DE10157506A1 - Motor vehicle has clutch with actuator that can be initially operated automatically by clutch controller and gearbox with which various gear ratios can be set - Google Patents

Abstract

The vehicle has a drive motor, a vehicle brake and vehicle wheels that can be driven to produce positive vehicle acceleration and/or braked to produce negative vehicle acceleration, a clutch with an actuator that can be initially operated automatically by a clutch controller and a gearbox with which various gear ratios can be set. Independent claims are also included for the following: a method of operating a motor vehicle.

Description

The invention relates to a motor vehicle with a drive motor, a vehicle Brake and vehicle wheels that are used to generate a positive vehicle acceleration drivable and / or to generate a negative Fahrzeugbe acceleration can be braked with a clutch with an actuator device, automatically initiated by a clutch control device bar and a gear device by means of which different ratios are adjustable.

Such motor vehicles are often equipped with devices that allow to influence the vehicle wheel acceleration positively and / or negatively. Be ABS systems for checking the wheel lock have become known, for example rens, ASR systems for wheel slip control or systems for controlling the driver Stability like ESP, where an individual brake intervention on each individual ne vehicle wheel and possibly also an engine intervention takes place in order to Stabilize the vehicle again if there is a risk of instability. Even if such systems are able to improve control over driving and thus contribute to increasing security, there is a further need to increase the safety when operating the motor vehicle.

The object of the invention is to ensure the safety of motor vehicle operation to further improve, for example existing systems such as ABS, ASR or Support ESP in its effect. Furthermore, it is absolutely necessary to be safe Deliver that support to the systems mentioned does not create new security poses risks.

This object is achieved by a motor vehicle mentioned at the outset, which a plurality of features and / or method steps according to the following Description with figures and the claims, in particular in the present combination, but also for the desired Er achieve follow.

To solve one aspect of the task, it is proposed to drive a vehicle testify with a drive motor its delivered torque by means of a load lever is controllable, a transmission device by means of which different Gear ratios are adjustable, a vehicle brake and vehicle wheels can be driven to generate a positive vehicle acceleration and / or Generation of a negative vehicle acceleration can be braked with a Coupling with a clutch actuation device by a clutch control device initiated automatically operated and a Steuereinrich device for controlling the vehicle stability, by means of which a vehicle wheel acceleration can be influenced and with the clutch control device in Sig nalverbindung is that when the control device intervenes to control  the vehicle stability sent a signal from this and from the clutch control establishment is received.

According to a preferred exemplary embodiment, the dome tion control device due to the control device for controlling the Vehicle stability received signal the clutch actuator controlled that the torque that can be transmitted by the clutch is reduced, it being expedient to zero the torque that can be transmitted by the clutch lower by partially or fully opening the clutch.

In a particularly expedient embodiment of the invention, the Ab Reduction of the torque that can be transmitted by the clutch with one opposite lowering with a standard gear change with a special large gradient. This is particularly advantageous when using standard Gear change the clutch is controlled from a comfort point of view.

Another aspect of the object is achieved in that in a motor vehicle with a device to control vehicle stability such as ABS, ASR or ESP, in which the associated control device when it is active Device sends a corresponding signal when receiving this signal from the clutch control device performs a plausibility check of the signal becomes.  

According to a very expedient embodiment of the invention, a Plausibility check of the control device for controlling the vehicle stabilizer signal sent if an idle switch does not correspond to one actuated load lever is actuated.

It is also useful to plausibility check the signal when the load lever actuation is below a predetermined value, the predetermined Value is for example at least 20%, in particular at least 5% lower, than the value at maximum load lever actuation.

In a particularly preferred embodiment, the plausibility check of the Sig sent by the control device for controlling the vehicle stability nals required that the drive motor speed above a predetermined Wer tes, the predetermined value in the range between idle speed and Stalling speed of the drive motor is. In another embodiment corresponds to the predetermined value of the idle speed of the drive motor or it is at least slightly above the idle speed.

Furthermore, it is preferable if a plausibility check of the tax device for controlling the stability of the signal sent when a vehicle brake is applied. In another expedient version Example, the signal is plausibility checked that a translation stage is inserted.  

The invention also relates to a method for operating a motor vehicle ges according to at least one of claims 1 to 15.

Below are exemplary embodiments of the invention with reference to FIG guren explained in more detail, while showing

Fig. 1 shows schematically and by way of example a vehicle with an automatically actuatable clutch and automatically actuated transmission device and

Fig. 2 is a graph relating to the signaling of an ABS / ASRIESP- activity and the plausibility of this signal.

Fig. 1 shows schematically and exemplarily a vehicle 1 with a clutch 4 and the transmission device 6. The clutch 4 is presently arranged in the power flow between the drive motor 2 and the transmission device 6 ; Expediently between drive motor 2 and clutch 4, a divided flywheel is arranged, the partial masses of which can be rotated with respect to one another with the interposition of a spring-damper device, thereby substantially improving the vibration-related properties of the drive train. The invention is preferably combined with a damping device for receiving or compensating for rotary shocks or a device for compensating for rotary shocks or a device for damping vibrations, as described in particular in the publications DE OS 34 18 671, DE OS 34 11 092, DE OS 34 11 239, DE OS 36 30 398, DE OS 36 28 774 and DE OS 37 21 712 of the applicant is described, the disclosures of which also belonged to the disclosure content of the present application.

The vehicle 1 is driven by a drive motor 2 , which is shown here as a combustion engine such as a gasoline or diesel engine; In another embodiment, the drive can also be carried out by means of a hybrid drive, electro motor or hydromotor. The clutch 4 , in the exemplary embodiment shown, is a friction clutch, by means of which the drive motor 2 can be separated from the transmission device 6, in particular for starting up or for carrying out switching operations. Due to an increasing engagement or disengagement of the clutch, more or less torque is transmitted, for this purpose a pressure plate and a pressure plate are axially displaced relative to one another and take an intermediate friction disk more or less with them. The clutch 4 designed as a clutch is advantageously self-adjusting, ie the wear of the friction linings is compensated in such a way that a constant, low disengagement force is ensured. The invention is preferably combined with a clutch, as described in particular in the applications DE OS 42 39 291, DE OS 42 39 289 and DE OS 43 06 505 of the applicant, the disclosures of which also belonged to the disclosure content of the present application.

The wheels 12 of the vehicle 1 are driven via a differential 10 by means of a shaft 8 . The driven wheels 12 are assigned speed sensors 60 , 61 , where appropriate only one speed sensor 60 or 61 is provided, each of which generates a signal corresponding to the speed of the wheels 12 ; additionally or alternatively, a sensor 52 is provided at another suitable location in the drive train, for example on the shaft 8 , for determining the transmission output speed. The transmission input speed can be determined by means of a further sensor or, as in the present exemplary embodiment, can also be determined from the drive motor speed, for example the transmission ratio set in the transmission can be determined.

An actuation of the friction clutch 4 , which can advantageously be pressed, in another embodiment also expediently also be carried out, takes place in the present case by means of an actuating device 46 , such as a clutch actuator. To actuate the transmission 6 , a two actuators 48 and 50 comprising actuating device is provided, one of the actuators actuating a selection and the other performing a switching actuation. The clutch actuator 46 is designed as an electrohydraulic system, with an on or off return movement generated by means of an electric drive, for example using an electric direct current motor, and transmitted to the release system via a hydraulic path. The gear actuators 48 , 50 are designed as electric drives, for example as electric DC motors, which are connected via kinematics to the moving members in the gear 6 , which are actuated to determine the gear ratio. In another embodiment, especially when large actuation forces are required, it can also be very expedient to provide a hydraulic system for actuation.

The control of the clutch 4 and the transmission 6 is carried out by a Steuerein device 44 , which expediently forms a structural unit with the clutch actuator 46 , although in another exemplary embodiment it can also be advantageous to mount these elsewhere in the vehicle. The actuation of clutch 4 and transmission 6 can take place automatically in an automatic operating mode by the control device 44 , or in a manual operating mode by driver input by means of a driver input device 70 , such as a shift lever, the input being detected by sensor 71 . In the automatic operating mode, gear ratio changes are carried out by appropriate actuation of the actuators 46 , 48 and 50 in accordance with characteristic curves which are stored in a memory assigned to the control device 44 . There are a number of driving programs defined by at least one characteristic, between which the driver can choose, such as a sporty driving program in which the drive motor 2 is operated in a performance-optimized manner, an economy program in which the drive motor 2 is operated in a consumption-optimized manner or a Winter program in which the vehicle 1 is operated to optimize driving safety; Furthermore, in the exemplary embodiment described, characteristic curves are adaptable, for example to the driver's behavior and / or to other boundary conditions such as road friction, outside temperature, etc.

A control device 18 controls the drive motor 2 by influencing the mixture supply or composition, a throttle valve 22 is represented in the figure, the opening angle of which is detected by an angle sensor 20 and the signal of the control device 18 is available. In other embodiments of the drive motor control, the control device 18 , if it is an internal combustion engine, is provided with a corresponding signal, on the basis of which the mixture composition and / or the volume supplied can be determined; The signal from an existing lambda probe is also expediently used. Furthermore, the control device 18 is in the present embodiment, a signal of a driver operated load lever 14 , the position of which is detected by a sensor 16 , a signal about an engine speed, generated by a speed sensor 28 which is associated with the engine output shaft, a signal of an intake manifold pressure sensor 26 and a signal from a cooling water temperature sensor 24 are available.

The control devices 18 and 44 can be constructed in structurally and / or functionally separate sub-areas, then they are expediently connected to one another for example by means of a CAN bus 54 or another electrical connection for data exchange. However, it can also be advantageous to summarize the areas of the control devices, in particular since an assignment of the functions is not always clearly possible and an interaction is necessary. In particular, during certain phases of the gear ratio change, the control device 44 can control the drive motor 2 with respect to the speed and / or the torque.

Both the clutch actuator 46 and the transmission actuators 48 and 50 generate signals from which an actuator position can at least be derived, which are available to the control device 44 . In the present case, the position is determined within the actuator, an incremental encoder being used which determines the actuator position in relation to a reference point. In another exemplary embodiment, however, it can also be expedient to arrange the encoder outside of the actuator and / or to provide an absolute position determination, for example by means of a potentiometer. A determination of the actuator position is of particular importance with regard to the clutch actuator, since this makes it possible to assign the clutch 4 gripping point to a specific engagement path and thus to an actuator position. The gripping point of the clutch 4 is advantageously redetermined at start-up and during operation, in particular depending on parameters such as clutch wear, clutch temperature, etc. A determination of the transmission actuator positions is important with regard to the determination of the gear ratio ses.

The control device 44 also has signals from speed sensors 62 and 63 of the non-driven wheels 65 and 66 available. To determine a vehicle speed, it can be useful to use the average value of the speed sensors 62 and 63 or 60 and 61 in order to compensate for speed differences, for example when cornering. The vehicle speed can be determined by means of the speed signals and a slip detection can also be carried out. In the figure, output connections of the control devices are shown as solid lines, input connections are shown in dashed lines. The connection of the sensors 61 , 62 and 63 to the Steuerein direction is only hinted at.

The vehicle wheels 12 , 65 , and 66 of the vehicle 1 can be braked by means of a brake device. For this purpose, for example, the brake pedal 82 is actuated by the driver, whereby the wheel brake devices are actuated via a hydraulic system 83 , only one wheel brake device 85 of one wheel 12 being shown in the figure. In another exemplary embodiment, actuation of the brake pedal 82 is sensed by means of a sensor 84 and this signal is used by a brake control device (not shown in the figure) to control the wheel brake devices. Such a Bremsteuerein direction can advantageously also receive a plurality of other input signals such as wheel speed signals, a drive motor torque signal, a signal from the clutch 4 or the transmission 6 , it being very expedient if the brake control device is connected to the CAN bus 54 , so that it can exchange signals with the control devices 18 and 44 .

80 is a control device for controlling the vehicle stability. This can be, for example, a device which controls the blocking behavior of the vehicle wheels 12 , 65 and 66 and which intervenes via the braking device 83 , 85 .

Such a locking device preventing the wheels 12 , 65 and / or 66 is generally known as an anti-lock braking system (ASR). In the Steuereinrich device 80 , however, it can also be a device for controlling the drive slip. In this case, the drive slip of the vehicle wheels 12 is regulated in such a way that spinning is prevented by influencing the wheel torque via the braking device 83 , 85 and possibly the drive motor control 18 . Such a control device is generally known as anti-slip control (ASR). However, the control device can also be a device for controlling the vehicle stability, which is to be regarded as particularly expedient. The control device is a number of input signals available, such as wheel speed signals of the wheel speed sensors 60 , 61 , 62 and 63 , a drive motor torque signal, a signal of the clutch 4 or the transmission 6 , a signal relating to a steering wheel lock or signals of special vehicle stability sensors 81 such as accelerations supply sensors. The signals available to the control device 80 are particularly suitable for detecting a vehicle movement that does not correspond to the driver's desired, such as yawing the vehicle 1 by oversteering or understeering. The control device 80 can then, when a vehicle instability is detected, be restored to a safe driving state by an intervention in the brake system 83 , 85 , by an engine intervention, by an intervention in the clutch control and / or by an intervention in the transmission control. The control device 80 is expediently in signal connection with the CAN bus 54 , so that it can exchange data with other control devices, such as 18 , 44 , of the motor vehicle 1 . Such a device is commonly known as an Electronic Stability Program (ESP).

FIG. 2 shows a diagram 200 with respect to the signaling of an ABS / ASR / ESP activity and the plausibility check of this signal. In a first step 201 , an ABS / ASR / ESP intervention takes place, the associated control device sending a signal which indicates an activity. In one exemplary embodiment, an ESP system intervenes when driving instability is imminent, the ESP control unit, which is connected to the CAN bus, sending a corresponding bit via CAN. In step 203 , the signal is received by the clutch control device. In the exemplary embodiment, the clutch control device is also connected to the CAN bus and thus receives the bit that characterizes the intervention of an ESP system. As shown in the figure by a dashed line, in a next step 207 the clutch control device can initiate appropriate steps in order to support the effect of the ESP system - or possibly the ABS or ASR system. In the exemplary embodiment, when the ESP activity is detected, the clutch control device initiates a complete opening of the clutch, which, for example, effectively supports the ESP system in the event of full braking, by initiating no drive and / or moments of inertia counteracting the braking process from the drive motor become. The clutch is opened at the beginning of the braking process, so that a shorter braking distance and thus greater driving safety is achieved.

In this context, especially in the event of an intervention by a ASR system, is on a motor vehicle according to the application DE 197 47 925 A1 referenced by the applicant, the disclosure content of which also relates to Offenba heard content of the present application. Furthermore, be on the registration DE 197 49 038 A1 pointed out to the applicant, the disclosure content of which if part of the disclosure content of the present application.

Step 204 shows the entry into a plausibility check phase in FIG. 2. In particular, if the signal sent by the ABS / ASR / ESP control device is only a bit, it is absolutely necessary to make the signal plausible in order to prevent faulty activation of the clutch - for example, an erroneous opening. The plausibility criterion is checked in step 205 .

A plausibility check is possible using an idle switch that switches the operation of the accelerator pedal is signaled. Another advantageous option is the Comparison of the current accelerator pedal value as a measure of the degree of actuation with egg nem predetermined value, the current accelerator pedal value below the vorbe agreed value must be around that of the ABS / ASR / ESP control device sent signal to plausibility check. The predetermined is expedient Value low, it is at least 20%, in particular at least 5% less than the value at maximum accelerator pedal actuation. A particularly advantageous possibility The plausibility check offers a comparison of the current drives engine speed with a predetermined limit. An ABS / ASR / ESP activity  is considered plausible if the current drive motor speed is above the predetermined limit. If the limit is in the range between idle speed and stall speed or at least only slightly is above the idle speed of the drive motor, the is reliably critical case prevents the clutch from opening while they are on drive motor and gear engaged takes over a parking lock function and wrong ABS / ASR / ESP activity is signaled. Even in a state in which the vehicle with the engine running under clutch slip and at held gear on an incline, for example, is a mistake This prevents the clutch from opening. As a further plausibility criterion can advantageously be used to actuate a vehicle brake be, the brake light switch expediently as a signal transmitter ver is used, the operation of which is required. In this way, ver prevents that in a phase in which vehicle acceleration is not interrupted may be used - for example, when overtaking - the clutch opens due to an erroneous signal for an ABS / ASR / ESP intervention. Be It is particularly preferable to use both criteria, the drive motor gate speed and a signal via a brake actuation, ver to each other tie that an existence of both criteria for the plausibility of a ABS / ASR / ESP activity signal is required. Furthermore, plausibility can ABS / ASR / ESP intervention to check whether a gear is engaged. All of the criteria described here, as well as other or further criteria, if applicable can be used alone or meaningfully linked.  

If the plausibility criterion is met, the signal received by the ABS / ASR / ESP control device is accepted as plausible by the clutch control device in step 206 and the clutch is controlled in step 207 such that the ABS / ASR / ESP system in its effect is supported. If the ABS / ASR / ESP activity signal could not be checked for plausibility, see step 208 , it is ignored in step 209 , so that the clutch is not controlled in this way, see step 210 .

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The An notifier reserves the right to add more, so far only in the description and / or To claim drawings disclosed combination of features.

Relationships used in subclaims point to further training the subject of the main claim by the features of the respective towards subclaim; they are not considered a waiver of achieving one independent, objective protection for the combinations of features of to understand related subclaims.

Since the subjects of the subclaims with regard to the prior art reserves the right to make its own independent inventions on the priority date Applicant before becoming the subject of independent claims or part to make statements of compliance. You can also continue to invent independently  containing one of the subjects of the preceding subclaims have independent design.

The exemplary embodiments are not to be understood as a limitation of the invention hen. Rather, there are numerous variations within the scope of the present disclosure Rations and modifications possible, especially such variants, elements and combinations and / or materials, for example by combination or modification of individual in connection with that in the general Be writing and embodiments and the claims described and in the features or elements contained in the drawings or procedural step ten for the expert with regard to the solution of the task are removed and through combinable features to a new item or new ones Lead process steps or process step sequences, also insofar as they Test and work procedures concern.

Claims (15)

1. Motor vehicle with a drive motor, a vehicle brake and vehicle wheels that can be driven to generate positive vehicle acceleration and / or brake to generate a negative vehicle acceleration are bar, with a clutch with an actuator that by a Clutch control device initiated and can be operated automatically Gear device, by means of which different ratios can be set are. 2. Motor vehicle with a drive motor by means of its delivered torque a load lever is controllable, a transmission device by means of which different ratios are adjustable, a vehicle brake and driving Wheels that produce positive vehicle acceleration drivable and / or to generate a negative vehicle acceleration can be braked with a clutch with a clutch actuating device device, which is initiated by a clutch control device is operable and a control device for controlling the vehicle stability, by means of which a vehicle wheel acceleration can be influenced and which with  Clutch control device is in signal connection, characterized net that if the control device intervenes to control the vehicle Stability sent a signal from this and from the clutch control unit tion is received. 3. Motor vehicle in particular according to claim 1 or 2, characterized net that the clutch control device due to the by the Steuereinrich the signal received to control the stability of the vehicle Actuated actuation device so that the clutch transmissible moment is lowered. 4. Motor vehicle in particular according to claim 3, characterized in that the torque that can be transmitted by the clutch is reduced to zero. 5. Motor vehicle in particular according to claim 3 or 4, characterized net that the reduction of the torque transmitted by the clutch with one versus lowering with a standard gear change with a particularly large gradient. 6. Motor vehicle in particular according to at least one of the preceding An sayings, characterized in that a plausibility check of the Control device for controlling the signal sent by the vehicle stability he follows.   7. Motor vehicle in particular according to claim 6, characterized in that that sent by the control device to control vehicle stability Signal is checked for plausibility if an idle switch does not correspond to one actuated load lever is actuated. 8. Motor vehicle in particular according to claim 6, characterized in that that sent by the control device to control vehicle stability Signal is checked for plausibility if the load lever actuation is below a front certain value. 9. Motor vehicle in particular according to claim 8, characterized in that the predetermined value is at least 20%, in particular at least 5% is lower than the value at maximum load lever actuation. 10. Motor vehicle in particular according to claim 6, characterized in that that sent by the control device to control vehicle stability Signal is checked for plausibility if the drive motor speed is above one certain value. 11. Motor vehicle in particular according to claim 10, characterized in that the predetermined value in the range between idle speed and stall speed of the drive motor is.   12. Motor vehicle in particular according to claim 10, characterized in that the predetermined value corresponds to the idle speed or at least ge is slightly above the idle speed of the drive motor. 13. Motor vehicle in particular according to claim 6, characterized in that that sent by the control device to control vehicle stability Signal is checked for plausibility when a vehicle brake is applied. 14. Motor vehicle in particular according to claim 6, characterized in that that sent by the control device to control vehicle stability Signal is checked for plausibility when a gear ratio is engaged. 15. A method for operating a motor vehicle according to at least one of the previous claims.