192 clutches and power-stop control – Clutch and gear
Reexamination Certificate
2002-10-08
2004-11-09
Bonck, Rodney H. (Department: 3681)
192 clutches and power-stop control
Clutch and gear
C192S048800, C192S09300C, C192S094000, C192S098000, C192S115000
Reexamination Certificate
active
06814197
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention pertains in particular (but not exclusively) to a so-called dual or multiple friction clutch device for installation in the drive train of a motor vehicle for the transfer of torque between a drive unit and a transmission, where the clutch device has a first friction clutch arrangement assigned to a first transmission input shaft and a second clutch arrangement assigned to a second transmission input shaft, and to a motor vehicle drive train equipped with this type of clutch device. With respect to the clutch device, the idea of the invention pertains primarily (but not exclusively) to so-called dual clutches of the friction disk type, for which it is known that an actuating device in the form of a hydraulic dual slave cylinder (“dual CSC”) can be provided for the optional actuation of the first and/or of the second friction clutch arrangement to engage or release the clutch.
2. Description of the Related Art
The general goal is to provide an actuating device which makes it possible to actuate the two clutch arrangements independently of each other without occupying a great deal of space in the drive train. The hydraulic dual CSC's used up to now are quite compact, but they suffer from the disadvantage that pressurized hydraulic oil must be supplied to the transmission housing shroud, which can lead to problems associated with the leakage of oil. In particular, pulsating pressure loads on the seals lead to troublesome leaks, especially in the case of clutches of the so-called engaging type, that is, clutches of the NORMALLY OPEN type, upon which engaging forces must be exerted to engage the clutch.
Especially in the case of clutch arrangements of the NORMALLY OPEN type mentioned above, there is also the problem of how to absorb the axial forces which are produced in opposition to those exerted by the actuating arrangement and thus introduced into the clutch device. The absorption of these opposing forces by way of the power takeoff shaft (possibly the crankshaft) of the drive unit is problematic, because this can subject the bearings of the power takeoff shaft to excessive load. When conventional dual CSC's are used, however, it has been found that it is relatively difficult in terms of the design engineering involved to absorb the opposing forces in any other way.
SUMMARY OF THE INVENTION
Against the background sketched above, the invention proposes an actuating device for a multiple friction clutch device installed in the drive train of a motor vehicle, possibly a dual friction clutch device, for introducing actuating forces, especially engaging or disengaging forces, into the friction clutch device in order to actuate, as desired, a first and/or a second friction clutch arrangement of the friction clutch device in the engaging or releasing direction. The actuating device comprises at least one first actuating element assigned to the first friction clutch arrangement and at least one second actuating element assigned to the second friction clutch arrangement, which actuating elements can be shifted axially relative to at least one support element, which is essentially fixed in the axial direction, to exert the actuating forces. Each of these actuating elements belongs to an actuator assigned to the clutch arrangement in question or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the associated clutch arrangement. According to the invention, the first and the second actuating elements engage with the support element such that a rotational movement of the actuating element relative to the nonrotatably supported support element, this movement being imparted by the intermediate action of the associated actuator, is converted into an axial translational movement of the actuating element relative to the axially supported support element.
It has been discovered, however, that the inventive idea is also advantageous in conjunction with “single clutch arrangements”, which have only one friction clutch arrangement. In accordance with a more general aspect, therefore, the invention proposes an actuating device for a friction clutch device installed in the drive train of a motor vehicle for introducing actuating forces, especially clutch-engaging or clutch-releasing forces, into the friction clutch device to actuate at least one friction clutch arrangement of the friction clutch device. At least one actuating element is assigned to the friction clutch arrangement or to a friction clutch arrangement, which element can be shifted axially relative to the minimum of one support element, which is essentially fixed in the axial direction, to exert the actuating forces. This actuating element belongs to an actuator assigned to the clutch arrangement or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the clutch arrangement. According to this more general aspect, the actuating element engages with the support element such that a rotational movement of the actuating element relative to the nonrotatably supported support element, this rotational movement being imparted by the intermediate action of the actuator, is converted to an axial translational movement of the actuating element relative to the axially supported support element.
The actuating device according to the invention can be produced compactly and at low cost. A high degree of functional (operational) reliability can also be achieved.
With respect to the way in which the actuating element or the actuating element in question engages with the support element, it is proposed that the engagement between the support element and the actuating element or between the support element and the first and/or the second actuating element be of the spindle or threaded type or that they engage with each other in the manner of a curve and its follower or of a ramp and a complementary ramp.
A preferred possibility is that one of the elements, i.e., either the support element or actuating element, have a single or double external thread extending around an outside circumferential surface with an essentially circular cylindrical shape, and that the other element have a single or double internal thread extending around an inside circumferential surface with an essentially circular cylindrical shape. The external thread and the internal thread are in direct, sliding engagement with each other or are in engagement with each other by the intermediate presence of at least one rolling or anti-friction element or of at least one sliding element. The internal thread and the external thread can be advantageously designed as flat threads, as trapezoidal threads, or as round threads. An embodiment with especially low friction is characterized in that the internal thread and the external thread cooperate with several balls serving as rolling or anti-friction elements and possibly with a ball return formed in the other element to form a ball screw. It is advantageous for the ball screw to be designed in accordance with U.S. published application no. 2002 074206.
An advantageous design variant is characterized in that one of the elements in question, i.e., either the support element or the (associated) actuating element, has a single or double external thread on an outside circumferential surface with an essentially circular cylindrical shape or a single or double internal thread on an inside circumferential surface with an essentially circular cylindrical shape. The other element has at least one thread engager supported axially on the first element, where the thread engager projects radially inward from an inner circumferential surface of the other element to engage in the external thread or projects radially outward from an outer circumferential surface to engage in the internal thread. The thread engager can be designed as a rolling or anti-friction element, for example, or as a sliding element. The thread engager is preferably guided with freedom of movemen
Heiartz Markus
Kleuker Christoph
Orlamünder Andreas
Pagels Olaf
Vogt Sebastian
Bonck Rodney H.
Cohen & Pontani, Lieberman & Pavane
ZF Sachs AG
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