DE10360784B4 - Device for disengaging and engaging the clutch of a motor vehicle - Google Patents

Abstract

Device (10) for disengaging and engaging a clutch of a motor vehicle, in particular a passenger car, with a pedal (12) which can be moved back and forth on an actuating path (W) comprising a first path section (Wa) and a second path section (Wb), in the case of which Moving forward a release force (Fa) for overpressing a predetermined engagement force (Fe) is generated, which increases during advancement in the first path section (Wa) with a slope (S1), and the return movement of the pedal (12) returning and the engagement force (Fe ), and with a transducer (22) for varying the engagement force (Fe), and when moving back in the second path section (Wb), the curve of the characteristic (KFe1, KFe2) of the engagement force (Fe1 , Fe2) with respect to the course of the characteristic curve (KFa) of the disengagement force (Fa) when advancing in the second path section (Wb) is degressive, characterized in that the characteristic (KFe1, KFe2) when moving back in the second path section (Wb) from the end of the actuation path (W) in a region runs whose ...

Description

The invention relates to a device for disengaging and engaging a clutch of a motor vehicle, in particular a passenger car, according to the preamble of claims 1 or 4.

In a conventional automotive device for disengaging and engaging a clutch with a pedal which is drivingly connected to the clutch, the pedal is to move against a present in the system engaging force on a first and second path portion of a Betätigungsweges to move, wherein the engaging force to overcome. For engagement, in the return movement, a reverse reaction force is applied, which is less than the engagement force, with the result that the pedal is moved back and the clutch is engaged. In the forward movement and return movement arises with respect to the engagement force hysteresis in such a way that the engagement force when moving back in comparison with that is reduced when moving forward. This is due to frictional losses contained in the mechanics of the device. A transducer for selectively changing the engagement force is not provided in this known device.

A device of the type described is described in the following publications. In the DE 197 49 812 A1 are a method and apparatus with a clutch pedal force control, especially for trucks or buses, described. In this known device, a converter in the form of an auxiliary cylinder acts indirectly on the clutch pedal, wherein when disengaging the pedal force is low and when engaging, depending on the pedal travel, is increasing.

From the DE 100 18 649 A1 is an actuator for a clutch of a motor vehicle with a converter in the form of a control device to be seen, wherein a plurality of different characteristics are provided, which can be activated depending on a desired driving behavior and / or depending on driving and / or operating conditions of the vehicle are.

DE 100 11 760 A1 discloses a device for actuating a clutch of a motor vehicle, with a force acting on a pedal and stationarily supported over-center spring which exerts an internal force or a restoring force in the rest position of the pedal and an assisting force in the sense of a converter when the pedal is actuated.

The EP 0 974 886 A2 describes a pedal mechanism which is particularly, but not exclusively, intended for use in a motor vehicle to control a function of the vehicle. The pedal may in particular be an accelerator pedal. The document aims to provide an accelerator pedal mechanism that simply and accurately transmits the pedal position to, for example, an electronic engine control unit, while keeping the driving feel unchanged compared to conventional regulation techniques. A stroke profile of the pedal is disclosed as a function of the force to be applied, the force increases continuously when depressing the pedal up to a point KD and changes following in the possibly used kickdown element, so that the pedal mechanism can optionally be equipped with a kickdown unit who have an increase in strength according to the there in 11 shown diagram and a force drop generated after overcoming the force peak. When the pedal is moved back, the force in the entire path section drops continuously until the pedal returns to its original position. The course of the curve when moving back the pedal is degressive to the course of Vorbewebens and runs parallel to the first section of the operation. By means of return springs, a frictional force is generated which is proportional to the force exerted by the springs on the pedal force.

The DE 101 05 265 A1 discloses a return device for mounted on an axis of rotation pedals of a motor vehicle with a spring element which is fixed on the one hand to a receptacle on the pedal and on the other hand to a body-mounted receptacle.

From the DE 25 49 102 A1 is a friction damper, in particular for a tailgate support in motor vehicles, known having an axially displaceable in an outer tube piston rod and at least two associated with this, by springs against the outer tube depressed friction lining arrangements for generating damping forces by conditioning on the outer tube. At least two pivoting levers are articulated on the piston rod via at least one transversely extending pivot axis, which bear one of the friction lining arrangements axially offset against the pivot axis on each of a radially outwardly pointing portion, wherein springs act on the pivoting levers, and the pivot axis also has an oblong slot extending in the axial direction Passed through piston rod and held by a further spring at a distance from at least one arranged on the piston rod actuating surface, the torque exerts against the force of the other spring on the pivot lever moments in the sense of lifting the friction lining assemblies of the outer tube.

The DE 197 49 812 A1 relates to a method and a device for trucks or buses, in which and by means of the pedal force is controlled via a pneumatic cylinder so that the pedaling force is low during the disengagement process and rising in the engagement process, depending on the pedal travel. The pressure force of the pneumatic cylinder is controlled by signals from the on-board computer, which uses the previously obtained sensory values of the clutch for the control function. The pneumatic cylinder is connected to the clutch pedal via a lever and a shaft, which is also connected via a lever of the master cylinder.

The invention has for its object to improve a device for disengaging and engaging a clutch of a motor vehicle with respect to their ergonomic effectiveness when pressed by the driver.

This object is achieved by a device having the features of patent claim 1 and by a device having the features of patent claim 4.

The associated subclaims form advantageous developments of the invention.

The invention according to claim 1 is based on the finding that the driver operating the clutch has an expectation that the engagement force is reduced when the pedal is moved back, which also appears advantageous for ergonomic reasons.

If the course of the engagement force when moving back in the second path section with respect to the course of the engagement force during advancing in the second path section degressive, resulting in the driver in the engagement movement not only reduced beyond the hysteresis force, but it also improves the ergonomics, because the force applied by the driver when moving back in the second path section increasingly corresponds to the expectation of the driver, which is predetermined by the return movement.

This expectation is particularly pronounced when the engagement force at the end of the actuation path is smaller than in the middle region of the actuation path.

In this case, the course of the engagement force when moving back on the second path section with a slope may be increasing or substantially constant.

In this way, an area for the course of the engagement force when moving back in the second path section is specified, in which the course is adaptable while maintaining the benefits, for. B. taking into account special features of the device and / or special wishes of the driver. The size range then allows optimum utilization of the size range portions above and below the slope, or slope zero, when the size range portion between the maximum slope and the slope zero is approximately equal to the size range portion between maximum slope and zero slope.

The engagement force may be arranged in the central region of the actuation path in a size range, to the upper limit of the engagement force increases when moving back the end of the actuation path with a slope and the lower limit of the engagement force when moving back from the end of the actuation path decreases with a slope, the Size difference between the upper and lower limits of about 1/2 to 3/4, preferably about 2/3, the difference between the size of the engagement force at the beginning and at the end of the actuation path corresponds. In such an embodiment, ergonomically favorable force differences with respect to the engagement forces at the beginning and at the end of the engagement path arise over the entire size range of the engagement force.

It is advantageous for ergonomic reasons that the engagement force increases when advancing on a first path section with a slope and falls on a second path section toward the end of the actuation path back with a slope.

With respect to the independent claim 4, the invention is based on the finding that changes in the engagement force can be achieved by a targeted braking of the forward movement or the return movement.

In the device according to the invention according to claim 4, the converter is associated with a lateral braking surface, wherein the transducer has a braking member movable against the braking surface for increasing and decreasing the braking force. In this embodiment, it is possible by braking to change the engagement force and selectively controlled by a control device to adjust the required release force and / or engagement counterforce to the driver desired sizes and / or gradients.

Since by the braking force of this opposing reaction force is generated, it is advantageous to arrange on the opposite side of the braking surface of the transducer approximately parallel to the braking surface extending guide and support surface for the transducer to which the transducer is supported and relieved.

The brake member is at one end of a transversely to the direction of movement of the pedal extending lever disposed and the lever is pivotally mounted at its other end by a hinge parallel to the plane of movement of the pedal, which is arranged in the braking surface opposite side region of the transducer. The brake member or a brake shoe mounted thereon can be brought into its braking position, that the lever is controlled or automatically pivots due to the frictional contact against the braking surface.

In order to avoid blocking on the braking surface, a stop limiting the pivoting movement in the braking position can be arranged.

The changes in the engagement force may be controlled depending on the size of the respective disengagement force or engagement reaction force. This can be realized by a sensor associated with the transducer for measuring the magnitude of the respective force and a control device for controlling the braking force as a function of the magnitude of the disengaging or engagement counterforce.

A simple and advantageous mechanical solution is to make the body of the transducer of an elastically compressible material such. As plastic or rubber, form and utilize a lateral expansion of the body for acting on the brake member or brake shoe.

Further advantages, features and possible applications of the present invention will become apparent from the following description in conjunction with the embodiment shown in the drawing.

The invention will be described in more detail below with reference to the embodiment shown in the drawing. In the description, in the claims, in the abstract and in the drawing, the terms and associated reference numerals used in the list of reference numerals recited below are used. In the drawing:

1 a side view of a device according to the invention for disengaging and engaging a clutch of a motor vehicle, in particular a passenger car, in a schematic representation;

2 a functional diagram with a flow of forces of the device;

3 a side view of a transducer for varying the engagement force of the device;

4 a side view of the converter in another functional position;

5 a side view of the converter in a further functional position.

In the 1 in their entirety with 10 designated device has a pedal 12 , in particular a foot pedal, which, in a suspended position in a first joint arranged at its upper end 14 is pivotally mounted in the footwell of a motor vehicle, not shown. At a downward distance from the first joint 14 is a second joint 16 on the pedal 12 arranged, through which a first actuating rod 18 swiveling in the swivel plane with the pedal 12 connected is. Between the other end of the operating rod 18 and a second operating rod 20 is a converter 22 arranged and with the actuating rods 18 . 20 effectively connected. The second operating rod 20 is through a joint 24 with a hydraulic master cylinder 26 pivotally connected, which serves for the hydraulic actuation of the coupling, not shown.

In the context of the invention, the converter 22 also in another area of the device 10 be arranged, for. B. in the range of the master cylinder 26 , wherein the actuating rod 18 is formed throughout.

The function of the device will be described below 10 based on 1 and 2 described.

In the rest position, the device is located 10 or the pedal 12 in its or its initial position at the beginning A of a Betätigungsweges W, wherein a suggestively shown engaging force Fe the clutch in its engagement position and the pedal 12 acted upon in its initial position, z. B. against a pivot stop, not shown. To disengage the clutch becomes the pedal 12 from the beginning A to the end E of the actuating path W by a disengagement force Fa shown as a characteristic KFa moves against the Einrückkraft Fe illustrated by a characteristic KFe. In this case, the engagement force Fe is initially increased continuously from an initial variable in the sense of a gradient S1 and then reduced again in the sense of an inclination N1, wherein it is the largest in the central region of the actuation path W. The driver of the vehicle brings in each case a size of the release force Fa, which is slightly larger than the engagement force Fe, so that it is overcome. The initial and final sizes of the disengagement force Fa and the engagement force Fe are denoted by Faa, and Fab.

When engaging the clutch, the driver brings a likewise shown as a characteristic KFg and the engagement force Fe opposing Einrückgegenkraft Fg on, which is slightly less than the engagement force Fe, causing the pedal 12 is moved back on the actuation path W. Due to the hysteresis, the engagement counterforce Fga present at the end E of the actuation path W is slightly smaller than the disengagement end force Fab.

The effective size of the engagement force can be reduced in comparison with their size at disengagement so that upon engagement significantly lower engagement forces Fe1, Fe2, Fe3 result, by much flatter characteristics KFe1, KFe2, KFe3 with shallow gradients S3, S0 to negative slopes and thus inclinations N2 are clarified. In such a device 10 is the operation of the clutch, in particular the return movement or the engagement, much easier and ergonomically cheaper.

These advantages can be achieved if the engagement forces Fe1, Fe2, Fe3 are each large enough to be in the middle region of the actuation path W, in a size range B whose upper and lower limits with respect to the magnitude of the engagement force Fea at the end E of Actuating path W preferably have an approximately equal size difference Ba, Bb. The upper and lower limits of this advantageous size range B are illustrated by the curves KFe1, KFe3, which terminate at the end E for the associated size Fea of the engagement force and at the beginning A to the associated size of the engagement force Feb expire, which is slightly less than because of the existing hysteresis the release initial force Faa. 2 shows by way of example a further average force curve of the engagement force Fe2 as a characteristic KFe2 approximately in the middle in the size range B. Between the curves KFe1 and KFe3 a variety of differing in the size of the engagement force Einrückkraft courses in the region of the second path section Wb possible.

From the central region of the actuation path W, namely on the path section Wa, all the engagement forces Fe, Fe1, Fe2, Fe3 and the associated characteristic curves KFe, KFe1, KFe2, KFe3 each have an inclination N3, N4, N5, N6 to the beginning A of Actuating path W. Here, the inclinations N4, N5, N6 of the characteristics KFe1, KFe2, KFe3 of the engagement forces Fe1, Fe2, Fe3 with respect to the slope St3 of the characteristic KFa the disengagement force Fa be progressive, that is, the size distance to the characteristic KFa the disengagement Fa decreases. When in 2 As shown, the characteristic curves KFe1, KFe2, KFe3 of the engagement forces Fe1, Fe2, Fe3 run into a common magnitude of the engagement force, which may be the engagement end force Feb.

To 2 is the difference in size B between the upper and the lower limit of the maximum and minimum profile of the engagement reaction force Fg about 0.3 to 0.9 times, in particular 0.6 times, the difference D between the engagement force Fea, Feb at the end E and at the beginning A of the actuating path W.

The embodiment of the 3 to 5 shows a mechanically functioning transducer 22 , This one has a sliding surface 28 cooperating brake member 30 on that while moving the pedal forward 12 on the actuating W its braking action is reduced or off and exerts a braking function when moving back or strengthens its braking effect. The brake member 30 can be on a lever 32 be arranged, which extends in the non-functional position obliquely leading to the direction of movement of the transducer W and in its functional position increasingly transverse to the direction of movement.

According to the embodiment 3 to 5 is the converter 22 between the braking surface 28 and a support and guide surface 34 which extend parallel to its direction of movement, which is shown straight for reasons of simplification. The lever 32 is at his the guiding surface 34 facing end by a joint 38 with the body 40 of the converter 22 connected. The brake member 30 can a brake shoe 30a be that by a joint 42 with the other end of the lever 32 pivotally connected. The body 40 is with a side surface 44 at the guide surface 34 supported and may consist of an elastic material, for. As plastic or rubber. In particular, in such an embodiment, the joint 38 on a support part 46 made of a solid material that fits with the body 40 is firmly connected. The elastic body 40 can a cavity 40a to improve or increase its elasticity.

The lever 32 or the brake member 30 is to limit the movement in the braking position a stop 48 assigned by a stop member to the hinge 38 opposite side of the body 40 may be formed and in particular when the body is made of elastic material, is made of solid material and with the preferably designed as a brake shoe brake member 30 as a pressure element 50 interacts.

The function of the device 10 to 3 is the following.

To disengage a path-force curve according to the characteristic KFa is sought, the force curve, initially rising and then falling again. The steepness of the force increase is greater when disengaging in the front region of the actuating path W than in the rear region, s. Slope S1 and slope N1. After exceeding the maximum force of the actuator foot of the driver is relieved. This relief takes place increasingly when engaging, since the slope of the characteristic KFe1 with respect to the engagement force Fe1 is degressive, see the divergence between the slope N1 and the slope S2. This also applies to the other curves KFe2, KFe3, whose slope is even lower, and z. B. may have the steepness S0 or may even be negative, s. N2 slope, which is sloping. The lower limit of the size range B forming characteristic KFe3 is only sloping.

For example 3 is the converter 22 at rest without a movement.

According to the embodiment 3 to 5 forms the elastic body 40 a force sensor, which in the functional position to 4 is horizontally compressed by the tension between the disengagement force Fa or the Einrückgegenkraft Fg and the engagement force Fe and expanded vertically. The engagement Fe can z. B. be applied by the restoring force of a master cylinder and through the rod 20 be effective. By the disengagement movement 52 becomes the brake member 30 deflected so that no braking takes place. The disengagement force Fa is not increased, the path-force characteristic curve continues to follow the characteristic curve KFa. The pressure element 50 is ineffective.

In the functional position to 5 the engagement counterforce Fg is directed against the engagement force Fe, wherein an engagement movement 54 takes place, which is the brake member 30 z. B. due to friction in a braking position on the stop 48 moves and stops. In this position, the pressure member 50 by the expansion force Fg dependent on the expansion force 56 against the brake shoe 30a pressed, causing one of the operation of the pedal 12 when engaging dependent braking force is generated. This braking force reduces the pedal force, so that an engagement force profile is achieved in the area B, z. B. the engagement forces Fe1, Fe2, Fe3 with the characteristics KFe1, KFe2, KFe3.

If the converter 22 no sensor or expanding body 44 has, due to the braking effect of the against the stop 48 moving brake member 30 only a stepped reduction of the engagement force instead.

LIST OF REFERENCE NUMBERS

10

contraption

12

pedal

14

joint

16

joint

18

actuating rod

20

actuating rod

22

converter

24

joint

26

Master cylinder

28

sliding surface

30

braking member

30a

brake shoe

32

lever

34

guide surface

36

brake surface

38

joint

40

body

40a

cavity

42

joint

44

side surface

46

supporting part

48

cavity

50

pressure member

52

disengagement

54

engaging movement

56

expansive force

A

Beginning

B

size range

Ba

Size difference

bb

Size difference

e

The End

fa

disengaging

Faa

Ausrückanfangskraft

Fab

Endausrückkraft

Fe

apply force

fg

Einrückgegenkraft

Fea

Engaging force at the end

February

Engaging force at the beginning

KFa

Characteristic disengagement force

KFe

Characteristic engagement force

KFG

Characteristic engagement counterforce

KFE1

Characteristic engagement force

KFE2

Characteristic engagement force

KFe3

Characteristic engagement force

N1

Tilt

N2

Tilt

N3

Tilt

N4

Tilt

N5

Tilt

N6

Tilt

S1

pitch

S2

pitch

S3

pitch

W

actuating

Wa

path segment

wb

path segment

Claims (13)

Contraption ( 10 ) for disengaging and engaging a clutch of a motor vehicle, in particular a passenger car, with a on a first path section (Wa) and a second path section (Wb) comprising actuating path (W) back and forth movable pedal ( 12 ), in the forward movement of a release force (Fa) for overpressing a predetermined engagement force (Fe) is generated, the advancing in the first Path section (Wa) with a slope (S1) increases, and in the return movement of a pedal ( 12 ) and the engagement force (Fe) opposing engagement counterforce (Fg) is generated, and with a transducer ( 22 ), for changing the engagement force (Fe), wherein when moving back in the second path portion (Wb), the curve of the characteristic curve (KFe1, KFe2) of the engagement force (Fe1, Fe2) with respect to the curve of the characteristic (KFa) of the release force (Fa) when advancing in the second path section (Wb) is degressive, characterized in that the characteristic (KFe1, KFe2) when moving back in the second path section (Wb) from the end of the actuation path (W) in a region whose upper limit with a slope (S3) increases and its lower limit with a slope (S0) is zero. Device according to Claim 1, characterized in that the course of the engagement force (Fe) during the return movement in the region between the first path section (Wa) and the second path section (Wb) lies in a size range (Ba) whose upper limit of a gradient (S2) corresponds to the engagement force (Fe) and whose lower limit corresponds to a slope (S0) zero. Device according to one of the preceding claims, characterized in that the converter ( 22 ) a lateral braking surface ( 36 ), and the converter ( 22 ) against the braking surface ( 36 ) movable brake member ( 30 ) for increasing and decreasing the braking force. Contraption ( 10 ) for disengaging and engaging a clutch of a motor vehicle, in particular a passenger car, with a pedal which can be moved on an actuation path (W) ( 12 ), in the forward movement of a release force (Fa) for overriding a predetermined engagement force (Fe) is generated, and in the return movement of a pedal ( 12 ) and the engagement force (Fe) opposing engagement counterforce (Fg) is generated, and with a transducer ( 22 ) for varying the magnitude of the engagement force (Fe), characterized in that the transducer ( 22 ) a lateral braking surface ( 36 ), and the converter ( 22 ) against the braking surface ( 36 ) movable brake member ( 30 ) for increasing and decreasing the braking force, wherein the brake member ( 30 ) at one end of a transverse to the direction of movement of the pedal ( 12 ) extending lever ( 32 ) and the lever ( 32 ) at its other end by a joint ( 38 ) parallel to the plane of movement of the pedal ( 12 ) is pivotally mounted, in the braking surface ( 36 ) opposite side region of the transducer ( 22 ) is arranged, wherein the brake member ( 30 ) is a brake shoe that by a joint ( 42 ) parallel to the plane of movement of the pedal ( 12 ) is pivotally mounted. Device according to claim 4, characterized in that on the braking surface ( 36 ) opposite side is approximately parallel to the braking surface ( 36 ) extending guide surface ( 34 ) for the converter ( 22 ) is arranged. Apparatus according to claim 4 or 5, characterized in that a stop ( 48 ) for limiting the pivoting movement of the lever ( 32 ) is arranged from a pivoted-back position in a vorwenkte position. Device according to one of claims 4 to 6, characterized in that the transducer ( 22 ) has a sensor for measuring the magnitude of the disengagement force (Fa) or engagement counterforce (Fg) and a control device for controlling the braking force in dependence on the magnitude of the measured force is arranged. Device according to claim 7, characterized in that the transducer ( 22 ) has a body of elastically compressible material and on the braking surface ( 36 ) facing side of the body, a support member ( 46 ) is arranged, which has a pivot stop for the lever ( 32 ) and / or the effectiveness of the braking member ( 30 ) controls. Device according to one of claims 4 to 8, characterized in that the transducer (W) the pedal ( 12 ) is subordinate. Apparatus according to claim 9, characterized in that the transducer (W) between the pedal ( 12 ) and a master cylinder is arranged. Device according to one of claims 4 to 10, characterized in that the release force (Fa) when advancing the pedal ( 12 ) rises in a first path section (Wa) with a slope (S1) and decreases on the second path section (Wb) with a slope (N1). Device according to one of claims 4 to 11, characterized in that the engagement force (Fe1, Fe2) during the return movement in the first path section (Wa) with a slope (N4, N5) drops. Device according to one of claims 4 to 12, characterized in that the engagement force (Fea) at the end (E) of the actuating path (W) is greater than at the beginning (A) of the actuating path (W).

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