Control device and manufacturing method thereof

Abstract

To provide a control device capable of suppressing lowering of a maximum load for pressing a clutch while improving responsiveness of a clutch actuator.SOLUTION: A control device includes an energization control unit 110 for performing energization control of an electric motor 20 and a storage unit 130 for storing a predetermined advance angle. In an operation range of a clutch actuator 10, a region where an applied load acting on a torque cam 2 from a clutch 70 side is a predetermined value or less is defined as a "low applied load region". A region where the applied load acting on the torque cam 2 from the clutch 70 side is larger than the predetermined value is defined as a "high applied load region." Then, the energization control unit 110 controls the advance angle of the electric motor 20 based on an amount of the predetermined advance angle at least in the low applied load region.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a control device and a manufacturing method thereof. [Background technology]

[0002] Conventionally, there is known a clutch device that is capable of changing the state of a clutch that is provided between a first transmission part and a second transmission part that are capable of rotating relative to each other, and that changes between an engaged state that allows the transmission of torque between the first transmission part and the second transmission part, and a disengaged state that blocks the transmission of torque between the first transmission part and the second transmission part.

[0003] For example, the clutch device described in Patent Document 1 includes a clutch actuator that presses the clutch, and a control device that controls the clutch actuator. The control device controls the operation of a brushless motor of the clutch actuator. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Publication No. 2020-12554 Summary of the Invention [Problem to be solved by the invention]

[0005] Incidentally, the load on the clutch actuator is small in the clutch backlash elimination section of the clutch actuator's pressing portion, which is the section up to the clutch touch point where the pressing portion comes into contact with the clutch. To shorten gear shift time, it is necessary to stroke the pressing portion in as short a time as possible in this section. If the motor is advanced in this clutch backlash elimination section, the motor rotation speed can be increased, and improved response can be expected.

[0006] On the other hand, after the pressing portion contacts the clutch, i.e., in the pressing force control period after the clutch touch point, the load on the clutch actuator increases rapidly, and the torque to be generated by the motor also increases. Applying advance angle control to the motor's high torque range not only reduces the motor's rotation speed and responsiveness, but also may reduce the locking torque. This reduces the maximum load pressing the clutch, necessitating the use of a larger motor capable of outputting greater torque, which may result in an increased size of the clutch actuator.

[0007] An object of the present invention is to provide a control device that can improve the responsiveness of a clutch actuator while suppressing a decrease in the maximum load that presses the clutch, and a manufacturing method thereof. [Means for solving the problem]

[0008] The present invention is a control device for controlling a clutch actuator (10) used in a clutch device (1) having a clutch (70) that changes state between an engaged state that allows torque transmission between a first transmission part (61) and a second transmission part (62) that are rotatable relative to each other, and a disengaged state that interrupts torque transmission between the first transmission part and the second transmission part.

[0009] The clutch actuator has a housing 12, an electric motor 20, and a rotation-translation unit 2. The electric motor has a stator 21 provided in the housing, a coil 22 provided on the stator, and a rotor 23 that can rotate relative to the stator, and is capable of outputting torque from the rotor when energized. The rotation-translation unit converts rotational motion due to the torque from the electric motor into translational motion, and can change the state of the clutch between an engaged state and a disengaged state.

[0010] The control device includes an energization control unit (110) that controls energization of the electric motor, and a memory unit (130) that stores a predetermined advance angle amount. If, within the operating range of the clutch actuator, a region where the load acting on the rotational / translation part from the clutch side is equal to or less than a predetermined value is defined as a "low load region," and a region where the load acting on the rotational / translation part from the clutch side is greater than the predetermined value is defined as a "high load region," the energization control unit controls the advance angle of the electric motor based on the predetermined advance angle amount at least when in the low load region.

[0011] For example, if the predetermined advance angle amount is set to a large value in the low load region and advance angle control is performed, and the predetermined advance angle amount is set to a small value or 0° in the high load region and advance angle control is performed, the responsiveness of the clutch actuator can be improved in the section corresponding to the clutch backlash reduction section, and the decrease in the maximum load pressing the clutch can be suppressed in the section corresponding to the pressing force control section. The electric motor is a brushless DC motor and has a magnet (230) attached to its rotor. The clutch actuator has a rotation angle sensor (170) that can output a signal based on the magnetic flux of the magnet. The rotation angle of the rotor can be detected based on the signal from the rotation angle sensor. The predetermined advance angle is set based on the phase difference between the rising edge of the signal output from the rotation angle sensor and the induced voltage generated in the coil when the rotor is forcibly rotated from the outside without energizing the coil, and the advance angle when the no-load motor rotation speed, which is the rotation speed of the electric motor when no load is applied, is at its maximum. [Brief explanation of the drawings]

[0012] [Figure 1] 1 is a cross-sectional view showing a control device according to a first embodiment and a clutch actuator to be controlled. [Figure 2] 1 is a cross-sectional view showing a control device according to a first embodiment and a part of a clutch actuator to be controlled. [Figure 3] 2 is a cross-sectional view showing a part of a clutch actuator that is a control target by the control device of the first embodiment. FIG. [Figure 4] Cross-sectional view of line IV-IV in Figure 1. [Figure 5] 2 is a schematic diagram showing the internal configuration of the control device and the electric motor of the first embodiment. FIG. [Figure 6] 10 is a diagram showing the relationship between the stroke amount of the pressing portion of the clutch actuator and the load applied to the rotation-translation portion. FIG. [Figure 7] FIG. 4 is a diagram showing the relationship between the output torque of an electric motor and the rotation speed of the electric motor. [Figure 8] 3A to 3C are diagrams showing steps of a manufacturing method for the control device according to the first embodiment. [Figure 9] 5A to 5C are diagrams showing measurement results in a measurement step in the manufacturing method of the control device according to the first embodiment. [Figure 10] FIG. 4 is a diagram showing the relationship between the advance angle amount and the rotation speed of the electric motor under no load. [Figure 11] 10 is a diagram for explaining the variation that occurs between individual electric motors in the relationship between the advance angle amount and the rotation speed of the electric motor under no load. FIG. [Figure 12] 6A to 6C are diagrams showing steps of a method for manufacturing a control device according to a second embodiment. [Figure 13] 10A to 10C are diagrams showing steps of a manufacturing method for a control device according to a third embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0013] Hereinafter, clutch actuators according to a number of embodiments will be described with reference to the drawings. Note that substantially the same components in the number of embodiments will be denoted by the same reference numerals, and descriptions thereof will be omitted.

[0014] (First embodiment) A clutch device to which a control device according to a first embodiment is applied is shown in Figures 1 and 2. The clutch device 1 is provided, for example, between an internal combustion engine and a transmission of a vehicle, and is used to allow or block the transmission of torque between the internal combustion engine and the transmission.

[0015] The clutch device 1 includes a clutch actuator 10, a clutch 70, an electronic control unit (hereinafter referred to as "ECU") 100 as a "control device", an input shaft 61 as a "first transmission part", an output shaft 62 as a "second transmission part", etc.

[0016] The clutch actuator 10 includes a housing 12, an electric motor 20 as a "prime mover", a reducer 30, a torque cam 2 as a "rotation-translation portion" or a "rolling element cam", and the like.

[0017] The ECU 100 is a small computer having a CPU as a computing means, a ROM, a RAM, etc. as storage means, and an I / O as an input / output means. The ECU 100 executes calculations in accordance with a program stored in the ROM, etc., based on information such as signals from various sensors provided in various parts of the vehicle, and controls the operation of various devices and equipment of the vehicle. In this way, the ECU 100 executes a program stored in a non-transitory tangible recording medium. Execution of this program results in the execution of a method corresponding to the program.

[0018] The ECU 100 is capable of controlling the operation of the internal combustion engine and the like based on information such as signals from various sensors. The ECU 100 is also capable of controlling the operation of the clutch actuator 10 by controlling the operation of the electric motor 20, which will be described later. The ECU 100 will be described in detail later.

[0019] The input shaft 61 is connected to, for example, a drive shaft of an internal combustion engine (not shown) and is rotatable together with the drive shaft. That is, torque is input to the input shaft 61 from the drive shaft.

[0020] A vehicle equipped with an internal combustion engine is provided with a fixed body 11 (see FIG. 2). The fixed body 11 is formed, for example, in a cylindrical shape and is fixed to an engine room of the vehicle. A ball bearing 141 is provided between the inner peripheral wall of the fixed body 11 and the outer peripheral wall of the input shaft 61. As a result, the input shaft 61 is supported by the fixed body 11 via the ball bearing 141.

[0021] The housing 12 is provided between the inner peripheral wall of the fixed body 11 and the outer peripheral wall of the input shaft 61. The housing 12 has a housing inner cylindrical portion 121 as a "housing cylindrical portion," a housing plate portion 122, a housing outer cylindrical portion 123, a seal groove portion 124, a housing step surface 125, a housing side spline groove portion 127, a housing hole portion 128, etc.

[0022] The housing inner cylinder portion 121 is formed in a substantially cylindrical shape. The housing plate portion 122 is formed in an annular plate shape so as to extend radially outward from the end of the housing inner cylinder portion 121. The housing outer cylinder portion 123 is formed in a substantially cylindrical shape so as to extend from the outer edge of the housing plate portion 122 to the same side as the housing inner cylinder portion 121. Here, the housing inner cylinder portion 121, the housing plate portion 122, and the housing outer cylinder portion 123 are integrally formed from, for example, metal.

[0023] As described above, the housing 12 is formed to be hollow and flat overall.

[0024] The seal groove 124 is formed in an annular shape so as to be recessed radially inward from the outer peripheral wall of the housing inner cylindrical portion 121. The housing step surface 125 is formed in an annular flat shape between the seal groove 124 and the housing plate portion 122 so as to face away from the housing plate portion 122.

[0025] The housing side spline grooves 127 are formed on the outer peripheral wall of the housing inner cylindrical portion 121 so as to extend in the axial direction of the housing inner cylindrical portion 121. A plurality of housing side spline grooves 127 are formed in the circumferential direction of the housing inner cylindrical portion 121. The housing hole 128 is formed so as to penetrate the housing plate portion 122 in the plate thickness direction.

[0026] The housing 12 is fixed to the fixed body 11 so that a portion of its outer wall abuts against a portion of the wall surface of the fixed body 11 (see FIG. 2). The housing 12 is fixed to the fixed body 11 with bolts or the like (not shown). Here, the housing 12 is provided coaxially with the fixed body 11 and the input shaft 61. Here, "coaxial" does not necessarily mean that the two axes are exactly coaxial, but also includes a state in which they are slightly eccentric or tilted (the same applies hereinafter). In addition, a substantially cylindrical space is formed between the inner peripheral wall of the housing inner cylindrical portion 121 and the outer peripheral wall of the input shaft 61.

[0027] The housing 12 has an accommodation space 120 as a "space." The accommodation space 120 is formed between a housing inner cylindrical portion 121, a housing plate portion 122, and a housing outer cylindrical portion 123.

[0028] The electric motor 20 is accommodated in the accommodation space 120. The electric motor 20 includes a stator 21, a coil 22, a rotor 23, a magnet 230 as a "magnet," a magnet cover 24, and the like.

[0029] The stator 21 has a stator yoke 211 and stator teeth 212. The stator 21 is formed, for example, from laminated steel plates. The stator yoke 211 is formed in a substantially cylindrical shape. The stator teeth 212 are formed integrally with the stator yoke 211 so as to protrude radially inward from the inner peripheral wall of the stator yoke 211. A plurality of stator teeth 212 are formed at equal intervals around the circumferential direction of the stator yoke 211. A coil 22 is provided on each of the plurality of stator teeth 212. The stator 21 is fixed to the housing 12 so that the outer peripheral wall of the stator yoke 211 fits into the inner peripheral wall of the housing outer cylinder portion 123.

[0030] The rotor 23 is made of, for example, an iron-based metal. The rotor 23 has a rotor body 231 and a rotor cylindrical portion 232. The rotor body 231 is formed in a substantially annular shape. The rotor cylindrical portion 232 is formed to extend in a cylindrical shape from the outer edge of the rotor body 231.

[0031] The magnets 230 are provided on the outer peripheral wall of the rotor 23. A plurality of magnets 230 are provided at equal intervals in the circumferential direction of the rotor 23 so that their magnetic poles are alternated.

[0032] The magnet cover 24 is provided on the rotor 23 so as to cover the surface of the magnet 230 on the radially outer side of the rotor 23. More specifically, the magnet cover 24 is made of, for example, a non-magnetic metal.

[0033] The clutch actuator 10 includes a rotor bearing 15. The rotor bearing 15 is provided on the radially outer side of the housing inner cylindrical portion 121, on the housing plate portion 122 side of the housing stepped surface 125. The rotor bearing 15 includes an inner ring 151, an outer ring 152, bearing balls 153 as "bearing rolling elements," and the like.

[0034] The inner ring 151 and the outer ring 152 are formed into a cylindrical shape, for example, from metal. The outer ring 152 is provided radially outside the inner ring 151. The bearing balls 153 are formed into a spherical shape, for example, from metal. The bearing balls 153 are provided in an annular groove formed in the outer peripheral wall of the inner ring 151 and an annular groove formed in the inner peripheral wall of the outer ring 152, so that they can roll between the inner ring 151 and the outer ring 152. A plurality of bearing balls 153 are provided in the circumferential direction of the inner ring 151 and the outer ring 152. The bearing balls 153 roll between the inner ring 151 and the outer ring 152, allowing the inner ring 151 and the outer ring 152 to rotate relative to each other. The bearing balls 153 restrict relative axial movement between the inner ring 151 and the outer ring 152.

[0035] The rotor bearing 15 is provided in the housing inner cylindrical portion 121 with the inner peripheral wall of the inner ring 151 abutting against the outer peripheral wall of the housing inner cylindrical portion 121 and one axial end face of the inner ring 151 spaced a predetermined distance from the housing plate portion 122. The rotor 23 is provided so that the inner peripheral wall of the rotor body 231 fits into the outer peripheral wall of the rotor bearing 15. In this way, the rotor bearing 15 supports the rotor 23 so that it can rotate relative to the housing 12.

[0036] The ECU 100 can control the operation of the electric motor 20 by controlling the power supplied to the coil 22. When power is supplied to the coil 22, a rotating magnetic field is generated in the stator 21, causing the rotor 23 to rotate. This causes torque to be output from the rotor 23. In this way, the electric motor 20 has the stator 21 and the rotor 23 that is rotatable relative to the stator 21, and can output torque from the rotor 23 when power is supplied.

[0037] Here, the rotor 23 is provided radially inside the stator 21 so as to be rotatable relative to the stator 21. The electric motor 20 is an inner rotor type brushless DC motor.

[0038] In this embodiment, the clutch actuator 10 is provided with a rotation angle sensor 170. The rotation angle sensor 170 is provided on the electric motor 20 so as to be located on the housing plate portion 122 side with respect to the coil 22.

[0039] The rotation angle sensor 170 detects magnetic flux generated from the magnet 230 that rotates integrally with the rotor 23, and outputs a signal corresponding to the detected magnetic flux to the ECU 100. As a result, the ECU 100 can detect the rotation angle, rotation speed, etc. of the rotor 23 based on the signal from the rotation angle sensor 170. Furthermore, based on the rotation angle, rotation speed, etc. of the rotor 23, the ECU 100 can calculate the relative rotation angle of the drive cam 40 with respect to the housing 12 and a driven cam 50 (described later), and the relative axial positions of the driven cam 50 and state change unit 80 with respect to the housing 12 and the drive cam 40, etc.

[0040] As shown in FIG. 3, the reducer 30 includes a sun gear 31, planetary gears 32, a carrier 33, a first ring gear 34, a second ring gear 35, and the like.

[0041] The sun gear 31 is provided coaxially with and integrally rotatable with the rotor 23. In other words, the rotor 23 and the sun gear 31 are formed as separate bodies using different materials, and are arranged coaxially so as to be integrally rotatable.

[0042] More specifically, the sun gear 31 has a sun gear base 310, a sun gear teeth portion 311 as a "tooth portion" and "external teeth," and a sun gear cylindrical portion 312. The sun gear base 310 is formed in a substantially annular shape from, for example, metal. The sun gear cylindrical portion 312 is formed integrally with the sun gear base 310 so as to extend cylindrically from the outer edge of the sun gear base 310. The sun gear teeth portion 311 is formed on the outer peripheral wall of the end of the sun gear cylindrical portion 312 opposite the sun gear base 310.

[0043] The sun gear 31 is provided so that the outer peripheral wall of the sun gear base portion 310 is fitted into the inner peripheral wall of the rotor cylindrical portion 232. As a result, the sun gear 31, together with the rotor 23, is supported by the rotor bearing 15 so as to be rotatable relative to the housing 12.

[0044] The torque of the electric motor 20 is input to the sun gear 31, which rotates integrally with the rotor 23. Here, the sun gear 31 corresponds to the "input portion" of the reducer 30.

[0045] A plurality of planetary gears 32 are provided along the circumferential direction of the sun gear 31, and are capable of revolving around the circumferential direction of the sun gear 31 while rotating on their own axes and meshing with the sun gear 31. More specifically, the planetary gears 32 are formed, for example, from metal in a substantially cylindrical shape, and a plurality of planetary gears 32 are provided radially outside the sun gear 31 at equal intervals in the circumferential direction of the sun gear 31. The planetary gears 32 have planetary gear tooth portions 321 as "tooth portions" and "external teeth." The planetary gear tooth portions 321 are formed on the outer peripheral wall of the planetary gear 32 so as to be able to mesh with the sun gear tooth portions 311.

[0046] The carrier 33 rotatably supports the planetary gear 32 and is rotatable relative to the sun gear 31 .

[0047] More specifically, the carrier 33 has a carrier body 331 and pins 335. The carrier body 331 is formed of, for example, a metal in the shape of a substantially annular plate. The carrier body 331 is located between the coil 22 and the planetary gear 32 in the axial direction.

[0048] The pin 335 is formed of, for example, a metal in a substantially cylindrical shape, and is provided so that an end portion of the pin 335 in the axial direction is fixed to the carrier body 331.

[0049] The reducer 30 has a planetary gear bearing 36. The planetary gear bearing 36 is provided between the outer peripheral wall of the pin 335 and the inner peripheral wall of the planetary gear 32. As a result, the planetary gear 32 is rotatably supported by the pin 335 via the planetary gear bearing 36. That is, the pin 335 is provided at the rotation center of the planetary gear 32 and rotatably supports the planetary gear 32. Furthermore, the planetary gear 32 and the pin 335 are capable of relative axial movement within a predetermined range via the planetary gear bearing 36. In other words, the planetary gear bearing 36 restricts the relative axial movement range of the planetary gear 32 and the pin 335 to a predetermined range.

[0050] The first ring gear 34 has a first ring gear tooth portion 341 that is a tooth portion that can mesh with the planetary gear 32, and is fixed to the housing 12. More specifically, the first ring gear 34 is formed into a substantially cylindrical shape from, for example, metal. The first ring gear 34 is fixed to the housing 12 on the opposite side of the stator 21 from the housing plate portion 122, so that its outer edge portion fits into the inner circumferential wall of the housing outer cylinder portion 123. Therefore, the first ring gear 34 cannot rotate relative to the housing 12.

[0051] Here, the first ring gear 34 is provided coaxially with the housing 12, the rotor 23, and the sun gear 31. The first ring gear tooth portion 341, which serves as a "tooth portion" and an "internal tooth," is formed on the inner peripheral wall of the first ring gear 34 so as to be able to mesh with one axial end of the planetary gear tooth portion 321 of the planetary gear 32.

[0052] The second ring gear 35 has a second ring gear tooth portion 351 that is capable of meshing with the planetary gear 32 and has a different number of teeth than the first ring gear tooth portion 341, and is provided so as to be rotatable integrally with the drive cam 40 (described later). More specifically, the second ring gear 35 is formed into a cylindrical shape from, for example, metal.

[0053] Here, the second ring gear 35 is provided coaxially with respect to the housing 12, the rotor 23, and the sun gear 31. The second ring gear tooth portion 351, which serves as a "tooth portion" and an "internal tooth," is formed on an inner peripheral wall of the end portion of the second ring gear 35 that is on the first ring gear 34 side in the axial direction so as to be able to mesh with the other end portion of the planetary gear tooth portion 321 of the planetary gear 32 in the axial direction. In this embodiment, the number of teeth of the second ring gear tooth portion 351 is greater than the number of teeth of the first ring gear tooth portion 341. More specifically, the number of teeth of the second ring gear tooth portion 351 is greater than the number of teeth of the first ring gear tooth portion 341 by an integer multiplied by the number of planetary gears 32.

[0054] Furthermore, since the planetary gear 32 must mesh normally without interference with the first ring gear 34 and the second ring gear 35, which have two different specifications at the same location, the design involves shifting one or both of the first ring gear 34 and the second ring gear 35 to keep the center distance of each gear pair constant.

[0055] With the above configuration, when the rotor 23 of the electric motor 20 rotates, the sun gear 31 rotates, and the planetary gear teeth 321 of the planetary gear 32 rotate on its axis and revolve around the circumferential direction of the sun gear 31 while meshing with the sun gear teeth 311, the first ring gear teeth 341, and the second ring gear teeth 351. Here, because the number of teeth of the second ring gear teeth 351 is greater than the number of teeth of the first ring gear teeth 341, the second ring gear 35 rotates relative to the first ring gear 34. Therefore, a minute difference in rotation corresponding to the difference in the number of teeth between the first ring gear teeth 341 and the second ring gear teeth 351 is output as rotation of the second ring gear 35 between the first ring gear 34 and the second ring gear 35. As a result, the torque from the electric motor 20 is reduced by the reducer 30 and output from the second ring gear 35. In this way, the reducer 30 is able to reduce and output the torque of the electric motor 20. In this embodiment, the reducer 30 constitutes a 3k-type paradox planetary gear reducer.

[0056] The second ring gear 35 is formed separately from the drive cam 40, which will be described later, and is provided so as to be able to rotate integrally with the drive cam 40. The second ring gear 35 reduces the torque from the electric motor 20 and outputs it to the drive cam 40. Here, the second ring gear 35 corresponds to the "output portion" of the reducer 30.

[0057] The torque cam 2 has a drive cam 40 as a "rotating portion," a driven cam 50 as a "translating portion," and a cam ball 3 as a "cam rolling element."

[0058] The drive cam 40 includes a drive cam main body 41, a drive cam specific shape portion 42, a drive cam plate portion 43, a drive cam outer cylinder portion 44, a drive cam groove 400, etc. The drive cam main body 41 is formed in a substantially annular plate shape. The drive cam specific shape portion 42 is formed to extend from the outer edge of the drive cam main body 41 at an angle relative to the axis of the drive cam main body 41. The drive cam plate portion 43 is formed in a substantially annular plate shape so as to extend radially outward from the end of the drive cam specific shape portion 42 opposite the drive cam main body 41. The drive cam outer cylinder portion 44 is formed in a substantially cylindrical shape so as to extend from the outer edge of the drive cam plate portion 43 to the opposite side of the drive cam specific shape portion 42. Here, the drive cam main body 41, the drive cam specific shape portion 42, the drive cam plate portion 43, and the drive cam outer cylinder portion 44 are integrally formed from, for example, metal.

[0059] The drive cam groove 400 is formed to extend in the circumferential direction of the drive cam body 41 while recessing from one end face, which is the face of the drive cam body 41 facing the drive cam specific shape portion 42, to the other end face. The drive cam groove 400 is formed so that the depth from one end face varies in the circumferential direction of the drive cam body 41. For example, three drive cam grooves 400 are formed at equal intervals in the circumferential direction of the drive cam body 41.

[0060] The drive cam 40 is provided between the housing inner cylindrical portion 121 and the housing outer cylindrical portion 123 so that the drive cam body 41 is located between the outer peripheral wall of the housing inner cylindrical portion 121 and the inner peripheral wall of the sun gear cylindrical portion 312 of the sun gear 31, and the drive cam plate portion 43 is located on the opposite side of the planetary gear 32 from the carrier body 331. The drive cam 40 is rotatable relative to the housing 12.

[0061] The second ring gear 35 is provided integrally with the drive cam 40 so that the inner peripheral wall of the end opposite to the end where the second ring gear teeth portion 351 is formed fits into the outer edge portion of the drive cam plate portion 43. The second ring gear 35 cannot rotate relative to the drive cam 40. In other words, the second ring gear 35 is provided to be rotatable integrally with the drive cam 40 as the "rotating portion." Therefore, when the torque from the electric motor 20 is reduced by the reducer 30 and output from the second ring gear 35, the drive cam 40 rotates relative to the housing 12. In other words, when the torque output from the reducer 30 is input to the drive cam 40, the drive cam 40 rotates relative to the housing 12.

[0062] The driven cam 50 has a driven cam main body 51, a driven cam specific shape portion 52, a driven cam plate portion 53, a cam-side spline groove portion 54, a driven cam groove 500, etc. The driven cam main body 51 is formed in a substantially annular plate shape. The driven cam specific shape portion 52 is formed to extend from the outer edge of the driven cam main body 51 at an angle with respect to the axis of the driven cam main body 51. The driven cam plate portion 53 is formed in a substantially annular plate shape so as to extend radially outward from the end of the driven cam specific shape portion 52 opposite the driven cam main body 51. Here, the driven cam main body 51, the driven cam specific shape portion 52, and the driven cam plate portion 53 are integrally formed from, for example, metal.

[0063] The cam-side spline grooves 54 are formed to extend in the axial direction on the inner peripheral wall of the driven cam body 51. A plurality of the cam-side spline grooves 54 are formed in the circumferential direction of the driven cam body 51.

[0064] The driven cam 50 is provided so that the driven cam body 51 is located on the opposite side of the rotor bearing 15 with respect to the drive cam body 41 and radially inward of the drive cam specific shape portion 42 and the drive cam plate portion 43, and the cam side spline groove portion 54 is spline-engaged with the housing side spline groove portion 127. This makes the driven cam 50 non-rotatable relative to the housing 12 but movable axially relative to the housing 12.

[0065] The driven cam groove 500 is formed to extend in the circumferential direction of the driven cam body 51 while recessing from one end face, which is the face of the driven cam body 51 facing the drive cam body 41, to the other end face. The driven cam groove 500 is formed so that the depth from one end face varies in the circumferential direction of the driven cam body 51. For example, three driven cam grooves 500 are formed at equal intervals in the circumferential direction of the driven cam body 51.

[0066] The drive cam groove 400 and the driven cam groove 500 are formed to have the same shape when viewed from the side of the drive cam body 41 facing the driven cam body 51, or the side of the driven cam body 51 facing the drive cam body 41.

[0067] The cam balls 3 are formed into a spherical shape from, for example, metal. The cam balls 3 are provided so as to be able to roll between the three drive cam grooves 400 and the three driven cam grooves 500. That is, a total of three cam balls 3 are provided.

[0068] In this way, the drive cam 40, the driven cam 50, and the cam ball 3 constitute the torque cam 2 as a "rolling body cam." When the drive cam 40 rotates relative to the housing 12 and the driven cam 50, the cam ball 3 rolls along the groove bottoms of the drive cam groove 400 and the driven cam groove 500.

[0069] As described above, the drive cam groove 400 and the driven cam groove 500 are formed so that their depths change in the circumferential direction of the drive cam 40 or the driven cam 50. Therefore, when the drive cam 40 rotates relative to the housing 12 and the driven cam 50 due to the torque output from the reducer 30, the cam ball 3 rolls in the drive cam groove 400 and the driven cam groove 500, and the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction, i.e., strokes.

[0070] In this way, the driven cam 50 has multiple driven cam grooves 500 formed on one end surface so as to sandwich the cam ball 3 between itself and the drive cam groove 400, and together with the drive cam 40 and the cam ball 3, constitutes the torque cam 2. When the drive cam 40 rotates relative to the housing 12, the driven cam 50 moves relative to the drive cam 40 and the housing 12 in the axial direction. Here, the driven cam 50 does not rotate relative to the housing 12 because the cam-side spline groove portion 54 is spline-engaged with the housing-side spline groove portion 127. Furthermore, although the drive cam 40 rotates relative to the housing 12, it does not move relative to the housing 12 in the axial direction.

[0071] The torque cam 2 is provided on one axial side of the electric motor 20 and converts rotational motion due to torque from the electric motor 20 into translational motion, which is relative movement in the axial direction with respect to the housing 12 .

[0072] In this embodiment, the clutch actuator 10 is equipped with a return spring 55 and a return spring retainer 56 as "biasing members." The return spring 55 is, for example, a coil spring, and is provided radially outside the housing inner cylindrical portion 121 on the side of the driven cam body 51 opposite to the drive cam body 41. One end of the return spring 55 abuts against the surface of the driven cam body 51 on the side opposite to the drive cam body 41.

[0073] The return spring retainer 56 has a retainer inner cylinder portion 561, a retainer plate portion 562, and a retainer outer cylinder portion 563. The retainer inner cylinder portion 561 is formed in a substantially cylindrical shape. The retainer plate portion 562 is formed in an annular plate shape so as to extend radially outward from one end of the retainer inner cylinder portion 561. The retainer outer cylinder portion 563 is formed in a substantially cylindrical shape so as to extend from the outer edge of the retainer plate portion 562 toward the retainer inner cylinder portion 561. The retainer inner cylinder portion 561, the retainer plate portion 562, and the retainer outer cylinder portion 563 are integrally formed from, for example, metal.

[0074] The return spring retainer 56 is fixed to the housing inner cylindrical portion 121 so that the inner peripheral wall of the retainer inner cylindrical portion 561 fits into the outer peripheral wall of the housing inner cylindrical portion 121. The other end of the return spring 55 abuts against the retainer plate portion 562 between the retainer inner cylindrical portion 561 and the retainer outer cylindrical portion 563.

[0075] The return spring 55 has a force that stretches in the axial direction, so that the driven cam 50 is biased toward the drive cam main body 41 by the return spring 55 with the cam ball 3 sandwiched between the driven cam 50 and the drive cam 40.

[0076] The output shaft 62 has a shaft portion 621, a plate portion 622, a tubular portion 623, and a friction plate 624 (see FIG. 2). The shaft portion 621 is formed in a substantially cylindrical shape. The plate portion 622 is formed integrally with the shaft portion 621 so as to extend radially outward from one end of the shaft portion 621 in an annular plate shape. The tubular portion 623 is formed integrally with the plate portion 622 so as to extend in a substantially cylindrical shape from the outer edge of the plate portion 622 toward the opposite side of the shaft portion 621. The friction plate 624 is formed in a substantially annular plate shape and is provided on the end surface of the plate portion 622 on the tubular portion 623 side. Here, the friction plate 624 cannot rotate relative to the plate portion 622. A clutch space 620 is formed inside the tubular portion 623.

[0077] An end of the input shaft 61 passes inside the housing inner cylindrical portion 121 and is located on the opposite side of the driven cam 50 from the drive cam 40. The output shaft 62 is provided coaxially with the input shaft 61 on the opposite side of the driven cam 50 from the drive cam 40. A ball bearing 142 is provided between the inner peripheral wall of the shaft portion 621 and the outer peripheral wall of the end of the input shaft 61. As a result, the output shaft 62 is supported by the input shaft 61 via the ball bearing 142. The input shaft 61 and the output shaft 62 are rotatable relative to the housing 12.

[0078] The clutch 70 is provided between the input shaft 61 and the output shaft 62 in the clutch space 620. The clutch 70 has an inner friction plate 71, an outer friction plate 72, and a locking portion 701. The inner friction plate 71 is formed in a substantially annular plate shape, and a plurality of inner friction plates 71 are provided so as to be lined up in the axial direction between the input shaft 61 and the cylindrical portion 623 of the output shaft 62. The inner edge portion of the inner friction plate 71 is spline-coupled to the outer peripheral wall of the input shaft 61. Therefore, the inner friction plate 71 is non-rotatable relative to the input shaft 61, but is movable relative to the input shaft 61 in the axial direction.

[0079] The outer friction plates 72 are formed in a substantially annular plate shape, and a plurality of them are provided so as to be lined up in the axial direction between the input shaft 61 and the cylindrical portion 623 of the output shaft 62. Here, the inner friction plates 71 and the outer friction plates 72 are arranged alternately in the axial direction of the input shaft 61. The outer friction plates 72 are provided so that their outer edge portions are spline-coupled to the inner circumferential wall of the cylindrical portion 623 of the output shaft 62. Therefore, the outer friction plates 72 cannot rotate relative to the output shaft 62, but can move relative to the output shaft 62 in the axial direction. Of the plurality of outer friction plates 72, the outer friction plate 72 located closest to the friction plate 624 can come into contact with the friction plate 624.

[0080] The locking portion 701 is formed in a substantially annular shape, and is provided so that its outer edge fits into the inner circumferential wall of the cylindrical portion 623 of the output shaft 62. The locking portion 701 can lock the outer edge of the outer friction plate 72 that is located closest to the driven cam 50 among the plurality of outer friction plates 72. This prevents the plurality of outer friction plates 72 and the plurality of inner friction plates 71 from falling off from inside the cylindrical portion 623. The distance between the locking portion 701 and the friction plate 624 is greater than the total thickness of the plurality of outer friction plates 72 and the plurality of inner friction plates 71.

[0081] In an engaged state in which the multiple inner friction plates 71 and the multiple outer friction plates 72 are in contact with each other, i.e., engaged with each other, a frictional force is generated between the inner friction plates 71 and the outer friction plates 72, and the relative rotation between the inner friction plates 71 and the outer friction plates 72 is restricted depending on the magnitude of the frictional force. On the other hand, in a disengaged state in which the multiple inner friction plates 71 and the multiple outer friction plates 72 are spaced apart from each other, i.e., not engaged with each other, no frictional force is generated between the inner friction plates 71 and the outer friction plates 72, and the relative rotation between the inner friction plates 71 and the outer friction plates 72 is not restricted.

[0082] When the clutch 70 is engaged, the torque input to the input shaft 61 is transmitted to the output shaft 62 via the clutch 70. On the other hand, when the clutch 70 is disengaged, the torque input to the input shaft 61 is not transmitted to the output shaft 62.

[0083] In this way, the clutch 70 transmits torque between the input shaft 61 and the output shaft 62. When the clutch 70 is in an engaged state, it allows the transmission of torque between the input shaft 61 and the output shaft 62, and when the clutch 70 is in a disengaged state, it blocks the transmission of torque between the input shaft 61 and the output shaft 62.

[0084] In this embodiment, the clutch device 1 is a so-called normally open type clutch device that is normally in a disengaged state.

[0085] The state-changing portion 80 has a disc spring 81, a disc spring retainer 82, and a disc spring thrust bearing 83, which serve as a "pressing portion" or an "elastic deformation portion." The disc spring retainer 82 has a retainer tubular portion 821 and a retainer flange portion 822. The retainer tubular portion 821 is formed in a substantially cylindrical shape. The retainer flange portion 822 is formed in an annular plate shape so as to extend radially outward from one end of the retainer tubular portion 821. The retainer tubular portion 821 and the retainer flange portion 822 are integrally formed, for example, from metal. The disc spring retainer 82 is provided on the driven cam 50 so that the other end of the retainer tubular portion 821 is connected to the end face of the driven cam plate portion 53 opposite to the drive cam 40. Here, the retainer tubular portion 821 and the driven cam plate portion 53 are connected, for example, by welding.

[0086] The disc spring 81 is provided so that its inner edge is located radially outside the retainer cylindrical portion 821, between the driven cam plate portion 53 and the retainer flange portion 822. The disc spring thrust bearing 83 is formed in an annular shape, and is provided radially outside the retainer cylindrical portion 821, between the driven cam plate portion 53 and the inner edge of the disc spring 81.

[0087] The disc spring retainer 82 is fixed to the driven cam 50 so that the retainer flange portion 822 can lock one axial end, i.e., the inner edge portion, of the disc spring 81. Therefore, the retainer flange portion 822 prevents the disc spring 81 and the disc spring thrust bearing 83 from falling off the disc spring retainer 82. The disc spring 81 is elastically deformable in the axial direction.

[0088] FIG. 3 is a cross-sectional view showing the clutch actuator 10 in a state where the state-changing unit 80 is not attached.

[0089] 1 and 2, when the cam ball 3 is located at a position (origin) corresponding to the deepest part of the drive cam groove 400, which is the farthest part in the axial direction of the drive cam body 41, i.e., the depth direction, from one end face of the drive cam body 41, and at a position (origin) corresponding to the deepest part of the driven cam groove 500, which is the farthest part in the axial direction of the driven cam body 51, i.e., the depth direction, from one end face of the driven cam body 51, the distance between the drive cam 40 and the driven cam 50 is relatively small, and a gap Sp1 is formed between the other axial end of the disc spring 81, i.e., the outer edge, and the clutch 70 (see FIG. 1). Therefore, the clutch 70 is in a disengaged state, and torque transmission between the input shaft 61 and the output shaft 62 is interrupted.

[0090] Here, during normal operation to change the state of the clutch 70, when power is supplied to the coil 22 of the electric motor 20 under the control of the ECU 100, the electric motor 20 rotates, torque is output from the reducer 30, and the drive cam 40 rotates relative to the housing 12. As a result, the cam ball 3 rolls from a position corresponding to the deepest part to one side in the circumferential direction of the drive cam groove 400 and the driven cam groove 500. As a result, the driven cam 50 moves axially relative to the housing 12 while compressing the return spring 55, i.e., moves toward the clutch 70 side. As a result, the disc spring 81 moves toward the clutch 70 side.

[0091] When the disc spring 81 moves toward the clutch 70 due to the axial movement of the driven cam 50, the gap Sp1 becomes smaller, and the other axial end of the disc spring 81 comes into contact with the outer friction plate 72 of the clutch 70. When the driven cam 50 moves further in the axial direction after the disc spring 81 comes into contact with the clutch 70, the disc spring 81 elastically deforms in the axial direction and pushes the outer friction plate 72 toward the friction plate 624. As a result, the multiple inner friction plates 71 and the multiple outer friction plates 72 engage with each other, and the clutch 70 enters an engaged state. This allows torque to be transmitted between the input shaft 61 and the output shaft 62.

[0092] At this time, the disc spring 81 rotates relative to the driven cam 50 and the disc spring retainer 82 while being supported by the disc spring thrust bearing 83. In this manner, the disc spring thrust bearing 83 supports the disc spring 81 while receiving a load from the disc spring 81 in the thrust direction.

[0093] When the clutch transmission torque reaches the clutch required torque capacity, the ECU 100 stops the rotation of the electric motor 20. As a result, the clutch 70 enters an engaged state in which the clutch transmission torque is maintained at the clutch required torque capacity. In this way, the disc spring 81 of the state change unit 80 receives an axial force from the driven cam 50, and can change the state of the clutch 70 between an engaged state and a disengaged state depending on the axial position of the driven cam 50 relative to the housing 12 and the drive cam 40.

[0094] The torque cam 2 also converts the rotational motion caused by the torque from the electric motor 20 into translational motion, which is relative axial movement with respect to the housing 12, and can change the state of the clutch 70 between an engaged state and a disengaged state.

[0095] The output shaft 62 has an end of the shaft portion 621 opposite to the plate portion 622 connected to an input shaft of a transmission (not shown) and is rotatable together with the input shaft. In other words, torque output from the output shaft 62 is input to the input shaft of the transmission. The torque input to the transmission is changed in speed by the transmission and output as drive torque to the drive wheels of the vehicle. This causes the vehicle to travel.

[0096] In this embodiment, the clutch device 1 includes an oil supply unit 5 (see FIGS. 1 and 2). The oil supply unit 5 is formed in the output shaft 62 in the shape of a passage so that one end is exposed to the clutch space 620. The other end of the oil supply unit 5 is connected to an oil supply source (not shown). As a result, oil is supplied from one end of the oil supply unit 5 to the clutch 70 in the clutch space 620.

[0097] The ECU 100 controls the amount of oil supplied from the oil supply unit 5 to the clutch 70. The oil supplied to the clutch 70 can lubricate and cool the clutch 70. Thus, in this embodiment, the clutch 70 is a wet clutch and can be cooled by oil.

[0098] In this embodiment, the torque cam 2 as the "rotation-translation part" forms an accommodation space 120 between the housing 12 and the drive cam 40 and second ring gear 35 as the "rotation part". Here, the accommodation space 120 is formed inside the housing 12 on the opposite side of the clutch 70 with respect to the drive cam 40 and the second ring gear 35. The electric motor 20 and the reducer 30 are provided in the accommodation space 120. The clutch 70 is provided in a clutch space 620, which is a space on the opposite side of the drive cam 40 from the accommodation space 120.

[0099] As shown in Fig. 3, the thrust bearing 16 has rollers 161, a race 162, and a backup plate 163 as "thrust bearing rolling elements." The race 162 is formed into an annular plate shape from, for example, metal. The rollers 161 are formed into a generally cylindrical shape from, for example, metal, and are provided so as to be able to roll in the circumferential direction of the race 162 while contacting one end face of the race 162. A plurality of rollers 161 are provided in the circumferential direction of the race 162.

[0100] The backup plate 163 has a plate main body 164 and a plate protrusion 165. The plate main body 164 is formed in a substantially annular shape. The plate protrusion 165 is formed in a substantially annular shape so as to protrude in the axial direction from the inner edge of the plate main body 164. The plate main body 164 and the plate protrusion 165 are integrally formed from, for example, metal.

[0101] The backup plate 163 is provided radially outside the housing inner cylindrical portion 121 so that the plate protrusion 165 abuts against the housing stepped surface 125. The race 162 is provided radially outside the housing inner cylindrical portion 121 so that the other end face abuts against the end face of the plate main body 164 opposite to the plate protrusion 165. The rollers 161 are provided between the race 162 and the drive cam main body 41 and can roll in the circumferential direction of the race 162 while contacting the end face of the race 162 facing the drive cam main body 41 and the face of the drive cam main body 41 facing the race 162.

[0102] The thrust bearing 16 bears the drive cam 40 while receiving a load in the thrust direction, i.e., the axial direction, from the drive cam 40. In this embodiment, the axial load from the clutch 70 acts on the thrust bearing 16 via the disc spring 81, disc spring thrust bearing 83, driven cam 50, cam ball 3, and drive cam 40.

[0103] In this embodiment, the clutch actuator 10 is equipped with an inner seal member 191 and an outer seal member 192 as "seal members." The inner seal member 191 is an oil seal formed into a ring shape from an elastic material such as rubber. The outer seal member 192 is an oil seal formed into a ring shape from an elastic material such as rubber and a metal ring.

[0104] The inner seal member 191 is provided in a seal groove 124 formed in the housing inner cylindrical portion 121. The inner seal member 191 is provided in the seal groove 124 so that the outer edge thereof can slide along the inner peripheral wall of the drive cam body 41.

[0105] The outer seal member 192 is provided between the housing outer cylinder portion 123 and the drive cam outer cylinder portion 44, on the opposite side of the second ring gear 35 from the first ring gear 34. The outer seal member 192 is provided on the housing outer cylinder portion 123 so that the seal lip portion on the inner edge can slide along the outer peripheral wall of the drive cam outer cylinder portion 44.

[0106] Here, the outer seal member 192 is provided so as to be positioned radially outward of the inner seal member 191 when viewed in the axial direction of the inner seal member 191 (see FIGS. 1 and 2).

[0107] As described above, the inner peripheral wall of the drive cam body 41 is slidable along with the inner seal member 191. In other words, the inner seal member 191 is provided so as to come into contact with the drive cam 40, which serves as the "rotating part." The inner seal member 191 provides an airtight or liquidtight seal between the drive cam body 41 and the housing inner cylindrical portion 121.

[0108] The outer peripheral wall of the drive cam outer cylinder portion 44 is slidable over a seal lip portion, which is the inner edge portion of the outer seal member 192. In other words, the outer seal member 192 is provided so as to come into contact with the drive cam 40, which serves as the "rotating portion." The outer seal member 192 provides an airtight or liquidtight seal between the outer peripheral wall of the drive cam outer cylinder portion 44 and the inner peripheral wall of the housing outer cylinder portion 123.

[0109] The inner seal member 191 and outer seal member 192 provided as described above can keep the accommodation space 120 that houses the electric motor 20 and the reducer 30 airtight or liquidtight, and can keep the space between the accommodation space 120 and the clutch space 620 in which the clutch 70 is provided airtight or liquidtight. As a result, even if foreign matter such as wear powder is generated in the clutch 70, the foreign matter can be prevented from entering the accommodation space 120 from the clutch space 620. Therefore, malfunctions of the electric motor 20 or the reducer 30 due to the foreign matter can be prevented.

[0110] The configuration of each part of this embodiment will be described in more detail below.

[0111] As shown in Figures 1-4, <1> The ECU 100 of this embodiment is a control device that controls a clutch actuator 10 used in a clutch device 1 that has a clutch 70 that changes state between an engaged state that allows torque transmission between an input shaft 61 and an output shaft 62 that are rotatable relative to each other, and a disengaged state that blocks torque transmission between the input shaft 61 and the output shaft 62.

[0112] Clutch actuator 10 has a housing 12, an electric motor 20, and a torque cam 2 as a "rotation-translation unit." Electric motor 20 has a stator 21 provided in housing 12, a coil 22 provided on stator 21, and a rotor 23 that can rotate relative to stator 21, and is capable of outputting torque from rotor 23 when energized. Torque cam 2 converts rotational motion due to torque from electric motor 20 into translational motion, and can change the state of clutch 70 between an engaged state and a disengaged state.

[0113] The ECU 100 includes an energization control unit 110 that controls energization of the electric motor 20, and a storage unit 130 that stores a predetermined advance angle amount.

[0114] <11> The electric motor 20 is a brushless DC motor, and has a magnet 230 as a "magnet" provided on the rotor 23. The clutch actuator 10 has a rotation angle sensor 170 that can output a signal based on the magnetic flux of the magnet 230. The ECU 100 can detect the rotation angle of the rotor 23 based on the signal from the rotation angle sensor 170.

[0115] More specifically, as shown in Fig. 4, 15 stator teeth 212 are formed at equal intervals around the circumferential direction of stator yoke 211. A coil 22 is provided on each of the 15 stator teeth 212. Twenty magnets 230 are provided at equal intervals around the circumferential direction of rotor 23 so that their magnetic poles alternate. Electric motor 20 is a three-phase, 20-pole, 15-slot brushless DC motor.

[0116] Three rotation angle sensors 170 are provided. Each of the three rotation angle sensors 170 is provided between two coils 22 adjacent to each other in the circumferential direction of the stator yoke 211. Each of the three rotation angle sensors 170 has a U-phase Hall IC 171, a V-phase Hall IC 172, and a W-phase Hall IC 173. The U-phase Hall IC 171, the V-phase Hall IC 172, and the W-phase Hall IC 173 generate a differential voltage such that a positive (+) voltage is generated when an N-pole magnetic field is applied, and a negative (-) voltage is generated when an S-pole magnetic field is applied.

[0117] 5, coil 22 includes U-phase coil 251, V-phase coil 252, and W-phase coil 253. One end of U-phase coil 251, V-phase coil 252, and W-phase coil 253 are electrically connected to each other. ECU 100 includes switching elements 271 to 276 and a current detection unit 181.

[0118] One end of switching element 271 is connected to the positive electrode of the battery, and the other end is connected to one end of switching element 272. The other end of switching element 272 is connected to ground. One end of switching element 273 is connected to the positive electrode of the battery, and the other end is connected to one end of switching element 274. The other end of switching element 274 is connected to ground. One end of switching element 275 is connected to the positive electrode of the battery, and the other end is connected to one end of switching element 276. The other end of switching element 276 is connected to ground.

[0119] Current detection unit 181 is provided between switching elements 271, 273, 275 and the positive electrode of the battery, and can detect the current flowing through U-phase coil 251, V-phase coil 252, and W-phase coil 253 by detecting the potential difference at that point.

[0120] The energization control unit 110 includes a drive control unit 111 , a drive timing calculation unit 112 , a displacement calculation unit 113 , a count unit 114 , a rotation angle signal processing unit 115 , a rotation number calculation unit 116 , and a detected current processing unit 117 .

[0121] The detected current processing unit 117 processes the current value detected by the current detection unit 181 and outputs the result to the drive timing calculation unit 112. The rotation angle signal processing unit 115 processes signals output from the U-phase Hall IC 171, the V-phase Hall IC 172, and the W-phase Hall IC 173 and outputs the results to the drive timing calculation unit 112, the counting unit 114, and the rotation speed calculation unit 116. The counting unit 114 increases or decreases a count value based on the signal output from the rotation angle signal processing unit 115 and outputs the count value to the displacement calculation unit 113. The displacement calculation unit 113 calculates the axial displacement of the disc spring 81 of the state change unit 80, i.e., the stroke amount, based on the count value output from the counting unit 114 and outputs the result to the drive timing calculation unit 112. The rotation speed calculation unit 116 calculates the rotation speed of the rotor 23, i.e., the electric motor 20, based on the signal output from the rotation angle signal processing unit 115 and outputs the result to the drive timing calculation unit 112.

[0122] The drive timing calculation unit 112 calculates the drive timing of the switching elements 271 to 276 based on the predetermined advance angle amount stored in the memory unit 130, the signal output from the rotation angle signal processing unit 115, the axial displacement of the disc spring 81 of the state change unit 80 output from the displacement calculation unit 113, the rotation speed of the rotor 23 output from the rotation speed calculation unit 116, and the current value output from the detected current processing unit 117, and outputs the calculated drive timing to the drive control unit 111. The drive control unit 111 outputs drive signals to the switching elements 271 to 276 based on the drive timing output from the drive timing calculation unit 112.

[0123] The switching elements 271-276 are turned on / off based on a drive signal output from the drive control unit 111. As a result, current flows through the U-phase coil 251, the V-phase coil 252, and the W-phase coil 253, causing the rotor 23 to rotate. In this way, the energization control unit 110 controls the operation of the switching elements 271-276 via the drive control unit 111, and controls the energization of the electric motor 20.

[0124] <9> The current control unit 110 controls current flow to the electric motor 20 by 120° rectangular wave current flow.

[0125] More specifically, U-phase coil 251, V-phase coil 252, and W-phase coil 253 are each 120° out of phase with each other, and repeat a cycle of being on for a 120° period to allow current to flow into the coil, off for a 60° period, on for a 120° period to allow current to flow out, and off for a 60° period again. The current flowing through U-phase coil 251, V-phase coil 252, and W-phase coil 253 is a square wave.

[0126] Next, the advance angle control by the energization control unit 110 will be described.

[0127] <1> Within the operating range of the clutch actuator 10, the region where the load acting on the torque cam 2 from the clutch 70 side is equal to or less than a predetermined value is defined as the "low load region," and the region where the load acting on the torque cam 2 from the clutch 70 side is greater than the predetermined value is defined as the "high load region."

[0128] 6, within the stroke section of the disc spring 81 of the clutch actuator 10, in the "backlash reduction section" of the clutch 70, which is the section up to the clutch touch point Ps1 where the disc spring 81 comes into contact with the clutch 70, the load applied to the torque cam 2 of the clutch actuator 10 is relatively small because it is only the load of the return spring 55. On the other hand, after the disc spring 81 comes into contact with the clutch 70, that is, in the "pressing force control section" which is the section from the clutch touch point Ps1 onwards, the load applied to the torque cam 2 of the clutch actuator 10 suddenly increases because a reaction force from the clutch 70 is applied.

[0129] In this embodiment, the predetermined value is the load L1 acting on the torque cam 2 from the clutch 70 side at the clutch touch point Ps1 where the disc spring 81 serving as the "pressing portion" of the clutch actuator 10 comes into contact with the clutch 70 (see FIG. 6).

[0130] In other words, <10> In this embodiment, the "low load region" corresponds to the "backlash reduction section" from when the disc spring 81 connected to the torque cam 2 as the "rotational translation section" contacts the clutch 70, and the "high load region" corresponds to the "pressing force control section" when the disc spring 81 presses the clutch 70.

[0131] <1> The power supply control unit 110 controls the electric motor 20 to advance based on the predetermined advance amount at least in the low load region.

[0132] More specifically, the energization control unit 110 performs advance angle control by anticipating the phase delay of the current flowing through the U-phase coil 251, V-phase coil 252, and W-phase coil 253 based on signals from the U-phase Hall IC 171, V-phase Hall IC 172, and W-phase Hall IC 173, and by advancing the phase of the applied voltage by the predetermined advance angle amount.

[0133] In this embodiment, the energization control unit 110 controls the advance angle of the electric motor 20 based on the predetermined advance angle amount when the load is in the low load range and when the load is in the high load range.

[0134] <2> The current supply control unit 110 can change the predetermined advance amount to a first advance amount or a second advance amount that is different from the first advance amount. The current supply control unit 110 advances the electric motor 20 based on the first advance amount in at least the "low load range" of the operating range of the clutch actuator 10, and advances the electric motor 20 based on the second advance amount in at least a part of the "high load range."

[0135] More specifically, the power supply control unit 110 controls the electric motor 20 to advance based on the first advance amount in the "low load region," and controls the electric motor 20 to advance based on the second advance amount in the "high load region."

[0136] <3> The first advance amount is greater than the second advance amount.

[0137] <4> The energization control unit 110 sets the first advance angle amount to 30 to 90° and performs advance angle control on the electric motor 20. That is, in the "low load region," i.e., the "backlash reduction section," the energization control unit 110 performs advance angle control by advancing the phases of the voltages applied to the U-phase coil 251, the V-phase coil 252, and the W-phase coil 253 by 30 to 90°.

[0138] <5> The energization control unit 110 sets the second advance angle amount to 0° and performs advance angle control on the electric motor 20. That is, in the "high load region," i.e., the "pressing force control section," the energization control unit 110 performs advance angle control by advancing the phase of the voltages applied to the U-phase coil 251, the V-phase coil 252, and the W-phase coil 253 by 0°. Therefore, it can be said that the energization control unit 110 does not actually perform advance angle control in the "high load region," i.e., the "pressing force control section."

[0139] <7> In this embodiment, the energization control unit 110 changes the predetermined advance angle amount to the first advance angle amount or the second advance angle amount based on the rotation angle of the rotor 23.

[0140] More specifically, the energization control unit 110 calculates the rotation angle of the rotor 23 based on the signal output from the rotation angle signal processing unit 115, and when the rotation angle of the rotor 23 exceeds or falls below the rotation angle corresponding to the boundary between the "low load region" i.e., the "backlash reduction section" and the "high load region" i.e., the "pressing force control section", the energization control unit 110 changes the predetermined advance angle amount to the first advance angle amount or the second advance angle amount.

[0141] FIG. 7 shows the relationship between the output torque (motor torque) of electric motor 20 and the rotation speed (motor rotation speed) of electric motor 20, i.e., the NT characteristics. The solid line in FIG. 7 shows the NT characteristics when advance angle control is performed, and the dashed line shows the NT characteristics when advance angle control is not performed. As shown in FIG. 7, in the region where motor torque is small, the motor rotation speed is higher when advance angle control is performed than when advance angle control is not performed. On the other hand, in the region where motor torque is large, the motor rotation speed is higher when advance angle control is not performed than when advance angle control is performed. Furthermore, the maximum torque that can be output is higher when advance angle control is not performed than when advance angle control is performed.

[0142] In this embodiment, in the "low load region," i.e., the "backlash elimination section," advance angle control is performed to increase the motor rotation speed, improve the responsiveness of the clutch actuator 10, and shorten the time required for the disc spring 81 to come into contact with the clutch 70 in the "backlash elimination section."

[0143] On the other hand, in the "high load region," i.e., the "pressing force control section," advance angle control is not substantially performed, thereby increasing the maximum torque that can be output by the electric motor 20 and suppressing a decrease in the maximum load pressing the clutch 70 in the "pressing force control section."

[0144] Next, a method for manufacturing the ECU 100 will be described.

[0145] <12> The manufacturing method of the ECU 100 as the "control device" includes a measurement step and an advance amount calculation step.

[0146] In the measurement step, the induced voltage generated in the coil 22 and the signal from the rotation angle sensor 170 are measured while the rotor 23 is forcibly rotated from the outside.

[0147] More specifically, as shown in FIG. 8(A), the rotor 23 of the clutch actuator 10 is forcibly rotated at a low speed from the outside via a high-resolution rotation angle detector 9, and the induced voltage generated in the coil 22 at that time and the signals output from the U-phase Hall IC 171, V-phase Hall IC 172, and W-phase Hall IC 173 of the rotation angle sensor 170 are measured.

[0148] An example of the measurement results in the measurement process is shown in Figure 9. As shown in Figure 9, the phase of the Hall IC output signal (solid line), which is the actual measured value of the signal output from, for example, the U-phase Hall IC 171, lags behind the phase of the induced voltage generated in, for example, the U-phase coil 251. The phase delay of this Hall IC output signal differs for each individual clutch actuator 10.

[0149] In the lead angle calculation step, an amount of lead angle that satisfies a predetermined condition is calculated as the predetermined lead angle amount based on the induced voltage measured in the measurement step and the rising phase difference of the signal from the rotation angle sensor 170.

[0150] More specifically, as shown in Figure 9, the point where the Hall IC output signal rises after 30° electrical angle (θ0) has passed since the rise of the induced voltage is the lead angle neutral point (lead angle amount 0°). The angle lead amount in electrical angle from the lead angle neutral point is called the "lead angle amount."

[0151] The relationship between the advance angle amount and the no-load motor rotation speed, which is the rotation speed of the electric motor 20 when no load is applied, is shown in Figure 10. As shown in Figure 10, the no-load motor rotation speed is maximized when the advance angle amount is θL. Note that the advance angle θL at which the no-load motor rotation speed is maximized differs for each individual clutch actuator 10.

[0152] In the lead-angle calculation step, the lead-angle amount θL that maximizes (best) the no-load motor rotation speed as a motor characteristic under predetermined conditions is defined as the optimal lead-angle amount θL, and the lead-angle amount correction value θC (see FIG. 9) for the actual measurement value is calculated as the predetermined lead-angle amount.

[0153] <13> In this embodiment, the ECU 100 and the clutch actuator 10 are provided integrally.

[0154] More specifically, as shown in FIGS. 8A and 8B, the ECU 100 is integrally attached to the housing 12 of the clutch actuator 10, for example.

[0155] The manufacturing method of the ECU 100 further includes an advance amount storage step in which the predetermined advance amount calculated in the advance amount calculation step is stored in the storage unit 130 of the ECU 100.

[0156] More specifically, as shown in FIG. 8B, the predetermined advance amount calculated in the advance amount calculation step, that is, the advance amount correction value θC, is stored in the storage unit 130 of the ECU 100.

[0157] As shown in Fig. 8(C), after the advance angle amount storing step, the integrated clutch actuator 10 and ECU 100 are mounted on the transmission 8. Thereafter, the transmission 8 is mounted on the vehicle.

[0158] Generally, applying advance angle control to clutch control poses the following problems. To reduce costs, conventional brushless DC motors use multiple rotation angle sensors, such as Hall ICs, to detect the motor's rotation angle, and then use a drive circuit to energize the motor's U, V, and W phases accordingly, for example, by energizing each of the three phases with a 120° rectangular wave. However, accurate energization control is not always possible due to various manufacturing variability factors, such as variations in the mounting angle of the rotation angle sensors, the accuracy of the magnet assembly position on the rotor, the accuracy of the sensor magnet assembly position, and the position accuracy of the stator teeth during manufacturing.

[0159] For example, when considering the mounting angle variation of a Hall IC used as a rotational angle sensor, if a motor has 20 rotor poles, 15 stator teeth, and is controlled with a 120° square-wave current, a mechanical angle of 360° / 20 poles / 3 ICs x 6 = 36° corresponds to an electrical angle of 360°. In other words, 1° of mechanical angle corresponds to 10° of electrical angle. In this case, assuming that the mounting variation of the Hall IC is, for example, ±3°, the electrical angle will vary by ±30°. This variation in the mounting angle of the rotational angle sensor, along with the various other variations mentioned above, causes large variations in the control advance angle. As a result, large variations occur between individual motors in the NT characteristics (rotation speed-torque characteristics), including the no-load rotation speed (see Figure 11). This causes large variations in the responsiveness of the backlash-reducing section between individual clutch actuators, potentially resulting in a longer clutch engagement time depending on the individual vehicle.

[0160] Methods for compensating for variations in rotation angle detection means to perform more accurate advance angle control are disclosed in, for example, Japanese Patent Application Laid-Open Nos. 2005-12955 and 2012-85370. However, neither of these methods takes into consideration all of the many possible causes of variation, and are therefore insufficient for achieving appropriate advance angle control.

[0161] In the ECU 100 manufactured through the above-described process, the optimum advance amount, which differs for each individual clutch actuator 10, is used as the predetermined advance amount, and the current control unit 110 can perform advance control of the electric motor 20, thereby suppressing performance variations between individual clutch actuators 10.

[0162] As explained above, <1> The ECU 100 serving as a "control device" in this embodiment includes an energization control unit 110 that controls energization of the electric motor 20, and a storage unit 130 that stores a predetermined advance angle amount. If the region within the operating range of the clutch actuator 10 where the load acting on the torque cam 2 serving as the "rotational / translation unit" from the clutch 70 side is equal to or less than a predetermined value is defined as a "low load region," and the region where the load acting on the torque cam 2 from the clutch 70 side is greater than the predetermined value is defined as a "high load region," then the energization control unit 110 controls the advance angle of the electric motor 20 based on the predetermined advance angle amount at least when in the low load region.

[0163] For example, if the predetermined advance angle amount is set to a large value in the low load region and advance angle control is performed, and the predetermined advance angle amount is set to a small value or 0° in the high load region and advance angle control is performed, the responsiveness of clutch actuator 10 can be improved in the section corresponding to the clutch 70 backlash reduction section, and a decrease in the maximum load pressing clutch 70 can be suppressed in the section corresponding to the pressing force control section.

[0164] Therefore, the responsiveness of the clutch actuator 10 can be improved and a decrease in the maximum load pressing the clutch 70 can be suppressed without increasing the power consumption or size of the clutch actuator 10 as the controlled object.

[0165] Also, <2> In this embodiment, the energization control unit 110 can change the predetermined advance amount to a first advance amount or a second advance amount that is different from the first advance amount. The energization control unit 110 advances the electric motor 20 based on the first advance amount in at least the "low load range" of the operating range of the clutch actuator 10, and advances the electric motor 20 based on the second advance amount in at least a part of the "high load range."

[0166] Also, <3> In this embodiment, the first advance amount is greater than the second advance amount.

[0167] Also, <4> In this embodiment, the energization control unit 110 sets the first advance angle amount to 30 to 90 degrees and controls the electric motor 20 to advance.

[0168] Also, <5> In this embodiment, the energization control unit 110 sets the second advance angle amount to 0° and controls the electric motor 20 to advance.

[0169] Also, <10> In this embodiment, the "low load region" is the region up to when the disc spring 81 connected to the torque cam 2 as the "rotational translation part" comes into contact with the clutch 70, and the "high load region" is the region when the disc spring 81 presses against the clutch 70.

[0170] As described above, in the "low load region" corresponding to the "backlash elimination region," the predetermined advance angle value is set to 30 to 90° as a first advance angle value to perform advance angle control, and in the "high load region" corresponding to the "pressing force control region," the predetermined advance angle value is set to 0° as a second advance angle value to perform advance angle control. This makes it possible to reliably improve the responsiveness of clutch actuator 10 in the region corresponding to the backlash elimination region of clutch 70, and to reliably suppress a decrease in the maximum load pressing clutch 70 in the region corresponding to the pressing force control region.

[0171] Also, <7> In this embodiment, the energization control unit 110 changes the predetermined advance angle amount to the first advance angle amount or the second advance angle amount based on the rotation angle of the rotor 23.

[0172] Therefore, the timing for changing the predetermined advance angle amount to the first advance angle amount or the second advance angle amount can be determined with a simple configuration without using, for example, a stroke sensor or the like that detects the stroke amount of the "pressing portion."

[0173] Also, <9> In this embodiment, the energization control unit 110 controls energization of the electric motor 20 by 120° rectangular wave energization.

[0174] Therefore, the control circuit in the ECU 100 can be simplified, and costs can be reduced.

[0175] Also, <11> In this embodiment, the electric motor 20 is a brushless DC motor, and has a magnet 230 as a "magnet" provided on the rotor 23. The clutch actuator 10 has a rotation angle sensor 170 that can output a signal based on the magnetic flux of the magnet 230. The ECU 100 can detect the rotation angle of the rotor 23 based on the signal from the rotation angle sensor 170.

[0176] Therefore, it is possible to use an inexpensive rotation angle sensor such as a Hall IC that can output an ON / OFF signal, which simplifies the configuration and reduces costs.

[0177] Also, <12> The manufacturing method of ECU 100 as a "control device" of this embodiment includes a measurement step and an advance angle calculation step. In the measurement step, the rotor 23 is forcibly rotated from the outside while measuring the induced voltage generated in coil 22 and the signal from rotation angle sensor 170. In the advance angle calculation step, an advance angle that satisfies a predetermined condition is calculated as the predetermined advance angle based on the induced voltage measured in the measurement step and the rising phase difference of the signal from rotation angle sensor 170.

[0178] Also, <13> In this embodiment, the ECU 100 and the clutch actuator 10 are provided integrally. The manufacturing method of the ECU 100 further includes an advance amount storage step. In the advance amount storage step, the predetermined advance amount calculated in the advance amount calculation step is stored in the storage unit 130 of the ECU 100.

[0179] In the ECU 100 manufactured through the above-described measurement process, advance angle calculation process, and advance angle storage process, the optimum advance angle, which differs for each individual clutch actuator 10, is used as the predetermined advance angle, and the current control unit 110 can perform advance angle control of the electric motor 20, thereby suppressing performance variations between individual clutch actuators 10.

[0180] (Second embodiment) A method for manufacturing the control device according to the second embodiment will be described with reference to Fig. 12. The second embodiment differs from the first embodiment in the arrangement of the control device and the clutch actuator, and in part of the manufacturing method.

[0181] <12> Similar to the first embodiment, the manufacturing method of ECU 100 as a "control device" of this embodiment includes a measurement step and an advance angle calculation step. In the measurement step, the rotor 23 is forcibly rotated from the outside while measuring the induced voltage generated in coil 22 and the signal from rotation angle sensor 170 (see FIG. 12A). In the advance angle calculation step, an advance angle that satisfies a predetermined condition is calculated as the predetermined advance angle based on the induced voltage measured in the measurement step and the rising phase difference of the signal from rotation angle sensor 170.

[0182] <14> In this embodiment, the ECU 100 and the clutch actuator 10 are provided separately. The manufacturing method of the ECU 100 as the "control device" of this embodiment further includes a first storage medium affixing and marking step. In the first storage medium affixing and marking step, information about the predetermined advance amount calculated in the advance amount calculation step is stored in a first storage medium 201, and the first storage medium 201 is affixed to or marked on the clutch actuator 10.

[0183] More specifically, in the first storage medium affixing and engraving process, information on the predetermined advance angle amount calculated in the advance angle amount calculation process is stored in a first storage medium 201 such as a QR code (registered trademark), and the first storage medium 201 is affixed or engraved on the housing 12 of the clutch actuator 10 or the like (see (B) of Figure 12).

[0184] <15> The manufacturing method of the ECU 100 as the "control device" of this embodiment further includes an advance angle amount storage step in which the predetermined advance angle amount is stored in the storage unit 130 of the ECU 100 based on the information stored in the first storage medium 201 in the first storage medium affixing and marking step.

[0185] More specifically, information on the predetermined advance angle amount is read from first storage medium 201 attached or engraved on housing 12 or the like of clutch actuator 10, and is stored in storage unit 130 of ECU 100 (see FIG. 12(C)).

[0186] As shown in Figure 12 (D), after the advance angle amount storing step, the clutch actuator 10 is mounted on the transmission 8. Thereafter, the transmission 8 is mounted on the vehicle together with the ECU 100, which has stored the predetermined advance angle amount in the storage unit 130 in the advance angle amount storing step.

[0187] As described above, in the ECU 100 manufactured through the above-mentioned measurement process, advance angle amount calculation process, first storage medium affixing and stamping process, even if the ECU 100 and clutch actuator 10 are provided separately, as in the first embodiment, the optimum advance angle amount that differs for each individual clutch actuator 10 can be used as the predetermined advance angle amount, and the current supply control unit 110 can perform advance angle control of the electric motor 20, thereby suppressing performance variations between individual clutch actuators 10.

[0188] (Third embodiment) A method for manufacturing the control device according to the third embodiment will be described with reference to Fig. 13. The manufacturing method of the third embodiment is partially different from that of the second embodiment.

[0189] <12> Similar to the second embodiment, the manufacturing method of ECU 100 as a "control device" of this embodiment includes a measurement step and an advance angle calculation step. In the measurement step, the rotor 23 is forcibly rotated from the outside while measuring the induced voltage generated in coil 22 and the signal from rotation angle sensor 170 (see FIG. 13A). In the advance angle calculation step, an advance angle that satisfies a predetermined condition is calculated as the predetermined advance angle based on the induced voltage measured in the measurement step and the rising phase difference of the signal from rotation angle sensor 170.

[0190] <14> In this embodiment, as in the second embodiment, the ECU 100 and the clutch actuator 10 are provided separately. As in the second embodiment, the method of manufacturing the ECU 100 as the "control device" of this embodiment further includes a first storage medium affixing and marking step. In the first storage medium affixing and marking step, information about the predetermined advance amount calculated in the advance amount calculation step is stored in a first storage medium 201, and the first storage medium 201 is affixed to or marked on the clutch actuator 10.

[0191] More specifically, in the first storage medium affixing and engraving process, information on the predetermined advance angle amount calculated in the advance angle amount calculation process is stored in a first storage medium 201, such as a QR code, and the first storage medium 201 is affixed or engraved on the housing 12 of the clutch actuator 10 or the like (see (B) of Figure 13).

[0192] <16> The manufacturing method of ECU 100 as the "control device" of this embodiment further includes a second storage medium affixing and marking step and an advance angle amount storing step. In the second storage medium affixing and marking step, the information stored in first storage medium 201 in the first storage medium affixing and marking step is stored in second storage medium 202, such as a QR code, and second storage medium 202 is affixed or marked to transmission 8 on which clutch actuator 10 is mounted.

[0193] More specifically, information on the predetermined advance angle amount is read from a first storage medium 201 attached or engraved on the housing 12 of the clutch actuator 10 or the like, and stored in a second storage medium 202 (see (C) of Figure 13), and the second storage medium 202 is attached or engraved on the housing of the transmission 8 or the like.

[0194] In the advance angle amount storing step, the predetermined advance angle amount is stored in the storage unit 130 of the ECU 100 based on the information stored in the second storage medium 202 in the second storage medium affixing and marking step.

[0195] More specifically, after the second storage medium affixing and stamping step, the clutch actuator 10 is assembled to the transmission 8. Thereafter, at the vehicle factory, the information on the predetermined advance angle amount is read from the second storage medium 202 affixed or stamped on the housing or the like of the transmission 8, and is stored in the memory unit 130 of the ECU 100 (see (D) of FIG. 13).

[0196] As described above, in the ECU 100 manufactured through the above-mentioned measurement process, advance angle amount calculation process, first storage medium affixing and stamping process, second storage medium affixing and stamping process, even if the ECU 100 and clutch actuator 10 are provided separately and the ECU 100 is supplied separately from the transmission 8 during the vehicle assembly process, as in the second embodiment, the optimum advance angle amount which differs for each individual clutch actuator 10 can be used as the predetermined advance angle amount, and the current supply control unit 110 can perform advance angle control of the electric motor 20, thereby suppressing performance variations between individual clutch actuators 10.

[0197] (Other embodiments) In the above-described embodiment, within the operating range of the clutch actuator 10, the region where the applied load acting on the torque cam 2 from the clutch 70 side is equal to or less than a predetermined value is defined as the "low applied load region," and the region where the applied load acting on the torque cam 2 from the clutch 70 side is greater than the predetermined value is defined as the "high applied load region." An example has been shown in which the predetermined value is the applied load L1 acting on the torque cam 2 from the clutch 70 side at the clutch touch point Ps1 where the disc spring 81 serving as the "pressing portion" of the clutch actuator 10 comes into contact with the clutch 70 (see FIG. 6). In contrast, in other embodiments, the predetermined value may be a value other than the applied load L1 acting on the torque cam 2 from the clutch 70 side at the clutch touch point Ps1. In this case, the "low applied load region" and the "high applied load region" do not coincide with or correspond to the "backlash reduction section" and the "pressing force control section."

[0198] In the above-described embodiment, the first advance angle amount is set to 30 to 90 degrees. However, in other embodiments, the first advance angle amount may be set to a value other than 30 to 90 degrees.

[0199] In addition, in the above-described embodiment, an example was shown in which the second advance angle amount was set to 0°. However, in other embodiments, the second advance angle amount may be set to a value other than 0°.

[0200] Also, <6> In another embodiment, the energization control unit 110 may change the predetermined advance amount to the first advance amount or the second advance amount based on the translational displacement of the driven cam 50 of the torque cam 2 serving as the "rotational translation unit." In this case, the translational displacement of the driven cam 50 may be detected by a sensor capable of detecting the axial position of the driven cam 50.

[0201] Also, <8> In another embodiment, the energization control unit 110 may change the predetermined amount of advance angle to the first amount of advance angle or the second amount of advance angle based on either the current supplied to the electric motor 20 or the rotation speed of the rotor 23. In this case, the timing for changing the predetermined amount of advance angle to the first amount of advance angle or the second amount of advance angle can be determined with a simple configuration.

[0202] In another embodiment, the energization control unit 110 may use sine wave energization to control the energization of the electric motor 20. In this case, the control accuracy and efficiency of the electric motor 20 can be improved, and noise from the electric motor 20 can be reduced.

[0203] Furthermore, in the above-described embodiment, an example has been shown in which a matrix-type two-dimensional code such as a QR code is used as the first storage medium 201 and the second storage medium 202. In contrast to this, in other embodiments, the first storage medium 201 and the second storage medium 202 may be any storage medium as long as they are capable of storing information relating to the predetermined amount of advance angle.

[0204] In other embodiments, the rotation-translation unit is not limited to a torque cam, and may be any unit such as a ball screw, a sliding screw, a shift drum, or a planetary roller screw, as long as it is capable of converting rotational motion due to torque from the electric motor into translational motion.

[0205] In other embodiments, the number of drive cam grooves 400 and driven cam grooves 500 may be three or more. The number of cam balls 3 may also be set to match the number of drive cam grooves 400 and driven cam grooves 500.

[0206] Furthermore, the present invention is not limited to vehicles that run on driving torque from an internal combustion engine, but can also be applied to electric vehicles, hybrid vehicles, and the like that can run on driving torque from a motor.

[0207] In another embodiment, torque may be input from the "second transmission unit" and output from the "first transmission unit" via the "clutch." For example, if one of the "first transmission unit" or the "second transmission unit" is fixed so that it cannot rotate, the rotation of the other of the "first transmission unit" or the "second transmission unit" can be stopped by engaging the "clutch." In this case, the clutch device can be used as a brake device.

[0208] As such, the present disclosure is not limited to the above-described embodiments, and can be implemented in various forms without departing from the spirit of the present disclosure.

[0209] The control device and methods described herein may be implemented by a special-purpose computer configured with a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control device and methods described herein may be implemented by a special-purpose computer configured with a processor comprising one or more dedicated hardware logic circuits. Alternatively, the control device and methods described herein may be implemented by one or more special-purpose computers configured with a processor and memory programmed to perform one or more functions in combination with a processor configured with one or more hardware logic circuits. Furthermore, the computer program may be stored in a computer-readable non-transitory tangible storage medium as instructions executed by a computer. [Explanation of symbols]

[0210] 1 clutch device, 2 torque cam (rotational / translation part), 10 clutch actuator, 12 housing, 20 electric motor, 21 stator, 22 coil, 23 rotor, 61 input shaft (first transmission part), 62 output shaft (second transmission part), 70 clutch, 100 ECU (control device), 110 current supply control part, 130 memory part

Claims

1. A control device for controlling a clutch actuator (10) used in a clutch device (1) including a clutch (70) that changes its state between an engaged state that allows torque transmission between a first transmission part (61) and a second transmission part (62) that are rotatable relative to each other and a disengaged state that interrupts torque transmission between the first transmission part and the second transmission part, The clutch actuator a housing (12); an electric motor (20) having a stator (21) provided in the housing, a coil (22) provided in the stator, and a rotor (23) rotatable relative to the stator, and capable of outputting torque from the rotor when current is applied; a rotation-translation unit (2) that converts rotational motion due to torque from the electric motor into translational motion and is capable of changing the state of the clutch between an engaged state and a disengaged state; The control device an energization control unit (110) that controls energization of the electric motor; a storage unit (130) for storing a predetermined advance angle amount; Within the operating range of the clutch actuator, a range where the load acting on the rotational / translation portion from the clutch side is equal to or less than a predetermined value is defined as a "low load range," and a range where the load acting on the rotational / translation portion from the clutch side is greater than the predetermined value is defined as a "high load range." The power supply control unit at least in the low load region, controlling the electric motor to advance based on the predetermined advance amount; The electric motor is a brushless DC motor and has a magnet (230) provided on the rotor; The clutch actuator has a rotation angle sensor (170) that can output a signal based on the magnetic flux of the magnet, The rotation angle of the rotor can be detected based on a signal from the rotation angle sensor, The control device sets the predetermined advance angle amount based on the difference in rising phase between the induced voltage generated in the coil when the rotor is forcibly rotated from the outside without current being applied to the coil and the signal output from the rotation angle sensor, and based on the advance angle amount when the no-load motor rotation speed, which is the rotation speed of the electric motor when no load is applied, is maximum.

2. A control device as described in Claim 1, wherein the advance angle amount when the motor no-load rotation speed, which is the rotation speed of the electric motor when no load is present, is the maximum, is the angle advance amount in electrical angle from the advance angle neutral, which is a position 30° electrical angle from the rise of the induced voltage.

3. The power supply control unit the predetermined advance angle amount is changeable to a first advance angle amount or a second advance angle amount that is a value different from the first advance angle amount, an advance angle control of the electric motor based on the first advance angle amount in at least the low load region of the clutch actuator operation region; 3. The control device according to claim 1, wherein the electric motor is controlled to advance based on the second advance amount in at least a part of the high load region.

4. The control device according to claim 3 , wherein the first advance amount is greater than the second advance amount.

5. 5. The control device according to claim 3, wherein the power supply control unit sets the first advance angle amount to 30 to 90 degrees and controls the electric motor to advance.

6. 6. The control device according to claim 3, wherein the power supply control unit sets the second advance angle amount to 0° and performs advance angle control on the electric motor.

7. 7. The control device according to claim 3, wherein the current supply control unit changes the predetermined advance angle amount to the first advance angle amount or the second advance angle amount based on the translational displacement of the rotational translation unit.

8. 7. The control device according to claim 3, wherein the power supply control unit changes the predetermined advance angle amount to the first advance angle amount or the second advance angle amount based on a rotation angle of the rotor.

9. 7. The control device according to claim 3, wherein the current supply control unit changes the predetermined advance angle amount to the first advance angle amount or the second advance angle amount based on either an electric current supplied to the electric motor or a rotation speed of the rotor.

10. The control device according to any one of claims 1 to 9, wherein the current control unit controls current flow to the electric motor by 120° rectangular wave current flow.

11. The low load region is a region corresponding to a "backlash-reducing section" between the rotation-translation portion or the pressing portion (81) connected to the rotation-translation portion and the clutch, The control device according to any one of claims 1 to 10, wherein the high load region corresponds to a "pressing force control section" when the rotation-translation portion or the pressing portion presses the clutch.

12. A method for manufacturing a control device (100) according to any one of claims 1 to 11, comprising: a measuring step of measuring an induced voltage generated in the coil and a signal from the rotation angle sensor while forcibly rotating the rotor from the outside; a lead-angle amount calculation step of calculating a lead-angle amount that satisfies a predetermined condition based on the induced voltage measured in the measurement step and a rising phase difference of a signal from the rotation angle sensor, as the predetermined lead-angle amount; A method for manufacturing a control device comprising:

13. The control device and the clutch actuator are integrally provided, an advance angle amount storage step of storing the predetermined advance angle amount calculated in the advance angle amount calculation step in the storage unit; The method for manufacturing a control device according to claim 12, further comprising:

14. The control device and the clutch actuator are provided separately, a first storage medium affixing / marking step of storing information on the predetermined advance angle amount calculated in the advance angle amount calculation step in a first storage medium (201) and affixing or marking the first storage medium to the clutch actuator; The method for manufacturing a control device according to claim 12, further comprising:

15. an advance angle amount storage step of storing the predetermined advance angle amount in the storage unit based on the information stored in the first storage medium in the first storage medium affixing and marking step; The method of claim 14 further comprising:

16. a second storage medium affixing and marking step of storing the information stored in the first storage medium in the first storage medium affixing and marking step in a second storage medium (202) and affixing or marking the second storage medium to a transmission (8) in which the clutch actuator is mounted; an advance angle amount storage step of storing the predetermined advance angle amount in the storage unit based on the information stored in the second storage medium in the second storage medium affixing and marking step; The method of claim 14 further comprising:

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