Clutch system

Abstract

A system for controlling a clutch for controlling transmission of torque around a shaft to a vehicle, the system comprising: an action member rotatable around the shaft; an electric motor drivingly coupled to the action member for imparting rotational movement around the shaft to the action member; a conversion mechanism drivingly coupled to the action member for converting rotational movement around the shaft to axial movement; a clutch member constituting the clutch, drivingly coupled to the conversion mechanism for being driven by the axial movement, movable in the axial direction in both directions from a first position in which the clutch member is disengaged from the clutch, via a second position, to a third position in which the clutch member is engaged with the clutch; and a controller for determining which of the first, second and third positions the clutch member is in by reading a rotational angle of the electric motor and comparing it with a reference value.

Description

Technical Field

[0001] The following disclosure relates to a system for controlling a clutch, and more particularly to a clutch system that uses the rotation angle of an electric motor in response to the position of a clutch component to determine the position of the clutch component. Background Technology

[0002] Vehicles often utilize clutches to control the function of rotating machinery. For example, a locking differential has a built-in dog clutch that normally disengages to allow differential movement between the output shafts, and locks the differential when the dog clutch is engaged by an external actuator.

[0003] Even when the actuator is engaged, the clutch may fail to engage under rare conditions, such as when the clutch teeth are in an unsuitable meshing position. Furthermore, even when the actuator is reversed, the clutch teeth may temporarily stick together due to the viscosity and magnetization of the lubricating oil, causing disengagement. In other words, the on / off state of the actuator does not necessarily correspond to the engagement / disengagement of the clutch. To prevent unexpected movements of rotating machinery, additional devices for detecting clutch engagement are often required.

[0004] Patent documents 1 to 3 disclose the relevant technologies.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent Document 1: International Patent Application Publication WO 2018 / 109874 A1

[0008] Patent Document 2: Japanese Patent Application Publication No. 2004-208460

[0009] Patent Document 3: International Patent Application Publication WO 2018 / 118912 A1 Summary of the Invention

[0010] Unlike friction clutches, dog-tooth clutches do not slip between clutch components. They reliably transmit torque during engagement and experience no energy loss during disengagement. However, during the transition between engagement and disengagement, the interfering teeth frequently generate noise, vibration, and acoustic harshness (NVH, or NVH) due to their mutual interference. Controlling NVH has been an ongoing challenge in automotive technology in order to improve vehicle comfort.

[0011] The device disclosed below is intended to provide a clutch system that can better handle the transition state without the need for additional special devices.

[0012] According to one aspect, a system for controlling a clutch for controlling the transmission of torque about an axis to a vehicle, wherein the system comprises: an actuating member rotatable about the axis; an electric motor drivably coupled to the actuating member to impart rotational motion about the axis to the actuating member; a conversion mechanism drivably coupled to the actuating member to convert the rotational motion about the axis into axial motion; a clutch component constituting the clutch, drivably coupled to the conversion mechanism for being driven by the axial motion, and capable of bidirectional axial movement from a first position disengaged from the clutch to a second position to a third position engaged with the clutch; and a controller that determines which of the first, second, and third positions the clutch component is in by reading the rotation angle of the electric motor and comparing it with a reference value. Attached Figure Description

[0013] Figure 1 It is a block diagram of a vehicle that includes a system for controlling the clutch.

[0014] Figure 2 It is a partially exploded 3D view of a differential with a clutch system.

[0015] Figure 3 This is a cross-sectional front view of a differential with a clutch system, from... Figure 2 The graph obtained from line III-III.

[0016] Figure 4 It is a cross-sectional front view of a clutch system equipped with a conversion mechanism utilizing threaded teeth or helical tracks.

[0017] Figure 5A It is a schematic cross-sectional view of a clutch, showing the disengaged state.

[0018] Figure 5B It is a schematic cross-sectional view of the clutch, showing the engaged state.

[0019] Figure 5C It is a schematic cross-sectional view of a clutch, showing the transition state where the clutch teeth cannot mesh with each other.

[0020] Figure 5D It is a schematic cross-sectional view of a clutch, showing the shift state with the top and bottom surfaces of the teeth facing each other so that the clutch teeth can mesh with each other.

[0021] Figure 6 It is a diagram that schematically shows the relationship between the rotor's rotation angle and the position of the thrust component.

[0022] Figure 7It is a schematic waveform diagram illustrating the phase difference between current and voltage, and a diagram showing the effect of the rotor's position relative to the stator on the phase difference.

[0023] Figure 8 This is a flowchart used to determine the position of the clutch component based on the rotation angle.

[0024] Figure 9 It is a flowchart used to control the current applied to the motor based on the determined position of the clutch component.

[0025] Figure 10 It is a flowchart representing the control flow that includes additional functions. Detailed Implementation

[0026] Several exemplary embodiments are described below with reference to the accompanying drawings. In the following description and within the scope of patent protection, unless otherwise specified, "shaft" refers to the central shaft of the clutch, and is generally also consistent with the rotating shaft of the power transmission device. It should be noted that the drawings are not necessarily shown at an exact scale, and therefore the dimensional relationships are not limited to those illustrated.

[0027] The clutch system disclosed below can be well integrated with the rotating machinery constituting a vehicle to form a power transmission device, and in particular, it can be used to control the function of engaging and disengaging the clutch from outside the rotating machinery. When the clutch is engaged, the torque driving the vehicle is transmitted via the clutch, and the torque is cut off when the clutch is disengaged.

[0028] Reference Figure 1 The vehicle 100 has an engine or electric motor 61. The torque generated by the engine or electric motor 61 is transmitted to the differential 3 via the transmission 63, the transfer case 65, and the drive shaft 67, and distributed to the rear axle 43 (in the case of a FR vehicle). Alternatively, sometimes the transfer case 35 also distributes torque to the front axle 41 (in a 4WD vehicle), and sometimes torque is distributed from the transmission 63 to the front axle 41 only via the front differential (in a FF vehicle). The differential 3 often incorporates a dog-tooth clutch 10 for controlling its operation, which is driven by a suitable actuator 1 located outside the housing 15.

[0029] The clutch system can be used to control the dog-tooth clutch 10. Figures 2 to 4This is an example of a combination with a so-called locking differential, but it can also be combined with a so-called free-running differential. Of course, its applications are not limited to this. Based on this disclosure, clutch systems can be used in a wide range of rotating machinery, including examples such as transmissions, power transmission units (PTUs), or coupling devices. Furthermore, the clutch is, for example, a so-called dog-tooth clutch with teeth, but other forms of clutches such as claw clutches can generally be used; more generally, clutches that transmit torque through a meshing structure rather than friction can be used.

[0030] For example with Figure 2 Together, we mainly refer to Figure 1 Solenoid 31 is electrically connected to external circuit 81 via cable 37. Alternatively, circuit 81 may be partially or entirely integrated into actuator 1, or it may be integrated into any ECU as described later. Typically, a vehicle has multiple programmable electronic control units (ECUs) for electronic control of its various components. Each ECU has a storage device for storing commands and data, and a microcontroller capable of reading these commands and data from the storage device and executing the commands. Multiple ECUs communicate with each other or share information, for example, via a so-called Controller Area Network (CAN).

[0031] An ECU 85 is electrically connected to circuit 81 to control the function of circuit 81. Alternatively, circuit 81 is built into ECU 85 and operates under the control of ECU 85. Circuit 81 is also connected to power supply 83, and under the control of ECU 85, it supplies or cuts off power to solenoid 31. According to the driving principle of actuator 1, the power supplied to solenoid 31 can be direct current, alternating current, pulsating current, or pulse.

[0032] Combination Figure 2 Mainly refer to Figure 3 The differential 3 is a rotating body capable of rotating about axis X and having a clutch 10 inside. The differential 3 has a differential gear set 21 that engages with its housing 15. The differential gear set 21 has side gears 23 and 25, which are engaged with the axle respectively. That is, the differential gear set 21 becomes the medium that allows the torque received by the housing 15 to be differentially distributed to the side gears 23 and 25. Figure 3 The example shown is a bevel gear, but other forms such as face gears or planetary gears can also be used.

[0033] In this example, the clutch component 11, which transmits torque from the housing 15, is axially movable. The side gear 23, having clutch teeth, can engage with the clutch component 11. The combination of the clutch component 11 and the clutch teeth constitutes the clutch 10. When the actuator 1 drives the clutch component 11 to engage the clutch 10, the side gear 23 and the housing 15 temporarily become one unit to transmit torque. At this time, the other side gear 25 cannot differentially engage with the side gear 23, thus the differential 3 becomes a so-called differential lock state, losing its differential function. When the actuator 1 disengages the clutch 10, the differential 3 differentially distributes the torque received by the housing 15 to the two axles.

[0034] The actuator 1 generally includes an electric motor 5 that generates a rotational motion R about the axis X and a conversion mechanism 7 that converts the rotational motion R into linear motion along the direction of the axis X. The actuator 1 is coaxial with rotating machinery such as the differential 3, especially with its boss 19, and is also arranged close to or in contact with the end face of one of the rotating machinery, for example.

[0035] like Figure 2 As illustrated, the motor 5 can be housed in the housing 14, or as... Figure 3 As illustrated, the conversion mechanism 7 can also be housed in the housing 14, which engages with the carrier on the side of the vehicle body to prevent rotation. This anti-rotation mechanism can be achieved through a relatively simple construction, such as... Figure 2 As illustrated, the degree to which the winglets 55 fixed to the outer periphery of the outer shell 14 engage with the carrier is sufficient. Of course, the outer shell 14 may also have a structure that allows for direct engagement without the aid of winglets, and the engaging element may be something other than the carrier.

[0036] Combination Figure 2 Reference Figure 3 or Figure 4 The electric motor 5 generally comprises: a solenoid 31 that generates magnetic flux upon the application of electricity; a stator 33 that guides the magnetic flux; and a rotor 35 that generates rotational motion R about an axis X by the received magnetic flux. The stator 33, together with the solenoid 31, is prevented from rotating about the axis X relative to the housing 14, and preferably also does not move axially.

[0037] The rotor 35, driven to receive magnetic flux, is made of a magnetic material. The rotor 35 is configured to be slightly separated from and opposite the stator 33 in the direction of the X-axis, enabling it to receive magnetic flux guided from the stator 33. As readily understood from the figures, the rotor 35 can be a hollow shaft, coaxially configured with the housing 15, and capable of rotating about the boss 19. That is, in this example, the rotor 35 is capable of rotational motion R about the X-axis.

[0038] Alternatively, the rotor 35 may be coaxial with the housing 15. In this case, the rotor 35 may not be hollow and instead have a solid gear shaft that can mesh with the gears of the conversion mechanism 7 to drive it.

[0039] Figure 3 , Figure 4 The examples shown are all axial clearance motors in which the rotor and stator are arranged axially, and the magnetic flux is drawn out in a direction parallel to the shaft. Of course, instead of axial clearance motors, so-called radial clearance motors, in which the rotor and stator are coaxial and arranged close to each other radially on the inner or outer sides, can also be used. Furthermore, other suitable types of motors can also be used.

[0040] As already explained, solenoid 31 is connected to an external circuit 81 via cable 37. Circuit 81 generates an alternating current or pulsed current with a phase difference and inputs it to each coil of the solenoid, thereby causing rotor 35 to generate rotational motion R. The direction of rotational motion R can be controlled by the direction of the phase difference; that is, motor 5 can generate rotational motion R in both forward and reverse directions. To generate alternating current or pulsed current, switching elements can be used, such as semiconductor elements like insulated-gate bipolar transistors (IGBTs), but are not necessarily limited to this. Furthermore, the above description relates to a so-called induction motor, but various other types such as synchronous, permanent magnet, commutator, and DC motors can also be used instead.

[0041] The conversion mechanism 7 is driven to engage with the rotor 35, converting its rotational motion R into linear motion to be output to the thrust member 41. For this conversion, for example, a cam mechanism, a ball cam mechanism, a threaded mechanism, or a ball screw mechanism can be used. Figure 2 In this example based on a cam mechanism, the thrust member 41 is annular and has a cam surface 41c inclined in the circumferential direction on the surface opposite to the rotor 35. Accordingly, the rotor 35 has a suitable structure for sliding on the cam surface 41c. When the rotor 35 rotates R, it pushes the anti-rotation thrust member 41 axially along the cam surface 41c.

[0042] In the example above, rotor 35 also functions as an actuating component, directly driving thrust component 41, but it can also be as follows: Figure 4 As shown, the rotor 35 is drivenly coupled to the actuating member 45, which is an independent component, and the actuating member 45 generates a rotational motion R to drive the thrust member 41. Alternatively, the cam surface 41c may not be on the thrust member 41, and may instead include either the rotor 35 or the actuating member 45. Alternatively, other clamping components may be further provided.

[0043] like Figure 4As shown, the connection between the rotor 35 and the actuating member 45 can be a fixed fit such as an interference fit, or it can be a spline or keyed connection, or rotation can be transmitted through gear meshing. As already explained, gear meshing is simple when the rotor 35 and the conversion mechanism 7 are on different shafts.

[0044] To ensure smooth sliding between the rotor 35 or the actuating component 45 and the cam surface 41c, a rolling roller 53 can be sandwiched between them. Figure 2 In this example, the rotor 35 has a pocket 35c for holding the roller 53, which rolls on the cam surface 41c as the rotor 35 rotates, thereby driving the thrust member 41 axially. The roller 53 can be, for example, cylindrical or frustum conical in shape. Alternatively, if a ball bearing mechanism is used, the conversion mechanism 7 employs a ball bearing cam mechanism.

[0045] The legs of the clutch assembly 11 extend outward through, for example, the end wall 15E of the housing 15, and the thrust member 41 abuts against them to drive it. Or, as Figure 4 As illustrated, the thrust member 41 and the clutch member 11 can also be moved integrally in the axial direction by a suitable engaging mechanism. Alternatively, they can be joined by bolts or the like instead of engaging. The legs of the clutch member 11 may not extend outward from the housing 15; for example, they can be engaged with the thrust member 41 through an opening in the side wall of the housing 15. Furthermore, as described above, the drive of the thrust member 41 can also be achieved using... Figure 4 The illustrated helical track or threaded structure 47 is used instead of the cam surface.

[0046] As can be seen from the above description, when the rotor 35 rotates R, the conversion mechanism 7 drives the clutch component 11 axially via the thrust component 41. Figure 5A As illustrated, when the thrust member 41 is in the initial position x1, the clutch teeth 13 of the clutch member 11 disengage from the clutch teeth 17 of the side gear 23, i.e., the clutch 10 disengages. Figure 5B As illustrated, when the thrust member 41 moves to the end position x3, the clutch member 11 also moves, causing the clutch teeth 13 and 17 to mesh, i.e., the clutch 10 is engaged. Furthermore, through a reverse rotational motion, the switching mechanism 7 moves the clutch member 11 from the engaged position to the disengaged position. To facilitate disengagement of the clutch 10, an elastic body such as a spring can also be used. Alternatively, conversely, an elastic body can be used in the direction facilitating engagement. Of course, an elastic body is not necessary or inherent in these embodiments. In summary, the rotation angle of the rotor 35 about axis X reflects the position of the thrust member 41. Furthermore, the distinction between the initial position x1 and the end position x3 is for convenience and does not imply that either position is a stable state.

[0047] Reference Figure 5C and 5D A problem arises when a thrust element 41 is present at the transition position x2 between the initial position x1 and the end position x3. For example... Figure 5C As illustrated, when the clutch tooth 13 is in a position that interferes with the clutch tooth 17, it hinders the engagement of the clutch 10. Furthermore, if the side gear 23 rotates relative to the clutch component 11 in this state, NVH (noise, vibration, and harshness) is generated. Figure 5D As illustrated, if the clutch tooth 13 can be controlled to reach a position where it can engage with the clutch tooth 17, the generation of NVH (noise, vibration, and harshness) can be suppressed. That is, the clutch system can determine which position the clutch component 11 is in among the initial position x1, the transfer position x2, and the end position x3, which brings various benefits.

[0048] Reference Figure 6 The position of the thrust component 41 is reflected by the rotation angle θ of the rotor 35, and thus the position of the clutch component 11. This eliminates the need for direct detection of these positions; the position of the clutch component 11 can be detected by measuring the rotation angle θ. For example, when rotation angles θ1, θ2, and θ3 correspond to positions x1, x2, and x3 respectively, the position of the clutch component 11 can be detected by comparing the rotation angle θ with an appropriate reference value θ. a θ b By comparison, the clutch system can determine the state of clutch 10. It can pre-determine the reference value θ by taking into account the mechanical properties of the shifting mechanism 7 and other factors such as clearance. a θ b Additionally, they can be stored in the storage device of ECU85.

[0049] When measuring the rotation angle θ of the rotor 35, the inductance of the circuit 81 can be utilized. For example, the solenoid 31 has inherent inductance; if an alternating current is superimposed on the driving current applied to the solenoid 31, the change in inductance caused by the rotation of the rotor 35 can be read, and thus the rotation angle θ can be read. According to this example, the circuit 81 includes an oscillator that generates an alternating current of a specific frequency and superimposes it on the current used to drive the actuator 1. To avoid affecting the operation of the rotor 35, the superimposed current can be made sufficiently small compared to the current used for driving. Furthermore, to avoid affecting the operation of the rotor 35, the frequency can be appropriately selected by considering the possibility of separation from the current used for driving.

[0050] Reference Figure 7 In overlapping alternating currents, a phase difference is generated in the current I1 relative to the voltage V. As the rotor 35 moves from the first position to the second position relative to the stator 33, the inductance of the solenoid 31 also changes with the position. As a result, the phase difference between the current I2 and the voltage V increases. It also changes. On the other hand, if a suitable bandpass filter is used (or, depending on the situation, a high-pass or low-pass filter), the overlapping AC power can be easily separated from the power used for driving, thereby making it easy to detect the phase difference. ECU85 can read the phase difference via circuit 81 To calculate the rotation angle θ.

[0051] Of course, the change in inductance caused by the movement of other components can also be read instead of the rotor 35. Alternatively, the clutch system can have a separate electromagnetic coil independent of the solenoid 31, and the change in inductance of that electromagnetic coil can be read. Furthermore, the change in capacitance can also be used instead of the change in inductance.

[0052] Alternatively, the clutch system can include a unit for reading the rotation angle θ of the rotor 35. An example of such a unit is an encoder attached to the rotor 35, the actuating member 45, or an element rotating with them, and a proximity sensor associated with that encoder. For example, whenever a cut in the encoder passes in front of the proximity sensor, the proximity sensor outputs a corresponding pulse, which is then counted by the ECU 85 or another ECU to read the rotation angle θ.

[0053] ECU85, based on the measured rotation angle θ, according to Figure 8 The algorithm shown in the flowchart determines whether clutch 10 is disengaged or engaged.

[0054] ECU85 first checks whether the unit and system used to detect the rotation angle are functioning correctly. Next, ECU85 uses the rotation angle detection unit to read the rotation angle θ, and also reads the appropriate reference value θ for determination from the storage device. a θ b .

[0055] Next, ECU85 will compare the read rotation angle θ with the reference value θ a θ b Comparisons are made. For example, at a rotation angle θ from θ1 (initial position) to θ... a When the rotation angle θ is θ, it can be determined that clutch 10 is disengaged. a to θ b When the rotation angle θ is θ, it can be determined that clutch 10 is in the transfer state. b When the position is between θ3 (end position), it can be determined that the clutch 10 is engaged.

[0056] ECU85 can store the judgment results in a storage device for use in other controls. In addition, it can send the judgment results to other ECUs via CAN communication.

[0057] Furthermore, ECU85 can use the determination result to execute control of actuator 1. (See reference...) Figure 9 The ECU 85 determines whether the conditions for continuing control are met. If control should continue, the drive circuit 81 applies the required current to the solenoid 31, engaging (or disengaging) the clutch 10. Next, the ECU 85 determines whether the clutch component 11 is in the required position (engaged or disengaged) according to the explained algorithm. If the clutch component 11 is determined to be in the required position, the current applied to the solenoid 31 is changed to the level required for holding the clutch (usually switching to power-saving mode). If the position of the clutch component 11 differs from the required position, the circuit 81 outputs the current required to transfer to the required position. Additionally, if the conditions for ending control are met, or if an anomaly is detected, the ECU 85 also causes the circuit 81 to output the current that moves the clutch component 11 to the disengaged position and ends control. At this time, for example, the detected anomaly can be sent to other ECUs via CAN communication.

[0058] ECU85 can perform additional processing when it determines that clutch component 11 is in a shift position (in Figure 9 The figure below is labeled a). For example, as shown in Figure a). Figure 10 As illustrated, when the clutch assembly 11 is in the disengaged position, the ECU 85 can determine whether the clutch assembly 11 should disengage further. This determination can be based on whether the rotation angle θ changes, or on whether the change in rotation angle θ is proportionate to the applied current. If the clutch assembly 11 is determined to be disengaged, the ECU 85 can execute appropriate control to engage the clutch teeth. If the clutch assembly 11 is determined not to disengage, the ECU 85 can further determine whether conditions for NVH (noise, vibration, and harshness) are present. If NVH is determined to be present, the ECU 85 can execute NVH mitigation procedures. This procedure may involve temporarily stopping the clutch assembly 11 or slowing its movement. If NVH is determined not to be present, the process can continue. Figure 9 The controls shown.

[0059] Furthermore, additional processing performed by ECU 85 can also be performed by other ECUs. For example, ECU 85 can send a message via CAN communication to other ECUs that the clutch assembly 11 is still in the shift position. Upon receiving this communication, the other ECUs perform necessary measures, such as controlling the output of the engine or electric motor 61 to a certain extent, thereby reducing NVH (noise, vibration, and harshness).

[0060] Furthermore, because the position of the clutch components can be precisely determined, NVH (noise, vibration, and harshness) can be further reduced. (See again...) Figure 6 When the clutch component 11 retracts further beyond the initial position x1, its back side appears as follows: Figure 3 , Figure 4 As shown, it abuts against end wall 15E (abutment position x0), at which point differential 3 may produce abnormal noise. Additionally, as shown in reference... Figure 5B As understood, if the clutch component 11 advances further beyond the end position x3, causing the tip surface of the clutch tooth 13 to abut against the bottom surface of the clutch tooth 17, or the tip surface of the clutch tooth 17 to abut against the bottom surface of the clutch tooth 13 (abutment position x4), then the differential 3 may generate abnormal noise. According to this embodiment, whether abnormal noise occurs can be determined, or the occurrence of abnormal noise can be predicted, based on whether the rotation angle θ of the rotor 35 reaches the angles θ0 and θ4 corresponding to the abutment positions x0 and x4, respectively. Therefore, by setting an appropriate threshold to control the motor 61, these situations can be avoided, or NVH can be reduced by slowing down the rotation of the motor 61 in advance.

[0061] As understood from the above description, according to this embodiment, without the need for additional special devices, the clutch system can determine the position of the clutch components, and in particular, whether it is in a disengaged state. By utilizing this determination, the clutch system, either independently or in coordination with other systems, can achieve NVH (noise, vibration, and harshness) reduction control.

[0062] Several implementation methods have been described, but modifications or variations can be made to the implementation methods based on the above disclosure.

Claims

1. A system for controlling a clutch, the clutch being used to control the transmission of torque about an axle to a vehicle, characterized in that, The system has the following features: A moving component that is capable of rotating about the axis; An electric motor, which is drivenly coupled to the actuating member to impart rotational motion to the actuating member about the axis; A conversion mechanism, which is drivenly coupled to the actuating member to convert rotational motion about the axis into axial motion; A clutch component, constituting the clutch, is expeditiously engaged with the shifting mechanism for being driven by the axial movement, and is capable of bidirectional axial movement from a first position of disengagement from the clutch, via a second position, to a third position of engagement with the clutch; and The controller determines which of the three positions—the first, the second, and the third—the clutch component is in by reading the rotation angle of the motor and comparing it with a reference value. The controller is configured to determine whether the determined position of the clutch component is consistent with the required position. If the determination is inconsistent, current is applied to the motor to cause the position of the clutch component to move to the required position.

2. The system according to claim 1, characterized in that, The clutch component has a canine tooth that meshes with an opposing component, the clutch is a canine tooth type clutch, and the second position is the position where the canine tooth interferes with the opposing component.

3. The system according to claim 1, characterized in that, The conversion mechanism includes: a thrust member that abuts against or engages with the clutch member to drive the clutch member; and a cam surface, thread, or helical track that extends axially around the shaft and is inclined axially to press the thrust member in accordance with the rotational movement, thereby positioning the clutch member in a manner that reflects the rotation angle.

4. The system according to claim 1, characterized in that, Any one or more of the actuating component, the electric motor, and the controller has a unit for reading the rotation angle.

5. The system according to claim 1, characterized in that, The controller is configured to determine whether the determined position of the clutch component matches the required position, and when the determination is consistent, to apply current to the motor to maintain the position of the clutch component.

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