JP6504347B2 - Clutch actuator - Google Patents

Description

  The present invention relates to a clutch actuator for operating a clutch.

  In a clutch employed in a transmission or the like of a vehicle, there has been developed a technology for performing the operation by a clutch actuator. For example, Patent Document 1 discloses a clutch actuator that performs engagement and disengagement of a clutch by driving a motor. In the clutch actuator of Patent Document 1, the rotary motion of the motor is converted into the linear motion of the slider by the slider crank mechanism combining the crank mechanism and the slider, and in detail, the outer peripheral portion of the gear rotationally driven by the motor A link member connects a nearby portion and a slidable piston (slider) with each other, and the linear movement of the piston causes the clutch to be disengaged.

  Further, Patent Document 1 is configured to drive two clutches in a dual clutch transmission by a motor.

JP, 2009-299738, A

By the way, in a general single clutch, it is biased in the engaging direction by a spring or the like, and is often operated in the disengaging direction by an actuator or the like.
On the other hand, in the dual clutch transmission, in order to prevent the lock of the drive system in the transmission at the time of failure of the actuator etc., it is biased in the disengaging direction by the spring etc. It has become.

  Thus, in the clutch device configured to press the clutch by the actuator, a large pressing force is required when pressing the clutch by the actuator. Therefore, in the configuration in which the clutch is operated by the motor via the slider crank mechanism as in Patent Document 1, it is desirable to have a link configuration in which the slider thrust for pressing the clutch against the rotational torque of the motor is large. On the other hand, in the vicinity of the connection start position of the clutch, in order to finely control the transmission torque in the clutch, it is desirable to increase the moving distance of the slider with respect to the rotation angle of the motor. In order to increase the slider thrust with respect to the rotational torque of the motor, the movement distance of the slider is reduced with respect to the rotational angle of the motor. Therefore, functions opposite to each other between the clutch engagement position and the clutch connection start position It is difficult to set a slider crank mechanism that meets this requirement.

In addition, since such a clutch actuator is incorporated in the transmission, the length of each element of the slider crank mechanism and the like are restricted, and the setting of the slider crank mechanism becomes more difficult.
The present invention has been made to solve such problems, and in a clutch actuator that performs clutch engagement and disengagement by a motor via a slider crank mechanism, control accuracy of the clutch pressing force and control accuracy of the transmission force of the clutch To provide a clutch actuator capable of easily setting the pressing force.

In order to achieve the above object, a clutch actuator according to the present invention is a clutch actuator which converts a rotational movement of an output shaft of a motor into a linear movement by a slider crank mechanism to engage and disengage the clutch. The mechanism comprises: a crank member rotationally driven about the crankshaft by the motor; a slider for reciprocating movement to engage and disengage the clutch; a tip of the crank member separated from the crank shaft; And a link member rotatably connected, wherein the crankshaft is arranged offset with respect to the movement line of the slider, and the crank member is perpendicular to the movement line of the slider and is the crank shaft From the vertical line passing through the clutch to the direction opposite to the pressing direction of the clutch, and The movement position of the slider when click member and said link member is vertical, while the initial position in which said clutch is completely opened, the movement position of the slider to be engaged position of the clutch, the clutch The pressing force of the clutch by the slider with respect to the rotational torque of the crank member is larger than the movement position of the slider from the connection start to the fastening position.

Preferably, the movement position of the slider, which is the fastening position, is a position at which the pressing force with respect to the rotational torque is the largest in the movement range of the slider.
In addition, preferably, in the clutch, an input shaft of a transmission in which transmission gears of a plurality of shift speeds are divided into two groups and disposed on one of a first main shaft and a second main shaft and the first It may be a dual clutch interposed between the main shaft and the second main shaft.

  According to the clutch actuator of the present invention, the clutch is engaged and disengaged by driving the motor, and the slider crank mechanism intervenes between the motor and the clutch, whereby the pressing force of the clutch is non-linear to the driving torque of the motor. Can be controlled. Then, by setting the movement position of the slider, which is the engagement position of the clutch, to a position where the pressing force of the clutch by the slider is larger than the movement position of the slider from the connection start of the clutch to the engagement position, The pressing force of the clutch can be finely controlled by increasing the pressing force of the clutch and lengthening the moving distance of the slider with respect to the rotation of the motor from the start of connection of the clutch to the engaging position. Thus, the control of the transmission force can be facilitated at the time of connection of the clutch, and the holding force of the clutch after engagement can be secured with a small motor output torque.

  Furthermore, since the crankshaft is arranged offset to the movement line of the slider, the pressing force of the clutch with respect to the rotational torque of the motor can be changed by changing the offset amount. As a result, the degree of freedom in design of the slider crank mechanism is increased, and the setting of the slider crank mechanism can be facilitated.

It is a schematic diagram of a traveling drive system of a vehicle which adopted a clutch actuator of this embodiment. It is a block diagram of the clutch actuator of this embodiment. It is a schematic diagram of the slider crank mechanism in this embodiment. It is a graph which shows an example of the relationship between the slider stroke and slider thrust in a slider crank mechanism. It is a graph which shows an example of change of slider thrust at the time of changing the rotation radius of a crank. It is a graph which shows an example of change of slider thrust at the time of changing link length. It is a graph which shows an example of change of slider thrust at the time of changing the amount of offsets.

Hereinafter, embodiments of the present invention will be described based on the drawings.
FIG. 1 is a schematic view of a traveling drive system of a vehicle adopting a clutch actuator 20 according to the present embodiment.
The clutch actuator 20 of the present embodiment is employed in a vehicle equipped with a dual clutch transmission 1 (transmission).

  As shown in FIG. 1, the dual clutch transmission 1 includes a first main shaft 2 and a second main shaft 3. Between the first main shaft 2 and the second main shaft 3 and the input shaft 7 of the dual clutch transmission 1 connected to the output shaft 6 of the engine 5 via the flywheel 4, clutches 8 and 9 are provided respectively. It is equipped (dual clutch 10). The first main shaft 2 is provided with transmission gears of even-numbered stages, and the second main shaft 3 is provided with transmission gears of odd-numbered stages. Of these transmission gears, any gear is provided with the gear provided on the output shaft 11 The structure is engaged to transmit power to the output shaft 11. The output shaft 11 is connected to the drive wheel 13 of the vehicle via the differential 12.

Then, by alternately connecting the two clutches 8 and 9 and sequentially connecting to the odd and even transmission gears, power transmission with few cuts can be performed from the engine 5 to the drive wheels 13 during gear change.
Further, as the clutches 8 and 9 used for the dual clutch 10, a dry single plate clutch is used. Further, the clutches 8 and 9 are biased by a spring (not shown) in the disengaging direction where power is not transmitted.

The clutches 8 and 9 are pressed and engaged via a pressure plate by a diaphragm spring (not shown). In this embodiment, the clutch actuator 20 applies a load to a diaphragm spring (not shown) to press the clutches 8 and 9.
FIG. 2 is a block diagram of the clutch actuator 20 of the present embodiment.

2 shows a clutch actuator 20 for engaging and disengaging one of the two clutches 8 and 9 of the dual clutch 10, and the other clutch 9 is similarly engaged by a different clutch actuator 20. Let go of.
As shown in FIG. 2, the clutch actuator 20 includes a motor 21, a speed reducer 22, and a slider crank mechanism 23.

The reduction gear 22 is composed of a plurality of gears, and decelerates the rotation of the output shaft of the motor 21 to rotate the sector gear 24 of the final stage. The motor 21 is, for example, an electric motor, and is controlled to rotate within a limited angle range, so that the sector gear 24 also rotates within the limited angle range.
The slider crank mechanism 23 is configured by a crank 30 (crank member), a slider 31 and a link member 32.

The crank 30 has one end fixed to the rotation center axis (crankshaft 33) of the sector gear 24 and swings as the sector gear 24 rotates.
The slider 31 is movably supported in the pressing direction of the clutch 8.
The link member 32 is rotatably coupled to the tip of the crank 30 swinging at one end (coupling portion 32a), and is rotatably coupled to the slider 31 at the other end (coupling portion 32b).

Furthermore, in the slider crank mechanism 23 of the present embodiment, the crankshaft 33 and the slider axis m (slider movement line), which is the movement line of the slider 31, are offset from each other.
The clutch actuator 20 of the present embodiment decelerates the rotation of the motor 21 by the reduction gear 22, converts it into linear motion by the slider crank mechanism 23, linearly moves the slider 31 in the axial direction of the clutch 8, and engages the clutch 8 In particular, the clutch 8 is moved in the pressing direction by the rotational torque of the motor 21 and engaged.

FIG. 3 is a schematic view of the slider crank mechanism 23.
As shown in FIG. 3, regarding the configuration of the slider crank mechanism 23, the rotation radius of the crank 30 (the length between the crank shaft 33 and the connecting portion 32a) is A, and the link length (the connecting portion 32a of the link member 32) When the rotational torque T is applied to the crank 30 via the reduction gear 22 by the motor 21 with B as the length between the portion 32b and B, and the offset amount between the crankshaft 33 and the slider axis m as C, the slider axis m and The slider thrust F, which is a force that causes the slider 31 to push in the direction of the slider axis m when the crank angle θ is a vertical angle between the line n (vertical line) passing through the crankshaft 33 and the crank 30, It is required in 1).

Therefore, the slider thrust F changes as the crank angle θ changes.
Further, the moving distance of the slider 31 with respect to the rotation angle of the crank 30 also changes with the crank angle θ. The moving distance of the slider 31 is opposite to each other such that the slider thrust F decreases at a crank angle θ at which the slider thrust F decreases and decreases at a crank angle θ at which the slider thrust F increases.

In this embodiment, the position at which the crank 30 of the slider crank mechanism 23 has rotated by an angle θ1 from the line n in the direction opposite to the pressing direction of the clutch 8 (for example, the position where the crank 30 and the link member 32 are perpendicular) Is a slider initial position (initial position) where the clutch 8 is completely released, and a position rotated by an angle .theta.2 from the slider initial position toward the pressing side of the clutch 8 is a fastening position where the clutch 8 is engaged.

  As described above, the diaphragm spring intervenes between the slider 31 and the pressure plate pressing the clutch 8, and the diaphragm spring increases the amount of movement of the slider 31 after the clutch 8 starts connection. Because the load characteristic is such that the force pressing the clutch 8 increases with this, the load characteristic of this diaphragm spring and the output characteristic of the slider thrust F by the clutch actuator 20 are added to ensure that the clutch 8 is securely engaged at the engaged position. It may be set so as to obtain the pressing force necessary for the

FIG. 4 is a graph showing an example of the relationship between the slider stroke S and the slider thrust F in the slider crank mechanism 23.
In this embodiment, by using the slider crank mechanism 23, as shown in FIG. 4, the moving amount (slider stroke S) of the slider 31 from the slider initial position to the pressing direction and the slider thrust F have a non-linear relationship. . In particular, the slider thrust F sharply increases when the angle between the crank 30 and the link member 32 is around 180 degrees.

  The slider crank mechanism 23 sets the output characteristic of the clutch actuator 20 to be non-linear and the engaging position of the clutch 8 in association with each other, and at the moving position (engaging region E) of the slider 31 where the clutch 8 is engaged. The slider thrust F is set to be larger than the movement position (area D) of the slider 31 from the connection start of the clutch 8 to the fastening position. In particular, at the fastening position of the clutch 8, for example, the region between the crank 30 and the link member 32 in the range around 180 degrees so that the slider thrust F with respect to the rotational torque T of the crank 30 becomes the largest in the movement range of the slider 31. It is good to set to.

  FIG. 4 shows the slider thrust F when the rotational torque T is changed, and the line a in FIG. 4 indicates the minimum setting of the rotational torque T and the line b indicates the maximum setting of the rotational torque T. ing. As shown in FIG. 4, as the slider stroke S increases, the slider thrust F increases, but as the rotational torque T decreases, the slider thrust F increases more rapidly near the fastening position.

  5 to 7 are graphs showing an example of the change in the slider thrust F when the length of each portion of the slider crank mechanism 23 is changed in the present embodiment. 5 shows the case where the rotation radius A of the crank 30 is changed while FIG. 6 shows the case where the offset amount C is changed when the link length B is changed. . In FIG. 5 to FIG. 7, the line a is a reference value, and the line b shows a case where the length is changed to 1.3 times the reference value.

  As shown in FIG. 5, when the rotation radius A of the crank 30 is changed to 1.3 times, the slider thrust F increases. As shown in FIG. 6, when the link length B is changed by 1.3 times, the slider thrust F is significantly increased. As shown in FIG. 7, when the offset amount C is changed to 1.3 times, the slider thrust F decreases. As described above, the slider thrust F, that is, the output characteristic of the clutch actuator 20 can be changed by changing any of the rotation radius A of the crank 30, the link length B, and the offset C.

  As described above, in the present embodiment, the clutch actuator 20 provided with the slider crank mechanism 23 is adopted for the clutch 8 to convert the rotational movement of the motor 21 into the linear movement of the slider 31, and the crank The slider thrust F with respect to the rotational torque of the motor 21 changes according to the rotational position of 30. At this time, the slider thrust F which is the output of the clutch actuator 20 has a non-linear characteristic. Then, by setting the output characteristic of the clutch actuator 20 that becomes non-linear and the connection state of the clutch 8 in association with each other, as shown in FIG. In D), the rate of increase of the slider thrust F with respect to the clutch stroke S can be suppressed, and the slider thrust F can be significantly increased in the engagement region (E) where the clutch 8 is engaged.

Therefore, from the connection start of the clutch 8 to the engagement, the change of the slider thrust F is suppressed with respect to the change of the clutch stroke S, and the slider thrust F can be finely controlled by the control of the rotation angle of the motor 21. Thereby, when the clutch 8 is connected, control of the transmission torque can be performed with high accuracy.
Further, when the clutch 8 is engaged (after engagement), the slider thrust F can be made significantly larger than the rotational torque of the motor 21. Therefore, while suppressing the rotational torque of the motor 21, the slider thrust F is increased. Thus, the clutch 8 can be securely engaged and held.

Furthermore, in the present embodiment, the rotational torque of the motor 21 is amplified by the reduction gear 22 to be the rotational torque T of the crank 30, and the rotational torque T of the crank 30 is converted into a large slider thrust F by the slider crank mechanism 23. Since it can do, the required output of the motor 21 can be suppressed and it can miniaturize.
Further, by using the slider crank mechanism 23, the output characteristics of the clutch actuator 20 can be changed by setting the rotation radius A of the crank 30, the link length B, and the offset amount C, respectively. The configuration of the slider crank mechanism 23 can be easily set to be as follows.

  In particular, in the present embodiment, not only the rotation radius A and the link length B of the crank 30, but also the offset amount C can be changed and set, the design freedom can be greatly increased. Further, by providing the offset amount C, that is, by disposing the crankshaft 33 and the slider axis m in an offset manner, interference between the crankshaft 33 and the central axis of the clutch 8 can be easily prevented.

Moreover, in this embodiment, although the clutch actuator 20 of this invention is employ | adopted as the dual clutch 10, in the dual clutch transmission 1, when two clutches 8 and 9 are simultaneously connected, there is a possibility that it may lock internally. There is.
However, in the present embodiment, the clutch actuator 20 transmits power from the motor 21 to the slider 31 by the reduction gear 22 and the slider crank mechanism 23, and has reversibility capable of transmitting power from the slider 31 to the motor 21. doing. Therefore, for example, when the rotation of the output shaft of the motor 21 becomes free due to a failure of the motor 21 or the like, the slider 31 can be moved in the disengaging direction of the clutch 8 and automatic release by pushing back the clutch 8 is possible. Thus, locking within the dual clutch transmission 1 can be prevented.

The present invention is not limited to the above embodiment. For example, the detailed setting of the slider initial position and the like in the slider crank mechanism 23 may be changed as appropriate. In addition, the clutch actuator of the present invention may be applied to a single clutch transmission.
The present invention can be widely applied to a clutch actuator in which a clutch is operated by a motor.

1 Dual clutch transmission (transmission)
2 first spindle 3 second spindle 8, 9 clutch 10 dual clutch 20 clutch actuator 21 motor 23 slider crank mechanism 30 crank (crank member)
31 slider 32 link member 33 crank shaft m slider axis (slider movement line)

Claims (3)

A clutch actuator that converts rotational motion of an output shaft of a motor into linear motion by a slider crank mechanism, and causes a clutch to be disengaged,
The slider crank mechanism
A crank member rotationally driven about a crankshaft by the motor;
A slider that reciprocates to engage and disengage the clutch;
A portion of the crank member separated from the crank shaft and a link member rotatably connecting the slider to the slider;
The crankshaft is disposed offset with respect to the movement line of the slider, and
The slider when the crank member rotates in a direction perpendicular to the movement line of the slider and opposite to the pressing direction of the clutch from a perpendicular passing through the crankshaft, and the crank member and the link member are vertical While the clutch is at an initial position where the clutch is completely released,
The moving position of the slider, which is the engaging position of the clutch, is larger than the moving position of the slider from the connection start of the clutch to the engaging position, the pressing force of the clutch by the slider against the rotational torque of the crank member Clutch actuator characterized in that   2. The clutch actuator according to claim 1, wherein the movement position of the slider, which is the fastening position, is a position where the pressing force with respect to the rotational torque is the largest in the movement range of the slider.   In the clutch, transmission gears of a plurality of shift speeds are divided into two groups, and an input shaft of a transmission disposed on either the first main shaft or the second main shaft, the first main shaft, and the second main shaft. The clutch actuator according to claim 1 or 2, which is a dual clutch interposed between the main shaft and the main shaft.

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