Patent Application
20050092569
The present invention relates to an electromechanical actuator for a clutch of a motor vehicle provided with a robotized or automatic gearbox. In a motor vehicle of this type, no clutch pedal is provided for direct operation by the driver, but the clutch is operated by one or more actuators controlled by one or more electronic control units which manage the operation of both the gearbox and the clutch. Generally a first hydraulic actuator for operating the clutch directly and a second electrical actuator which controls the hydraulic actuator are provided, thus forming a servo-assisted control system.
As is well known, the main functions a clutch actuator has to carry out are to control the disengagement and engagement of the clutch and to stably maintain the disengaged position. From the results of tests conducted on motor vehicles it has been found that each of the aforesaid functions can be associated with a specific actuation time corresponding to acceptable driving comfort. The values of these actuation times have turned out to be different from each other and they cannot be reduced to a single mathematical function.
The electromechanical actuators used at the present time make use of operating mechanisms (of the rod and crank type, for example) which enable to achieve a single movement law and therefore do not meet the requirement of implementing specific movement laws for each stage of the clutch operating cycle.
An example of an electromechanical actuator for controlling a hydraulic actuator for operating a clutch of a motor vehicle is known from International Patent Application WO01/76905. The electromechanical actuator described in this prior art document comprises a mechanism for converting the rotary motion of a crank pin, rotated by an electric motor or geared motor about an axis of rotation different from its own axis, into the translational motion of an operating member which operates a piston of a hydraulic actuator. The motion conversion mechanism comprises a slidable plate having a shaped slot in which the crank pin engages. The plate is mounted in a guide orientated along a direction perpendicular to the axis of rotation of the crank pin and passing through this axis, and carries the aforesaid operating member at one end. A notch defining a stable rest position corresponding to the engaged clutch condition is formed in the plate. To fully disengage the clutch, the crank pin has to be rotated through 180°.
According to this known solution, the modification of the profile of the shaped slot in which the crank pin slides makes it possible to vary only the operating force as a result of the variation of the lever arm. Additionally, the linear movement of the operating member obtained with this mechanism is necessarily symmetrical at every 90-degree angular interval. Both of these constraints limit the possibility of modulating the disengagement and engagement of the clutch in a fully independent way.
Furthermore, with such an actuator it is necessary to use an electromagnet to enable the motion conversion mechanism to be kept stably in the clutch disengagement position for long periods (for example, where a gear has been engaged and the clutch is disengaged while the vehicle is stationary). This is because, even if the clutch operating force acts in a directional orthogonal to, and passing through, the axis of rotation of the electric motor or geared motor, the clutch disengagement position is not stable when the system is subject to stresses (such as vibrations).
It is also known that a clutch actuator must be capable of providing comfort characteristics which differ according to the user's requirements, and also according to the safety requirements of the vehicle (in case of emergency braking, for example). To enable these comfort characteristics to be obtained, the electric motor must be designed suitably, with allowance for the inertial masses of the motor itself and the components of the reduction unit. The required comfort characteristics are thus obtained by a control strategy which is not entirely compatible with the characteristics of the electric motor, since continuous inversions of polarization have to be controlled and the motor must therefore be oversized, thus increasing the power consumption and the breakaway starting current required from the battery of the motor vehicle.
The object of the present invention is to provide an electromechanical actuator for a clutch of a motor vehicle which makes it possible to overcome the drawbacks discussed above.
This and other objects are achieved according to the invention by means of an electromechanical actuator having the characteristics defined in the characterizing part of claim 1. Further advantageous characteristics of the invention are defined in the dependent claims.
Thanks to an electromechanical actuator according to the present invention, the disengaged clutch position can be reached by a rotation of less than 180°. Furthermore, the stages of disengagement and engagement of the clutch can be modulated in a completely asymmetric way, in other words by making the disengagement and engagement times depend solely on the characteristic curve of the clutch (torque transmitted as a function of the position). It is also possible to dispense with an electromagnet or similar device for keeping the clutch disengaged for long periods.
The characteristics and advantages of the invention will become apparent from the following detailed description, provided purely by way of non limiting example, with reference to the attached drawings, in which:
The electromechanical actuator, generally indicated 20, substantially comprises an electric motor 21 (of a known type), reduction unit 22 (also of a known type, for example with a cascade of gears), and a cam-type operating member 23 mounted on an output shaft 24 of the reduction unit 22. The operating cam 23 has the function of converting the continuous rotary motion imparted to it by the motor 21 through the reduction unit 22 into the reciprocating rectilinear motion of a driven member 25 made in the form of a cylindrical element slidable in the direction of its own axis. In turn, the driven member 25 transmits the motion to a slider or plunger 26 housed in a hydraulic cartridge 27 connected by a connector 28 to the tube 15 which supplies the hydraulic actuator 11. The movement of the slider 26 causes a corresponding displacement of liquid in the tube 15 and consequently an exchange of hydraulic energy with the actuator 11.
A speed sensor 29 of a known type is provided to monitor the rotation speed of the electric motor 21. An absolute electronic sensor (not shown) is also provided to detect the disengaged position of the clutch. This sensor can be a linear sensor coupled to the driven member 25 or a rotation sensor coupled to the operating cam 23. The electric motor is speed-controlled in known ways (PWM or linear modulation).
This speed is measured by means of the speed sensor 29 or by calculating the derivative of the linear displacement associated with the driven member 25. Since the kinematic law relating the rotary movement of the cam, or the reciprocating movement of the driven member, to the clutch disengagement/engagement travel is known, the position of the clutch at any instant can be found from the information provided by the aforesaid two sensors.
The electromechanical actuator 20 is also connected, in a known way, to an electronic control unit (not shown) which controls the power supply to the electric motor 21 and interfaces with the motor-vehicle area network.
The use of a cam-type operating member makes it possible to obtain different movement laws, which can be selected as desired, for the different stages of the clutch operating cycle.
With reference to
In a first stage, indicated A1, the clutch is kept in the engaged position for the first 460 of rotation of the cam 23. The presence of this non-operation stage facilitates the transient operation of the electric motor 21, since it does not impose additional resistant torque on the motor (except for that due to inertia and friction). This stage corresponds to a portion of the cam profile in the shape of an arc of a circumference, lying between points 0 and 1.
In the next stage, indicated A2, the disengagement of the clutch takes place and is completed slightly before 180° of rotation of the cam. This second stage corresponds to the portion of cam profile lying between points 1 and 2.
In a third stage, indicated A3, the clutch is kept in the disengaged position over a short angular interval extending astride of 180°, thus enabling the gear to be changed, or for a longer interval when the vehicle is stationary and a gear is engaged, in which case the mechanism is stopped in the middle of stage A3. This third stage corresponds to the portion of cam profile in the shape of an arc of a circumference, lying between points 2 and 3.
The third stage A3 is followed by the engagement of the clutch, which in the illustrated example is carried out in three distinct stages:
In this case, the engagement modulation stage A5 is carried out with a linear variation. The three stages A4, A5 and A6 correspond to the portions of the cam profile lying between points 3 and 4, 4 and 5, and 5 and 0, respectively.
Clearly, however, by suitably shaping the profile of the operating cam 23 it is possible to obtain any desired operating characteristic of the actuator.
According to a preferred embodiment of the invention, the actuator 20 is provided with an auxiliary device 30 for increasing the speed of disengagement of the clutch (portion A2 of the operating characteristic described above). With reference to
The profile of the auxiliary cam 31 is suitably shaped so that the spring 33 is compressed, thus storing elastic energy, during the engagement stage of the clutch, and extends, thus giving up the stored elastic energy, during the disengagement stage of the clutch. In this way the speed of disengagement of the clutch is increased for the same power of the electric motor of the actuator, or alternatively a less powerful electric motor can be used without reducing the speed of disengagement.
Preferably, the profile of the auxiliary cam 31 is also shaped in such a way that the spring 33 is loaded again during the final stage A6 of the engagement of the clutch. In fact, in this way the operation of re-loading the spring does not interfere with the stages A3, A4 and A5 of the clutch operating cycle.
It should also be made clear that such an auxiliary device can be fitted and removed without altering the kinematic chain from the motor to the clutch.
Finally, the electromechanical actuator 20 is capable of carrying out the functions of taking up fitting and self-adjustment play following wear on the clutch disc. These functions are carried out in a known way by the hydraulic cartridge 27, since the variations of the volume of liquid in the hydraulic actuator 11 due both to the fitting and to the wear of the clutch disc are compensated by the cartridge itself, by absorption or supplementation of the liquid.
Naturally, the principle of the invention remaining unchanged, embodiments and details of construction may be varied widely from those described and illustrated purely by way of non limiting example.
| Number | Date | Country | Kind |
|---|---|---|---|
| T02003A000857 | Oct 2003 | IT | national |
