JP2013504014A - Clutch actuator - Google Patents

Abstract

  The present invention comprises at least two actuator modules (2, 3) each comprising one electric motor (8) and a release mechanism driven by the electric motor and acting on each friction clutch for operation. A main control unit (4) positioned above for activation and functionality inspection of the actuator module, a data line (5) for interconnecting the main control unit (4) and the actuator module, Each of the control lines (6) provided between the main control unit (4) and one actuator module (2, 3) for safety shut-off and activation of the actuator modules (2, 3). A vehicle clutch actuator for operation of a multi-plate clutch with at least two friction clutches It is with respect to (1). Here, a plurality of signals are supplied via a single control line (6) for safety shut-off and control.

Description

  The present invention relates to a clutch actuator for a multi-plate clutch and a method for controlling the clutch actuator in a multi-plate clutch transmission having a corresponding number of partial drive trains.

  From the prior art, so-called twin clutch transmissions or parallel shift transmissions with two partial drive trains are known. This transmission is provided with two partial drive trains that can be connected to the internal combustion engine using respective friction clutches. The shift of this type of twin clutch type transmission is performed as follows. In other words, under the shift stage input into the two partial drive trains, a so-called cross from a friction clutch that is sliding in one partial drive train to a friction clutch that is sliding in the other partial drive train. The torque of the internal combustion engine is transmitted by closing the friction clutch that has been opened in advance in the over state. Therefore, during operation other than gear shifting, one of the two friction clutches must always be closed in order to prevent the transmission from sticking and the subsequent lock of the drive wheels.

  For this reason, when an unexpected malfunction occurs in the clutch actuator, it is necessary to take measures to prevent the twin clutch transmission from being fixed in some way. For this, a specially constructed friction clutch is used. The clutch is opened in the relaxed state and is pressured using a clutch actuator that is not self-holding. In the event of a malfunction, the two actuator modules are disconnected from energization, so that the two friction clutches are opened. If one actuator module is closed or the corresponding friction clutch is stuck in a sliding state due to a malfunction, the sticking of the transmission is avoided by simultaneous release of the other functioning friction clutch. In this case, the clutch actuator with the actuator module must be designed so that it does not self-hold into an automatically open state in a non-energized state. Accordingly, a correspondingly large actuator stress must be set, in which case an electric motor with a particularly high output and a corresponding structural space must be used.

  For this purpose, DE 10 2008 061564 A1 comprises at least two friction clutches, each with an electric motor, and a release mechanism driven from the electric motor and acting on the respective friction clutch for operation. Also known is a clutch actuator for operating a multi-plate clutch provided with two actuator modules and an upper main control unit for supplying and controlling electric current of an electric motor. In this clutch actuator, actuator modules are connected to each other using a data line. In this case, the actuator module is controlled using a control line that interconnects the two actuator modules and the main control unit placed above. Further, the two actuator modules and the main control unit placed above are interconnected using a comprehensive data bus (CAN bus). In order to form a safety shut-off, each output stage of the actuator module is additionally connected directly to the main control unit placed above. However, this type of direct connection requires expensive line guidance and corresponding plug contacts.

  It is therefore an object of the present invention to provide a clutch actuator and a control method for the clutch actuator that require a smaller number of control lines and plug contacts with corresponding functionality.

  According to the present invention, there is provided a vehicular clutch actuator for operating a multi-plate clutch having at least two friction clutches, each having one electric motor and one friction clutch driven by the electric motor. At least two actuator modules having a release mechanism that operates for operation, a main control unit positioned above for activation and functionality testing of the actuator module, and the main control unit and the actuator module. In a clutch actuator, comprising: a data line connected to each other; and each control line provided between the main control unit and each actuator module for activation and safety shut-off of the actuator module; Safety shut-off Is configured such signals are supplied via only one control line is resolved.

  According to an advantageous embodiment, the multi-plate clutch consists of a twin clutch with two friction clutches, in which case each actuator module of the clutch actuator and one of the two friction clutches are operated. Each actuator module includes a control unit in which, for example, in the case of a brushless electric motor in which the signals for the control of the electric motor are electronically rectified, the rotary movement of the rotor such as a Hall sensor in the motor Is detected from a sensor for detecting the signal and transferred to an electric motor. Furthermore, data is filed in the control unit, for example in the form of characteristic maps or in the form of mathematical functions. They record the correspondence between the torque that can be transmitted via the friction clutch and the clutch distance and are therefore continuously updated, and further physical changes of the friction clutch and release mechanism (release fork) Also adapted to. Furthermore, power electronics for the operation of the electric motor are present in the control unit. The actuator module then automatically generates the set amount required during the clutching process, outputs it to the electric motor, and the implementation is monitored. One or all of the actuator modules may include functional software that may include monitoring functions, communications with additional onboard power network equipment, and the like.

  Advantageously, the operating states of the individual actuator modules are exchanged via the data line. Each actuator module may be provided with a corresponding monitoring module for checking the validity of the signal sent to the electric motor, for example. If a malfunction of the actuator module from this monitoring module, for example, an electric motor energization error or an energization decrease, it is regarded as an electric motor defect, so the calculated set distance is not set and the control unit itself is also missing. Is transmitted to another actuator module, the second friction clutch is opened in the case of the remaining friction clutches and twin clutches in order to avoid imminent sticking of the transmission. Thereby, the control of the functionable actuator module is performed depending on the operating state of the actuator module having the function failure. In this case, an error signal is transmitted via the data line to the at least one further actuator module under the persistent malfunction of the actuator module, and the at least one second actuator module operates in the emergency mode. In this emergency mode, an exclusive function of the actuator module that can still function and an interruption of the actuator module that has caused the malfunction is started. In this case, the electric motor of the malfunctioning actuator module is immediately stopped in its rotational movement, and the still functioning actuator module causes the friction clutch assigned to it to be released, thereby causing the transmission to lock up. Is eliminated.

  The actuator modules are each preferably connected to the voltage supply of the on-board power supply network, and when starting the vehicle, the corresponding transmission is started and shut off again after the vehicle is stopped. Particularly advantageously, the current supply is carried out permanently on the actuator module in the form of a supply line. For example, when a connection is made to the actuator module using a separate plug with a control line connected to an ignition switch, ignition switch or other starting switch, the corresponding electrical energy is supplied during operation of the vehicle and the cable breaks. In this case, or when the plug from the supply line for supplying current is removed, at least a control unit with a small current demand can supply current through the control line. The redundant power supply of the actuator module may be performed using other types, for example, a double plug connector and a line wiring.

  It is particularly advantageous to use an actuator module which is provided for the so-called forced release of a friction clutch which is closed in a corresponding state and is pressured with the actuator module. For this, the actuator module may be implemented in a self-supporting manner. As a result, this type of friction clutch requires very little operating force in the open state. Due to the mutual monitoring of the malfunction of the actuator module, the automatic release of the two friction clutches in the event of a malfunction is not necessary. On the contrary, the remaining failure of the actuator module is identified in a timely manner, the corresponding friction clutch is released, so that the friction clutch that does not transmit torque because it can no longer function in some cases is the only torque transmission friction clutch, Undesirable locking of the transmission can be prevented. Unlike the friction clutch that is opened in the driving mode and that is forced and closed without restraint, the holding force reduces the actuator stress and the electric motor belonging to it is relatively small. Output specifications are sufficient. This leads to cost savings and also reduces the structural space required for the clutch actuator.

  The two actuator modules are monitored by a main control unit arranged at a higher level. In that case, the two actuator modules are configured as so-called smart actuator modules having units with dedicated processor units. Here, all data processing for the open / closed loop control of the friction clutch is carried out in the main control unit arranged at the upper level, and for each actuator module the same as it is carried out for each actuator module. In addition, at least a part of the open / closed loop control of the friction clutch may be defined in the main control unit arranged at a higher level, and another part of the open / closed loop control may be defined in the actuator unit. Also advantageously, the monitoring function for one actuator module is implemented in another actuator module. Thus, in some cases, mutual monitoring or mutual inspection by the actuator module is possible without depending on the detection of a malfunction caused by, for example, a processor defect. With the same intention, the function monitoring results of the two actuator modules are monitored by the main control unit arranged at the upper level. In this case, it is particularly advantageous that the two monitoring units are mutually considered in the respective upper and lower actuator modules for the identification of malfunctions. Thereby, for example, a functional failure is evaluated only as follows. In other words, both the actuator module and the main control unit arranged at the upper level are evaluated as those in which the functional failure of the corresponding actuator module is recognized.

  More advantageously, one signal is sent to a control unit provided in the transmission controller in the emergency mode. This dissociates the gears entered in the partial drive train assigned to the friction clutch with the faulty actuator module.

  The activation of the actuator module with respect to the traveling mode by the main control unit arranged at a higher level is performed after a function free from the problem of the actuator module is detected by transmitting a control signal to the actuator module. If a malfunction of one or two actuator modules occurs during operation, the corresponding actuator module is safely shut off by sending a shut-off signal from the main control unit arranged at the upper level to the actuator module. . At the same time, the other actuator modules are switched to the emergency mode using the data line. The control line is kept at the level “ON” in the operating state of the vehicle for simple transmission of signals for activation switching and safety shut-off via a single control line for each actuator module. This means that a level of voltage is applied to this control line that is continuously audited by the actuator module. As a result, the corresponding actuator module is activated by switching the level. If the aforementioned level "ON" is set to level "OFF" by identifying the malfunction of the actuator module, or by disconnecting the cable, or by removing the plug in the actuator module, the relevant actuator module will take appropriate emergency measures. For example, the friction clutch is moved to a safe end position. In that case, the friction clutch is held in the open, closed or current position according to a predetermined safety concept and / or the output stage is shut off promptly or subsequently.

  When the driver starts to stop the vehicle, the actuator module recognizes at the end of the operating state (this is either by shutting down the ignition switch or by identification by the main control unit placed above the other vehicle signals involved in stopping) The friction clutch is brought to a predetermined end position by control via a data line such as a CAN bus. Thereafter, the level of the control line is set to “OFF”, and thereby the output stage of the actuator module is shut off. In this case, the actuator module is preferably kept energized, whereby the data involved, for example adaptation parameters, may be stored in the actuator module. Furthermore, communication between the actuator module and the main control unit arranged at the upper level is also possible.

  According to the concept according to the invention, the arrival at the end position is transmitted to the main control unit located at the higher level via the data line using the operation signal. In this case, after receiving the operation signal, the level of the control line is switched to “OFF”. In Table 1 below, an example of the function of the clutch actuator is shown with the actuator module interconnections using the signal level on the only control line that controls activation and safety shut-off. The table 1 reproduces various functions of the actuator modules AM1 and AM2 that control each of the twin clutches K1 and K2 depending on the main control unit US positioned above.

Schematic representation of clutch actuator

  The invention will now be described in detail in the following specification with reference to the drawings.

  FIG. 1 shows a clutch actuator 1 having two actuator modules 2 and 3 and a main control unit 4 located at a higher level. The main control unit 4 positioned at the upper level controls the actuator module via the data line 5. The data line 5 may be a data bus dedicated to a vehicle, such as a CAN bus, or may be a bus system such as LIN, MOST, FlexRAY, or the like. The clutch actuator 1 according to the present invention has one additional unique control line 6 for each actuator module 2, 3, without depending on the data line 5, via these control lines 6, On the one hand, when the actuator modules 2 and 3 are activated, and on the other hand, when the risk or functional failure related to the safety of one or both of the actuator modules 2 and 3 is identified by the main control unit 4 placed at the upper level. The safety shut-off of the actuator modules 2 and 3 is performed.

  Each actuator module 2, 3 has a sub-control unit 7 with a logic unit and a corresponding interface, in which the electric motor 8 is controlled and commutated. Further, the sub-control unit 7 detects the movement of the electric motor 8 or the operation momentum of the corresponding clutch, friction clutch, etc., and processes the data from the sensor system for that purpose. Further, in the sub control unit 7, communication processing with the main control unit 4 positioned at the upper level is performed. Each actuator module 2, 3 has a dedicated voltage supply unit 9, and this voltage supply unit is maintained without depending on the operating state of the vehicle (for example, without depending on terminal 15). The sub-control unit 7 controls the output stage 10 having three phases with respect to power electronics.

  The electric motor 8 is, for example, an electronic rectification motor provided with a Hall sensor whose signal is taken into account in the commutation unit of the sub-control unit 7. In this case, a commutation signal is transmitted to the output stage 10, which supplies electrical energy to the electric motor 8. The sub-control unit 7 further includes a position control device, which is located in the function software executable in either or both of the two actuator modules 2 or 3, or in the main control unit 4 positioned above. Without depending on the function software executable in the above, the corresponding control command for the friction clutch operated by the corresponding electric motor 8 through the operating motion system such as a release mechanism is converted into an electrical setting signal, The converted set displacement is monitored. In the illustrated embodiment, the actuator modules 2 and 3 have functional software and communicate with a further control unit of the vehicle via a data line 5 such as a CAN bus. The function software data is also transmitted through the data line 5.

  The control line 6 realizes the function of activating the actuator modules 2 and 3 at the time of safety shut-off when a functional failure occurs or at the start of the vehicle according to the table 1, for example. The level of the control line 6 in this case is switched according to the level “ON” or “OFF”.

  The malfunction of the actuator modules 2 and 3 is monitored mutually. In response to this, each actuator module 2, 3 executes its own monitoring routine, in which monitoring is performed for each level plane, and the output stage 10 is released if functioning normally. . When a malfunction is found and the output stage 10 is shut off, the current operating state is switched from the normal mode to the error mode via the data line 5, in which, for example, an error bit is set. Transmission of the operating state is performed qualitatively by transmission of an error notification or quantitatively (individually) by transmission of an error type. In response to the transmitted error notification, the main control unit 4 located at the upper level reacts by setting the level of the control line of the corresponding actuator module to “OFF”, and other actuator modules not corresponding to the functional failure are data. It is controlled via the line 5. In this control, for example, the electric motor 8 is energized without feedback control or without feedback control, and accordingly, the friction clutch associated with the actuator module is released. For the handling of malfunctions, after the transmission of malfunctions, the routine for direct intervention control on the position control device in the other actuator modules 2, 3 and / or the emergency mode of functional actuator modules Is started. In this way, for example, after disengaging a shift stage input in a partial drive train in which a functional failure has occurred, the transmission of drag torque by a partial drive train that can still function can be automatically interrupted, or a limited shift can be performed. It is possible to make only the operation function. The control of the friction clutch may be performed using a predetermined routine, or may be performed using a routine executed in the function software.

  The two actuator modules 2 and 3 are supplied with electrical energy from the on-board power supply network of the vehicle using the voltage supply unit 9. The control line 6 controls the activation and deactivation of the actuator modules 2 and 3 depending on the start of the vehicle by setting the level “ON”. For example, in the case of a failure of the voltage supply unit 9 due to cable breakage, fuse blowout, plug plug dropout, etc., the main control unit 4 located in the upper level corresponds to such a case via the data line 5 The functional failure is identified by the interruption of the data communication with the actuator modules 2 and 3 to be switched, and the level of the corresponding control line is switched to “OFF”.

DESCRIPTION OF SYMBOLS 1 Clutch actuator 2 Actuator module 3 Actuator module 4 Main control unit 5 Data line 6 Control line 7 Sub control unit 8 Electric motor 9 Voltage supply section 10 Output stage

Claims (7)

A vehicle clutch actuator (1) for operation of a multi-plate clutch comprising at least two friction clutches,
At least two actuator modules (2, 3) each comprising an electric motor (8) and a release mechanism driven by the electric motor (8), each acting on one friction clutch for operation;
A main control unit (4) located above for activation and functionality testing of the actuator modules (2, 3);
A data line (5) interconnecting the main control unit (4) and the actuator module;
Each of the control lines (6) provided between the main control unit (4) and each actuator module (2, 3) for activating the actuator module (2, 3) and safety shut-off. In the clutch actuator,
Clutch actuator, characterized in that a signal for control and safety shut-off is provided via a single control line (6).   The clutch actuator according to claim 1, wherein the control line (6) is maintained at the level "on" when the vehicle is in operation.   3. A clutch actuator according to claim 2, wherein the actuator module (2, 3) brings the friction clutch to a predetermined end position when a disconnection of the operating state is identified by a main control unit (4) located in a higher position.   4. A clutch actuator according to claim 3, wherein the actuator module (2, 3) is controlled using a data line (5) when an interruption of the operating state is identified.   5. The clutch actuator according to claim 3, wherein the arrival at the end position is transmitted to the main control unit (4) located at a higher level via the data line (5) using an operation signal.   The clutch actuator according to claim 5, wherein the main control unit (4) located at a higher level switches the level of the control line (6) to “OFF” after receiving the operation signal.   When a malfunction of the at least one actuator module (2, 3) is identified by the main control unit (4) positioned at the upper level, the main control unit (4) positioned at the higher level corresponds to the corresponding actuator module (2, 3). The clutch actuator according to any one of claims 2 to 6, wherein the level of the control line is set to "OFF".

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