CONTROLLING AN ACTUATOR OF AN ACTUATOR UNIT OF A MOTOR VEHICLE

Abstract

A method for controlling an actuator of an actuator unit of a motor vehicle includes detecting desired activation of the actuator, detecting whether a currently present operating state of the motor vehicle is a first operating state or a second operating state, selecting either a first control routine upon detecting the first operating state or a second control routine upon detecting the second operating state, and actuating the drive motor with the selected first control routine or second control routine. A drive motor of the actuator unit is controlled depending on the operating state of the motor vehicle. In the first operating state, an actuation of the actuator occurs according to the first control routine with high dynamics of the drive motor, and in the second operating state, the actuation of the actuator occurs according to the second control routine with adjusted dynamics of the drive motor.

Claims

1-10. (canceled)

11. A method for controlling an actuator of an actuator unit of a motor vehicle, comprising: a) detecting a desired activation of the actuator, wherein the actuator unit includes the actuator, at least one component that is activated by the actuator, and a drive motor for driving the actuator; b) detecting whether a currently present operating state of the motor vehicle is a first operating state or a second operating state; c) selecting either a first control routine upon detecting the first operating state or a second control routine upon detecting the second operating state; and d) actuating the drive motor with the selected first control routine or second control routine, wherein in the first operating state the actuator is activated according to the first control routine with high dynamics of the drive motor, and in the second operating state the actuator is activated according to the second control routine with adapted dynamics of the drive motor; and wherein the first operating state and the second operating state relate at least to generation of noise by the motor vehicle.

12. The method of claim 11, wherein the motor vehicle has a first noise generation level in the first operating state and a second noise generation level in the second operating state, and the second noise generation level is lower than the first noise generation level.

13. The method of claim 11, wherein in the first operating state the motor vehicle is driven by means of a torque of a drive unit of the motor vehicle, and in the second operating state torque of the drive unit is not used to drive the motor vehicle in at least one situation.

14. The method of claim 11, wherein an internal combustion engine which is provided as a drive unit of the motor vehicle is switched off in the second operating state.

15. The method of claim 11, wherein the second control routine corresponds to the first control routine which is delayed with a PT1 controller or a PT2 controller.

16. The method of claim 11, wherein the at least one component is a clutch.

17. The method of claim 11, further comprising preventing steps (a) to (d) from performing in response to a setpoint position of the actuator which is requested with the desired activation.

18. A system for a motor vehicle, comprising: a drive unit for driving the motor vehicle; and an actuator unit including an actuator, a component, a drive motor for driving the actuator, and a control device, wherein the actuator is configured to activate the component; wherein the control device is programmed to: a) detect a desired activation of the actuator; b) detect whether a currently present operating state of the motor vehicle is a first operating state or a second operating state; c) select either a first control routine upon detecting the first operating state or a second control routine upon detecting the second operating state; and d) actuate the drive motor with the selected first control routine or second control routine; wherein in the first operating state the actuator is activated according to the first control routine with high dynamics of the drive motor, and in the second operating state the actuator is activated according to the second control routine with adapted dynamics of the drive motor; and wherein the first operating state and the second operating state relate at least to generation of noise by the motor vehicle.

19. The system of claim 18, wherein the component is a clutch by which a torque of the drive unit for driving the motor vehicle can be coupled into a drive train of the motor vehicle and decoupled therefrom.

20. The system of claim 18, wherein the motor vehicle has a first noise generation level in the first operating state and a second noise generation level in the second operating state, and the second noise generation level is lower than the first noise generation level.

21. The system of claim 18, wherein in the first operating state the motor vehicle is driven by means of a torque of a drive unit of the motor vehicle, and in the second operating state torque of the drive unit is not used to drive the motor vehicle in at least one situation.

22. The system of claim 18, wherein an internal combustion engine which is provided as a drive unit of the motor vehicle is switched off in the second operating state.

23. The system of claim 18, wherein the second control routine corresponds to the first control routine which is delayed with a PT1 controller or a PT2 controller.

24. The system of claim 18, wherein the control device is further programmed to prevent steps (a) to (d) from performing in response to a setpoint position of the actuator which is requested with the desired activation.

25. A control device comprising a processor and a memory storing instructions executable by the processor to: a) detect a desired activation of the actuator, wherein the actuator unit includes the actuator, at least one component that is activated by the actuator, and a drive motor for driving the actuator; b) detect whether a currently present operating state of the motor vehicle is a first operating state or a second operating state; c) select either a first control routine upon detecting the first operating state or a second control routine upon detecting the second operating state; and d) actuate the drive motor with the selected first control routine or second control routine, wherein in the first operating state the actuator is activated according to the first control routine with high dynamics of the drive motor, and in the second operating state the actuator is activated according to the second control routine with adapted dynamics of the drive motor; and wherein the first operating state and the second operating state relate at least to generation of noise by the motor vehicle.

26. The control device of claim 25, wherein the motor vehicle has a first noise generation level in the first operating state and a second noise generation level in the second operating state, and the second noise generation level is lower than the first noise generation level.

27. The control device of claim 25, wherein in the first operating state the motor vehicle is driven by means of a torque of a drive unit of the motor vehicle, and in the second operating state torque of the drive unit is not used to drive the motor vehicle in at least one situation.

28. The control device of claim 25, wherein an internal combustion engine which is provided as a drive unit of the motor vehicle is switched off in the second operating state.

29. The control device of claim 25, wherein the second control routine corresponds to the first control routine which is delayed with a PT1 controller or a PT2 controller.

30. The control device of claim 25, further comprising preventing steps (a) to (d) from performing in response to a setpoint position of the actuator which is requested with the desired activation.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0043] FIG. 1 shows a motor vehicle with an actuator and part of a clutch in a side view and with a control device; and

[0044] FIG. 2 shows a progression of actuation of the actuator according to a plurality of control routines in a diagram.

[0045] FIG. 1 shows a motor vehicle 3 with an actuator unit 2 and part of a clutch as a component 4 in a side view and with a control device 9.

DETAILED DESCRIPTION

[0046] The design of a clutch and of an actuator 1 illustrated here is known, e.g., from DE 100 65 355 C2.

[0047] The actuator 1 comprises an electric drive motor 5 and a control unit 9, a ramp mechanism 11 and a transmission means 12. A rotational movement 13 of the drive motor 5 is transmitted via a transmission means 12 (the gearwheel pairings) to the ramp mechanism 11. The rotational movement 13 of the drive motor 5 is converted into a movement 14 in an axial direction 15 by means of the ramp mechanism 11. The movement 14 is used to activate the component 4, here a clutch. The clutch serves to connect the drive unit 8 and drive train 10 (e.g. transmission, side shafts, longitudinal shafts) for driving the wheels of the motor vehicle 3.

[0048] The actuator 1 has the drive motor 5 and a plurality of gearwheel pairings (mechanical components 16 of the actuator unit 2 which are connected to one another, e.g., with play) as a transmission means 12 via which a torque of the drive motor 5 can be transmitted in order to activate the component 4.

[0049] Noise can be caused by the actuator unit 2, e.g. by the application of the tooth flanks of the gearwheels which are in engagement with one another (particularly when the (rotational) movement of the drive motor 5 is reversed). When the actuator 1 is activated with high dynamics (first control routine 6), the drive motor 5 is actuated at a high speed and with the lowest possible deceleration in comparison with the desired activation. In this context, e.g. the mechanical components 16 of the actuator unit 2 which are connected to one another with play are accelerated and moved as quickly as possible, so that once the play which is present between the components 16 is overcome, mechanical contact occurs between the components 16. This mechanical contact can be perceived acoustically (can be audible) by occupants of the motor vehicle 3, particularly in specific operating states of the motor vehicle 3.

[0050] It is now proposed here that in accordance with a currently present operating state of the motor vehicle 3, it will be detected, by means of the control device 9, which control routine 6, 7 is to be selected to actuate the drive motor 5.

[0051] The second control routine 7 comprises activation of the actuator 1 with adapted and/or lower dynamics (rotational speed, acceleration or braking) than by means of the first control routine 6. The actuator 1 or its drive motor 5 is actuated here taking into account the real system behavior. In this context, a sudden acceleration of the drive motor 5 and of the components 16 which are driven by means of the drive motor 5 is avoided by more gentle movement of the drive motor 5.

[0052] In particular, this makes it possible that play which is present between the mechanical components of the actuator unit 2 is overcome with adapted and/or reduced acceleration or speed. For example, this can make it possible that the tooth flanks of gearwheels which are in engagement with one another come to bear more slowly against one another than in the first control routine 6. In this way, the generation of noise can be reduced.

[0053] FIG. 2 shows the progression of the actuation of the actuator 1 according to a plurality of control routines 6, 7 in a diagram. In the diagram, the time 17 is plotted on the horizontal axis, and the position 18 of the drive motor 5 is plotted on the vertical axis.

[0054] The first progression 19 shows the desired activation of the actuator 1. The drive motor 5 is therefore to be moved to a specific position 18. A normal (known) control operation is illustrated by means of the second progression 20. The drive motor 5 is moved as quickly as possible by means of the control device 9, wherein overshooting and undershooting of the drive motor 5 to reach the desired position 18 can be detected.

[0055] The third progression 21 shows the measured progression of the position 18 of the drive motor 5 according to a first control routine 6, wherein the third progression 21 was generated with a PT1 controller on the basis of the second progression 20.

[0056] The fourth progression 22 shows the measured progression of the position 18 of the drive motor 5 according to a second control routine 7, wherein the fourth progression 22 was generated with a PT2 controller on the basis of the second progression 20.

[0057] The fifth progression 23 shows the measured progression of the position 18 of the drive motor 5 according to a further control routine, wherein the fifth progression 23 is formed during the rising of the position 18 (upward along the vertical axis) by interpolation of the third progression 21 and of the fourth progression 22 as well as by interpolation of the measurement variable and setpoint value variable in order to approximate the filter time constants to the system time constant. During the drop in the position 18 (downward along the vertical axis), the fifth progression 23 follows the fourth progression 22 (the signal of the PT2 controller).

LIST OF REFERENCE NUMBERS

[0058] 1 Actuator [0059] 2 Actuator unit [0060] 3 Motor vehicle [0061] 4 Component [0062] 5 Drive motor [0063] 6 First control routine [0064] 7 Second control routine [0065] 8 Drive unit [0066] 9 Control device [0067] 10 Drive train [0068] 11 Ramp mechanism [0069] 12 Transmission means [0070] 13 Rotational movement [0071] 14 Movement [0072] 15 Axial direction [0073] 16 Component [0074] 17 Time [0075] 18 Position [0076] 19 First progression [0077] 20 Second progression [0078] 21 Third progression [0079] 22 Fourth progression [0080] 23 Fifth progression