JP7739862B2 - Control device and manufacturing method thereof - Google Patents

Description

The present invention relates to a control device and a manufacturing method thereof.

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 rotatable relative to each other and that changes between an engaged state that allows torque transmission between the first transmission part and the second transmission part, and a disengaged state that blocks torque transmission between the first transmission part and the second transmission part.

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 the brushless motor of the clutch actuator.

Japanese Patent Application Laid-Open No. 2020-12554

However, within the stroke section of the clutch actuator's pressing part, the load on the clutch actuator is small in the clutch backlash elimination section, which is the section up to the clutch touch point where the pressing part and the clutch come into contact. To shorten gear shifting time, it is necessary to stroke the pressing part 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 responsiveness can be expected.

On the other hand, after the pressing portion contacts the clutch, i.e., in the pressing force control period following the clutch touch point, the load on the clutch actuator increases suddenly, 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 risks reducing the locking torque. This reduces the maximum load pressing the clutch, forcing the use of a larger motor capable of outputting greater torque, which could result in an increased size of the clutch actuator.

The 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 method for manufacturing the same.

The present invention is a control device for controlling a clutch actuator (10) used in a clutch device (1) equipped with 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 blocks torque transmission between the first transmission part and the second transmission part.

The clutch actuator has a housing (12), an electric motor (20), and a rotational/translation unit (2). The electric motor has a stator (21) mounted in the housing, a coil (22) mounted on the stator, and a rotor (23) that can rotate relative to the stator, and can output torque from the rotor when current is applied. The rotational/translation unit converts rotational motion caused by the torque from the electric motor into translational motion, and can change the state of the clutch between engaged and disengaged.

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 the operating range of the clutch actuator is defined as the "low load range" when the load acting on the rotational/translation part from the clutch side is equal to or less than a predetermined value, and the "high load range" when the load acting on the rotational/translation part from the clutch side is greater than the predetermined value, 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 range.

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 difference in rising phase between the induced voltage generated in the coil when the rotor is forcibly rotated from the outside without energizing the coil and the signal output from the rotation angle sensor, 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.

1 is a cross-sectional view showing a control device according to a first embodiment and a clutch actuator to be controlled; 1 is a cross-sectional view showing a part of a control device and a clutch actuator to be controlled according to a first embodiment; 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. 4 is a cross-sectional view taken along line IV-IV in FIG. 1; FIG. 2 is a schematic diagram showing the internal configuration of the control device and the electric motor according to the first embodiment. 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. FIG. 4 is a diagram showing the relationship between the output torque of an electric motor and the rotation speed of the electric motor. 5A to 5C are diagrams showing steps of a manufacturing method for the control device according to the first embodiment; 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. FIG. 4 is a diagram showing the relationship between the advance angle amount and the rotation speed of the electric motor under no load. FIG. 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. 10A to 10C are diagrams showing steps of a method for manufacturing a control device according to a second embodiment. 10A to 10C are diagrams showing steps of a manufacturing method for a control device according to a third embodiment.

Clutch actuators according to several embodiments will be described below with reference to the drawings. Note that components that are essentially the same across several embodiments will be given the same reference numerals, and descriptions will be omitted.

(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.

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 section," and an output shaft 62 as a "second transmission section."

The clutch actuator 10 includes a housing 12, an electric motor 20 as a "prime mover," a reducer 30, and a torque cam 2 as a "rotation-translation unit" or "rolling body cam."

ECU 100 is a small computer that has a CPU as a calculation means, ROM, RAM, etc. as storage means, and I/O as input/output means. ECU 100 performs calculations in accordance with programs stored in ROM, etc., based on information such as signals from various sensors installed in various parts of the vehicle, and controls the operation of various devices and equipment in the vehicle. In this way, ECU 100 executes programs stored on a non-transitory tangible recording medium. Execution of these programs results in the execution of a method corresponding to the programs.

The ECU 100 is capable of controlling the operation of the internal combustion engine and other components 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 (described below). The ECU 100 will be described in more detail below.

The input shaft 61 is connected to, for example, the drive shaft of an internal combustion engine (not shown) and is rotatable together with the drive shaft. In other words, torque is input to the input shaft 61 from the drive shaft.

A vehicle equipped with an internal combustion engine is provided with a fixed body 11 (see Figure 2). The fixed body 11 is formed, for example, in a cylindrical shape and is fixed to the engine compartment 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.

The housing 12 is disposed between the inner peripheral wall of the fixed body 11 and the outer peripheral wall of the input shaft 61. The housing 12 includes a "housing cylindrical portion" consisting of an inner cylindrical housing portion 121, a housing plate portion 122, an outer cylindrical housing portion 123, a seal groove portion 124, a housing stepped surface 125, a housing-side spline groove portion 127, and a housing hole portion 128.

The housing inner cylinder portion 121 is formed in a generally cylindrical shape. The housing plate portion 122 is formed in an annular plate shape extending radially outward from the end of the housing inner cylinder portion 121. The housing outer cylinder portion 123 is formed in a generally cylindrical shape extending 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.

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

The seal groove 124 is formed in an annular shape, recessed radially inward from the outer peripheral wall of the housing inner cylinder 121. The housing step surface 125 is formed in an annular flat shape between the seal groove 124 and the housing plate 122, facing away from the housing plate 122.

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. Multiple 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.

The housing 12 is fixed to the fixed body 11 so that part of its outer wall abuts part of the wall surface of the fixed body 11 (see Figure 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 aligned, but also includes a state in which they are slightly eccentric or tilted (the same applies below). In addition, a roughly 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.

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

The electric motor 20 is housed in the housing space 120. The electric motor 20 has a stator 21, a coil 22, a rotor 23, a magnet 230 as a "magnet," a magnet cover 24, etc.

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. Multiple 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 multiple 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.

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 so as to extend cylindrically from the outer edge of the rotor body 231.

Magnet 230 is provided on the outer peripheral wall of rotor 23. Multiple magnets 230 are provided at equal intervals around the circumference of rotor 23 so that their magnetic poles alternate.

The magnet cover 24 is attached to the rotor 23 so as to cover the radially outer surface of the magnet 230 on the rotor 23. More specifically, the magnet cover 24 is formed, for example, from a non-magnetic metal.

The clutch actuator 10 is equipped with a rotor bearing 15. The rotor bearing 15 is located radially outward 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, and bearing balls 153 as "bearing rolling elements."

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. Multiple bearing balls 153 are provided circumferentially on 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.

The rotor bearing 15 is mounted 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 mounted so that the inner peripheral wall of the rotor body 231 fits into the outer peripheral wall of the rotor bearing 15. As a result, the rotor bearing 15 supports the rotor 23 so that it can rotate relative to the housing 12.

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, which is rotatable relative to the stator 21, and can output torque from the rotor 23 when power is supplied.

Here, the rotor 23 is located radially inside the stator 21 and is rotatable relative to the stator 21. The electric motor 20 is an inner rotor type brushless DC motor.

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

The rotation angle sensor 170 detects the magnetic flux generated by the magnet 230, which rotates integrally with the rotor 23, and outputs a signal corresponding to the detected magnetic flux to the ECU 100. This allows the ECU 100 to detect the rotation angle and rotation speed of the rotor 23 based on the signal from the rotation angle sensor 170. Furthermore, based on the rotation angle and rotation speed 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 the driven cam 50 (described below), and the axial positions of the driven cam 50 and state change unit 80 with respect to the housing 12 and drive cam 40.

As shown in Figure 3, the reducer 30 has a sun gear 31, planetary gears 32, a carrier 33, a first ring gear 34, a second ring gear 35, etc.

The sun gear 31 is arranged coaxially with the rotor 23 and is capable of rotating integrally with it. In other words, the rotor 23 and sun gear 31 are formed separately from different materials and are arranged coaxially so that they can rotate integrally.

More specifically, the sun gear 31 has a sun gear base 310, a sun gear tooth portion 311 as the "tooth portion" and "external teeth," and a sun gear cylindrical portion 312. The sun gear base 310 is formed, for example, from metal in a substantially annular shape. 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 tooth 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.

The sun gear 31 is arranged so that the outer peripheral wall of the sun gear base 310 fits 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.

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 part" of the reducer 30.

Planetary gears 32 are provided in multiple locations along the circumferential direction of the sun gear 31, and are capable of rotating while meshing with the sun gear 31 and revolving around the sun gear 31 in the circumferential direction. More specifically, the planetary gears 32 are formed, for example, from metal in a roughly cylindrical shape, and are provided in multiple locations 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 that serve 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 that they can mesh with the sun gear tooth portions 311.

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

More specifically, the carrier 33 has a carrier body 331 and a pin 335. The carrier body 331 is formed, for example, from metal in the shape of a substantially circular plate. The carrier body 331 is located axially between the coil 22 and the planetary gear 32.

The pin 335 is formed, for example, from metal and has a generally cylindrical shape. The axial end of the pin 335 is fixed to the carrier body 331.

The reducer 30 has a planetary gear bearing 36. The planetary gear bearing 36 is disposed 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. In other words, the pin 335 is disposed 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.

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

Here, the first ring gear 34 is arranged coaxially with the housing 12, rotor 23, and sun gear 31. The first ring gear tooth portion 341, which serves as a "tooth portion" and "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.

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 arranged to be able to rotate integrally with the drive cam 40 (described below). More specifically, the second ring gear 35 is formed into a cylindrical shape, for example, from metal.

Here, the second ring gear 35 is arranged coaxially with the housing 12, rotor 23, and sun gear 31. The second ring gear tooth portion 351, which serves as a "tooth portion" and "internal tooth," is formed on the inner peripheral wall of the end of the second ring gear 35 that faces the first ring gear 34 in the axial direction so as to be able to mesh with the other axial end of the planetary gear tooth portion 321 of the planetary gear 32. 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.

In addition, since the planetary gear 32 must mesh properly without interference with the first ring gear 34 and 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 second ring gear 35 to keep the center distance of each gear pair constant.

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 mesh with the sun gear teeth 311, the first ring gear teeth 341, and the second ring gear teeth 351, while rotating and revolving around the sun gear 31. 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 small 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, 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.

The second ring gear 35 is formed separately from the drive cam 40 (described below) and is arranged to be rotatable 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.

The torque cam 2 has a drive cam 40 as the "rotating part," a driven cam 50 as the "translating part," and a cam ball 3 as the "cam rolling element."

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 generally 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 generally 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 generally cylindrical shape so as to extend from the outer edge of the drive cam plate portion 43 to the side opposite the drive cam specific shape portion 42. Here, the drive cam main body 41, drive cam specific shape portion 42, drive cam plate portion 43, and drive cam outer cylinder portion 44 are integrally formed, for example, from metal.

The drive cam groove 400 is formed to extend in the circumferential direction of the drive cam body 41, 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 its 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.

The drive cam 40 is provided between the housing inner cylinder 121 and the housing outer cylinder 123 so that the drive cam body 41 is located between the outer peripheral wall of the housing inner cylinder 121 and the inner peripheral wall of the sun gear cylinder 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.

The second ring gear 35 is integral with the drive cam 40 so that the inner peripheral wall of the end opposite the end where the second ring gear teeth 351 are formed fits into the outer edge of the drive cam plate 43. The second ring gear 35 cannot rotate relative to the drive cam 40. In other words, the second ring gear 35 is rotatable integrally with the drive cam 40 as the "rotating part." 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, the drive cam 40 rotates relative to the housing 12.

The driven cam 50 includes 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 generally 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 relative to the axis of the driven cam main body 51. The driven cam plate portion 53 is formed in a generally 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, for example, from metal.

The cam-side spline grooves 54 are formed on the inner peripheral wall of the driven cam body 51, extending in the axial direction. Multiple cam-side spline grooves 54 are formed around the circumference of the driven cam body 51.

The driven cam 50 is configured so that the driven cam body 51 is located on the opposite side of the rotor bearing 15 from the drive cam body 41 and radially inward of the drive cam specific shape portion 42 and 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 prevents the driven cam 50 from rotating relative to the housing 12, but allows it to move axially relative to the housing 12.

The driven cam groove 500 is formed to extend in the circumferential direction of the driven cam body 51, 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 its 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.

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.

The cam balls 3 are formed into a spherical shape, for example, from metal. The cam balls 3 are provided so that they can roll between the three drive cam grooves 400 and the three driven cam grooves 500. In other words, a total of three cam balls 3 are provided.

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

As described above, the drive cam groove 400 and the driven cam groove 500 are formed so that their depths vary circumferentially around the drive cam 40 or driven cam 50. Therefore, when the drive cam 40 rotates relative to the housing 12 and 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 axially relative to the drive cam 40 and the housing 12, i.e., strokes.

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 cam ball 3, it constitutes the torque cam 2. When the drive cam 40 rotates relative to the housing 12, the driven cam 50 moves axially relative to the drive cam 40 and the housing 12. Here, the driven cam 50 does not rotate relative to the housing 12 because the cam-side spline groove 54 is spline-engaged with the housing-side spline groove 127. Furthermore, although the drive cam 40 rotates relative to the housing 12, it does not move axially relative to it.

The torque cam 2 is located on one axial side of the electric motor 20 and converts the rotational motion caused by the torque from the electric motor 20 into translational motion, which is axial relative movement with respect to the housing 12.

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 the drive cam body 41. One end of the return spring 55 abuts against the surface of the driven cam body 51 opposite the drive cam body 41.

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 generally 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 generally 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, retainer plate portion 562, and retainer outer cylinder portion 563 are integrally formed from, for example, metal.

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.

The return spring 55 has a force that stretches in the axial direction. Therefore, 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 it and the drive cam 40.

The output shaft 62 has a shaft portion 621, a plate portion 622, a tubular portion 623, and a friction plate 624 (see Figure 2). The shaft portion 621 is formed in a generally 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 generally 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 generally annular plate shape and is provided on the end surface of the plate portion 622 facing the tubular portion 623. Here, the friction plate 624 cannot rotate relative to the plate portion 622. A clutch space 620 is formed inside the tubular portion 623.

The 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 output shaft 62 are rotatable relative to the housing 12.

The clutch 70 is located 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 multiple inner friction plates 71 are provided lined up in the axial direction between the input shaft 61 and the cylindrical portion 623 of the output shaft 62. The inner edge of the inner friction plate 71 is spline-connected to the outer peripheral wall of the input shaft 61. Therefore, the inner friction plate 71 cannot rotate relative to the input shaft 61, but can move axially relative to it.

The outer friction plates 72 are formed in the shape of approximately annular plates, and multiple plates are provided 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 edge of the outer friction plates 72 is spline-coupled to the inner peripheral 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 it in the axial direction. Of the multiple 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.

The locking portion 701 is formed in a generally annular shape, and its outer edge is fitted into the inner peripheral wall of the tubular portion 623 of the output shaft 62. The locking portion 701 can lock onto the outer edge of the outer friction plate 72 that is located closest to the driven cam 50 among the multiple outer friction plates 72. This prevents the multiple outer friction plates 72 and multiple inner friction plates 71 from falling off from inside the tubular portion 623. The distance between the locking portion 701 and the friction plate 624 is greater than the combined thickness of the multiple outer friction plates 72 and multiple inner friction plates 71.

In an engaged state where the multiple inner friction plates 71 and the multiple outer friction plates 72 are in contact with each other, i.e., engaged, 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 that frictional force. On the other hand, in a disengaged state where the multiple inner friction plates 71 and the multiple outer friction plates 72 are separated from each other, i.e., not engaged, 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.

When the clutch 70 is engaged, 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, torque input to the input shaft 61 is not transmitted to the output shaft 62.

In this way, the clutch 70 transmits torque between the input shaft 61 and the output shaft 62. When engaged, the clutch 70 allows torque to be transmitted between the input shaft 61 and the output shaft 62, and when disengaged, the clutch 70 blocks torque from being transmitted between the input shaft 61 and the output shaft 62.

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

The state-changing portion 80 has a disc spring 81, a disc spring retainer 82, and a disc spring thrust bearing 83 as a "pressing portion" or "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 extending 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 the drive cam 40. Here, the retainer tubular portion 821 and the driven cam plate portion 53 are connected, for example, by welding.

The disc spring 81 is arranged 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 arranged radially outside the retainer cylindrical portion 821, between the driven cam plate portion 53 and the inner edge of the disc spring 81.

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

Figure 3 is a cross-sectional view showing the clutch actuator 10 without the state-changing unit 80 attached.

As shown in Figures 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 from one end face of the drive cam body 41 in the axial direction (i.e., depth direction) 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 from one end face of the driven cam body 51 in the axial direction (i.e., depth direction) 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, i.e., the outer edge, of the disc spring 81 and the clutch 70 (see Figure 1). Therefore, the clutch 70 is disengaged, and torque transmission between the input shaft 61 and the output shaft 62 is interrupted.

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. As a result, the disc spring 81 moves toward the clutch 70.

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 continues to move axially 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 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.

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

When the clutch transmission torque reaches the clutch required torque capacity, the ECU 100 stops the rotation of the electric motor 20. This causes the clutch 70 to enter 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 drive cam 40.

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

The end of the shaft portion 621 opposite the plate portion 622 of the output shaft 62 is connected to the input shaft of a transmission (not shown) and is rotatable together with the input shaft. In other words, the 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 the transmission and output as drive torque to the drive wheels of the vehicle. This causes the vehicle to move.

In this embodiment, the clutch device 1 is equipped with an oil supply section 5 (see Figures 1 and 2). The oil supply section 5 is formed in the shape of a passage on the output shaft 62 so that one end is exposed to the clutch space 620. The other end of the oil supply section 5 is connected to an oil supply source (not shown). This allows oil to be supplied from one end of the oil supply section 5 to the clutch 70 in the clutch space 620.

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.

In this embodiment, the torque cam 2, which serves as the "rotational/translation part," forms an accommodation space 120 between the drive cam 40 and second ring gear 35, which serve as the "rotating part," and the housing 12. Here, the accommodation space 120 is formed inside the housing 12 on the opposite side of the drive cam 40 and second ring gear 35 from the clutch 70. 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 the space on the opposite side of the drive cam 40 from the accommodation space 120.

As shown in Figure 3, the thrust bearing 16 has rollers 161, races 162, and backup plates 163 as "thrust bearing rolling elements." The race 162 is formed into an annular plate shape, for example, from metal. The rollers 161 are formed into a roughly cylindrical shape, for example, from metal, and are provided so that they can roll in the circumferential direction of the race 162 while contacting one end face of the race 162. Multiple rollers 161 are provided in the circumferential direction of the race 162.

The backup plate 163 has a plate body 164 and a plate protrusion 165. The plate body 164 is formed in a generally annular shape. The plate protrusion 165 is also formed in a generally annular shape so as to protrude axially from the inner edge of the plate body 164. The plate body 164 and the plate protrusion 165 are integrally formed, for example, from metal.

The backup plate 163 is provided radially outside the housing inner cylindrical portion 121 so that the plate protrusion 165 abuts against the housing step 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 the plate protrusion 165. The roller 161 is provided between the race 162 and the drive cam main body 41 and can roll circumferentially around the race 162 while contacting the end face of the race 162 facing the drive cam main body 41 and the surface of the drive cam main body 41 facing the race 162.

The thrust bearing 16 bears the drive cam 40 while receiving a thrust, i.e., axial, load 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.

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 annular oil seal made of an elastic material such as rubber. The outer seal member 192 is an annular oil seal made of an elastic material such as rubber and a metal ring.

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 its outer edge can slide against the inner peripheral wall of the drive cam body 41.

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 its inner edge can slide against the outer peripheral wall of the drive cam outer cylinder portion 44.

Here, the outer seal member 192 is positioned radially outward of the inner seal member 191 when viewed in the axial direction of the inner seal member 191 (see Figures 1 and 2).

As described above, the inner peripheral wall of the drive cam body 41 is slidable against the inner seal member 191. In other words, the inner seal member 191 is arranged to contact the drive cam 40, which serves as the "rotating part." The inner seal member 191 provides an airtight or liquid-tight seal between the drive cam body 41 and the housing inner cylindrical portion 121.

The outer peripheral wall of the drive cam outer cylinder portion 44 is slidable against the seal lip portion, which is the inner edge of the outer seal member 192. In other words, the outer seal member 192 is arranged to contact the drive cam 40, which serves as the "rotating part." The outer seal member 192 provides an airtight or liquid-tight 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.

The inner seal member 191 and outer seal member 192 provided as described above can maintain the accommodation space 120 housing the electric motor 20 and the reducer 30 in an airtight or liquid-tight state, and can maintain the airtight or liquid-tight state between the accommodation space 120 and the clutch space 620 in which the clutch 70 is provided. 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. This can prevent malfunction of the electric motor 20 or the reducer 30 due to the foreign matter.

The configuration of each part of this embodiment will be explained in more detail below.

As shown in Figures 1 to 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 includes 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.

The clutch actuator 10 has a housing 12, an electric motor 20, and a torque cam 2 as a "rotation-translation unit." The electric motor 20 has a stator 21 mounted in the housing 12, a coil 22 mounted on the stator 21, and a rotor 23 that can rotate relative to the stator 21, and can output torque from the rotor 23 when current is applied. The torque cam 2 converts rotational motion caused by the torque from the electric motor 20 into translational motion, and can change the state of the clutch 70 between engaged and disengaged.

The ECU 100 includes a current control unit 110 that controls the current flow to the electric motor 20, and a memory unit 130 that stores a predetermined advance angle.

<11> The electric motor 20 is a brushless DC motor and has a magnet 230 attached to 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.

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

Three rotation angle sensors 170 are provided. Each of the three rotation angle sensors 170 is provided between two adjacent coils 22 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, V-phase Hall IC 172, and W-phase Hall IC 173 generate a differential voltage: a positive (+) voltage when an N-pole magnetic field is applied, and a negative (-) voltage when an S-pole magnetic field is applied.

As shown in FIG. 5, the coil 22 includes a U-phase coil 251, a V-phase coil 252, and a W-phase coil 253. One end of the U-phase coil 251, the V-phase coil 252, and the W-phase coil 253 are electrically connected to each other. The ECU 100 includes switching elements 271-276 and a current detection unit 181.

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.

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

The current control unit 110 has a drive control unit 111, a drive timing calculation unit 112, a displacement calculation unit 113, a counting unit 114, a rotation angle signal processing unit 115, a rotation speed calculation unit 116, and a detection current processing unit 117.

The detected current processing unit 117 processes the current value detected by the current detection unit 181 and outputs it to the drive timing calculation unit 112. The rotation angle signal processing unit 115 processes the signals output from the U-phase Hall IC 171, V-phase Hall IC 172, and W-phase Hall IC 173 and outputs them to the drive timing calculation unit 112, counting unit 114, and rotation speed calculation unit 116. The counting unit 114 increases or decreases the count value based on the signal output from the rotation angle signal processing unit 115 and outputs it 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 it 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 it to the drive timing calculation unit 112.

The drive timing calculation unit 112 calculates the drive timing of the switching elements 271-276 based on the predetermined advance angle 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 271-276 based on the drive timing output from the drive timing calculation unit 112.

The switching elements 271-276 are turned on/off based on the drive signal output from the drive control unit 111. This causes current to flow through the U-phase coil 251, V-phase coil 252, and W-phase coil 253, causing the rotor 23 to rotate. In this way, the current control unit 110 controls the operation of the switching elements 271-276 via the drive control unit 111, thereby controlling the current flow to the electric motor 20.

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

More specifically, the U-phase coil 251, V-phase coil 252, and W-phase coil 253 are each 120° out of phase with each other, and are turned on for a 120° period to allow current to flow through the coil, turned off for a 60° period, turned on for a 120° period to allow current to flow out, and then turned off for a 60° period, repeating this cycle. The current flowing through the U-phase coil 251, V-phase coil 252, and W-phase coil 253 is a square wave.

Next, we will explain the advance angle control performed by the power supply control unit 110.

<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."

As shown in Figure 6, during 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 clutch touch point Ps1 where the disc spring 81 comes into contact with the clutch 70, the load on 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, in the "pressure control section" which is the section from clutch touch point Ps1 onwards, the load on the torque cam 2 of the clutch actuator 10 suddenly increases due to the addition of a reaction force from the clutch 70.

In this embodiment, 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, which serves as the "pressure portion" of the clutch actuator 10, comes into contact with the clutch 70, is set to the predetermined value (see Figure 6).

In other words, <10> in this embodiment, the "low load region" corresponds to the "backlash reduction section" where the disc spring 81 connected to the torque cam 2 as the "rotational/translation section" comes into contact with the clutch 70, and the "high load region" corresponds to the "pressing force control section" where the disc spring 81 presses against the clutch 70.

<1> The power supply control unit 110 controls the advance angle of the electric motor 20 based on the predetermined advance angle amount, at least in the low load region.

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.

In this embodiment, the current control unit 110 controls the advance angle of the electric motor 20 based on the predetermined advance angle amount when the load is low and when the load is high.

<2> The current 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 control unit 110 advances the electric motor 20 based on the first advance amount in at least the "low load range" of the clutch actuator 10's operating range, and advances the electric motor 20 based on the second advance amount in at least part of the "high load range."

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."

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

<4> The energization control unit 110 sets the first advance angle amount to 30 to 90 degrees and controls the electric motor 20 to advance. In other words, in the "low load region," i.e., the "backlash reduction section," the energization control unit 110 controls the advance angle by advancing the phase of the voltage applied to the U-phase coil 251, V-phase coil 252, and W-phase coil 253 by 30 to 90 degrees.

<5> The energization control unit 110 sets the second advance angle amount to 0° and performs advance angle control on the electric motor 20. In other words, in the "high load region," i.e., the "pressure control section," the energization control unit 110 performs advance angle control by advancing the phase of the voltage applied to the U-phase coil 251, V-phase coil 252, and 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 "pressure control section."

<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.

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 boundary between the "low load region" (i.e., "backlash reduction section") and the "high load region" (i.e., "pressure control section"), the predetermined advance angle amount is changed to the first advance angle amount or the second advance angle amount.

Figure 7 shows the relationship between the output torque (motor torque) of the electric motor 20 and the rotational speed (motor rotation speed) of the electric motor 20, i.e., the NT characteristic. The solid line in Figure 7 shows the NT characteristic when advance angle control is performed, and the dashed line shows the NT characteristic when advance angle control is not performed. As shown in Figure 7, in areas 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 areas 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.

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 and clutch 70 to come into contact in the "backlash elimination section."

On the other hand, in the "high load region," i.e., the "pressing force control section," advance angle control is not actually 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."

Next, we will explain the manufacturing method of ECU 100.

<12> The manufacturing method for the ECU 100 as a "control device" includes a measurement process and an advance amount calculation process.

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

More specifically, as shown in Figure 8 (A), the rotor 23 of the clutch actuator 10 is forcibly rotated at a low speed externally via a high-resolution rotation angle detector 9, and the induced voltage generated in the coil 22 at this 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.

An example of the measurement results from 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.

In the lead angle calculation process, the lead angle amount that satisfies predetermined conditions is calculated as the predetermined lead angle amount based on the induced voltage measured in the measurement process and the rising phase difference of the signal from the rotation angle sensor 170.

More specifically, as shown in Figure 9, the Hall IC output signal rises at a position 30° electrical angle (θ0) after the rise of the induced voltage, which is the lead angle neutral point (lead angle amount 0°). The angle lead in electrical angle from the lead angle neutral point is called the "lead angle amount."

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

In the lead angle calculation process, the lead angle θL that maximizes (best) the motor's no-load rotation speed as a motor characteristic under specified conditions is defined as the optimal lead angle θL, and the lead angle correction value θC (see Figure 9) for the actual measured value is calculated as the specified lead angle.

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

More specifically, as shown in Figures 8(A) and 8(B), the ECU 100 is integrally attached to, for example, the housing 12 of the clutch actuator 10.

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 memory unit 130 of the ECU 100.

More specifically, as shown in Figure 8(B), the predetermined advance amount calculated in the advance amount calculation process, i.e., the advance amount correction value θC, is stored in the memory unit 130 of the ECU 100.

As shown in Figure 8 (C), after the advance angle storage process, the integrated clutch actuator 10 and ECU 100 are mounted on the transmission 8. The transmission 8 is then mounted on the vehicle.

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

For example, regarding the mounting angle variation of a Hall IC used as a rotational angle sensor, if a motor is configured with 20 rotor poles and 15 stator teeth and controlled with 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, if the Hall IC assembly variation 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 units in the N-T characteristics (speed-torque characteristics), including the motor's no-load speed (see Figure 11). This causes large variations in the responsiveness of the backlash-reducing section between individual clutch actuators, which could result in longer clutch engagement times depending on the individual vehicle.

Methods for compensating for variations in rotation angle detection means to achieve more accurate advance angle control are disclosed, for example, in Japanese Patent Application Laid-Open Nos. 2005-12955 and 2012-85370. However, neither method takes into account all of the many possible sources of variation, and is therefore insufficient for achieving appropriate advance angle control.

The ECU 100 manufactured through the above process uses the optimum advance amount, which differs for each individual clutch actuator 10, as the predetermined advance amount, and the current control unit 110 can control the advance angle of the electric motor 20, thereby reducing performance variations between individual clutch actuators 10.

As explained above, <1> the ECU 100 serving as the "control device" of this embodiment includes an energization control unit 110 that controls energization of the electric motor 20, and a memory unit 130 that stores a predetermined advance angle amount. If the operating range of the clutch actuator 10 is defined as the "low load range" when 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, and the operating range is defined as the "high load range" when the load acting on the torque cam 2 from the clutch 70 side is greater than the predetermined value, 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 range.

For example, if the predetermined advance angle is set to a large value in the low load region and advance angle control is performed, and the predetermined advance angle is set to a small value or 0° in the high load region, the responsiveness of the 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 the clutch 70 can be suppressed in the section corresponding to the pressing force control section.

As a result, the responsiveness of the clutch actuator 10 can be improved while suppressing a decrease in the maximum load pressing on the clutch 70, without increasing the power consumption or size of the clutch actuator 10, which is the controlled object.

<2> In this embodiment, the current 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 control unit 110 controls the electric motor 20 to advance based on the first advance amount in at least the "low load range" of the clutch actuator 10's operating range, and controls the electric motor 20 to advance based on the second advance amount in at least part of the "high load range."

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

<4> In this embodiment, the power supply control unit 110 sets the first advance angle amount to 30 to 90 degrees and controls the electric motor 20 to advance.

<5> In this embodiment, the power supply control unit 110 sets the second advance angle amount to 0° and controls the electric motor 20 to advance.

<10> In this embodiment, the "low load region" is the region where the disc spring 81 connected to the torque cam 2 as the "rotational translation portion" contacts the clutch 70, and the "high load region" is the region where the disc spring 81 presses against the clutch 70.

As described above, in the "low load region" corresponding to the "backlash elimination region," the predetermined advance angle value is set to a first advance angle value of 30 to 90° for advance angle control, and in the "high load region" corresponding to the "pressing force control region," the predetermined advance angle value is set to a second advance angle value of 0° for advance angle control. This reliably improves the responsiveness of the clutch actuator 10 in the region corresponding to the backlash elimination region of the clutch 70, and reliably prevents a decrease in the maximum load pressing the clutch 70 in the region corresponding to the pressing force control region.

<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.

As a result, 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 that detects the stroke amount of the "pressure portion."

<9> In this embodiment, the current control unit 110 controls current flow to the electric motor 20 using 120° rectangular wave current.

This simplifies the control circuit within the ECU 100, reducing costs.

<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.

This allows the use of inexpensive rotation angle sensors such as Hall ICs that can output on/off signals, simplifying the configuration and reducing costs.

<12> The manufacturing method for the ECU 100 serving as the "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 the coil 22 and the signal from the 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 the rotation angle sensor 170.

<13> In this embodiment, the ECU 100 and the clutch actuator 10 are integrally provided. The method for manufacturing 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 memory unit 130 of the ECU 100.

The ECU 100 manufactured through the above-described measurement process, advance angle calculation process, and advance angle storage process can use the optimum advance angle, which differs for each individual clutch actuator 10, as the predetermined advance angle, and the current control unit 110 can control the advance angle of the electric motor 20, thereby reducing performance variations between individual clutch actuators 10.

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.

<12> Similar to the first embodiment, the manufacturing method of the ECU 100 serving as the "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 the coil 22 and the signal from the rotation angle sensor 170 (see (A) in Figure 12). 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 the rotation angle sensor 170.

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

More specifically, in the first storage medium affixing and engraving process, information about the predetermined advance angle 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, etc. (see Figure 12 (B)).

<15> The manufacturing method for the ECU 100 serving as the "control device" of this embodiment further includes an advance angle amount storage step. In the advance angle amount storage step, the predetermined advance angle amount is stored in the memory 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.

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

As shown in Figure 12 (D), after the advance angle amount storage process, the clutch actuator 10 is mounted on the transmission 8. The transmission 8 is then mounted on the vehicle together with the ECU 100, whose memory unit 130 has stored the predetermined advance angle amount in the advance angle amount storage process.

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

(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 differs from that of the second embodiment in part.

<12> Similar to the second embodiment, the manufacturing method of the ECU 100 serving as the "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 the coil 22 and the signal from the rotation angle sensor 170 (see (A) in Figure 13). 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 the rotation angle sensor 170.

<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 manufacturing method for the ECU 100 serving as the "control device" in this embodiment further includes a first storage medium affixing and marking process. In the first storage medium affixing and marking process, information about the predetermined advance angle calculated in the advance angle amount calculation process is stored in a first storage medium 201, and the first storage medium 201 is affixed or marked on the clutch actuator 10.

More specifically, in the first storage medium affixing and engraving process, information about the predetermined advance angle 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, for example (see Figure 13 (B)).

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

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

In the advance angle amount storage process, the predetermined advance angle amount is stored in the memory unit 130 of the ECU 100 based on the information stored in the second storage medium 202 in the second storage medium affixing and engraving process.

More specifically, after the second storage medium affixing and stamping process, the clutch actuator 10 is assembled to the transmission 8. Then, 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 of the transmission 8, etc., and stored in the memory unit 130 of the ECU 100 (see (D) in Figure 13).

As explained above, with 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 control unit 110 can perform advance angle control of the electric motor 20, thereby suppressing performance variations between individual clutch actuators 10.

(Other embodiments)
In the above-described embodiment, 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." An example was shown in which 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 ). In contrast, in other embodiments, the predetermined value may be a value other than the load L1 acting on the torque cam 2 from the clutch 70 side at the clutch touch point Ps1. In this case, the "low load region" and the "high load region" do not coincide with or correspond to the "backlash reduction section" and the "pressing force control section."

Furthermore, in the above-described embodiment, an example was shown in which the first advance angle amount was 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.

Furthermore, 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°.

<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, which serves 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.

<8> In another embodiment, the current supply control unit 110 may change the predetermined advance amount to the first advance amount or the second advance amount 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 advance amount to the first advance amount or the second advance amount can be determined with a simple configuration.

In another embodiment, the current control unit 110 may control the current flow to the electric motor 20 using sinusoidal current. 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.

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

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

In other embodiments, any number of drive cam grooves 400 and driven cam grooves 500 may be formed, provided that the number is three or more. The number of cam balls 3 may also be provided in accordance with the number of drive cam grooves 400 and driven cam grooves 500.

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 and hybrid vehicles that run on driving torque from a motor.

In other embodiments, 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 "second transmission unit" is fixed so that it cannot rotate, the rotation of the other of the "first transmission unit" or "second transmission unit" can be stopped by engaging the "clutch." In this case, the clutch device can be used as a brake device.

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.

The control device and method described in the present disclosure may be implemented by a special-purpose computer configured by configuring a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control device and method described in the present disclosure may be implemented by a special-purpose computer configured by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control device and method described in the present disclosure may be implemented by one or more special-purpose computers configured by combining a processor and memory programmed to perform one or more functions with a processor configured with one or more hardware logic circuits. Furthermore, the computer program may be stored as instructions executed by a computer on a computer-readable non-transitory tangible recording medium.

1. Clutch device, 2. Torque cam (rotation/translation unit), 10. Clutch actuator, 12. Housing, 20. Electric motor, 21. Stator, 22. Coil, 23. Rotor, 61. Input shaft (first transmission unit), 62. Output shaft (second transmission unit), 70. Clutch, 100. ECU (control unit), 110. Current control unit, 130. Memory unit

Claims (16)

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. The control device according to claim 1, wherein 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 is an angle advance amount in electrical angle from an advance angle neutral position, which is a position 30° in electrical angle from the rise of the induced voltage. 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. The control device according to claim 3 , wherein the first advance amount is greater than the second advance amount. 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. The control device according to any one of claims 3 to 5 , wherein the current supply control unit sets the second advance angle amount to 0° and performs advance angle control of the electric motor. 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/ translational unit. The control device according to any one of claims 3 to 6 , 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 rotation angle of the rotor. The control device according to any one of claims 3 to 6, 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 the current supplied to the electric motor or the rotation speed of the rotor . 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. 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. A method for manufacturing the 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: 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: 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: 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: 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: