EP1521004B1 - Dispositif de commande pour un embrayage d'automobile - Google Patents

Dispositif de commande pour un embrayage d'automobile 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
Authority
EP
European Patent Office
Prior art keywords
clutch
spring
dead centre
driver
force
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP04104695A
Other languages
German (de)
English (en)
Other versions
EP1521004A1 (fr
Inventor
Franz Sporer
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Bayerische Motoren Werke AG
Original Assignee
Bayerische Motoren Werke AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Bayerische Motoren Werke AG filed Critical Bayerische Motoren Werke AG
Publication of EP1521004A1 publication Critical patent/EP1521004A1/fr
Application granted granted Critical
Publication of EP1521004B1 publication Critical patent/EP1521004B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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.

Landscapes

  • 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)

Claims (5)

  1. Installation créant un point mort à l'actionnement du levier de pédale d'embrayage (5) d'un véhicule automobile, composée au moins de deux pièces d'articulation guidées l'une dans l'autre et coulissant notamment de manière télescopique, l'une des pièces étant montée de manière pivotante par un palier solidaire de la pédale d'embrayage et l'autre par un palier solidaire de la carrosserie, un ressort de compression tendu entre les pièces d'articulation sollicitant par une force comme ressort de dépassement de point mort (15), le levier de pédale d'embrayage (5) en fonction de sa position d'actionnement soit dans le sens de l'embrayage, soit dans celui du débrayage avec entre les deux, une position de point mort, ce ressort étant composé d'un ressort complémentaire (19) qui diminue la force d'actionnement de l'embrayage que doit exercer le conducteur, au moins sur une partie de la course d'actionnement de l'embrayage, le ressort complémentaire (19) diminuant la force d'actionnement de l'embrayage principalement entre la position de point mort et la position d'actionnement de la pédale d'embrayage (5), dans laquelle le couple exercé par le conducteur et transmis par l'embrayage peut être modifié,
    caractérisée en ce que
    le ressort complémentaire (19) est hors de prise lorsque l'embrayage est à l'état complètement débrayé.
  2. Installation selon la revendication 1,
    caractérisée en ce que
    le ressort complémentaire (19) est également un ressort de compression installé entre les pièces d'articulation, et qui arrive hors prise à partir de la position d'actionnement du levier de pédale d'embrayage (5) dans laquelle le couple exercé par le conducteur est transmis par l'embrayage peut être modifié.
  3. Installation selon la revendication 2,
    caractérisée en ce que
    la longueur du ressort complémentaire (19) est choisie pour être détendu à partir de la position d'actionnement du levier de pédale d'embrayage (5) dans laquelle le conducteur peut modifier le couple transmis par l'embrayage.
  4. Installation selon l'une quelconque des revendications 1 à 3,
    caractérisée en ce que
    le ressort de dépassement de point mort (15) et le ressort complémentaire (19) sont tenus coaxialement l'un dans l'autre entre les pièces d'articulation.
  5. Installation selon l'une quelconque des revendications 1 à 4,
    caractérisée en ce que
    les pièces d'articulation sont formées par deux tubes coulissant télescopiquement l'un dans l'autre et l'un des deux ressorts, le ressort de dépassement de point mort (15) ou le ressort complémentaire (19) est tenu appuyé dans le tube protégé par les extrémités de tube fermées et l'autre des deux ressorts est tenu en appui à l'extérieur de ce tube.
EP04104695A 2003-10-02 2004-09-27 Dispositif de commande pour un embrayage d'automobile Expired - Lifetime EP1521004B1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2003145833 DE10345833A1 (de) 2003-10-02 2003-10-02 Betätigungseinrichtung für eine Kupplung eines Kraftfahrzeugs
DE10345833 2003-10-02

Publications (2)

Publication Number Publication Date
EP1521004A1 EP1521004A1 (fr) 2005-04-06
EP1521004B1 true EP1521004B1 (fr) 2007-08-15

Family

ID=34306212

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04104695A Expired - Lifetime EP1521004B1 (fr) 2003-10-02 2004-09-27 Dispositif de commande pour un embrayage d'automobile

Country Status (2)

Country Link
EP (1) EP1521004B1 (fr)
DE (2) DE10345833A1 (fr)

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN100459003C (zh) * 2006-04-18 2009-02-04 佛山普立华科技有限公司 一种检测按键段感强弱的方法
DE102007018962A1 (de) 2007-04-21 2008-10-23 Bayerische Motoren Werke Aktiengesellschaft Kupplungspedal für ein Kraftfahrzeug
FR2928750B1 (fr) * 2008-03-14 2012-02-03 Peugeot Citroen Automobiles Sa Dispositif d'assistance a ressorts concentriques, pour une commande d'embrayage
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 (de) 2013-04-09 2014-10-09 Muhr Und Bender Kg Betätigungsvorrichtung für eine Kupplung eines Kraftfahrzeuges mittels eines Kupplungspedals
CN104235222A (zh) * 2013-06-09 2014-12-24 谢夫勒科技股份两合公司 离合器操纵机构及汽车
FR3009357B1 (fr) * 2013-08-02 2015-08-07 Peugeot Citroen Automobiles Sa Dispositif pour supporter un ensemble de ressort de compression positionne entre deux paliers d'articulation en rotation.
DE112014005326A5 (de) * 2013-11-22 2016-08-18 Schaeffler Technologies AG & Co. KG Pedalintegrierter Kupplungsgeberzylinder
DE102014221121A1 (de) 2014-10-17 2016-04-21 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Schwingungs- und Geräuschdämpfung an einem Kraftfahrzeugantriebsaggregat mittels einer Aggregate-Befestigungseinrichtung
US11795666B2 (en) 2019-05-08 2023-10-24 Watts Regulator Co. Wireless communication system within a mechanical room
US11815424B2 (en) 2019-05-08 2023-11-14 Watts Regulator Co. Backflow prevention system test cock with a fluid sensor
EP3835494A1 (fr) 2019-12-10 2021-06-16 Watts Regulator Co. Système de surveillance de l'état d'un disconnecteur hydraulique
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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Publication number Priority date Publication date Assignee Title
DE1235153B (de) * 1965-06-24 1967-02-23 Daimler Benz Ag Einrichtung zur Unterstuetzung der Pedalkraft, vorzugsweise fuer die Betaetigung einer ausrueck-baren Fahrzeugkupplung, insbesondere Hauptkupplung fuer Kraftfahrzeuge
DE2923027C2 (de) * 1979-06-07 1985-02-14 Volkswagenwerk Ag, 3180 Wolfsburg Vorrichtung zum Betätigen einer Lamellenfederkupplung eines Kraftfahrzeuges
DE3636748C1 (de) * 1986-10-29 1987-05-27 Daimler Benz Ag Betaetigungsgestaenge fuer eine Kupplung
DE4001473A1 (de) * 1990-01-19 1991-07-25 Audi Ag Vorrichtung an einer kupplungsbetaetigung in einem kraftfahrzeug
DE4110476C2 (de) * 1991-03-30 1994-11-10 Opel Adam Ag Vorrichtung zur Betätigung einer Kupplung, insbesondere für Kraftfahrzeuge
DE19919339B4 (de) * 1998-05-05 2019-09-05 Schaeffler Technologies AG & Co. KG Vorrichtung zum Betätigen einer Kupplung
DE10258938B4 (de) * 2002-12-17 2016-07-14 Volkswagen Ag Betätigungseinrichtung für eine Kraftfahrzeugkupplung

Non-Patent Citations (1)

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Title
None *

Also Published As

Publication number Publication date
DE502004004626D1 (de) 2007-09-27
DE10345833A1 (de) 2005-04-21
EP1521004A1 (fr) 2005-04-06

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