DE10101858A1 - Method for triggering an automated clutch in a drive system fitted with an anti-blocking system causes a clutch assembly to transfer no torque upon activating the anti-blocking system and vice versa - Google Patents

Abstract

Despite other driving parameters a clutch assembly (20) is brought back to a state in which it can transfer torque if a brake anti-blocking procedure has been brought to an end. A driving parameter covers an accelerator pedal's (62) operation. Even if during a brake anti-blocking procedure it is recognized that the accelerator pedal is being operated, the clutch assembly remains in a state in which it can transfer no torque. An Independent claim is also included for a drive system with an automated clutch assembly, an anti-blocking brake device, sensors to supply information on driving parameters, a triggering device for triggering the clutch assembly and an anti-blocking device based on information supplied by the sensors.

Description

The present invention relates to a method for controlling a automated clutch in one with an anti-lock braking system equipped drive system and a drive system.

With such drive systems, it is generally known that if vermit by comparatively strong application of a brake pedal of the driver, for example, on a smooth or slippery surface Roadway the tires tend to lock and thus the anti-lock Brake system is activated, the automated clutch assembly in such a way is controlled that it is adjusted in the direction of the disengaging position and thus the torque transmitted via this decreases or the clutch is brought into a state in which it is essentially none Torque can transmit more. It is thus influencing the Braking behavior prevented by the engine braking effect with the consequence that the anti-lock braking system is made more precise and thus the vehicle can be braked faster or the blo The inclination of the wheels can be reduced.

Especially with drive systems, which in addition to an automated clutch arrangement also an automated gear arrangement, so at for example, an automated manual transmission or possibly also a Automatic transmission, have when the vehicle is through Implementation of a braking process is braked in adaptation to the decreasing driving speed in the gearbox leads to for a subsequent transition to a normal driving state or an acceleration state of a suitable gear ratio have inserted stage.  

With such systems there is a particular risk that after Performing such a shift regardless of the clutch The fact that due to the currently activated anti-lock brake systems should remain in a state in which they have no torque ment can be moved back towards the engagement position, at least so far that it has the grinding point, that is the coupling position from which - coming from a disengaging position - the coupling torque begins to transmit, exceeds. Consequently an engine braking effect will occur, which affects the working behavior of the Anti blocking brake system adversely affected.

Furthermore, it is known that, in such systems, when, above all abrupt braking is performed by inexperienced drivers, d. H. the brake pedal is essentially fully depressed in unbe intentionally also the accelerator pedal is still operated. This process, known as panic braking, generally leads that despite the activation of the anti-lock brake systems due to the simultaneous activation of the Accelerator pedal the clutch is brought back into a state in which chem she can transmit a torque. This also makes an un generates suitable influence on the driving condition of a vehicle, which an anti-lock braking system the defined implementation of a Anti-lock braking process difficult.

It is the object of the present invention to provide a control method an automated clutch in one with an anti-lock braking system equipped drive system or to provide such a drive system, in which unsuitable impairments of an anti-lock brake be avoided.

According to a first aspect of the present invention, this object is achieved solved by a method for controlling an automated clutch  in a drive system equipped with an anti-lock braking system, at which procedure if the anti-lock braking system to perform an anti-lock braking process is activated, the clutch assembly in is brought into a state in which they have essentially no rotation can transmit torque, regardless of the clutch arrangement other driving parameters are only brought back into a state, in which it can transmit torque when the anti-lock braking is finished.

In the procedure according to the invention is therefore inevitable ensured that when an anti-lock braking operation is performed, no other operating or driving parameters, which in themselves the setup would require a clutch arrangement to influence of the anti-lock braking process. It is ensured that first the anti-lock braking process is brought to an end, for example indicate that the driver depresses the brake pedal somewhat measure actuated or, for example, by the fact that by transition in a lane area with a grippier surface blocking the wheels is prevented. Only when the wheels are no longer locked occurs, the clutch assembly is driven again so that it is adjusted in the direction of the engagement position and via this a torque can be transferred.

For example, according to the present invention, that one of the driving parameters includes the actuation of an accelerator pedal and that the clutch assembly even when performing a Anti-lock braking process is detected that the accelerator pedal is operated, remains in the state in which it has essentially no torque ment can transfer. Also the one already mentioned above Panic braking can therefore not lead to another disadvantage ter influence on the anti-lock braking system or the performed Braking occurs.  

To as quickly as possible after the end of an anti-lock braking process bring the entire system back to a normal operating state can be used in which, for example, an engine braking effect can be proposed that the clutch assembly at Carrying out an anti-lock braking process in the area of a grinding point is held.

According to a further aspect, the above-mentioned object is achieved through a drive system comprising an automated clutch assembly tion, an anti-lock braking device, a sensor system, what information delivers a control device for at least one driving parameter Activation of the clutch arrangement and the anti-lock brake device based on the information provided by the sensors.

According to the invention, it is further provided that the control device tion when they carry out the anti-lock brake device controls an anti-lock braking process, the clutch assembly for Adjustment to a state in which this is essentially none Torque can be transmitted, controlled and independent of that of the Sensor technology keeps information in this state, as long as it keeps the Anti-lock brake device for performing an anti-lock brake gangs controlled.

In such a drive system, it can be provided, for example, that the sensor system includes an accelerator pedal sensor.

The drive system according to the invention can also have an output side of the clutch assembly related gear assembly have, which for performing switching operations under control tion of the control device is.

The present invention will hereinafter be described with reference to the accompanying Figure described in detail.

First, a drive system will be described with reference to the figure, in which the inventive concept can be applied. The drive system 10 comprises a drive unit 12 , for example an internal combustion engine 12 , which is connected via a drive shaft 14 to an input side 16 of an automated clutch arrangement 20 , for example a friction clutch. An output side 22 of the clutch arrangement 20 is in drive connection with an automated transmission arrangement 26 via a transmission input shaft 24 . Its output shaft 28 drives wheels 32 , 34 via a differential 30 . The drive unit 12 , the clutch assembly 20 and the gear assembly 26 are under the control of a Ansteuervor direction 36th This control device 36 is in data exchange with a power control arrangement 38 of the drive unit in order to control or regulate the power output or the speed of the drive assembly 12 by supplying control signals or commands to the power control arrangement 38 . It should be noted that the power actuator assembly 38 includes any area of a Antriebsaggre gats in which an impact on the speed of which power output can be taken relationship as, for example, an injection system, the throttle system, the ignition system, the cam system, etc. Of course delivers the power actuator assembly 38 Information to the control device 36 , which designates the power setting state of the drive unit 12 .

Furthermore, the control device 36 is connected to an actuator arrangement 40 of the automated clutch arrangement 20 in order to adjust the clutch arrangement 20 between an engaged and a disengaged clutch position by supplying corresponding actuating signals. Actuator arrangement 40 can also supply information to control device 36 , which designates the current actuating state of the coupling arrangement.

Furthermore, the control device 36 supplies control signals to an actuator arrangement 42 of the transmission arrangement 26 . These control signals lead to switching operations within the gearbox arrangement 26 . Here too, the control device 36 is again supplied with information which denotes the current actuating state of the gear arrangement 26 . The control device 36 also receives information 1 from various sensors, based on which information the control device 36 can determine the overall operating state of the vehicle. For example, a speed sensor 44 is provided, which detects the speed of the drive shaft 14 . It should be pointed out that, as far as this is concerned with the detection of the rotational speed, this naturally also includes the detection of any information characterizing the rotational speed, which is then processed, for example, in the control device 36 for the actual determination of the rotational speed per se. Furthermore, a speed sensor 46 is provided, which detects the speed of the transmission input shaft 24 , and a speed sensor 48 , which detects the speed of the transmission output shaft 28 . Furthermore, speed sensors 50 , 52 are provided, which detect the speed of the driven wheels 32 , 34 or of these driving shafts 54 , 56 . The vehicle speed can be calculated based on these two sensor outputs or based on the output of the speed sensor 48 ; ie these sensor outputs of sensors 48 , 50 , 52 contain information about the vehicle speed.

Furthermore, a switching sensor 58 is provided, which detects an actuation of a switching lever 60 and provides corresponding information I for the Ansteuervor direction 36 . Based on this information, the control device 36 recognizes which shift operation a driver wants to perform and then generates a suitable control command for the transmission arrangement 26 at the appropriate time and, if necessary, taking into account the further information representing the driving state. It should be noted that instead of detecting the shift lever actuation, the switching operation can also be carried out in the manner of an automatic transmission based on the driving situation.

In the drive system 10 , an accelerator or accelerator pedal 62 is also provided with an associated accelerator pedal sensor 64 , the output signal of which represents the extent of actuation of the accelerator pedal. A brake pedal 66 is also provided, to which a sensor 68 is also assigned. The output signal from this brake pedal sensor 68 represents the actuation extent of the brake pedal 66 .

Based on all of these sensor inputs and possibly further sensor inputs, for example from an ambient temperature sensor, a coolant temperature sensor, a yaw motion sensor and the like, the control device 36 generates various control commands or control specifications, which then occur in the various units or components to be controlled, i.e. the power control arrangement 38 Actuator arrangement 40 and the actuator arrangement 42 are implemented, that is to say to carry out actuating processes in the drive assembly 12 , in the clutch arrangement 20 or in the transmission arrangement 26 . These control specifications are determined in the control device 36 in a processor, in which a corresponding control program runs, which receives the various sensor inputs I as input and which generates a control specification as an output, which either as a control command directly to the various setting ranges 38 , 40 , 42 is passed, or which is subsequently converted in the control device 36 into a respective control command and only then is directed to the control ranges.

The drive system 10 shown in the figure further comprises an anti-lock brake device, generally designated 70, which is also controlled by the control device 36 . The anti-lock brake device 70 includes any system area that can be controlled by the control device 36 for carrying out an anti-lock braking process, for example a corresponding hydraulic control valve or several such valves and of course the brakes acting in the area of the individual wheels. If a comparison is made of the various speeds detected in the area of the wheels, it is found that in one or more of these wheels there is a clear deviation of the speed from the speeds of the other wheels, in such a way that this speed is significantly low or will, it can be concluded that this wheel has entered or has been brought into a blocking state, for example by excessive actuation of the brake pedal 66 . As a result, the control device 36 then controls the anti-lock brake device 70 , that is to say ultimately the brake system of such a drive system 10 or a vehicle equipped with it, in such a way that in the anti-lock braking mode, blocking of the critical wheel or wheels is prevented in order to keep the vehicle under control and to be able to brake as quickly as possible. In such a transition to an anti-lock the driving-braking state simultaneously controls 36, the Kupp averaging arrangement 20 and the actuator assembly 40 such that the clutch arrangement is adjusted in the direction disengaging position 20 and between the input side 16 and 22 of the same is substantially transmitted to the output side no further torque can be. For example, it is possible to adjust the clutch coming from a torque-transmitting position to such an extent that it exceeds the so-called grinding point, that is, the point at which a transition between a torque-transmitting state and a state in which no torque is transmitted, takes place. As a preparatory measure, the clutch arrangement 20 can, however, be kept in the region of this grinding point in a state in which ultimately no torque or possibly only a very small torque which does not substantially impair the driving state is transmitted. Due to the fact that the clutch arrangement 20 is controlled in this way and the drive unit 12 is decoupled from the remaining drive train, no forces or moments which can adversely influence the anti-lock braking system or the anti-lock braking process can be generated in the drive train, in particular the occurrence of an engine braking effect Essentially completely linked. The anti-lock braking system is then able to carry out the braking process with high precision on the basis of the otherwise available information about the driving state.

According to the present invention, in this state, in which the anti-lock brake device 70 is actuated to carry out the anti-lock braking process and the clutch arrangement 20 is also actuated in order to keep it in a disengaged state, it is ensured that no others define the driving state of the vehicle Parameters can lead to the clutch arrangement 20 being brought back into a state in which it can transmit a torque, in particular such a torque which makes it difficult to carry out an anti-lock braking process. For example, a situation may arise in which the reduction in vehicle speed generated in the braking process in an automatic driving mode triggers the gear arrangement 26 or the actuator arrangement 42 thereof to carry out a downshift, which generally ends when the clutch is re-engaged. This re-engagement is prevented, so that even after the downshift of the anti-lock brake device 70, the precise execution of the anti-lock braking process is possible. The same naturally also applies when the transmission arrangement 26 is in a manual shift mode, in which the driver indicates by operating the shift lever 70 that he desires to shift despite performing an anti-lock braking operation.

Even if the accelerator pedal 62 is also detected and also operated by a driver with massive actuation of the brake pedal 66 with the same foot, this prevents the clutch arrangement 20 from being adjusted in the direction of the engagement position when the engine speed increases as a result, and thus a torque is introduced into the drive train. In particular, this generally unwanted co-actuation of the accelerator pedal 62 would have an extremely disadvantageous influence on the braking behavior, since in this state, the increase in the rotational speed of the drive unit would initiate a substantial acceleration of the torque in the drive train when the clutch arrangement 20 transmits a torque could.

Only when the anti-lock braking process has ended, for example in that the driver has taken his foot off the brake pedal 66 or the vehicle has landed on a surface with less slippery surface, will the clutch be brought back into a torque-transmitting state, provided that the present driving condition then requires this.

By preventing the execution of a coupling process according to the invention when the vehicle is in an anti-lock brake, regardless of what other driving parameters would require the clutch to be re-engaged, either completely or partially, it is ensured that first of other influences undisturbed braking is carried out. This also makes it easier for a driver to control the vehicle and reduces the risk of the vehicle coming into an uncontrollable state when the vehicle is braked hard. It should be noted that the state in which the clutch could be engaged again by simultaneous actuation of the accelerator pedal has only been selected as an example, although this is a particularly critical state. According to the teaching of the present invention, other driving parameters or combinations of driving parameters, which would in themselves result in the clutch being engaged again, can also be taken into account. Furthermore, it should also be pointed out that the drive system shown in the figure is very simplified and is only exemplary. Both the clutch assembly 20 and the gear assembly 26 may have various other configurations. For example, the transmission arrangement 26 could also be a conventional automatic transmission and the clutch arrangement 22 could for example also be integrated in a hydrodynamic torque converter or a fluid coupling in the form of a lock-up clutch or could ultimately be a clutch arrangement integrated in a transmission arrangement, for example an automatic transmission arrangement can be disengaged when braking to interrupt the torque transmission.

Claims (6)

1. A method for controlling an automated clutch ( 20 ) in a drive system equipped with an anti-lock braking system ( 36 , 70 ), in which method when the anti-lock braking system ( 36 , 70 ) is activated to perform an anti-lock braking process, the clutch arrangement ( 20 ) is brought into a state in which it can essentially not transmit any torque, the clutch arrangement ( 20 ), regardless of other driving parameters, only being brought back into a state in which it can transmit a torque when the anti-lock braking process has ended. 2. The method according to claim 1, characterized in that one of the driving parameters comprises the actuation of an accelerator pedal ( 62 ) and that the clutch arrangement ( 20 ) even if it is recognized when performing an anti-lock braking process that the accelerator pedal ( 62 ) is actuated remains in the state in which it can transmit substantially no torque. 3. The method according to 1 or 2, characterized in that the clutch arrangement ( 20 ) is held in the region of a grinding point when performing an anti-lock braking process. 4. Drive system comprising:
an automated clutch arrangement ( 20 ),
an anti-lock brake device ( 70 ),
a sensor system ( 44 , 46 , 48 , 50 , 52 , 64 , 68 ) which supplies information about at least one driving parameter,
a control device ( 36 ) for controlling the clutch arrangement ( 20 ) and the anti-lock brake device ( 70 ) based on the information supplied by the sensor system,
characterized in that the control device ( 36 ), when it controls the anti-lock brake device ( 70 ) to carry out an anti-lock brake operation, controls the clutch arrangement ( 20 ) for adjustment to a state in which it can essentially not transmit any torque, independently of the information provided by the sensors ( 44 , 46 , 48 , 50 , 52 , 64 , 68 ) holds in this state as long as it controls the anti-lock braking device ( 70 ) to carry out an anti-lock braking operation. 5. Drive system according to claim 4, characterized in that the sensor system ( 44 , 46 , 48 , 50 , 52 , 64 , 68 ) comprises an accelerator pedal sensor ( 64 ). 6. Drive system according to claim 4 or 5, characterized by an output side ( 22 ) of the coupling arrangement ( 20 ) in connection with automated transmission arrangement ( 26 ) which is used to carry out switching operations under the control of the control device ( 36 ).