公开(公告)号：US06837356B2

公开(公告)日：2005-01-04

申请号：US10735964

申请日：2003-12-15

申请人： Boleslaw Tulaczko ,  Georg Zink ,  Dieter Gebauer

发明人： Boleslaw Tulaczko ,  Georg Zink ,  Dieter Gebauer

IPC分类号： F16D25/12 ,  G05G1/30 ,  G05G1/44 ,  G05G1/14

CPC分类号： G05G1/30 ,  F16D25/12 ,  G05G5/03 ,  Y10T74/20528 ,  Y10T74/2057

摘要： A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

摘要翻译： 用于机动车辆中的液压致动离合器的释放装置具有与液压系统连接的蓄能器。 蓄能器通过将踏板力适应踏板通道的运动学布置与踏板连接。 可以以非常精确的方式将增压力特性适应所需的踏板力曲线。 这导致可能增加抑制力的增压力，但主要增加在运动装置的死点之后的增压区域中的力。 踏板路径上的增压力曲线的特征可以适应于机动车辆中的相应操作系统，而不会有重大的结构改变。

公开(公告)号：US06830140B2

公开(公告)日：2004-12-14

申请号：US10265939

申请日：2002-10-07

申请人： Georg Zink ,  Andreas Orlamünder ,  Olaf Pagels ,  Sebastian Vogt ,  Markus Heiartz

发明人： Georg Zink ,  Andreas Orlamünder ,  Olaf Pagels ,  Sebastian Vogt ,  Markus Heiartz

IPC分类号： F16D2102

CPC分类号： F16D13/71 ,  F16D13/70 ,  F16D21/06 ,  F16D2013/706 ,  F16D2021/0607 ,  F16D2021/0684

摘要： A motor vehicle drive train with a clutch device installed between a drive unit and a transmission having at least one transmission input shaft to transmit torque between the drive unit and the transmission. The clutch device comprises at least one clutch arrangement assigned to a respective transmission input shaft, where an input side of the clutch device is connected directly or indirectly by way of a torque-transmitting arrangement to a connecting end of a power takeoff shaft of the drive unit. The torque-transmitting arrangement has a radially outer connecting area for connection to the clutch device and a radially inner connecting area for the direct or indirect connection to the connecting end by the mediation of at least one positive connecting element, which connects the radially inner connecting area in a positive manner to the connecting end or to a component or assembly attached nonrotatably to the connecting end, and which secures the radially inner connecting area on the connecting end or on the component or assembly in the axial direction. The positive connecting element is located in a central radial area relative to an axis of rotation (A) of the clutch device, which area is essentially the same as or smaller than the radial area occupied by the minimum of one transmission input shaft.

摘要翻译： 一种具有安装在驱动单元和变速器之间的离合器装置的机动车辆传动系，其具有至少一个变速器输入轴，以在驱动单元和变速器之间传递转矩。 离合器装置包括分配给相应传动输入轴的至少一个离合器装置，其中离合器装置的输入侧通过扭矩传递装置直接或间接地连接到驱动装置的动力输出轴的连接端 单元。 扭矩传递装置具有用于连接到离合器装置的径向外部连接区域和径向内部连接区域，用于通过至少一个正向连接元件的中介直接或间接连接到连接端，该连接端连接径向内部连接 区域以正向方式连接到连接端或不可旋转地附接到连接端的部件或组件，并且在轴向方向上固定连接端上或部件或组件上的径向内部连接区域。 正连接元件位于相对于离合器装置的旋转轴线（A）的中心径向区域中，该区域基本上等于或小于由一个变速器输入轴的最小值所占的径向面积。

公开(公告)号：US06814197B2

公开(公告)日：2004-11-09

申请号：US10266433

申请日：2002-10-08

申请人： Markus Heiartz ,  Andreas Orlamünder ,  Sebastian Vogt ,  Olaf Pagels ,  Georg Zink ,  Christoph Kleuker

发明人： Markus Heiartz ,  Andreas Orlamünder ,  Sebastian Vogt ,  Olaf Pagels ,  Georg Zink ,  Christoph Kleuker

IPC分类号： F16D2312

CPC分类号： F16D23/14

摘要： An actuating device for a friction clutch device installed in the drive train of a motor vehicle introduces actuating forces, especially clutch-engaging or clutch-releasing forces, to the friction clutch device to actuate at least one friction clutch of the friction clutch device in the engaging or releasing direction. At least one actuating element assigned to a friction clutch can be shifted axially relative to at least one support element, which is essentially fixed in the axial direction, to exert the actuating forces. The actuating element belongs to an actuator assigned to the clutch or can be shifted axially relative to the support element by the intermediate action of an actuator assigned to the clutch. The actuating element and the support element engage with each other in such a way 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 actuator, is converted to an axial translational movement of the actuating element relative to the axially supported support element.

摘要翻译： 用于安装在机动车辆的传动系中的摩擦离合器装置的致动装置向摩擦离合器装置引入驱动力，特别是离合器接合或离合器释放力，以致动摩擦离合器装置的至少一个摩擦离合器 参与或释放方向。 分配给摩擦离合器的至少一个致动元件可以相对于至少一个基本上沿轴向固定的支撑元件轴向移动以施加致动力。 致动元件属于分配给离合器的致动器，或者通过分配给离合器的致动器的中间动作相对于支撑元件轴向移动。 致动元件和支撑元件彼此接合，使得致动元件相对于不可旋转地支撑的支撑元件的旋转运动通过致动器的中间动作而被赋予轴向平移运动 的驱动元件相对于轴向支撑的支撑元件。

公开(公告)号：US06679366B2

公开(公告)日：2004-01-20

申请号：US10053334

申请日：2002-01-18

申请人： Boleslaw Tulaczko ,  Georg Zink ,  Dieter Gebauer

发明人： Boleslaw Tulaczko ,  Georg Zink ,  Dieter Gebauer

IPC分类号： G05G114

CPC分类号： G05G1/30 ,  F16D25/12 ,  G05G5/03 ,  Y10T74/20528 ,  Y10T74/2057

摘要： A release arrangement for a hydraulically actuated clutch in a motor vehicle has an energy accumulator connected with a hydraulic system. The energy accumulator is connected with a pedal via a kinematic arrangement which adapts the pedal forces to the pedal path. It is possible to adapt the boosting force characteristic to the required pedal force curve in a very precise manner. This leads to a boosting force that possibly increases the depressing force, but primarily increases the force in the boosting area following the dead center of the kinematic arrangement. The characteristic of the boosting force curve over the pedal path can be adapted to the respective operating system in the motor vehicle without major structural alterations.

摘要翻译： 用于机动车辆中的液压致动离合器的释放装置具有与液压系统连接的蓄能器。 蓄能器通过将踏板力适应踏板通道的运动学布置与踏板连接。 可以以非常精确的方式将增压力特性适应所需的踏板力曲线。 这导致可能增加抑制力的增压力，但主要增加在运动装置的死点之后的增压区域中的力。 踏板路径上的增压力曲线的特征可以适应于机动车辆中的相应操作系统，而不会有重大的结构改变。