CN111750097A - Electric actuator and actuator device - Google Patents
Electric actuator and actuator device Download PDFInfo
- Publication number
- CN111750097A CN111750097A CN202010201804.3A CN202010201804A CN111750097A CN 111750097 A CN111750097 A CN 111750097A CN 202010201804 A CN202010201804 A CN 202010201804A CN 111750097 A CN111750097 A CN 111750097A
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- rotation angle
- rotation
- output shaft
- motor unit
- angular velocity
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
- F16H63/30—Constructional features of the final output mechanisms
- F16H63/34—Locking or disabling mechanisms
- F16H63/3416—Parking lock mechanisms or brakes in the transmission
- F16H63/3458—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire
- F16H63/3466—Parking lock mechanisms or brakes in the transmission with electric actuating means, e.g. shift by wire using electric motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Gear-Shifting Mechanisms (AREA)
- Control Of Ac Motors In General (AREA)
- Regulating Braking Force (AREA)
Abstract
The invention provides an electric actuator and an actuator device. In the electric actuator according to one aspect of the present invention, the control unit maintains the angular velocity of the motor unit at the predetermined angular velocity at least a part of a period until the output shaft reaches an intermediate rotation angle smaller than the target rotation angle, regardless of the rotation angle of the output shaft, when the output shaft is rotated to the predetermined target rotation angle, starts decelerating the rotation of the motor unit when it is determined that the rotation angle of the output shaft has reached the intermediate rotation angle based on the detection result of the 2 nd rotation sensor, calculates the angular deceleration based on a remaining angle obtained by subtracting the rotation angle of the output shaft from the target rotation angle when decelerating the rotation of the motor unit, decelerates the rotation of the motor unit at the calculated angular deceleration, and determines that the rotation angle of the output shaft has reached the target rotation angle based on the detection result of the 2 nd rotation sensor, the driving of the motor section is stopped.
Description
Technical Field
The present invention relates to an electric actuator and an actuator device mounted on a vehicle.
Background
An electric actuator for driving an object to be displaced according to a vehicle operation is known. Examples of the object include a parking lock device that switches a gear of a vehicle to a parking state, and a shift-by-wire drive device that performs (or assists) switching of the gear of the vehicle in accordance with a shift operation. For example, patent document 1 describes a parking lock device including a parking lever, a cam externally attached to the parking lever, and a parking lock ball engageable with a parking gear, as an object to be displaced and driven by an electric actuator.
Patent document 1: japanese patent laid-open publication No. 2017-52321
For example, in the parking lock device as described above, it is required to switch the state of the gear of the vehicle with high accuracy and in a short time. However, since the electric actuator that drives the parking lock device includes the motor portion and the speed reducer portion, rattling may occur between the motor portion and the speed reducer portion. Therefore, it is sometimes difficult to switch the state of the gear of the vehicle with high accuracy and in a short time.
For example, in an electric actuator for shift-by-wire for switching among parking lock, reverse, neutral, and forward of a vehicle, when a reverse position and a neutral position in the middle of an actuator drive range are set as target positions, a target stop position may not be matched when the electric actuator is driven in the 1 st direction from one end portion to the other end portion of the electric actuator and when the electric actuator is driven in the 2 nd direction from the other end portion to one end portion of the electric actuator.
Disclosure of Invention
In view of the above, an object of the present invention is to provide an electric actuator and an actuator device that can improve the positional accuracy when driving an object to be displaced to a target position and can shorten the time when driving the object to be displaced to the target position.
An electric actuator according to an aspect of the present invention is an electric actuator that displaces and drives a target object in accordance with a vehicle operation, the electric actuator including: a motor section; a speed reducer unit connected to the motor unit; a control unit that controls the motor unit; a 1 st rotation sensor capable of detecting rotation of the motor unit; and a 2 nd rotation sensor capable of detecting rotation of an output shaft connected to the speed reducer portion. The object has a movable portion movable between a 1 st position as a reference and a 2 nd position as a target. The control unit maintains the angular velocity of the motor unit at a predetermined angular velocity at least a part of a period until the output shaft reaches an intermediate rotation angle smaller than the target rotation angle when the output shaft is rotated to the predetermined target rotation angle, starts deceleration of rotation of the motor unit when it is determined that the rotation angle of the output shaft has reached the intermediate rotation angle based on the detection result of the 2 nd rotation sensor, calculates an angular deceleration based on a remaining angle obtained by subtracting the rotation angle of the output shaft from the target rotation angle when the rotation of the motor unit is decelerated, and decelerates the rotation of the motor unit at the calculated angular deceleration, and determines that the rotation angle of the output shaft has reached the target rotation angle based on the detection result of the 2 nd rotation sensor, stopping the driving of the motor section.
An actuator device according to an aspect of the present invention includes the electric actuator, the output shaft, and the object.
According to one aspect of the present invention, it is possible to improve the positional accuracy when the object is driven to be displaced to the target position by the electric actuator, and to shorten the time when the object is driven to be displaced to the target position by the electric actuator.
Drawings
Fig. 1 is a view of the drive device of the present embodiment as viewed from one side in the left-right direction of the vehicle.
Fig. 2 is a perspective view showing the parking switching mechanism of the present embodiment.
Fig. 3 is a block diagram showing a functional configuration of the electric actuator according to the present embodiment.
Fig. 4 is a flowchart illustrating an example of a control process of the electric actuator according to the present embodiment.
Fig. 5 is a graph showing an example of a change in angular velocity in the motor portion of the electric actuator according to the present embodiment.
Description of the reference symbols
10: electric actuator, 20: motor unit, 30: reducer unit, 40: control unit, 51: 1 st rotation sensor, 52: 2 nd rotation sensor, 70: parking switching mechanism (object), 70 a: movable unit, 100: output shaft, 1000: actuator device, P1: parking position (1 st position, 2 nd position), P2: non-parking position (1 st position, 2 nd position), α: angular acceleration, β: angular deceleration, θ: rotation angle, θ: control unit, 51: 1 st rotation sensor, 52: 2 nd rotation sensor, 70: parking switching mechanism (object), 70 a: movable unit, 100: output shaft, 1000: actuator device, P1: parking positionm: an intermediate rotation angle; thetar: the remaining angle; thetat: a target rotation angle; ω: the angular velocity.
Detailed Description
In the following embodiments, a case will be described, as an example, where the object to be displaced and driven by the electric actuator 10 in response to the vehicle operation is the parking switching mechanism 70 that is switched in response to the vehicle shift operation. The drive device 1 will be described as a device on which the electric actuator 10 and the parking switch mechanism 70 according to the present embodiment are mounted.
In the following description, the vertical direction is defined based on the positional relationship in the case where the drive device 1 of the present embodiment shown in fig. 1 is mounted on a vehicle located on a horizontal road surface. In addition, in the drawings, an XYZ coordinate system is appropriately shown as a three-dimensional orthogonal coordinate system. In the XYZ coordinate system, the Z-axis direction is a vertical direction in which the + Z side is the upper side and the-Z side is the lower side. The X-axis direction is a direction perpendicular to the Z-axis direction and is a front-rear direction of the vehicle on which the drive device 1 is mounted. In the present embodiment, the + X side is one side in the front-rear direction of the vehicle, and the-X side is the other side in the front-rear direction of the vehicle. The Y-axis direction is a direction perpendicular to both the X-axis direction and the Z-axis direction, and is the left-right direction of the vehicle. In the present embodiment, the + Y side is one side in the left-right direction of the vehicle, and the-Y side is the other side in the left-right direction of the vehicle.
In the present embodiment, a direction parallel to the Z-axis direction is referred to as a "vertical direction Z", a direction parallel to the X-axis direction is referred to as a "front-rear direction X", and a direction parallel to the Y-axis direction is referred to as a "left-right direction Y". The positive side (+ Z side) in the Z-axis direction is referred to as "upper side", and the negative side (-Z side) in the Z-axis direction is referred to as "lower side". The positive side (+ X side) in the X axis direction is referred to as "one side in the front-rear direction", and the negative side (-X side) in the X axis direction is referred to as "the other side in the front-rear direction". The positive side (+ Y side) in the Y axis direction is referred to as "one side in the left-right direction", and the negative side (-Y side) in the Y axis direction is referred to as "the other side in the left-right direction".
The drive device 1 of the present embodiment is mounted on a vehicle having a motor as a power source, such as a Hybrid Electric Vehicle (HEV), a plug-in hybrid electric vehicle (PHV), or an Electric Vehicle (EV), and used as the power source. As shown in fig. 1, the drive device 1 includes a housing 2, a motor 3, a reduction gear 4, a differential device 5, a parking lock gear 6, and an actuator device 1000. The actuator device 1000 includes the parking switching mechanism 70, the electric actuator 10, and the output shaft 100.
The output shaft 100 is connected to the electric actuator 10 and is rotated by the electric actuator 10. In the present embodiment, the output shaft 100 extends in the front-rear direction X about the central axis J1. In the following description, unless otherwise specified, a radial direction having the central axis J1 as a center is simply referred to as a "radial direction", and a circumferential direction having the central axis J1 as a center, that is, a direction around the central axis J1 is simply referred to as a "circumferential direction".
The housing 2 accommodates therein the motor 3, the reduction gear 4, the differential gear 5, and the parking switching mechanism 70. Although not shown, oil is stored inside the casing 2. The reduction gear 4 is connected to the motor 3. The differential device 5 is connected to the reduction gear 4, and transmits torque output from the motor 3 to an axle of the vehicle. The parking lock gear 6 is fixed to a gear provided in the reduction gear 4. The parking lock gear 6 is coupled to an axle of the vehicle via the reduction gear 4 and the differential gear 5. The parking lock gear 6 has a plurality of tooth portions 6 a.
The parking switching mechanism 70 is driven by the electric actuator 10 in accordance with a shift operation of the vehicle. The parking switching mechanism 70 switches the parking lock gear 6 between the locked state and the unlocked state. The parking switching mechanism 70 sets the parking lock gear 6 in a locked state when the gear of the vehicle is in a parking state, and sets the parking lock gear 6 in an unlocked state when the gear of the vehicle is not in the parking state. The case where the gear of the vehicle is not in the parking state includes, for example, the case where the gear of the vehicle is in the forward, neutral, or reverse. As shown in fig. 2, the parking switch mechanism 70 includes a movable portion 70a, a parking lock arm 77, a support member 75, and a leaf spring member 76.
The movable portion 70a moves in the left-right direction Y in accordance with a shift operation of the vehicle. In the present embodiment, the movable portion 70a can be moved by the electric actuator 10 via the output shaft 100. The position of the movable portion 70a in the left-right direction Y is switched at least between the parking position P1 and the non-parking position P2. That is, the movable portion 70a is movable between the parking position P1 and the non-parking position P2 by the output shaft 100. The parking position P1 is a position in the left-right direction Y of the movable portion 70a when the gear of the vehicle is in a parking state. The non-parking position P2 is a position in the left-right direction Y of the movable portion 70a when the gear of the vehicle is not in a parking state. The parking position P1 is a position on the left-right direction side (+ Y side) of the non-parking position P2. In fig. 2, the movable part 70a located at the parking position P1 is indicated by a solid line, and the movable part 70a located at the non-parking position P2 is indicated by a two-dot chain line.
The movable portion 70a includes a stopper plate 71, a rod 72, an annular member 73, and a coil spring 74. The brake plate 71 is fixed to the output shaft 100. The brake plate 71 extends radially outward from the output shaft 100. In the present embodiment, the brake plate 71 extends downward from the output shaft 100. In the present embodiment, the brake plate 71 has a plate shape with a plate surface facing in the front-rear direction X. The width of the brake plate 71 increases as it goes away from the output shaft 100 toward the radially outer side. The stopper plate 71 has recesses 71a, 71 b.
The recesses 71a, 71b are provided at the radially outer ends of the brake plate 71. The recesses 71a and 71b are recessed upward from the lower end of the brake plate 71. The recesses 71a and 71b penetrate the stopper plate 71 in the front-rear direction X. The recesses 71a and 71b are arranged in a circumferential direction. In the present embodiment, the recesses 71a and 71b are arranged in the left-right direction Y.
The rod 72 is arranged to be movable in the left-right direction Y. The lever 72 has a connecting portion 72a and a lever main body 72 b. The connecting portion 72a has a rod shape extending in the front-rear direction X. The end of the connecting portion 72a on one side in the front-rear direction (+ X side) penetrates the brake plate 71 in the front-rear direction X and is fixed to the brake plate 71. Thereby, the rod 72 is coupled to the output shaft 100 via the brake plate 71. The lever main body 72b has a rod shape extending in the left-right direction Y. In the present embodiment, the lever main body 72b extends from the end portion of the other side (-X side) in the front-rear direction of the connecting portion 72a to one side (+ Y side) in the left-right direction. The lever main body 72b has a protrusion 72c at a portion near the connecting portion 72 a. A tubular member 72d extending in the left-right direction Y is fitted and fixed to one end portion of the lever main body 72b in the left-right direction.
The ring member 73 has a ring shape through which the rod main body 72b passes. The ring member 73 extends in the left-right direction Y. The portion on one side in the left-right direction (+ Y side) of the outer peripheral surface of the annular member 73 is a tapered surface 73a whose outer diameter becomes smaller toward the one side in the left-right direction. The ring member 73 is movable in the left-right direction Y with respect to the lever main body 72 b.
The coil spring 74 extends in the left-right direction Y. The coil spring 74 is disposed between the annular member 73 and the projection 72c in the left-right direction Y. The lever main body 72b passes through the coil spring 74. The end of the coil spring 74 on the other side in the left-right direction (the Y side) is in contact with the projection 72 c. An end portion of the coil spring 74 on one side in the left-right direction (+ Y side) is in contact with a surface on the other side in the left-right direction of the annular member 73. The coil spring 74 expands and contracts by the relative movement of the annular member 73 with respect to the rod main body 72b in the left-right direction Y, and applies an elastic force in the left-right direction Y to the annular member 73.
The parking lock arm 77 is located on the other side (X side) in the front-rear direction of the movable portion 70 a. The parking lock arm 77 is rotatably supported by a support shaft 78, and the support shaft 78 is centered on a rotation axis J2 extending in the left-right direction Y. The parking lock arm 77 has a parking lock arm main body 77a and an engaging portion 77 b.
The parking lock arm body 77a extends from the support shaft 78 to one front-rear direction side (+ X side). The end 77c of the parking lock arm body 77a on one side in the front-rear direction contacts the movable portion 70a from above. A portion on the other side in the left-right direction (-Y side) of the lower surface of the end portion 77c is an inclined portion 77d, and the inclined portion 77d is located on the upper side as going to the other side in the left-right direction. The engaging portion 77b protrudes upward from the parking lock arm main body 77 a. A coil spring 79 is mounted on the support shaft 78. The coil spring 79 applies an elastic force to the parking lock arm 77 in the counterclockwise direction when viewed from the left-right direction side (+ Y side) with the rotation axis J2 as the center.
The parking lock arm 77 moves in accordance with the movement of the movable portion 70 a. More specifically, the parking lock arm 77 rotates about the rotation axis J2 in accordance with the movement of the lever 72 and the ring member 73 in the left-right direction Y. When the brake plate 71 moves from the non-parking position P2 to the parking position P1 in accordance with the rotation of the output shaft 100, the lever 72 and the ring member 73 move to one side (+ Y side) in the left-right direction.
The outer diameter of the tapered surface 73a of the annular member 73 increases from one side in the left-right direction (+ Y side) to the other side in the left-right direction (-Y side). Therefore, when the annular member 73 moves to one side in the left-right direction, the end portion 77c is lifted upward by the tapered surface 73a, and the parking lock arm 77 rotates clockwise when viewed from one side in the left-right direction (+ Y side) about the rotation axis J2. Thus, although not shown, the meshing portion 77b is close to the parking lock gear 6 and meshes between the tooth portions 6a of the parking lock gear 6. In fig. 2, the parking lock arm 77 located at the position of engagement with the parking lock gear 6 is indicated by a solid line.
When the parking lock gear 6 is engaged with the parking lock arm 77, the annular member 73 is also positioned at the parking position P1, and the entire movable portion 70a is positioned at the parking position P1. That is, when the movable portion 70a is located at the parking position P1, the parking lock arm 77 is engaged with the parking lock gear 6 coupled to the axle. The annular member 73 is sandwiched between a contact portion 75b of the support member 75, which will be described later, and the parking lock arm 77 in a state of contacting these at the parking position P1. The parking lock gear 6 is in a locked state by engagement of the parking lock arm 77 with the parking lock gear 6.
When the parking lock arm 77 approaches the parking lock gear 6, the meshing portion 77b may contact the tooth portion 6a depending on the position of the tooth portion 6a of the parking lock gear 6. In this case, the parking lock arm 77 may not be moved to a position where the engaging portion 77b engages between the tooth portions 6 a. Even in such a case, in the present embodiment, since the ring member 73 is movable in the left-right direction Y with respect to the lever 72, a state can be allowed in which the ring member 73 is positioned on the other side in the left-right direction (-Y side) than the parking position P1 while the lever 72 is moved to the parking position P1. This can suppress the output shaft 100 from being hindered from rotating, and can suppress the load from being applied to the electric actuator 10 that rotates the output shaft 100.
Further, in a state where the lever 72 is positioned at the parking position P1 and the ring member 73 is positioned at the other side (the Y side) in the left-right direction from the parking position P1, the coil spring 74 is in a state of being compressed and deformed. Therefore, the coil spring 74 applies an elastic force to the annular member 73 toward one side in the left-right direction (toward the + Y side). Thus, a rotational moment in a clockwise direction when viewed from the left-right direction side (+ Y side) about the rotation axis J2 is applied to the parking lock arm 77 from the coil spring 74 via the annular member 73. Therefore, when the parking lock gear 6 rotates while the positions of the tooth portions 6a are shifted, the parking lock arm 77 rotates, so that the engaging portions 77b are engaged between the tooth portions 6 a.
When the brake plate 71 rotates from the parking position P1 to the non-parking position P2 in accordance with the rotation of the output shaft 100, the rod 72 and the ring member 73 move to the other side (the Y side) in the left-right direction. When the ring member 73 moves to the other side in the left-right direction, the end portion 77c lifted by the ring member 73 moves to the lower side by its own weight and the elastic force from the coil spring 79, and the parking lock arm 77 rotates counterclockwise when viewed from the one side in the left-right direction (+ Y side) about the rotation axis J2. Thereby, the meshing portion 77b is separated from the parking lock gear 6, and is disengaged from the tooth portions 6 a. In fig. 2, the parking lock arm 77 in a state disengaged from the parking lock gear 6 is indicated by a two-dot chain line.
When the parking lock arm 77 is disengaged from the parking lock gear 6, the annular member 73 is also positioned at the non-parking position P2, and the entire movable portion 70a is positioned at the non-parking position P2. That is, when the movable portion 70a is located at the non-parking position P2, the parking lock arm 77 is disengaged from the parking lock gear 6. The ring member 73 is located on the other side (-Y side) in the left-right direction than the parking lock arm 77 at the non-parking position P2. When the parking lock arm 77 is disengaged from the parking lock gear 6, the parking lock gear 6 is in the unlocked state.
Here, in the present embodiment, when the ring member 73 moves from the non-parking position P2 to the parking position P1, the ring member moves from a position on the other side (the Y side) in the left-right direction than the parking lock arm 77 to one side (+ Y side) in the left-right direction, and enters between the parking lock arm 77 and the support member 75 in the vertical direction Z. At this time, according to the present embodiment, since the end 77c of the parking lock arm 77 has the inclined portion 77d, the annular member 73 is easily inserted between the parking lock arm 77 and the support member 75 in the vertical direction Z. Thus, the parking lock arm 77 can be easily moved by the ring member 73.
The support member 75 supports the movable portion 70a to be movable in the left-right direction Y. In the present embodiment, the support member 75 supports the movable portion 70a from below. The support member 75 is fixed to the inner surface of the case 2. The support member 75 has a base portion 75a, a contact portion 75b, an arm portion 75c, a fitting convex portion 75f, a positioning portion 75d, and a protrusion portion 75 e.
In the present embodiment, the base portion 75a has a cylindrical shape centered on an axis extending in the left-right direction Y. The contact portion 75b protrudes upward from the base portion 75 a. The contact portion 75b is a portion that contacts the movable portion 70a to support the movable portion 70 a. In the present embodiment, the contact portion 75b contacts the annular member 73 or the tubular member 72d of the movable portion 70a from below, and supports the movable portion 70a from below. The surface of the contact portion 75b on the movable portion 70a side is an arc-shaped curved surface recessed on the side opposite to the movable portion 70a side when viewed in the left-right direction Y. Therefore, the annular member 73 having the tapered surface 73a can be stably supported. In the present embodiment, the curved surface of the contact portion 75b is an upper surface of the contact portion 75b, and has an arc shape recessed downward when viewed in the left-right direction Y. The arm portion 75c extends from the base portion 75a to one front-rear direction side (+ X side). The arm portion 75c has a quadrangular prism shape, for example.
The fitting projection 75f projects from the base 75a to one side in the left-right direction (+ Y side). The fitting projection 75f has a cylindrical shape centered on an axis extending in the left-right direction Y. The fitting projection 75f is fitted into a recess provided on the inner surface of the housing 2.
The base portion 75a and the fitting projection portion 75f are provided with a through hole 75h penetrating the base portion 75a and the fitting projection portion 75f in the left-right direction Y. The screw 90 passes through the through hole 75h from the other side (the Y side) in the left-right direction. The screw 90 passed through the through hole 75h is screwed into the inner surface of the case 2. Thereby, the support member 75 is fixed to the housing 2.
The positioning portion 75d protrudes downward from the end portion on the front-rear direction side (+ X side) of the arm portion 75 c. The lower end of the positioning portion 75d contacts the inner surface of the housing 2. The projection 75e projects to one side in the front-rear direction from the other side in the left-right direction (-Y side) of the end portion on one side in the front-rear direction of the arm 75 c.
The leaf spring member 76 is fixed to the support member 75. In the present embodiment, the plate spring member 76 is fixed to the upper surface of the arm portion 75 c. The leaf spring member 76 has a leaf spring main body portion 76a, a protruding portion 76b, and a rotation stopper portion 76 c.
The plate spring main body portion 76a has a plate shape with a plate surface facing the vertical direction Z. The plate spring main body portion 76a extends from the arm portion 75c to the other side in the left-right direction (the Y side). The leaf spring main body portion 76a extends to the lower side of the brake plate 71. The end portion of the leaf spring main body portion 76a on one side in the left-right direction (+ Y side) is fixed to the arm portion 75c by a screw 91. The leaf spring main body portion 76a has a slit 76d at the other side in the left-right direction. The slit 76d penetrates the plate spring main body portion 76a in the vertical direction Z. The slit 76d extends in the left-right direction Y. A portion on one side in the left-right direction among the lower end portions of the brake plate 71 is inserted in the slit 76 d.
The projecting portion 76b projects upward from the plate spring main body portion 76 a. More specifically, the protruding portion 76b protrudes upward from the end portion on the other side (Y side) in the left-right direction of the plate spring main body portion 76 a. When the movable portion 70a is located at the parking position P1, the protruding portion 76b is inserted into the recessed portion 71a and is hooked on the inner side surface of the recessed portion 71a in the left-right direction Y. This can maintain the brake plate 71 and the lever 72 at the parking position P1.
In particular, when the coil spring 74 is provided as in the present embodiment, the reaction force of the spring force generated by the coil spring 74 being compressed and deformed by the contact of the meshing portion 77b with the tooth portion 6a is applied to the rod 72 and the brake plate 71 toward the other side in the left-right direction (toward the-Y side). According to the present embodiment, even in such a case, since the projection 76b is hooked on the recess 71a, the movement of the stopper plate 71 to the other side in the left-right direction (the (-Y side) can be suppressed. Therefore, the brake plate 71 and the lever 72 can be stably maintained at the parking position P1.
On the other hand, when the output shaft 100 is rotated by the electric actuator 10 to move the brake plate 71 from the parking position P1 to the non-parking position P2, the leaf spring main body portion 76a is pushed downward by the brake plate 71 and is elastically deformed. Thereby, the protruding portion 76b is disengaged from the recessed portion 71 a. When the movable portion 70a is located at the non-parking position P2, the protruding portion 76b is inserted into the recessed portion 71b and is hooked on the inner side surface of the recessed portion 71b in the left-right direction Y. This can maintain the brake plate 71 and the lever 72 in the non-parking position P2.
The rotation stopper 76c protrudes downward from an edge portion on one side (+ X side) in the front-rear direction of an end portion on one side (+ Y side) in the left-right direction of the plate spring main body portion 76 a. The rotation stopper 76c is located on one side in the front-rear direction of the tip end of the arm 75 c. The rotation stopper 76c is hooked on the protrusion 75e from one side in the left-right direction. This can prevent the plate spring member 76 from rotating together when the plate spring member 76 is fixed by the screw 91. Therefore, the position of the plate spring member 76 can be suppressed from being displaced.
The electric actuator 10 drives the parking switching mechanism 70 according to a shift operation of the vehicle. In the present embodiment, the electric actuator 10 drives the parking switching mechanism 70 by moving the movable portion 70a in the left-right direction Y via the output shaft 100, thereby switching the parking lock gear 6 between the locked state and the unlocked state.
As shown in fig. 3, the electric actuator 10 includes a motor unit 20, a reduction gear unit 30, a 1 st rotation sensor 51, a 2 nd rotation sensor 52, and a control unit 40. The reducer unit 30 is connected to the motor unit 20. The speed reducer unit 30 reduces the rotation of the motor unit 20. The reducer unit 30 is connected to the output shaft 100. The rotation of the motor unit 20 after the deceleration is transmitted to the output shaft 100 via the speed reducer unit 30.
The 1 st rotation sensor 51 is a sensor capable of detecting rotation of the motor unit 20. The 1 st rotation sensor 51 is, for example, a hall element such as a hall IC or a magnetic sensor such as a magnetoresistive element. The 1 st rotation sensor 51 as a magnetic sensor can detect the rotation of the rotor, that is, the rotation of the motor unit 20 by detecting the magnetic field of a sensor magnet attached to the rotor of the motor unit 20, for example. The detection result of the 1 st rotation sensor 51 is output to the control unit 40.
The 2 nd rotation sensor 52 is a sensor capable of detecting rotation of the output shaft 100 connected to the speed reducer unit 30. The 2 nd rotation sensor 52 is, for example, a hall element such as a hall IC and a magnetic sensor such as a magnetoresistive element. The 2 nd rotation sensor 52 as a magnetic sensor can detect the rotation of the output shaft 100 by detecting the magnetic field of a sensor magnet attached to the output shaft 100, for example. A sensor magnet for detecting a magnetic field by the 2 nd rotation sensor 52 is provided at the output portion of the speed reducer unit 30, and the sensor magnet is attached to the output shaft 100 by connecting the output shaft 100 to the output portion of the speed reducer unit 30. The detection result of the 2 nd rotation sensor 52 is output to the control unit 40.
The control unit 40 controls the motor unit 20. The control unit 40 includes an angle command unit 41, an angle control unit 42, an angular velocity control unit 43, a current control unit 44, an inverter unit 45, a current detection unit 46, an angular velocity calculation unit 47, and an angle calculation unit 48. The movement command CS is input to the angle command unit 41. The movement command CS is a signal transmitted to the electric actuator 10 by performing a shift operation of the vehicle. The movement command CS is transmitted from, for example, an engine control unit of the vehicle. The movement command CS includes information on which gear the gear of the vehicle is switched. The angle command unit 41 outputs a target angle command 41a to the angle control unit based on the movement command CS42. The target angle command 41a includes a target rotation angle θ of the output shaft 100t。
The angle control unit 42 outputs an angular velocity command 42a to the angular velocity control unit 43 in accordance with the input target angle command 41 a. The angular velocity control unit 43 outputs a current command 43a to the current control unit 44 in accordance with the input angular velocity command 42 a. The current control unit 44 transmits a signal to the inverter unit 45 in accordance with the current command 43 a. The inverter unit 45 is supplied with current from the outside of the electric actuator 10. The inverter unit 45 converts the frequency of the current supplied from the outside in accordance with the signal from the current command 43 a. The inverter unit 45 supplies the frequency-converted current to the motor unit 20.
The current detection unit 46 detects a current output from the inverter unit 45 to the motor unit 20. The detection result of the current detection unit 46 is input to the current control unit 44. The signal from the 1 st rotation sensor 51 is input to the angular velocity calculation unit 47. The angular velocity calculation unit 47 calculates the angular velocity of the motor unit 20 based on the detection result of the 1 st rotation sensor 51. The angular velocity of the motor unit 20 calculated by the angular velocity calculating unit 47 is input to the angular velocity control unit 43. The signal from the 2 nd rotation sensor 52 is input to the angle calculation unit 48. The angle calculation unit 48 calculates the angle of the output shaft 100 from the detection result of the 2 nd rotation sensor 52. The angle of the output shaft 100 calculated by the angle calculation unit 48 is input to the angle control unit 42.
When the output shaft 100 is rotated to a predetermined target rotation angle θ, the control unit 40tWhen the rotation angle θ of the output shaft 100 is smaller than the target rotation angle θ t, the rotation angle θ becomes an intermediate rotation angle θmThe rotation angle theta with the output shaft 100 in the previous period becomes the intermediate rotation angle thetamThereafter, the control of the motor unit 20 is switched. Specifically, the control unit 40 rotates the output shaft 100 to a predetermined target rotation angle θtIn the case of (3), the motor unit 20 is controlled, for example, along the process of steps S1 to S6 shown in fig. 4. Target rotation angle thetatIncluding a rotation angle when the movable part 70a is moved from the parking position P1 to the non-parking position P2 and a rotation angle when the movable part 70a is moved from the non-parking position P2 to the parking position P1The angle of rotation.
In the present embodiment, when the movable part 70a is moved from the parking position P1 to the non-parking position P2, the parking position P1 corresponds to the 1 st position as a reference, and the non-parking position P2 corresponds to the 2 nd position as a target. In the present embodiment, when the movable part 70a is moved from the non-parking position P2 to the parking position P1, the non-parking position P2 corresponds to the 1 st position as a reference, and the parking position P1 corresponds to the 2 nd position as a target.
In step S1, the control unit 40 accelerates the rotation of the motor unit 20. In step S1 of the present embodiment, the control unit 40 accelerates the motor unit 20 at a constant angular acceleration α. Thereby, as shown in fig. 5, the angular velocity ω of the motor unit 20 linearly increases from the time when the motor unit 20 starts rotating. In fig. 5, the vertical axis represents the angular velocity ω of the motor unit 20, and the horizontal axis represents the time t. The time t is zero at the time when the motor unit 20 starts rotating.
As shown in fig. 4, in step S2, the control unit 40 determines whether the angular velocity ω of the motor unit 20 has reached the maximum angular velocity ωm. Maximum angular velocity ωmIs the maximum angular velocity at which the motor unit 20 can rotate. In the present embodiment, the maximum angular velocity ωmCorresponding to a specified angular velocity. In the present embodiment, the control unit 40 calculates the angular velocity ω of the motor unit 20 from the detection result of the 1 st rotation sensor 51 in the angular velocity calculation unit 47, and determines whether or not the angular velocity ω has reached the maximum angular velocity ωm。
When it is determined that the angular velocity ω of the motor unit 20 does not reach the maximum angular velocity ωmIn the case of (3), the control unit 40 continues to accelerate the rotation of the motor unit 20. On the other hand, when it is determined that the angular velocity ω of the motor unit 20 has reached the maximum angular velocity ωmIn the case of (3), the control unit 40 proceeds to step S3. In step S3, the control unit 40 stops and accelerates the rotation of the motor unit 20, and maintains the angular velocity ω of the motor unit 20 at the maximum angular velocity ωm. In this way, the controller 40 adjusts the angle of the motor unit 20 regardless of the rotation angle θ of the output shaft 100 at least partially before the intermediate rotation angle θ m is reachedThe speed ω is maintained at the maximum angular speed ω that is a predetermined angular speedm. In the example of fig. 5, at time t1, the angular velocity ω of the motor unit 20 reaches the maximum angular velocity ωmAfter the time t1 and before the time t2 or the time t3, the angular velocity ω is maintained at the maximum angular velocity ωm。
As shown in fig. 4, in step S4, control unit 40 determines whether or not rotation angle θ of output shaft 100 has reached intermediate rotation angle θm. Here, in the present embodiment, the intermediate rotation angle θmThis is expressed by the following equation 1.
θm＝θt-(ωm 2/α) … formula 1
Wherein the content of the first and second substances,
θmis the middle rotation angle of the rotating shaft,
θtis the target angle of rotation for the target,
ωmis the maximum angular velocity of the beam of light,
α is a constant angular acceleration.
The above equation 1 is derived by applying the following conditions to the equation of the linear motion with equal acceleration: at the maximum angular velocity omegamWhen the rotating motor unit 20 is gradually decelerated at a constant angular deceleration, the rotation angle θ of the output shaft 100 reaches the target rotation angle θtAt this time, the angular velocity ω of the motor unit 20 becomes zero. The angular deceleration is a negative angular acceleration. By determining the intermediate rotation angle θ as in the above equation 1mAssuming that the rotation angle theta of the output shaft 100 is an intermediate rotation angle thetamAt the moment of time, when the deceleration is started at the above-described constant angular deceleration, the rotation angle θ of the output shaft 100 becomes the target rotation angle θtAt this time, the angular velocity ω of the motor unit 20 is exactly zero.
In the present embodiment, the above-described constant angular deceleration is a value having an absolute value half of the constant angular acceleration α, and in the above-described equation 1, the constant angular deceleration is replaced with the constant angular acceleration α based on this relationshipmIs the following subtractionThe fast start position: at the maximum angular velocity omegamWhen the vehicle is gradually decelerated at a constant angular deceleration half the angular acceleration α with a constant absolute value, the rotation angle θ becomes the target rotation angle θ when the angular velocity ω becomes zerot. Intermediate angle of rotation thetamFor example, the target rotation angle thetatSmaller by a value of 1 ° or more and 5 ° or less.
In the present embodiment, the control unit 40 calculates the rotation angle θ of the output shaft 100 from the detection result of the 2 nd rotation sensor 52 in the angle calculation unit 48, and determines whether or not the rotation angle θ has reached the intermediate rotation angle θm。
When the rotation angle theta of the output shaft 100 is judged not to reach the intermediate rotation angle thetamIn the case of (3), the control unit 40 keeps the angular velocity ω of the motor unit 20 at the maximum angular velocity ωm. On the other hand, it is determined from the detection result of the 2 nd rotation sensor 52 that the rotation angle θ of the output shaft 100 has reached the intermediate rotation angle θmIn the case of (3), the control unit 40 proceeds to step S5. In step S5, the control unit 40 starts decelerating the rotation of the motor unit 20.
In this way, in the present embodiment, the control unit 40 rotates the output shaft 100 to the intermediate rotation angle θmIn the case of (1), the rotation of the motor unit 20 is accelerated at a constant angular acceleration α so that the angular velocity ω of the motor unit 20 becomes the maximum angular velocity ωmThe angular velocity ω of the motor unit 20 becomes the maximum angular velocity ωmThereafter, the angular velocity ω of the motor unit 20 is maintained at the maximum angular velocity ωmUntil the rotation angle theta of the output shaft 100 becomes an intermediate rotation angle thetam。
In step S5, the control unit 40 sets the target rotation angle θ according to the distancetResidual angle theta ofrCalculates angular deceleration β, decelerates the rotation of motor section 20 at calculated angular deceleration β, and calculates residual angle θrIs rotated from the target rotation angle thetatA value obtained by subtracting the rotation angle θ of the output shaft 100 obtained from the detection result of the 2 nd rotation sensor 52. In the present embodiment, the control unit 40 determines the remaining angle θrAnd, andthe angular deceleration β is calculated based on the angular velocity ω of the motor unit 20 obtained as a result of detection by the 1 st rotation sensor 51, specifically, in the present embodiment, the controller 40 calculates the angular deceleration β according to the following expression 2.
β＝ω2/(2×θr) … formula 2
Wherein the content of the first and second substances,
beta is the angular deceleration rate at which the vehicle is moving,
ω is the angular velocity of the motor section 20,
θris the residual angle.
The above equation 2 is derived by applying the following conditions to the equation of the linear motion with equal acceleration: the rotation angle theta of the output shaft 100 becomes the target rotation angle thetatAt this time, the angular velocity ω of the motor section 20 decelerated at the angular deceleration β becomes zero.
While the rotation of the motor unit 20 is being decelerated, the control unit 40 calculates and updates the angular deceleration β at a predetermined cycle. The predetermined period is, for example, a sampling period of the 2 nd rotation sensor 52. That is, the control unit 40 calculates and updates the angular deceleration β each time the rotation angle θ of the output shaft 100 is acquired by the 2 nd rotation sensor 52. The sampling period of the 2 nd rotation sensor 52 is, for example, 500 microseconds.
For example, the angular velocity ω of the motor unit 20, the rotation angle θ of the output shaft 100, and the remaining angle θ after the motor unit 20 starts deceleratingrWhen the change in (d) is the same as the change in the condition applied when the angular deceleration β is first calculated after the start of deceleration of the motor unit 20, the angular deceleration β has a constant value, and the angular velocity ω of the motor unit 20 linearly changes.
In step S6, the control unit 40 determines whether the rotation angle θ of the output shaft 100 has reached the target rotation angle θt. In the present embodiment, the control unit 40 calculates the rotation angle θ of the output shaft 100 based on the detection result of the 2 nd rotation sensor 52 in the angle calculation unit 48, and determines whether or not the rotation angle θ has reached the target rotation angle θt。
When it is determined that the rotation angle theta of the output shaft 100 does not reach the target rotation angle thetatIn the case of (3), the control unit 40 continues to decelerate the rotation of the motor unit 20 as described above. On the other hand, it is determined from the detection result of the 2 nd rotation sensor 52 that the rotation angle θ of the output shaft 100 has reached the target rotation angle θtIn the case of (3), the control unit 40 stops the driving of the motor unit 20. As described above, the control unit 40 rotates the output shaft 100 to the target rotation angle θt。
According to the present embodiment, the target rotation angle θ is reachedtSmall intermediate rotation angle thetamAt least part of the previous period, the controller 40 maintains the angular velocity ω of the motor unit 20 at a predetermined angular velocity regardless of the rotation angle θ of the output shaft 100. Therefore, the output shaft 100 can be rapidly rotated to the target rotation angle θ, as compared with the case where the angular velocity ω of the motor unit 20 is changed while the rotation angle θ of the output shaft 100 is fed backt. Particularly, in the present embodiment, the control unit 40 maintains the angular velocity ω of the motor unit 20 at the maximum angular velocity ω during the entire period from the acceleration of the rotation of the motor unit 20 to the intermediate rotation angle θ mm. Therefore, the output shaft 100 can be rotated to the intermediate rotation angle θ more quicklym。
Further, the motor unit 20 is decelerated to stop the output shaft 100 at the target rotation angle θtIn the case of (3), for example, if the rotation angle θ of the output shaft 100 is theoretically calculated from the rotation angle of the motor unit 20 to decelerate the motor unit 20, a deviation may occur due to a shake or the like between the motor unit 20 and the output shaft 100, and the output shaft 100 may not be stopped at the target rotation angle θ with high accuracyt. On the other hand, as in the present embodiment, by providing the 2 nd rotation sensor 52 capable of detecting the rotation of the output shaft 100 and using the detection result of the 2 nd rotation sensor 52, even if there is a deviation between the rotation angle of the motor unit 20 and the rotation angle θ of the output shaft 100, it is possible to stop the output shaft 100 at the target rotation angle θ with high accuracyt。
However, for example, the rotation angle θ of the output shaft 100 obtained from the detection result of the 2 nd rotation sensor 52 and the target are usedAngle of rotation thetatWhen feedback control such as PID (Proportional-Integral-Differential) control is performed on the deviation of (a), the rotation angle θ of the output shaft 100 reaches the target rotation angle θtThe time of (2) may become longer.
In contrast, it is considered that the 2 nd rotation sensor 52 is used to detect the position where the predetermined deceleration is started, that is, the intermediate rotation angle θ in the present embodimentmFrom the detected time, the angular velocity ω of the motor unit 20 is decelerated in accordance with a predetermined speed change such as deceleration, for example. In this case, the influence of the play between the motor unit 20 and the output shaft 100 can be suppressed, and the output shaft 100 can be quickly moved to the target rotation angle θ in comparison with PID control or the liket。
Specifically, for example, as shown by a solid line from time t2 to time t5 in fig. 5, it is conceivable to linearly decelerate the angular velocity ω of the motor unit 20 at a constant angular deceleration. In fig. 5, the angular deceleration in the change of the angular velocity ω indicated by the solid line from time t2 to time t5 is, for example, a value having an absolute value equal to half of the angular acceleration α that is constant.
Here, the 2 nd rotation sensor 52 detects the rotation angle θ of the output shaft 100 at a constant sampling period. Therefore, for example, if the rotation angle θ of the output shaft 100 reaches the intermediate rotation angle θ between timings at which the detection of the rotation angle θ is performedmWhen the control unit 40 starts deceleration, the rotation angle θ of the output shaft 100 may be more than the intermediate rotation angle θmA large opportunity.
Specifically, for example, the rotation angle θ of the output shaft 100 actually becomes the intermediate rotation angle θ at time t2 shown in fig. 5mIn the case of (2), it is assumed that the time t2 is between the timings of detection by the 2 nd rotation sensor 52. In this case, at time t2, control unit 40 cannot detect that rotation angle θ of output shaft 100 has reached intermediate rotation angle θm. Therefore, the control unit 40 detects that the output shaft 100 has reached the intermediate rotation angle θ at time t3 when the 2 nd rotation sensor 52 detects the next rotationmThereby openingThe deceleration is initiated. In this case, the rotation angle θ of the output shaft 100 at the time of starting deceleration is larger than the intermediate rotation angle θmTherefore, if the angular velocity ω is decelerated in accordance with a predetermined velocity change, the angular velocity ω changes as shown by a two-dot chain line in fig. 5, for example, and the final arrival position of the output shaft 100 exceeds the target rotation angle θt。
In contrast, according to the present embodiment, the control unit 40 decelerates the rotation of the motor unit 20 according to the remaining angle θrThe angular deceleration β is calculated, and the rotation of the motor unit 20 is decelerated at the calculated angular deceleration β, and therefore, the position where deceleration is started is deviated from the intermediate rotation angle θmCan be determined by the remaining angle θrTo correct for predetermined speed variations. This can suppress the final arrival position of the output shaft 100 from exceeding the target rotation angle θt。
Specifically, for example, when the rotation of the motor unit 20 is decelerated from time t3 shown in fig. 5, the control unit 40 decelerates the angular velocity ω of the motor unit 20 as shown by the one-dot chain line, for example. The slope of the velocity change of the angular velocity ω shown by the one-dot chain line in fig. 5 is larger than the slope of the velocity change of the predetermined angular velocity ω. For example, the predetermined speed changes of the angular velocity ω are a speed change of the angular velocity ω indicated by a solid line and a speed change of the angular velocity ω indicated by a two-dot chain line from the time t2 to the time t 5. In this case, the output shaft 100 reaches the target rotation angle θtTime t4 becomes substantially the intermediate rotation angle θ with respect to the rotation angle θ of the output shaft 100mWhen the angular velocity ω is decelerated according to a predetermined velocity change from time t2, the output shaft 100 reaches the target rotation angle θtEarlier at time t 5.
As described above, according to the present embodiment, the output shaft 100 can be rotated to the target rotation angle θ quickly and accurately by the electric actuator 10t. Therefore, the accuracy of switching the parking switching mechanism 70 by the electric actuator 10 can be improved, and the time for switching the parking switching mechanism by the electric actuator 10 can be shortened. Namely, it isThe positional accuracy when the object is driven to the target position by the electric actuator 10 can be improved, and the time when the object is driven to the target position by the electric actuator 10 can be shortened.
At the time when the rotation of the motor unit 20 starts decelerating, the rotation angle θ of the output shaft 100 is exactly equal to the intermediate rotation angle θmAt time t2, the change in the angular velocity ω of the decelerated motor unit 20 may change as indicated by the solid line from time t2 to time t5 in fig. 5.
In the present embodiment, the target rotation angle θtIncluding the rotation angle when the movable part 70a is moved from the parking position P1 to the non-parking position P2, the parking lock gear 6 can be brought into the locked state by the electric actuator 10 with high accuracy and in a short time.
In the present embodiment, the target rotation angle θ is set to be equal to the target rotation angletIncluding the rotation angle when the movable part 70a is moved from the non-parking position P2 to the parking position P1, the parking lock gear 6 can be brought into the non-locked state by the electric actuator 10 with high accuracy and in a short time.
Further, according to the present embodiment, the control unit 40 calculates and updates the angular deceleration β at a predetermined cycle while the rotation of the motor unit 20 is decelerated, and therefore, even if a deviation occurs between the rotation of the motor unit 20 and the rotation of the output shaft 100 after the rotation of the motor unit 20 starts decelerating, the angular deceleration β can be corrected based on the deviation, and thereby, the output shaft 100 can be rotated to the target rotation angle θ with higher accuracytWhen the angular deceleration β is corrected in the middle of decelerating the rotation of the motor unit 20, the change in the angular velocity ω of the motor unit 20 does not become a straight line indicated by a dashed-dotted line in fig. 5, and the slope changes in the middle.
In addition, according to the present embodiment, the intermediate rotation angle θmUsing the above-mentioned formula 1, i.e. thetam＝θt-(ωm 2/α) as described above, the intermediate rotation angle θ shown in equation 1mIs the following bitPlacing: at the maximum angular velocity omegamWhen the vehicle decelerates at a constant angular deceleration that is half the angular acceleration α with a constant absolute value, the rotation angle θ becomes the target rotation angle θ when the angular velocity ω becomes zerot. That is, in the present embodiment, when decelerating the motor unit 20, the intermediate rotation angle θ is determined on the premise that the speed change ratio is slower than when accelerating the motor unit 20m. Therefore, even if the deceleration start position exceeds the intermediate rotation angle θmEven when the slope of the change in the angular velocity ω is large as shown by the one-dot chain line in fig. 5, the speed change in the angular velocity ω of the motor unit 20 can be easily converged within the range that can be handled. Thereby, even if the rotation angle theta exceeds the intermediate rotation angle thetamEven when the speed is reduced later, the output shaft 100 can be easily brought to the target rotation angle θ with high accuracyt。
In addition, according to the present embodiment, the control unit 40 determines the remaining angle θrAnd angular deceleration β is calculated based on angular velocity ω of motor section 20 obtained based on the detection result of rotation sensor 51 1, so that residual angle θ can be more appropriately determinedrSpecifically, in the present embodiment, the control unit 40 corrects the predetermined speed change according to the above expression 2, i.e., β ═ ω2/(2×θr) The angular deceleration β is calculated, and therefore, the change in the angular velocity ω based on the corrected angular deceleration β can be made to be a linear change or a nearly linear change as shown by the one-dot chain line in fig. 5, whereby the attainment of the target rotation angle θ of the output shaft 100 can be further shortenedtTime of (d).
The present invention is not limited to the above-described embodiments, and other structures and methods may be adopted. The predetermined angular velocity maintained by the motor unit may be smaller than the maximum angular velocity of the motor unit for at least a part of the period until the intermediate rotation angle is reached. It is sufficient that a period in which at least a part of the angular velocity is maintained at a predetermined angular velocity is provided until the intermediate rotation angle is reached. The intermediate rotation angle is not particularly limited as long as it is smaller than the target rotation angle. The intermediate rotation angle may be expressed by an expression other than expression 1 in the above-described embodiment.
The control unit may calculate the angular deceleration from the remaining angle obtained by subtracting the rotation angle of the output shaft from the target rotation angle at least once while decelerating the rotation of the motor unit, or may not calculate the angular deceleration at a predetermined cycle while decelerating the rotation of the motor unit. That is, the control unit may decelerate the motor unit without calculating the angular deceleration after once calculating the angular deceleration at the start of deceleration, for example. The angular deceleration may be calculated based on the remaining angle, and is not particularly limited. The angular deceleration may be obtained by an expression other than expression 2 in the above-described embodiment. For example, the equation for obtaining the angular deceleration may be derived from an equation of motion in which the angular deceleration changes at a constant rate of change. In this case, the change in the angular velocity of the motor portion is likely to be a curve. The angular deceleration may be obtained without using the angular velocity of the motor section obtained from the detection result of the 1 st rotation sensor.
The 1 st rotation sensor capable of detecting rotation of the motor unit and the 2 nd rotation sensor capable of detecting rotation of the output shaft may be sensors other than magnetic sensors. The 1 st rotation sensor and the 2 nd rotation sensor may be optical sensors, for example.
The object to be driven by the electric actuator is not particularly limited as long as it is driven to be displaced in accordance with the vehicle operation. The object may be, for example, a shift-by-wire drive device, or may be a switching mechanism that switches two-drive and four-drive of the vehicle.
In addition, the structures and methods described in the present specification can be appropriately combined within a range not contradictory to each other.
Claims (9)
1. An electric actuator for driving an object to be displaced in accordance with a vehicle operation,
the electric actuator includes:
a motor section;
a speed reducer unit connected to the motor unit;
a control unit that controls the motor unit;
a 1 st rotation sensor capable of detecting rotation of the motor unit; and
a 2 nd rotation sensor capable of detecting rotation of an output shaft connected to the speed reducer portion,
the object has a movable part capable of moving between a 1 st position as a reference and a 2 nd position as a target,
the control unit maintains the angular velocity of the motor unit at a predetermined angular velocity at least a part of a period until the output shaft reaches an intermediate rotation angle smaller than the target rotation angle when the output shaft is rotated to the predetermined target rotation angle, starts deceleration of rotation of the motor unit when it is determined that the rotation angle of the output shaft has reached the intermediate rotation angle based on the detection result of the 2 nd rotation sensor, calculates an angular deceleration based on a remaining angle obtained by subtracting the rotation angle of the output shaft from the target rotation angle when the rotation of the motor unit is decelerated, and decelerates the rotation of the motor unit at the calculated angular deceleration, and determines that the rotation angle of the output shaft has reached the target rotation angle based on the detection result of the 2 nd rotation sensor, stopping the driving of the motor section.
2. The electric actuator according to claim 1,
while the rotation of the motor unit is being decelerated, the control unit calculates and updates the angular deceleration at a predetermined cycle.
3. The electric actuator according to claim 1 or 2,
the control unit accelerates the rotation of the motor unit at a constant angular acceleration to set the angular velocity of the motor unit to a predetermined angular velocity when the output shaft is rotated to the intermediate rotation angle, and maintains the angular velocity of the motor unit at the predetermined angular velocity until the rotation angle of the output shaft reaches the intermediate rotation angle after the angular velocity of the motor unit reaches the predetermined angular velocity,
the intermediate rotation angle is expressed by the following equation 1,
θm＝θt-(ωm 2/α) … formula 1
Wherein the content of the first and second substances,
θmis the intermediate angle of rotation of the said lens,
θtis the target angle of rotation for which the target angle of rotation,
ωmis the angular velocity of the object to be measured,
α is the angular acceleration.
4. The electric actuator according to any one of claims 1 to 3,
the control unit calculates the angular deceleration from the remaining angle and the angular velocity of the motor unit obtained based on the detection result of the 1 st rotation sensor.
5. The electric actuator according to claim 4,
the control portion calculates the angular deceleration according to the following equation 2,
β＝ω2/(2×θr) … formula 2
Wherein the content of the first and second substances,
beta is the angular deceleration rate at which the vehicle is moving,
ω is the angular velocity of the motor section,
θris the residual angle.
6. The electric actuator according to any one of claims 1 to 5,
the object is a parking switching mechanism that switches according to a shift operation of the vehicle.
7. The electric actuator according to claim 6,
when the 1 st position is set as a non-parking position and the 2 nd position is set as a parking position, the target rotation angle includes a rotation angle when the movable portion is moved from the non-parking position to the parking position.
8. The electric actuator according to claim 6 or 7,
when the 1 st position is a parking position and the 2 nd position is a non-parking position, the target rotation angle includes a rotation angle when the movable portion is moved from the parking position to the non-parking position.
9. An actuator device, having:
an electric actuator according to any one of claims 1 to 8;
the output shaft; and
the object is described.
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| Application Number | Priority Date | Filing Date | Title |
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| JP2019065270A JP7271834B2 (en) | 2019-03-29 | 2019-03-29 | Electric actuator and actuator device |
| JP2019-065270 | 2019-03-29 |
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| CN111750097A true CN111750097A (en) | 2020-10-09 |
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| CN202010201804.3A Pending CN111750097A (en) | 2019-03-29 | 2020-03-20 | Electric actuator and actuator device |
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| CN112524238A (en) * | 2020-12-02 | 2021-03-19 | 安徽江淮汽车集团股份有限公司 | Vehicle control method, vehicle and storage medium |
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| JP7271834B2 (en) | 2023-05-12 |
| JP2020165464A (en) | 2020-10-08 |
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