Transmission mechanism for actuating a friction clutch
A transmission mechanism for actuating a friction clutch, which can be disengaged against a spring force and is arranged between an internal combustion engine and a manual transmission, includes two lockable elements that are movable toward one another longitudinally to automatically change the length and compensate for clutch wear. The first element consists of a spindle which is coupled to a non-rotatable component of a disengagement mechanism of the friction clutch in a rotationally fixed and axially displaceable manner and has a steep-pitch external thread. The second element consists of a nut having a steep-pitch internal thread into which the spindle can be screwed, the pitch of the steep-pitch thread being dimensioned in such a way that no self-locking can occur between the two elements.
1. A transmission mechanism ( 1 ) for actuating a friction clutch which can be disengaged against a spring force and is arranged between an internal combustion engine and a manual transmission, the transmission mechanism comprising:
a first lockable element ( 16 ) and a second lockable element ( 11 ) configured to be moved toward one another longitudinally to automatically change a length and to compensate for clutch wear,
wherein the first lockable element is a spindle ( 16 ) coupled to a non-rotatable component of a disengagement mechanism of the friction clutch in a rotationally fixed and axially movable manner and has a region ( 18 ) with a steep-pitch external thread ( 19 ),
wherein the second lockable element is of a nut ( 11 ) having a steep-pitch internal thread ( 15 ) complementary to the steep-pitch external thread ( 19 ) of the spindle ( 16 ),
wherein the internal and external steep-pitch threads ( 15 , 19 ) have a pitch dimensioned in such a way that no self-locking can occur between the two elements ( 11 , 16 ),
wherein the nut ( 11 ) is arranged in a hollow casing ( 2 ) immovably fixed to a controlling element of a pneumatic, hydraulic or electromechanical clutch actuator,
wherein the casing ( 2 ) has an axially parallel multi-toothed profile ( 5 ) directed radially inwards over a length which substantially corresponds to an actuation path (S B ) of the friction clutch,
wherein the nut ( 11 ) interacts with the multi-toothed profile ( 5 ) in a non-rotatable manner via a polygonal collar ( 12 ) which protrudes radially beyond a cylindrical region ( 14 ) of the nut ( 11 ) when the friction clutch is disengaged,
wherein the casing ( 2 ) has a free region ( 4 ) without a multi-toothed profile ( 5 ) at an end of the actuation path (S B ) which corresponds to an engaged state of the friction clutch,
wherein the polygonal collar ( 12 ) of the nut ( 11 ) is freely rotatable in the free region ( 4 ) when a spring force is applied to the polygonal collar ( 12 ) while the friction clutch is engaged, and is rotatable relative to the spindle ( 16 ) toward an end fitting ( 7 ) on the casing ( 2 ) by an adjustable wear compensation path (S V ) corresponding to a change in length as a result of clutch wear that has occurred.
2. The transmission mechanism as claimed in claim 1
further comprising a tappet ( 21 ) for disengaging the friction clutch over the actuation path (S B ) as a result of axial displacement in a non-rotational manner of the nut ( 11 ) in the casing ( 2 ), wherein the tappet ( 21 ) is operatively connected to the nut ( 11 ) and to the disengagement mechanism of the clutch.
3. The transmission mechanism as claimed in claim 2
wherein the spindle ( 16 ), has a stop flange at an end of the region ( 18 ) with the steep-pitch external thread ( 19 ), wherein the stop flange ( 20 ) overlaps, at least partially, with an end face of the nut ( 11 ),
further comprising a bias spring ( 23 ) arranged in an internal bore ( 22 ) in the tappet ( 21 ) supported at one end by the stop flange and supported at an opposite end on a tappet cover ( 24 ).
4. The transmission mechanism as claimed in claim 2 , further comprising a positioning spring ( 10 ) arranged between a casing cover ( 8 ) of the casing ( 2 ) and the nut ( 11 ), the casing cover ( 8 ) being remote from the tappet ( 21 ) and from the polygonal collar ( 12 ) of the nut ( 11 ).
5. The transmission mechanism as claimed in claim 3 , wherein the length of the internal bore ( 22 ) in the tappet ( 21 ) is at least equal to a maximum adjustable wear compensation path (S V ) of the friction clutch plus a block length of the bias spring ( 23 ) and a thickness of the stop flange ( 20 ) on the spindle ( 16 ).
6. The transmission mechanism as claimed in claim 1 , further comprising a thrust bearing ( 6 ) in the form of a slide bearing, ball bearing, or needle bearing is arranged adjacent the polygonal collar.
7. The transmission mechanism as claimed in claim 6 , wherein the thrust bearing is arranged in the free region ( 4 ) of the casing ( 2 ) between the polygonal collar ( 12 ) of the nut ( 11 ) and the inner flange ( 7 ) of the casing ( 2 ).
8. The transmission mechanism as claimed in claim 1 , wherein the transmission mechanism ( 1 ) is modularly formed as a unit to be exchangeably arranged between the pneumatic, hydraulic or electromechanical clutch actuator and the disengagement mechanism of the friction clutch.
9. A motor vehicle or rail vehicle, comprising the manual transmission, the internal combustion engine, and the transmission mechanism ( 1 ) as claimed in claim 1 , wherein the transmission mechanism is arranged between the internal combustion engine and the manual transmission.