the force is applied centrally. Due to friction in the radial compensation R. between bearing brackets 5 and engagement bearings 6th there is no optimal setting of the engagement bearing 6th , making the actuation surface 6.1 of the engagement bearing 6th never parallel to the coupling plane E. is. There is always a misalignment of the engagement bearing when it is actuated (see Sect. 2 ), which can lead to a chatter excitation in the vehicle.

According to 3 there is an axial offset according to the solution according to the invention X between the pivot axis A4 of the joint 4th on the operating lever 1 and the coupling axis of rotation A7 . This is in the disengaged state according to 3 a counter-overturning moment MK _G generated by the axial offset, through which the actuating surface 6.1 compared to the coupling level E. is slightly inclined. Used when the lever is operated 1 a tipping moment MK initiated by the engagement kinematics, the counter-tilting moment acts in the opposite direction MK _G generated, whereby the actuating surface in the engaged state 6.1 of the engagement bearing 6th parallel to the coupling plane E. is provided.

The necessary offset X depends on the coefficient of friction µ in radial compensation R. and the height H between the lever spring tongue support that of the actuating surface 6.1 corresponds, and radial compensation R. .

The offset to be set X is, for example, 2.1 mm for a factor F. of 0.75, ie if 75% of the misalignment is to be compensated and a coefficient of friction µ = 0.15 (coefficient of sliding friction steel on steel) is present in the radial compensation, and at a height H = 19mm.

The calculation is carried out using the formula: X = F * µ * H.

The offset is set so that it hits the engagement bearing 6th a counter-overturning moment MK _G initiates which is opposite to the overturning moment MK , which is caused by the engagement kinematics, takes effect.

With the solution according to the invention, the engagement system is improved, so that geometric parallelism errors are restricted and the error in the engagement system is minimized. It is just engaged and chattering vibrations that are unpleasant for the driver are avoided. Driving comfort for the driver and thus customer satisfaction increases. This improvement is possible without additional components or additional costs.

List of reference symbols

1

Operating lever

2

Ram

3

Counter bearing

4th

joint

5

Bearing bracket

6th

Engagement bearing

6.1

Operating area

7th

Lever spring tongues

A4

Swivel axis

A7

Coupling axis of rotation

E.

Coupling level

F.

factor

H

height

MK

Overturning moment

MKG

Counter-tilting moment

FR

Radial force

R.

Radial compensation

X

Offset

µ

Coefficient of friction

Claims (4)

Actuating system for actuating a clutch of a motor vehicle, with a pivotable upon actuation around a pivot axis (A4) of an articulation (4) operating lever (1) with which a having on the one coupling axis of rotation (A7) coupling acting engagement bearing (6) is actuated, characterized characterized in that - there is an axial offset (X) between the pivot axis (A4) of the joint (4) on the actuating lever (1) and the clutch axis of rotation (A7), - in the engagement bearing (6), compensating for a misalignment of the engagement bearing (6) , Counter-tilting moment (MK _G ) can be introduced in such a way that it acts in the opposite direction to a tilting moment (MK) which is caused by the actuation of the actuating lever (1). Actuation system according to Claim 1 , characterized in that the engagement bearing (6) acts on lever spring tongues (7) of the clutch, which rest in a lever spring tongue support on the engagement bearing (6) and that the required axial offset (X) is determined as a function of a factor (F) by which the misalignment is to be reduced, - a coefficient of friction (µ) in a radial compensation (R) between the engagement bearing (6) and a bearing bracket (5) accommodating the engagement bearing (6) and - a height (H) between the lever spring tongue support and radial compensation (R ). Actuation system according to Claim 1 or 2 , characterized in that the axial offset results in: X = F * µ * H. Actuation system according to one of the Claims 1 until 3 , characterized in that the engagement bearing (6) is connected to a joint (4) on the actuating lever (1) so that the engagement bearing (6) is aligned parallel to the clutch and that between the engagement bearing (6) and the joint (4) the bearing bracket (5) is arranged and a radial compensation (R) is provided between the bearing bracket (5) and the engagement bearing (5) such that a sliding movement occurs between the bearing bracket (5) and the engagement bearing (6) when the engagement bearing (6 ) is feasible.

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