WO2015018407A2 - Procédé permettant de déterminer une position d'une transmission d'actionnement se déplaçant linéairement dans un système d'actionnement, en particulier un système d'actionnement d'embrayage d'un véhicule automobile et système d'actionnement - Google Patents

Procédé permettant de déterminer une position d'une transmission d'actionnement se déplaçant linéairement dans un système d'actionnement, en particulier un système d'actionnement d'embrayage d'un véhicule automobile et système d'actionnement Download PDF

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Publication number
WO2015018407A2
WO2015018407A2 PCT/DE2014/200319 DE2014200319W WO2015018407A2 WO 2015018407 A2 WO2015018407 A2 WO 2015018407A2 DE 2014200319 W DE2014200319 W DE 2014200319W WO 2015018407 A2 WO2015018407 A2 WO 2015018407A2
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WO
WIPO (PCT)
Prior art keywords
actuator
angle
electric motor
sensor
rotor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2014/200319
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German (de)
English (en)
Other versions
WO2015018407A3 (fr
Inventor
Markus Baehr
Dominik Herkommer
Marco Grethel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE112014003646.3T priority Critical patent/DE112014003646B4/de
Publication of WO2015018407A2 publication Critical patent/WO2015018407A2/fr
Publication of WO2015018407A3 publication Critical patent/WO2015018407A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/12—Details not specific to one of the before-mentioned types
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1025—Electric motor with threaded transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3021—Angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3026—Stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/501—Relating the actuator
    • F16D2500/5012—Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/501—Relating the actuator
    • F16D2500/5018—Calibration or recalibration of the actuator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70235—Displacement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70241—Angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70416—Angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D28/00—Electrically-actuated clutches

Definitions

  • the invention relates to a method for determining a position of a linearly moving actuator operation, in particular a clutch actuation system of a motor vehicle, in which the actuator gear is driven by an electric motor and a position signal of a rotor of the electric motor is removed by a sensor and an actuator system for performing the method.
  • clutches In modern motor vehicles, in particular passenger cars, increasingly automated clutches are used, as described in DE 10 201 1 014 936 A1.
  • the use of such clutches has the advantage of improved ride comfort and results in being able to travel more frequently in gears with a long gear ratio.
  • the clutches used in this case are used in hydraulic clutch systems, in which an electro-hydraulic actuator, which is driven by an electrically commutated electric motor, is connected via a hydraulic line to the clutch.
  • the electric motor has a sensor which detects the position of the rotor of the electric motor during the operation of the actuator.
  • Such position referencing can be performed in different ways.
  • actuator systems with high mechanical actuator efficiency can be found by the approach of the stop with a defined motor current or a defined motor voltage a moment Mengseinissposition in which, apart from the friction in the actuator system, a balance between engine torque and torque from the impact force of the actuator adjusts , With a worse Aktor Obersgrad the uncertainty of the found position by the friction is greater.
  • the stop for referencing must also be approached again with defined force, torque, motor current or motor voltage but at a lower speed, ie with lower kinetic energy, so that the actuator moves only slightly into the friction area.
  • the actuator speed in the movement against the stop can be evaluated with a constant voltage so as to detect the load structure of the actuator and perform a referencing. The accuracy of the referencing increases with increasing rigidity of the stop.
  • the actuator motor voltage can be used to set a stop force range (dispersion of mechanical parameters and motor parameters). Together with the friction in the system, this results in a path area on which the actuator can come to a halt. The stiffer the stop, the shorter the path.
  • the stop and also the mechanical system of the actuator must absorb the kinetic energy of the moving actuator without destruction of the actuator system occurs.
  • E K which results essentially from rotational energy of the rotor of the electric motor at maximum speed
  • an assumed efficiency ⁇ of the actuator operation and an assumed linear stop stiffness c results without assuming an additional force from the electric motor, a sensing force F am Attack.
  • FIGS. 11 and 12 show a soft stop, in which the actuator is driven with a lower kinetic energy against the stop, and Figure 12 shows a stiff stop, where the actuator with a higher kinetic energy is operated.
  • the abutment forces and moments are shown here negatively, because in the convention the actuating forces of the clutch are positive.
  • the horizontal position corresponds to the load torque for the movement of the actuator down.
  • the area A where the straight line I kinks, the force of the actuator acts on the stop.
  • the dashed line II which is also shown bent to the horizontal curve I, shows the uncertainty of the touch dynamics.
  • FIGS. 11 and 12 reveals that the reference window R w for a NEN soft stop is greater than the reference window R S t at a stiff stop.
  • the region G extending parallel to the motor angle corresponds to the accuracy of the moment of contact of the sensor.
  • the invention is therefore based on the object of specifying a method for determining a position of a linearly moving actuator, in which the referencing can be done with a soft stop.
  • this object is achieved in that a sensor designed as an absolute angle sensor measures a current angle as a position signal of the rotor, which is assigned to one revolution of the rotor as a function of an initial angle determined during an initialization process, from which the position of the actuator operation is determined.
  • the method has the advantage that displacement sensors are completely dispensed with and the distance traveled by the actuator gear can be determined from the currently measured angle. It can be safely determined in which revolution of the rotor of the electric motor is the measured by the absolute angle sensor angle. This is possible in particular because absolute angle sensors use one or only a few revolutions per motor shaft revolution.
  • the currently measured angle is compared to a threshold angle, wherein if the currently measured angle is below the threshold angle which is smaller than the initial angle, the currently measured angle belongs to the next larger revolution of the electric motor, while if the currently measured angle is above the limit angle is greater than the initial angle, the currently measured angle belongs to the next smaller revolution of the electric motor. It is considered whether the initial angle is closer to the turnaround points, i. the overflow or underflow of the sensor signal is located.
  • the limit for the assignment change to the revolutions represents the sensor signal with 180 ° angular distance to the initial angle.
  • a reference window for a referencing stop of the actuator operation is assigned to the initial angle during the initialization process.
  • the initiative In this case, the lleitersvon represents a process which is carried out independently of the normal operating process of the actuator system, so that error influences are prevented by the environment of the actuator system or aging of the actuator system within the motor vehicle.
  • the initialization process is carried out at the end of the tape production of the actuator system.
  • the initial angle found during the initialization process and the reference window are stored and can be used during operation of the actuator system in the motor vehicle.
  • the reference window determined during the initialization process is smaller than an operating reference window during use of the actuator system in the motor vehicle. Since the referencing and initialization of the actuator operation takes place at the end of the tape under defined conditions (temperature, wear and the like), this results in smaller variations in the motor parameters and in the friction of the mechanical system. In contrast, changing conditions must be assumed during operation in the motor vehicle so that there are greater fluctuations in the temperature, the state of wear or the aging of the actuator system, so that the operating reference window is selected larger than the reference window during the initialization process. However, it can be assumed that the reference window always lies within the operating reference window in order to enable a precise evaluation of the signal of the absolute-angle sensor.
  • a development of the invention relates to an actuator system, in particular a Kupplungsbetuschi- supply system of a motor vehicle, with an actuator gear, which is driven by an electric motor and converts a rotational movement of the electric motor into a linear movement of a clutch, wherein a sensor detects a position of the electric motor.
  • the sensor is formed as an absolute angle sensor and the actuator gear translation. Under translation litter is to be understood hereinafter a reproducible over the life of the actuator system relationship between the angle of the electric motor and way of the actuator operation and thus the clutch.
  • Such an embodiment has the advantage that displacement sensors are completely dispensed with and can be determined from the currently measured angle of the path traveled by the actuator gear.
  • the absolute-angle sensor is arranged opposite a rotational angle magnet arranged on a rotor of the electric motor, preferably a dipole, a referencing stop being arranged on a side of the actuator gear opposite the electric motor or positioned on the side of the actuator gear facing the electric motor, the absolute-angle sensor having an evaluation device is connected, which determines the position of the Referenzleitersanschlag from an angle measured by the absolute angle sensor.
  • the use of such inexpensive rotary magnet simplifies the assignment of the measured angle to the rotation of the electric motor.
  • the reference stop is preceded by a spring-like element with a non-linear force characteristic for receiving the kinetic forces of the actuator.
  • the forces transmitted by the actuator gear to the homing stop are attenuated by reducing the kinetic energy of the actuator gear before it reaches the homing stop.
  • a suitable non-linear force characteristic of the spring-like element so that at the touch of the stop is sufficiently stiff for referencing, but still larger kinetic energy can be absorbed without mechanically overloading the actuators.
  • a suitable diaphragm spring is the use of a suitable diaphragm spring.
  • FIG. 1 is a simplified illustration of a clutch actuation system for actuating an automated friction clutch
  • FIG. 2 shows a basic illustration of a first exemplary embodiment of a spindle actuator according to FIG. 1,
  • FIG. 3 shows a second exemplary embodiment of a spindle actuator according to FIG. 1,
  • FIG. 4 shows a third exemplary embodiment of a spindle actuator according to FIG. 1,
  • FIG. 5 shows a fourth exemplary embodiment of a spindle actuator according to FIG. 1,
  • Figure 6 an embodiment of a stop-load characteristic of the Spindelaktors with
  • FIG. 7 shows an initial angle in the middle of one revolution of the spindle actuator drive
  • FIG. 8 an initial angle near the upper angular limit of the spindle actuator drive
  • FIG. 9 an initial angle near the lower angular limit of the spindle actuator drive
  • FIG. 10 Referencing relationships between a reference window of the initialization process and its position in the operation reference window
  • FIG. 11 shows the load torque on the electric motor above the motor angle in the case of a soft stop of the actuator according to the prior art
  • Figure 12 Representation of the load torque on the electric motor over the motor angle at a stiff stop of the actuator according to the prior art.
  • FIG. 1 shows in simplified form an actuator system in the form of a clutch actuation system 1 for an automated clutch.
  • the clutch actuation system 1 is assigned to a friction clutch 2 in a drive train of a motor vehicle and comprises a master cylinder 3, which is connected to a slave cylinder 5 via a hydraulic line 4, also referred to as a pressure line.
  • a slave piston 6 In the slave cylinder 5 is a slave piston 6 out and forth movable, which actuates the friction clutch 2 via an actuator 7 and the interposition of a bearing 8.
  • the master cylinder 3 is connectable via a connection opening with a surge tank 9.
  • a master piston 10 is movable.
  • a piston rod 1 1 which is translationally movable in the longitudinal extension of the master cylinder 3 together with the master piston 10.
  • the piston rod 1 1 of the master cylinder 3 is coupled via a spindle gear, consisting of a threaded spindle 12 and a fixedly arranged on the threaded spindle spindle nut 19, with an electric motor actuator 13.
  • the electromotive actuator 13 comprises an electric motor 14 designed as a commutated direct-current motor and an evaluation unit 15.
  • the threaded spindle 12 converts a rotational movement of the electric motor 14 into a longitudinal movement of the piston rod 11 or of the master cylinder piston 10.
  • the friction clutch 2 is thus automatically actuated by the electric motor 14, the threaded spindle 12 and the master cylinder 3 and the slave cylinder 5.
  • FIG. 2 shows a first embodiment of a Spindelaktors is shown, which consists of the electric motor 14.
  • the movement of this spindle actuator, in particular the spindle nut 19 seated on the threaded spindle 12, is determined by means of an axial absolute-angle sensor 20, which is moved against a stop 23 for referencing the position of the electric motor 14 and the path of the threaded spindle 12.
  • the electric motor 14 consists of a rotor 17 and a stator 18, wherein the stator 18 is fixed, comprising the rotor 17 connected to the gear spindle 12.
  • a first end of the threaded spindle 12 is provided with a rotational angle magnet 22, which is preferably designed as a dipole and moves with the threaded spindle 12.
  • the axial absolute angle sensor 20 is arranged on a circuit board 21, which is arranged at a distance from the rotational angle magnet 22.
  • the threaded nut 19 is driven as a result of the drive of the threaded spindle 12 by the rotor 17 of the electric motor 14 against the stop 23, on which in the direction of the threaded spindle 12, a plate spring 24 is positioned. Instead of the plate spring 24 and a differently worked, preloaded linear spring can be used.
  • FIG. 3 shows a second exemplary embodiment of the spindle actuator, in which the rotational angle magnet 22 is arranged between the spindle nut 19 and the rotor 17 of the electric motor 14.
  • the absolute angle sensor 20 is in turn mounted on a circuit board 21. in the Contrary to Figure 2, the absolute angle sensor 20 operates as a radial angle sensor and is spaced from the end face of the rotary angle magnet 22 is arranged.
  • Figure 4 shows a third embodiment of the Spindelaktors, in which the stop 23 is positioned with the plate spring 24 between the spindle nut 19 and the rotor 17 of the electric motor 14.
  • the plate spring 24 is arranged in the direction of the spindle nut 19 to cushion the stop. It is advantageous to intercept the referencing and impact force in the shortest possible way. Therefore, it makes sense to place the stopper 23 between the electric motor 14 and the spindle nut 19. Spindle and actuator motor bearings therefore remain unloaded by the impact forces. However, care must be taken here that the friction moments between the threaded spindle 12 and spindle nut 19 on the stop 23, which may arise when clamping the actuator, not too large.
  • FIG. 5 shows a fourth exemplary embodiment of the spindle actuator.
  • the threaded spindle 12 is attached to a housing 16, the stop 23 being realized by the housing 16.
  • the plate spring 24 is fixed to the housing 26 and receives the threaded nut 19 during the movement of the threaded spindle 12.
  • the opposite end of the threaded spindle 12 is assigned to the operating as an axial angle sensor absolute angle sensor 20 which is disposed opposite the rotary angle magnet 22 which is fixed to the, the stop 23 (housing 16) opposite end of the threaded spindle 12.
  • the bearings 25 of the threaded spindle 12 must absorb the impact forces.
  • the stop stiffness of the spindle nut 19 can be adjusted to the stop 23 so that a small, required referencing precision can be achieved and the force level when the threaded nut 19 meets the stop 23 is not exceeded.
  • a suitable plate spring 24 with a non-linear force characteristic curve the maximum force during collision is additionally lowered, as can be seen from FIG.
  • the spindle nut 19 moves from right to left, wherein the Referenzianssanschlag Scheme B RA begins when lowering the curve I from the horizontal course in the area A.
  • Such a stop of the plate spring 24 allows a force-limited reduction of the kinetic energy (range KA), so that the kinetic energy can not increase further and the actuator system is not damaged.
  • Angle sensor measuring range ie at 180 °
  • the mutually parallel straight lines document a revolution of the rotational angle magnet formed as a dipole 22 from 0 ° to 360 °.
  • the initial angle ⁇ 0 found during referencing is used directly to determine the position in revolution 0. If the initial angle ⁇ 0 is closer to the turnaround points, as shown in FIGS. 8 and 9, these must be taken into account in accordance with the position of the initial angle cpo.
  • the limit for the assignment change to the revolutions is the sensor signal with 180 ° angular distance to the initial angle ⁇ 0 .
  • the reference window R of the initialization process is smaller than the operation reference window R B in later operation. Both widths of the reference window R and the operating reference window R B are estimated, but can also be determined experimentally. In addition, the reference window R is not centered in the operating reference window R B. This offset is also known. This then results in the angle limits and the relative position of the critical angle cp G to the initial angle ⁇ 0 , as shown in Figure 10. If these boundary conditions are known with sufficient accuracy, the reference window R can also be slightly larger than a half turn of 180 ° of the electric motor 14.
  • the solution described comprises an actuator with a slip-free, positive-locking actuator gear between the actuator motor with motor angle sensor and the actuator position to be determined.
  • a high-resolution absolute angle sensor for detecting the actuator motor angle is used and set a defined soft position stop at the actuator position to be determined on the spindle nut 19 for the operation of a master piston 10 for referencing the distance measurement, so that a minimum resolution of about 0.5 Revolutions of the electric motor 14 to the absolute angle sensor 20 results.
  • the advantage of the invention is the utilization of the fixed relationship between Aktorweg and motor angle when using an absolute angle sensor on the actuator motor in order to increase the refinement accuracy despite not too hard mechanical stop in the form of limiting the impact force. LIST OF REFERENCE NUMBERS

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé permettant de déterminer une position d'une transmission d'actionnement se déplaçant linéairement, en particulier d'un système d'actionnement d'embrayage d'un véhicule automobile. Selon ce procédé, la transmission d'actionnement est entraînée par un moteur électrique, un signal de position d'un rotor du moteur électrique étant reçu par un capteur. Avec un procédé selon lequel, en dépit d'une butée souple, un référencement très précis entre le trajet de la transmission d'actionnement et le signal de la position du rotor du moteur électrique est possible, un capteur réalisé sous la forme d'un capteur d'angle absolu mesure en tant que signal de position du rotor un angle actuel, lequel, en fonction d'un angle initial déterminé pendant un processus d'initialisation, est associé à une rotation du rotor, ce qui permet de déterminer la position de la transmission d'actionnement.
PCT/DE2014/200319 2013-08-06 2014-07-14 Procédé permettant de déterminer une position d'une transmission d'actionnement se déplaçant linéairement dans un système d'actionnement, en particulier un système d'actionnement d'embrayage d'un véhicule automobile et système d'actionnement Ceased WO2015018407A2 (fr)

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DE102014216279A1 (de) * 2014-08-15 2016-02-18 Schaeffler Technologies AG & Co. KG Verfahren zum Schutz einer Kupplungsaktorik eines Kupplungsbetätigungssystems, vorzugsweise für ein Kraftfahrzeug
DE102016219243A1 (de) * 2016-10-05 2018-04-05 Schaeffler Technologies AG & Co. KG Verfahren zur Ansteuerung einer hydraulischen Getriebeaktoranordnung
DE102017109403B4 (de) * 2017-05-03 2023-06-22 Schaeffler Technologies AG & Co. KG Verfahren und Vorrichtung zur Absolutpositionsbestimmung eines sich um eine Drehachse drehenden Bauteiles eines Aktors, insbesondere eines Kupplungsaktors
DE102017215387A1 (de) * 2017-09-01 2019-03-07 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Positionsermittlung eines Betätigungselements
DE102018214601B4 (de) 2018-08-29 2026-04-30 Schaeffler Technologies AG & Co. KG System zum Erfassen der Position einer Lineareinheit eines Linearsystems

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