EP1521004B1 - Actuation device for a automobile clutch - Google Patents

Actuation device for a automobile clutch Download PDF

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Publication number
EP1521004B1
EP1521004B1 EP04104695A EP04104695A EP1521004B1 EP 1521004 B1 EP1521004 B1 EP 1521004B1 EP 04104695 A EP04104695 A EP 04104695A EP 04104695 A EP04104695 A EP 04104695A EP 1521004 B1 EP1521004 B1 EP 1521004B1
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EP
European Patent Office
Prior art keywords
clutch
spring
dead centre
driver
force
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EP04104695A
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German (de)
French (fr)
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EP1521004A1 (en
Inventor
Franz Sporer
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP1521004A1 publication Critical patent/EP1521004A1/en
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G5/00—Means for preventing, limiting or returning the movements of parts of a control mechanism, e.g. locking controlling member
    • G05G5/03—Means for enhancing the operator's awareness of arrival of the controlling member at a command or datum position; Providing feel, e.g. means for creating a counterforce
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/44—Controlling members actuated by foot pivoting
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
    • G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
    • G05G1/30—Controlling members actuated by foot
    • G05G1/46—Means, e.g. links, for connecting the pedal to the controlled unit

Definitions

  • the invention relates to an actuating device for a clutch of a motor vehicle according to the preamble of the main claim.
  • over-center spring is used to reduce the disengaging between the dead center and the disengaged state of the clutch corresponding end position of the clutch pedal lever applied by the driver pedal force.
  • over-center spring means that the pedal force to be applied by the driver increases from the end position of the clutch pedal lever corresponding to the engaged state of the clutch to the dead center position of the over-center spring.
  • the DE 41 10 476 C2 describes an actuating device for a clutch of a motor vehicle, in which a reduction of the pedal force to be applied by the driver is achieved with additional spring means acting exclusively on the first section of the clutch pedal lever travel between engagement end position and dead center.
  • the additional spring means are designed and arranged so that they are only in contact with the end position of the clutch pedal lever corresponding to the engaged state of the clutch up to its dead center position.
  • German Auslegeschrift 1 235 153 describes a device for supporting the pedal force for a clutch of a motor vehicle, in which an over the entire Kupplungspedalhebelweg acting Mattertothuiunterst Reifenungsfeder is assigned a switchable according to a certain suspension spring additional spring. This serves to apply an assisting force for the Kochtot Vietnameseunterst Reifenungsfeder in the initial area, since a large force is initially applied in a Belleville spring clutch due to the characteristics of disc springs got to. Thereafter, the additional spring also disengages and the force exerted by the two springs decreases noticeably sharply abruptly.
  • the describes DE 36 36 748 C1 an actuator for a clutch of a motor vehicle, in which over the entire Kupplungspedalhebelweg a low actuation force at high contact pressures in the clutch is achieved.
  • a compensating spring is used, which acts on the clutch pedal lever, constantly exerts a force on this release towards the end position.
  • this force can not be chosen arbitrarily, as over-center spring and clutch pedal lever return spring for a haptic pleasant clutch actuation may not be impaired in their function.
  • the object of the invention is to provide an actuating device for a clutch of a motor vehicle, which is characterized haptically pleasant to operate, that applied by the driver on the clutch pedal lever force on the second portion of the Kupplungspedalhebelweges, between dead center and disengagement end position, only to a limited extent decreases.
  • the applied maximum force should be low.
  • the Tot Vietnamese scopically slidably guided Anschurgien one of which is fixed via a clutch pedal lever fixed bearing and a body-mounted bearing pivotally so that a tensioned between the Anlenk Vietnameseen compression spring as Studentstot Vietnamesefeder the clutch pedal lever depending on its operating position either in the direction of its engagement - Or in the direction of its disengagement position, with intermediate dead center, loaded with force.
  • the applied by the driver Clutch actuation force lowered at least over a portion of the clutch actuation path by an additional spring.
  • the additional spring lowers the clutch actuation force substantially between the dead center position and an actuation position of the clutch pedal lever, in which the transmissible by the clutch torque can be changed by the driver.
  • the invention is characterized in that the auxiliary spring is disengaged in the fully disengaged state of the clutch.
  • An advantageous embodiment of the actuator for a clutch is characterized in that the additional spring is also a tensioned between the Anschzhouen compression spring, which is disengaged from the operating position of the clutch pedal lever, in which the transmittable by the clutch torque can be changed by the driver.
  • This can advantageously be carried out in a simple manner so that the length of the additional spring is chosen so that it is relaxed from the operating position of the clutch pedal lever, in which the transmissible by the clutch torque can be changed by the driver.
  • a further advantageous embodiment of the actuating device for a clutch is characterized in that the Kochtot Vietnamesefeder and the additional spring, coaxially one inside the other, are held between the Anlenk sunnyen.
  • the Anlenk spicye of two telescopically slidable tubes can be formed and one of the two springs, Studentstot Vietnamesefeder or additional spring can be kept inside and the other of the two springs outside the tubes, supported by the closed tube ends formed.
  • FIG. 1 shows an actuating device for a clutch for a motor vehicle in a side view.
  • FIG. 2 shows in a partial section the component for lowering the actuating force and for forming the dead center function, while FIG. 3 illustrates the influence of the pedal force characteristic by the component according to the invention.
  • FIG. 1 there is an actuator for a not shown clutch for a motor vehicle from a pivotable about a pivot 10 to a body-mounted bracket 1 clutch pedal lever 5 with an actuator plate 2 for a driver not shown foot.
  • the actuator plate 2 is also shown in dashed lines in an operating position 2 '.
  • a clutch master cylinder 12 is also attached to the bearing block 1 via first bolts 13, and a piston guided in the clutch master cylinder 12 is connected to the clutch pedal lever 5 via a piston rod 18 by means of a second bolt 17.
  • a follow-up line 22 leads from the clutch master cylinder 12 to a not shown liquid expansion tank and a connection piece 23 is a not shown hydraulic line attached. This leads to a not shown clutch slave cylinder whose piston rod actuates the clutch.
  • a stop buffer 21 on the bearing block 1 forms an end stop for the clutch pedal lever. 5
  • the clutch pedal lever 5 is supported to the bearing block 1 out by a Kochtot Vietnamesefeder 15 a dead center.
  • the ends of the Studentstot Vietnamesefeder 15 are received in spring holders 7, 14, which are attached via a third and a fourth pin 20, 16 on the bearing block 1 and the clutch pedal lever 5.
  • the spring holder 7, 14, which are telescopically slidably guided into each other, thus forming the Anlenk thoroughlye, one of which via a clutch pedal fixed bearing (fourth pin 16) and one via a body-fixed bearing (third Bolt 20) is pivotally fixed so that the tensioned between the Anlenk Bigen compression spring (Übertot Vietnamesefeder 15) the clutch pedal lever 5 depending on its operating position either in the direction of its engagement (position corresponding actuator plate 2) or in the direction of its disengagement position (position corresponding actuator plate 2 ') applied with intermediate dead center position with force.
  • Übertotddlingfeder 15 the clutch pedal lever 5 depending on its operating position either in the direction of its engagement (position corresponding actuator plate 2) or in the direction of its disengagement position (position corresponding actuator plate 2 ') applied with intermediate dead center position with force.
  • the clutch actuation force to be applied by the driver is lowered by an additional spring 19 at least over a partial distance of the clutch actuation path.
  • Figure 2 shows in a partial section, as the Tot Vietnamese in addition to lowering the clutch operating force substantially between the dead center and an operating position of the clutch pedal lever 5, in which the transferable by the clutch torque can be changed by the driver is formed.
  • the additional spring 19 also between the Ansch Bigen (spring holder 7, 14) tensioned compression spring, from the operating position of the clutch pedal lever 5, in which the transmittable by the clutch torque can be changed by the driver, disengaged by the length of the auxiliary spring 19th is chosen so that it is relaxed from this operating position.
  • the Studentstot Vietnamesefeder 15 and the auxiliary spring 19 are coaxial with each other, held between the Anlenk Scientificen (spring holder 7, 14).
  • the spring holder 7, 14 formed as two telescopically slidable tubes and one of the two springs, the auxiliary spring 19 is within and the other of the two springs, the Mattertot Vietnamesefeder 15, is outside the tubes.
  • the falling portion 30 of the force-displacement characteristic of the clutch actuating force becomes flatter between the dead center and the disengaged position.
  • the force to be applied by the driver on the clutch pedal lever 5 decreases only to a limited extent on the second section of the clutch pedal lever path, between dead center and disengaging end position, and the clutch is haptically pleasant to operate.
  • the applied maximum force 31 is lower and in the fully disengaged state of the clutch, a restoring force reserve 32 is maintained, since the auxiliary spring 19 is disengaged position in this pedal.

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  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)
  • Mechanical Operated Clutches (AREA)

Description

Die Erfindung betrifft eine Betätigungseinrichtung für eine Kupplung eines Kraftfahrzeugs nach dem Oberbegriff des Hauptanspruchs.The invention relates to an actuating device for a clutch of a motor vehicle according to the preamble of the main claim.

Bei bekannten Betätigungseinrichtungen für Kupplungen wird eine über Befestigungspunkte am Kupplungspedalhebel und an der Karosserie angebrachte Übertotpunktfeder dazu verwendet, um beim Auskuppelvorgang zwischen deren Totpunktlage und der dem ausgerückten Zustand der Kupplung entsprechenden Endstellung des Kupplungspedalhebels die vom Fahrer aufzubringende Pedalkraft zu reduzieren. Die Verwendung einer solchen Übertotpunktfeder bedeutet jedoch, dass sich die vom Fahrer aufzubringende Pedalkraft von der dem eingerückten Zustand der Kupplung entsprechenden Endstellung des Kupplungspedalhebels bis zur Totpunktlage der Übertotpunktfeder erhöht.In known actuators for clutches attached via attachment points on the clutch pedal lever and on the body over-center spring is used to reduce the disengaging between the dead center and the disengaged state of the clutch corresponding end position of the clutch pedal lever applied by the driver pedal force. However, the use of such an over-center spring means that the pedal force to be applied by the driver increases from the end position of the clutch pedal lever corresponding to the engaged state of the clutch to the dead center position of the over-center spring.

Die DE 41 10 476 C2 beschreibt eine Betätigungseinrichtung für eine Kupplung eines Kraftfahrzeugs, bei der mit zusätzlichen, ausschließlich auf dem ersten Teilstück des: Kupplungspedalhebelweges zwischen Einrück-Endstellung und Totpunkt wirkenden Federmitteln eine Verringerung der vom Fahrer aufzubringenden Pedalkraft erreicht wird. Die zusätzlichen Federmittel sind so ausgebildet und angeordnet, dass sie nur von der dem eingerückten Zustand der Kupplung entsprechenden Endstellung des Kupplungspedalhebels bis zu seiner Totpunktlage mit diesem in berührender Wirkverbindung stehen.The DE 41 10 476 C2 describes an actuating device for a clutch of a motor vehicle, in which a reduction of the pedal force to be applied by the driver is achieved with additional spring means acting exclusively on the first section of the clutch pedal lever travel between engagement end position and dead center. The additional spring means are designed and arranged so that they are only in contact with the end position of the clutch pedal lever corresponding to the engaged state of the clutch up to its dead center position.

Ebenso beschreibt die deutsche Auslegeschrift 1 235 153 eine Einrichtung zur Unterstützung der Pedalkraft für eine Kupplung eines Kraftfahrzeugs, bei der einer über den ganzen Kupplungspedalhebelweg wirkenden Übertotpunktunterstützungsfeder eine nach einem bestimmten Federweg ausschaltbare Zusatzfeder zugeordnet ist. Diese dient zum Aufbringen einer Unterstützungskraft für die Übertotpunktunterstützungsfeder im Anfangsbereich, da bei einer Tellerfederkupplung aufgrund der Kennlinien von Tellerfedern anfangs eine große Kraft aufgebracht werden muss. Danach kommt die Zusatzfeder ebenfalls außer Eingriff und die durch die beiden Federn ausgeübte Kraft nimmt merklich schlagartig stark ab.Likewise, German Auslegeschrift 1 235 153 describes a device for supporting the pedal force for a clutch of a motor vehicle, in which an over the entire Kupplungspedalhebelweg acting Übertotpunktunterstützungsfeder is assigned a switchable according to a certain suspension spring additional spring. This serves to apply an assisting force for the Übertotpunktunterstützungsfeder in the initial area, since a large force is initially applied in a Belleville spring clutch due to the characteristics of disc springs got to. Thereafter, the additional spring also disengages and the force exerted by the two springs decreases noticeably sharply abruptly.

Dagegen beschreibt die DE 36 36 748 C1 eine Betätigungseinrichtung für eine Kupplung eines Kraftfahrzeugs, bei der über den ganzen Kupplungspedalhebelweg eine niedrige Betätigungskraft bei hohen Anpresskräften in der Kupplung erreicht wird. Dazu wird zusätzlich zur Übertotpunktfeder eine Ausgleichsfeder verwendet, die am Kupplungspedalhebel angreifend, ständig auf diesen eine Kraft in Richtung Ausrück-Endstellung ausübt. Diese Kraft kann jedoch nicht beliebig gewählt werden, da Übertotpunktfeder und Kupplungspedalhebelrückstellfeder für eine haptisch angenehme Kupplungsbetätigung in ihrer Funktion nicht beeinträchtigt werden dürfen.In contrast, the describes DE 36 36 748 C1 an actuator for a clutch of a motor vehicle, in which over the entire Kupplungspedalhebelweg a low actuation force at high contact pressures in the clutch is achieved. For this purpose, in addition to the Übertotpunktfeder a compensating spring is used, which acts on the clutch pedal lever, constantly exerts a force on this release towards the end position. However, this force can not be chosen arbitrarily, as over-center spring and clutch pedal lever return spring for a haptic pleasant clutch actuation may not be impaired in their function.

Aufgabe der Erfindung ist es, eine Betätigungseinrichtung für eine Kupplung eines Kraftfahrzeugs bereitzustellen, die dadurch haptisch angenehm zu betätigen ist, dass die vom Fahrer am Kupplungspedalhebel aufzubringende Kraft, auf dem zweiten Teilstück des Kupplungspedalhebelweges, zwischen Totpunkt und Ausrück-Endstellung, nur in begrenztem Maße abnimmt. Außerdem soll die aufzubringende Maximalkraft niedrig sein.The object of the invention is to provide an actuating device for a clutch of a motor vehicle, which is characterized haptically pleasant to operate, that applied by the driver on the clutch pedal lever force on the second portion of the Kupplungspedalhebelweges, between dead center and disengagement end position, only to a limited extent decreases. In addition, the applied maximum force should be low.

Die Aufgabe wird erfindungsgemäß mit den kennzeichnenden Merkmalen des Anspruchs 1 gelöst. Weitere Ausgestaltungen der Erfindung ergeben sich aus den Unteransprüchen.The object is achieved with the characterizing features of claim 1. Further embodiments of the invention will become apparent from the dependent claims.

Nach der Erfindung erzeugt eine Betätigungseinrichtung für eine Kupplung eines Kraftfahrzeugs bei der Betätigung eines Kupplungspedalhebels durch einen Fahrer einen Totpunkt im Betätigungskraftverlauf. Die Totpunkteinrichtung besteht mindestens aus zwei insbesondere teleskopisch verschiebbar ineinander geführten Anlenkstücken, wovon eines über ein kupplungspedalhebelfestes Lager und eines über ein karosseriefestes Lager schwenkbar so festgelegt ist, dass eine zwischen den Anlenkstücken verspannte Druckfeder als Übertotpunktfeder den Kupplungspedalhebel abhängig von dessen Betätigungsstellung entweder in Richtung seiner Einrück- oder in Richtung seiner Ausrückstellung, mit dazwischen liegender Totpunktstellung, mit Kraft beaufschlagt. Ferner wird die von dem Fahrer aufzubringende Kupplungsbetätigungskraft zumindest über eine Teilstrecke des Kupplungsbetätigungswegs durch eine Zusatzfeder gesenkt. Die Zusatzfeder senkt die Kupplungbetätigungskraft im wesentlichen zwischen der Totpunktstellung und einer Betätigungsstellung des Kupplungspedalhebels, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann. Die Erfindung ist dadurch gekennzeichnet, dass dass die Zusatzfeder im vollständig ausgerückten Zustand der Kupplung außer Eingriff ist.According to the invention generates an actuator for a clutch of a motor vehicle in the operation of a clutch pedal lever by a driver a dead center in the operating force curve. The Totpunktinrichtung consists of at least two in particular telescopically slidably guided Anlenkstücken one of which is fixed via a clutch pedal lever fixed bearing and a body-mounted bearing pivotally so that a tensioned between the Anlenkstücken compression spring as Übertotpunktfeder the clutch pedal lever depending on its operating position either in the direction of its engagement - Or in the direction of its disengagement position, with intermediate dead center, loaded with force. Furthermore, the applied by the driver Clutch actuation force lowered at least over a portion of the clutch actuation path by an additional spring. The additional spring lowers the clutch actuation force substantially between the dead center position and an actuation position of the clutch pedal lever, in which the transmissible by the clutch torque can be changed by the driver. The invention is characterized in that the auxiliary spring is disengaged in the fully disengaged state of the clutch.

Das hat den Vorteil, dass der abfallende Teil der Kraft-Weg-Kennlinie der Kupplungsbetätigungskraft zwischen Totpunkt und Ausrückstellung flacher wird. Dadurch nimmt die vom Fahrer am Kupplungspedalhebel aufzubringende Kraft auf dem zweiten Teilstück des Kupplungspedalhebelweges, zwischen Totpunkt und Ausrück-Endstellung, nur in begrenztem Maße ab und die Kupplung ist haptisch angenehm zu betätigen. Außerdem ist die aufzubringende Maximalkraft niedrig.This has the advantage that the falling part of the force-displacement curve of the clutch actuating force between the dead center and the disengaged position becomes flatter. As a result, the force to be applied by the driver on the clutch pedal lever decreases only to a limited extent on the second section of the clutch pedal lever path, between dead center and disengaging end position, and the clutch is haptically comfortable to operate. In addition, the maximum force to be applied is low.

Eine vorteilhafte Ausführung der Betätigungseinrichtung für eine Kupplung ist dadurch gekennzeichnet, dass die Zusatzfeder ebenfalls eine zwischen den Anlenkstücken verspannte Druckfeder ist, die ab der Betätigungsstellung des Kupplungspedalhebels, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, außer Eingriff kommt. Dies kann vorteilhaft auf einfache Weise so ausgeführt sein, dass die Länge der Zusatzfeder so gewählt ist, dass diese ab der Betätigungsstellung des Kupplungspedalhebels, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, entspannt ist.An advantageous embodiment of the actuator for a clutch is characterized in that the additional spring is also a tensioned between the Anlenkstücken compression spring, which is disengaged from the operating position of the clutch pedal lever, in which the transmittable by the clutch torque can be changed by the driver. This can advantageously be carried out in a simple manner so that the length of the additional spring is chosen so that it is relaxed from the operating position of the clutch pedal lever, in which the transmissible by the clutch torque can be changed by the driver.

Eine weitere vorteilhafte Ausführung der Betätigungseinrichtung für eine Kupplung zeichnet sich dadurch aus, dass die Übertotpunktfeder und die Zusatzfeder, koaxial ineinander liegend, zwischen den Anlenkstücken gehalten werden. Dabei können die Anlenkstücke von zwei teleskopisch ineinander verschiebbaren Rohren gebildet werden und eine der beiden Federn, Übertotpunktfeder oder Zusatzfeder, kann innerhalb und die andere der beiden Federn kann außerhalb der Rohre, von den geschlossen ausgebildeten Rohrenden abgestützt gehalten werden.A further advantageous embodiment of the actuating device for a clutch is characterized in that the Übertotpunktfeder and the additional spring, coaxially one inside the other, are held between the Anlenkstücken. The Anlenkstücke of two telescopically slidable tubes can be formed and one of the two springs, Übertotpunktfeder or additional spring can be kept inside and the other of the two springs outside the tubes, supported by the closed tube ends formed.

Dadurch ergibt sich vorteilhafterweise ein einziges Bauelement, das einfach zwischen Kupplungspedalhebel und Karosserie eingebaut werden kann und mit dem sowohl die Totpunktfunktion als auch das Senken der Betätigungskraft zwischen der Totpunktstellung und einer Betätigungsstellung des Kupplungspedalhebels, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, verwirklicht ist.This advantageously results in a single component that can be easily installed between the clutch pedal lever and body and with both the dead center and lowering the operating force between the dead center and an operating position of the clutch pedal lever, in which can be changed by the driver transmissible torque by the driver, is realized.

Ein bevorzugtes Ausführungsbeispiel der Erfindung ist in der nachfolgenden Beschreibung und der zugehörigen Zeichnung näher dargestellt. Figur 1 zeigt eine Betätigungseinrichtung für eine Kupplung für ein Kraftfahrzeug in einer Seitenansicht. Die Figur 2 zeigt in einem Teilschnitt das Bauelement zum Senken der Betätigungskraft und zur Bildung der Totpunktfunktion, während in Figur 3 die Beeinflussung der Pedalkraftkennlinie durch das erfindungsgemäße Bauelement dargestellt ist.A preferred embodiment of the invention is illustrated in more detail in the following description and the accompanying drawings. Figure 1 shows an actuating device for a clutch for a motor vehicle in a side view. FIG. 2 shows in a partial section the component for lowering the actuating force and for forming the dead center function, while FIG. 3 illustrates the influence of the pedal force characteristic by the component according to the invention.

Wie in Figur 1 dargestellt, besteht eine Betätigungseinrichtung für eine nicht gezeichnete Kupplung für ein Kraftfahrzeug aus einem über ein Drehgelenk 10 schwenkbar an einem karosseriefesten Lagerbock 1 angebrachten Kupplungspedalhebel 5 mit einer Betätigungsplatte 2 für einen nicht gezeichneten Fuß eines Fahrers. Die Betätigungsplatte 2 ist auch noch in einer Betätigungsstellung 2' gestrichelt gezeichnet. Ein Kupplungsgeberzylinder 12 ist über erste Bolzen 13 ebenfalls am Lagerbock 1 angebracht und ein im Kupplungsgeberzylinder 12 geführter Kolben ist über eine Kolbenstange 18 mittels eines zweiten Bolzens 17 mit dem Kupplungspedalhebel 5 verbunden. Eine Nachlaufleitung 22 führt vom Kupplungsgeberzylinder 12 zu einem nicht gezeichneten Flüssigkeitsausgleichsbehälter und an einem Anschlussstück 23 ist eine nicht gezeichnete Hydraulikleitung angebracht. Diese führt zu einem nicht gezeichneten Kupplungsnehmerzylinder, dessen Kolbenstange die Kupplung betätigt. Ein Anschlagpuffer 21 am Lagerbock 1 bildet einen Endanschlag für den Kupplungspedalhebel 5.As shown in Figure 1, there is an actuator for a not shown clutch for a motor vehicle from a pivotable about a pivot 10 to a body-mounted bracket 1 clutch pedal lever 5 with an actuator plate 2 for a driver not shown foot. The actuator plate 2 is also shown in dashed lines in an operating position 2 '. A clutch master cylinder 12 is also attached to the bearing block 1 via first bolts 13, and a piston guided in the clutch master cylinder 12 is connected to the clutch pedal lever 5 via a piston rod 18 by means of a second bolt 17. A follow-up line 22 leads from the clutch master cylinder 12 to a not shown liquid expansion tank and a connection piece 23 is a not shown hydraulic line attached. This leads to a not shown clutch slave cylinder whose piston rod actuates the clutch. A stop buffer 21 on the bearing block 1 forms an end stop for the clutch pedal lever. 5

Des weiteren ist der Kupplungspedalhebel 5 zum Lagerbock 1 hin durch eine Übertotpunktfeder 15 einer Totpunkteinrichtung abgestützt. Die Enden der Übertotpunktfeder 15 sind in Federhaltern 7, 14 aufgenommen, die über einen dritten und einen vierten Bolzen 20, 16 am Lagerbock 1 bzw. am Kupplungspedalhebel 5 angebracht sind. Die Federhalter 7, 14, die teleskopisch verschiebbar ineinander geführt sind, bilden also die Anlenkstücke, von denen eines über ein kupplungspedalfestes Lager (vierter Bolzen 16) und eines über ein karosseriefestes Lager (dritter Bolzen 20) schwenkbar so festgelegt ist, dass die zwischen den Anlenkstücken verspannte Druckfeder (Übertotpunktfeder 15) den Kupplungspedalhebel 5 abhängig von dessen Betätigungsstellung entweder in Richtung seiner Einrück- (Stellung entsprechend Betätigungsplatte 2) oder in Richtung seiner Ausrückstellung (Stellung entsprechend Betätigungsplatte 2') mit dazwischen liegender Totpunktstellung mit Kraft beaufschlagt.Furthermore, the clutch pedal lever 5 is supported to the bearing block 1 out by a Übertotpunktfeder 15 a dead center. The ends of the Übertotpunktfeder 15 are received in spring holders 7, 14, which are attached via a third and a fourth pin 20, 16 on the bearing block 1 and the clutch pedal lever 5. The spring holder 7, 14, which are telescopically slidably guided into each other, thus forming the Anlenkstücke, one of which via a clutch pedal fixed bearing (fourth pin 16) and one via a body-fixed bearing (third Bolt 20) is pivotally fixed so that the tensioned between the Anlenkstücken compression spring (Übertotpunktfeder 15) the clutch pedal lever 5 depending on its operating position either in the direction of its engagement (position corresponding actuator plate 2) or in the direction of its disengagement position (position corresponding actuator plate 2 ') applied with intermediate dead center position with force.

Ferner wird die von dem Fahrer aufzubringende Kupplungsbetätigungskraft zumindest über eine Teilstrecke des Kupplungsbetätigungswegs durch eine Zusatzfeder 19 gesenkt. Figur 2 zeigt in einem Teilschnitt, wie die Totpunkteinrichtung zusätzlich zum Senken der Kupplungbetätigungskraft im wesentlichen zwischen der Totpunktstellung und einer Betätigungsstellung des Kupplungspedalhebels 5, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, ausgebildet ist. Dazu kommt die Zusatzfeder 19, ebenfalls eine zwischen den Anlenkstücken (Federhalter 7, 14) verspannte Druckfeder, ab der Betätigungsstellung des Kupplungspedalhebels 5, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, außer Eingriff, indem die Länge der Zusatzfeder 19 so gewählt ist, dass diese ab dieser Betätigungsstellung entspannt ist. Dies ist sichtbar durch die mit einem Federende am Federhalter 7 anliegende Zusatzfeder 19, deren anderes Ende in der in Figur 2 gezeichneten Stellung der Totpunkteinrichtung nicht am Federhalter 14 anliegt. Die Zusatzfeder 19 ist also ab der Betätigungsstellung des Kupplungspedalhebels 5, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, entspannt.Furthermore, the clutch actuation force to be applied by the driver is lowered by an additional spring 19 at least over a partial distance of the clutch actuation path. Figure 2 shows in a partial section, as the Totpunktinrichtung in addition to lowering the clutch operating force substantially between the dead center and an operating position of the clutch pedal lever 5, in which the transferable by the clutch torque can be changed by the driver is formed. In addition there is the additional spring 19, also between the Anlenkstücken (spring holder 7, 14) tensioned compression spring, from the operating position of the clutch pedal lever 5, in which the transmittable by the clutch torque can be changed by the driver, disengaged by the length of the auxiliary spring 19th is chosen so that it is relaxed from this operating position. This is visible through the fitting with a spring end on the spring holder 7 additional spring 19, the other end is not applied to the pen holder 14 in the position shown in Figure 2 of the dead center. The additional spring 19 is thus from the operating position of the clutch pedal lever 5, in which the transferable by the clutch torque can be changed by the driver relaxed.

Wie dargestellt, liegen die Übertotpunktfeder 15 und die Zusatzfeder 19 koaxial ineinander, gehalten zwischen den Anlenkstücken (Federhalter 7, 14). Dabei sind die Federhalter 7, 14 als zwei teleskopisch ineinander verschiebbare Rohre ausgebildet und eine der beiden Federn, die Zusatzfeder 19, liegt innerhalb und die andere der beiden Federn, die Übertotpunktfeder 15, liegt außerhalb der Rohre.As shown, the Übertotpunktfeder 15 and the auxiliary spring 19 are coaxial with each other, held between the Anlenkstücken (spring holder 7, 14). In this case, the spring holder 7, 14 formed as two telescopically slidable tubes and one of the two springs, the auxiliary spring 19 is within and the other of the two springs, the Übertotpunktfeder 15, is outside the tubes.

Dadurch ergibt sich vorteilhafterweise ein einziges Bauelement, das einfach zwischen den Kupplungspedalhebel 5 und den karosseriefesten Lagerbock 1 eingebaut werden kann und mit dem sowohl die Totpunktfunktion als auch das Senken der Betätigungskraft zwischen der Totpunktstellung und einer Betätigungsstellung des Kupplungspedalhebels 5, in der das durch die Kupplung übertragbare Drehmoment vom Fahrer verändert werden kann, verwirklicht ist.This advantageously results in a single component that is easily installed between the clutch pedal lever 5 and the body-mounted bracket 1 can be and with the both the dead center and lowering the operating force between the dead center and an operating position of the clutch pedal lever 5, in which the transmittable by the clutch torque can be changed by the driver, is realized.

In Figur 3 ist die Beeinflussung der Pedalkraftkennlinie durch das erfindungsgemäße Bauelement dargestellt. Die gestrichelten Linien zeigen den Pedalkraftverlauf ohne Übertotpunktfeder 15 und ohne Zusatzfeder 19. Die durchgezogenen Linien stellen den Pedalkraftverlauf bei Verwendung einer Übertotpunktfeder 15 dar. Werden Übertotpunktfeder 15 und Zusatzfeder 19 eingebaut, entsteht eine Pedalkraftkennlinie mit einem Verlauf, entsprechend der strichpunktierten Darstellung.In Figure 3, the influence of the pedal force characteristic is represented by the device according to the invention. The solid lines show the pedal force curve when using a Übertotpunktfeder 15. If Übertotpunktfeder 15 and additional spring 19 installed, creates a pedal force curve with a course, according to the dash-dotted representation.

Es ist ersichtlich, dass der abfallende Teil 30 der Kraft-Weg-Kennlinie der Kupplungsbetätigungskraft zwischen Totpunkt und Ausrückstellung flacher wird. Dadurch nimmt die vom Fahrer am Kupplungspedalhebel 5 aufzubringende Kraft auf dem zweiten Teilstück des Kupplungspedalhebelweges, zwischen Totpunkt und Ausrück-Endstellung, nur in begrenztem Maße ab und die Kupplung ist haptisch angenehm zu betätigen. Außerdem ist die aufzubringende Maximalkraft 31 niedriger und im vollständig ausgerückten Zustand der Kupplung bleibt eine Rückstellkraftreserve 32 erhalten, da die Zusatzfeder 19 in dieser Pedal position außer Eingriff ist.It can be seen that the falling portion 30 of the force-displacement characteristic of the clutch actuating force becomes flatter between the dead center and the disengaged position. As a result, the force to be applied by the driver on the clutch pedal lever 5 decreases only to a limited extent on the second section of the clutch pedal lever path, between dead center and disengaging end position, and the clutch is haptically pleasant to operate. In addition, the applied maximum force 31 is lower and in the fully disengaged state of the clutch, a restoring force reserve 32 is maintained, since the auxiliary spring 19 is disengaged position in this pedal.

Claims (5)

  1. A device for generating a dead centre when operating a clutch lever (5) of a motor vehicle, the device comprising at least two link members, more especially guided telescopically in one another, pivotably on bearings fixed to the clutch pedal in one case and fixed to the body in the other case, so that an over dead centre spring (15) in the form of a compression spring tensioned between the link members exerts force on the clutch pedal (5) in either the engagement or the disengagement direction, depending on the operating position thereof, with a dead centre position in between, the device comprising an additional spring (19) which reduces the force exerted by the driver when operating the clutch, at least over a part of the clutch travel, wherein the additional spring (19) lowers the clutch operating force substantially between the dead centre position and an operating position of the clutch lever (5) in that the torque transmittable by the driver via the clutch can be varied, characterised in that the additional spring (19) is out of engagement when the clutch is completely released.
  2. A dead centre device according to claim 1, characterised in that the additional spring (19) is also a compression spring tensioned between the link members and comes out of engagement when away from the operating position of the clutch pedal lever (5) in which the torque transmittable by the clutch can be altered by the driver.
  3. A dead centre device according to claim 2, characterised in that the length of the additional spring (19) is chosen so that it can be relaxed when away from the operating position of the clutch pedal lever (5) in which the torque transmittable via the clutch can be altered by the driver.
  4. A dead centre device according to any of claims 1 to 3, characterised in that the over dead centre spring (15) and the additional spring (19) are coaxially one inside the other and held between the link members.
  5. A dead centre device according to any of claims 1 to 4, characterised in that the link members are in the form of two tubes telescopically slidable in one another and one of the two springs, that is, the over dead centre spring (15) or the additional spring (19), is held and braced by the closed tube ends, one spring inside the tube and the other outside.
EP04104695A 2003-10-02 2004-09-27 Actuation device for a automobile clutch Active EP1521004B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10345833 2003-10-02
DE2003145833 DE10345833A1 (en) 2003-10-02 2003-10-02 Actuating device for a clutch of a motor vehicle

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EP1521004A1 EP1521004A1 (en) 2005-04-06
EP1521004B1 true EP1521004B1 (en) 2007-08-15

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DE102007018962A1 (en) 2007-04-21 2008-10-23 Bayerische Motoren Werke Aktiengesellschaft Stationary clutch pedal for motor vehicle, has over-dead point spring provided for producing characteristic curve adjacent to pressure spring, and speed dependent damper attached between clutch pedal and pedal block
FR2928750B1 (en) * 2008-03-14 2012-02-03 Peugeot Citroen Automobiles Sa CONCENTRIC SPRING ASSIST DEVICE FOR CLUTCH CONTROL
US8418828B2 (en) 2010-04-20 2013-04-16 GM Global Technology Operations LLC Unpowered pedal assist device and vehicular clutch assembly including the same
DE102013103549A1 (en) 2013-04-09 2014-10-09 Muhr Und Bender Kg Actuating device for a clutch of a motor vehicle by means of a clutch pedal
CN104235222A (en) * 2013-06-09 2014-12-24 谢夫勒科技股份两合公司 Clutch operation mechanism and automobile
FR3009357B1 (en) * 2013-08-02 2015-08-07 Peugeot Citroen Automobiles Sa DEVICE FOR SUPPORTING A COMPRESSION SPRING ASSEMBLY POSITIONED BETWEEN TWO ROTATING JOINT BEARINGS.
WO2015074654A1 (en) * 2013-11-22 2015-05-28 Schaeffler Technologies AG & Co. KG Pedal-integrated clutch master cylinder
DE102014221121A1 (en) 2014-10-17 2016-04-21 Bayerische Motoren Werke Aktiengesellschaft A method for vibration and noise damping on a motor vehicle drive unit by means of an aggregate attachment device
US11795666B2 (en) 2019-05-08 2023-10-24 Watts Regulator Co. Wireless communication system within a mechanical room
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US11773992B2 (en) 2020-08-17 2023-10-03 Watts Regulator Co. Backflow prevention assembly with a linkage
US11719352B2 (en) 2020-08-17 2023-08-08 Watts Regulator Co. Check cover assemblies for backflow prevention assemblies with integrated test cock protection shroud
USD1021000S1 (en) 2021-08-17 2024-04-02 Watts Regulator Co. Valve assembly and body for same

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EP1521004A1 (en) 2005-04-06
DE502004004626D1 (en) 2007-09-27
DE10345833A1 (en) 2005-04-21

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