DE10235386A1 - Clutch and gear engagement control method for motor vehicle transmission involves reducing speed and/or power of transmission when engine rotation is incorrect - Google Patents

Abstract

The combined clutch and gearbox control for a motor vehicle transmission involves using functional operating conditions to operate the clutch actuator and prevent critical situations from arising. A reduction of force and-or speed occurs when the clutch is actuated during starting onto the road and or after an irregular clutch release. The irregular clutch release occurrence can be stored in a memory.

Description

The present invention relates to a method for driving a Transmission actuator system with a clutch actuator and a control unit for an automated Coupling and / or an automated manual transmission.

Such methods are known from automotive engineering. It has shown, that in the known methods of the clutch actuator z. B. at Operating conditions, such as B. when switching on during commissioning and / or at a irregular shutdown z. B. a reset, is not adequately protected. For example, the clutch actuator may be in the wrong position and then hit against attacks or the like when driving and cause mechanical damage in particular.

Furthermore, it is possible that an incorrect direction of rotation of the drive motor of the Coupling actuator, especially during commissioning, to abort the same can lead.

The invention has for its object a method for driving a Propose gearbox actuation in which the disadvantages of the prior art be avoided.

Accordingly, it is provided in the method according to the invention that the Control unit and / or the clutch actuator depending on certain Operating states are controlled in such a way that safety-critical situations be avoided.

According to the invention it can be provided that a force and / or Speed reduction preferred when switching on the control unit of an automated Manual transmission or the like is performed.

In the presence of predetermined operating conditions, such as. B. one in memory the commissioning or irregular information stored in the gearbox actuator system Switch-off process, the gearbox actuator can after switching on the control unit with a significantly reduced maximum force and / or maximum speed can be controlled.

In the proposed control z. B. uses an algorithm be the z. B. allowed by the detection of backdrop attacks, the To determine the absolute position of the transmission actuators. This is also called Commissioning procedure called. It is also conceivable that other measures are provided his.

Any shutdown operation can cause an irregular shutdown or operating state be that is not caused by the active self-shutdown of the control unit.

As a result, the detection of whether the last shutdown was irregular is relative simple. The information "irregular shutdown process" is switched on Control unit z. B. in the so-called E2PROM memory or the like saved and only shortly before the respective automatic shutdown by the information "regular shutdown" replaced. As a supplement, the gear position and / or the gear that was present when switching off was also stored become. The "Commissioning" information can be displayed in the E2PROM can be saved or can be used for an upcoming disassembly With the help of a test device, for example, in a workshop. After commissioning, the information can be deleted.

It is particularly advantageous that when the control unit is switched on for the first time preferably after installing the actuator or after an irregular one Shutdown process according to the invention is prevented that the actuator is wrong Gear position is and when moving against stops or the like bumps and in particular mechanical damage is caused.

The method according to the present invention can be used in particular Vehicles with electronic clutch management (EKM) and / or with an automated manual transmission (ASG) can be used. Especially It is advantageous to use the invention presented here in vehicles that do not Absolute displacement sensors for determining the gear position of the clutch actuator exhibit. In these vehicles, for. B. the use of inexpensive Incremental displacement sensors advantageous.

For example, it is also possible that the force and / or Speed reduction is carried out on the control unit each time it is switched on. So is the power and / or speed reduction not only in the First commissioning or after irregular shutdowns, such as B. a reset provided. It is also conceivable that the gear actuator or Coupling actuator mechanically and / or electrically to a test bench or The like is connected if the device was already switched on and for example through appropriate communication in the initial commissioning Mode has been switched.

Another embodiment of the present invention can provide that a faulty direction of rotation of the motor of the gearbox actuator system is recognized and is corrected.

It has been shown that the automatic detection of the direction of rotation of the Electric motors especially when commissioning an automated one Manual gearbox and suitable measures to correct an incorrect direction of rotation are advantageous to z. B. to prevent the commissioning from being canceled.

Preferably when using an automated electromotive Manual gearbox (ASG) can make the rotational movement of at least one electric motor via at least one reduction gear or the like in a translational Movement of the shift finger can be implemented. To control the position of the A suitable process can be used for shift fingers in the transmission the position of the shift finger or at least the position of the output shafts of the electric motors.

By designing the system, the relationship between the Actuating variable of the electric motors of the transmission actuators, which are the Armature voltage is known, and the movement of the shift finger. So z. B. Such a system can be characterized by a positive Armature voltage in one of the electric motors a movement of the shift finger and / or the motor output shaft results in a certain direction.

According to the present invention, it is particularly advantageous if preferably at the beginning of the automatic commissioning a test of the electric motor Transmission actuation is carried out, in which the connection between the control signal output by the control unit and the detected position signal is determined.

It is Z. B. possible that this is provided in that preferably one Sequence of defined control signals and the effect on the detected Position is recorded. An error in the can then advantageously Activation of the shift finger can be recognized when the recorded reactions of the position signal not with the stored expected reaction to match. For example, an error identified in this way can then be used Abort the commissioning or the like and / or to issue the type of Lead errors to the operator or the driver. There are others too Measures conceivable.

A further development of the invention can provide that a detected error occurs a control device or the like is corrected. Preferably, the above described errors are recognized and evaluated accordingly, so that, for. B. the control unit to control the motors z. B. by twisting the Sign of the output control signals changes and the one described above Performs the check again. If no error is now recognized, it is particularly advantageous if the necessary correction in the memory of the Control unit or the like is stored for future operation. For example the implementation of this correction is indicated to the driver and / or in The fault memory of the control unit.

Within the scope of a further embodiment of the present invention be provided that a suitable adjustment of an automated clutch and / or an automated transmission with an incremental distance measurement a transmission actuator is realized.

According to the invention, it can in particular be provided that additional Elements generate a significant force curve. On the basis of this force curve a position can be determined via the movement size (BG). This Force course can by additional elements such. B. Stiffness in the flow of force and / or locking profile or the like. Can be achieved. So is one Position detection possible during movement. Advantageously, the Determination of the position within the significant force curve during the Movement.

These measures according to the invention can preferably be carried out on a Vehicle with an electronic clutch management (EKM) and / or with a automated transmission (ASG) are used. It is possible that the Measures can also be used with other vehicles.

The proposed additional elements generate the significant one Force curve, which is determined by the movement size BG.

Such elements can e.g. B. a defined rigidity at the stops and / or a defined locking profile. So during the movement, So shortly before reaching the stop, the position is still in motion are advantageously determined and compared.

Sensors are generally used to record path positions provide one signal (increment) per change of a certain path. It is Z. B. possible that a certain position was approached and the current meter reading is evaluated with the previously known parameters of the position. This can this "specific position" e.g. B. be a stop. If an energy supply on Drive does not result in a change of position on the incremental encoder. B. the attack can be recognized, d. H. the position is recognized at standstill and adjusted.

Another possibility can be to first determine the aforementioned movement size, which is represented as follows:

BG = f (I _electrical , U)

Through additional constructive measures, a position can be created before Standstill, i.e. during the movement, the actuator system can be determined.

It can be provided that additional elements have a significant Cause an increase in force shortly before the end stop. Due to this increase in force the movement size (BG) also increased.

By assigning the movement size to a position, this can Position within the range determined with an increase in force and with the stored parameters are compared and corrected if necessary.

It can be provided that a defined stiffness as an additional element is used on the stops and / or a defined detent. there the stiffness can be provided by a spring element or the like, the spring rate is chosen such that the additional travel is as low as possible.

A detent can also be used as part of a further training, a suitable profile is scanned before the end stop and thereby a Rise in the course of force is caused.

When using a detent detection, a position detection can be made possible during the movement in an advantageous manner. One can Locking position can be approached to set a position. The The locking position is preferably first approached with a constant voltage, the speed is reduced first when passing over the locking profile and as soon as the Rastierberg is overcome, the speed is increased so that the tension is reduced so that the Rastierberg is not overcome.

It when the voltage surges in the Drive voltage of the gearbox actuator for moving in the direction of travel of the locking point determined and then compared with the position.

The claims filed with the application are Proposed wording without prejudice for obtaining further patent protection. The The applicant reserves the right to add more, so far only in the description and / or Drawings combinations of features disclosed.

Relationships used in subclaims point to the others Training the subject of the main claim by the features of respective 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 and independent inventions on the priority day Applicant before becoming the subject of independent claims or To make divisional declarations. You can continue to work independently Inventions contain one of the objects of the previous Have independent claims independent design.

The exemplary embodiments are not intended to limit the invention understand. Rather, there are numerous within the scope of the present disclosure Changes 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 general Description and embodiments as well as the claims described and in features or elements contained in the drawings or Process steps for the person skilled in the art with regard to solving the problem can be found 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.

Further advantageous embodiments result from the subclaims and the drawings described below.

Show it:

Figure 1 is a schematic diagram of a gear actuator with additional elasticity in the power flow.

Fig. 2 is a graph showing the amount of movement on the actuator travel;

Fig. 3 shows a possible embodiment with a Rastierprofil;

Fig. 4 shows another possible embodiment with a Rastierprofil; and

Fig. 5 waveforms when moving into a locking position.

A gear actuator system is indicated in principle in FIG. 1. A possible variant of the invention can provide that additional elasticity is used in the power flow of the clutch actuator. This elasticity can preferably be applied by a prestressed spring or the like. The spring rate of the spring is to be selected in such a way that the additional travel is as short as possible. The preloaded spring is shown enlarged in Fig. 1.

In FIG. 2, the course of the movement amount is represented on the actuator travel. First, a constant course can be recorded. Additional elasticity can be observed in the area of the end stop.

A further embodiment variant of the present invention, which is indicated in FIG. 3, can provide for the use of a catch which, for. B. scans a profile and causes an increase in force shortly before the end stop. Shortly before the end stop there can be a profile that compresses the spring of the detent. The force increases against the direction of movement. This increase in force can be recorded via the movement size and the position can be adjusted accordingly. This happens before the end stop.

Another variant of the present invention with a detent detection can be seen in FIG. 4. According to this variant, the locking position can be approached in order to set the position very precisely in an advantageous manner. It is possible that a constant voltage is maintained over it. When driving over the locking profile z. B. first reduce the speed, and once the Rastierberg is overcome, the speed can be increased. At this moment, the tension can be reduced so that the Rastierberg can no longer be overcome. The locking point is advantageously exactly reached by short voltage surges in the respective travel directions. The position can thus be optimally adjusted.

Various signal profiles are indicated in FIG. 5, the speed of the clutch actuator being shown in the upper diagram, the voltage present in the middle diagram and the respective position over time in the lower diagram. Overall, the movement of the clutch actuator into a locking position can be seen from FIG. 5, the locking position in this case being approximately zero in relation to the signals applied.

Furthermore, the invention relates to a method, a device and their Use for operating a motor vehicle, in particular with a Drive motor, a clutch and / or a transmission in the drive train, especially with an ASG control.

Referring to FIG. 1, a vehicle 1, a drive unit 2 such as a motor or an internal combustion engine, on. Furthermore, a torque transmission system 3 and a transmission 4 are arranged in the drive train of the vehicle 1 . In this embodiment, the torque transmission system 3 is arranged in the power flow between the engine and the transmission, with a drive torque of the engine via the torque transmission system 3 to the transmission 4 and from the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 and to the wheels 6 a is transmitted.

The torque transmission system 3 is a clutch, such as. B. designed as a friction clutch, multi-plate clutch, magnetic powder clutch or torque converter clutch, the clutch can be a self-adjusting, or a wear-compensating clutch. The transmission 4 is an uninterruptible manual transmission (USG). According to the idea of the invention, the transmission can also be an automated manual transmission (ASG), which can be shifted automatically by means of at least one actuator. In the following, an automated manual transmission is to be understood as an automated transmission which is shifted with an interruption in tractive force and in which the shifting operation of the transmission ratio is carried out in a controlled manner by means of at least one actuator.

An automatic transmission can also be used as the USG, whereby an automatic transmission a transmission essentially without interruption of tractive power in the switching operations and this is usually through planetary gear stages is constructed.

Furthermore, a continuously variable transmission, such as a conical pulley belt transmission, can be used. The automatic transmission can also be designed with a torque transmission system 3 arranged on the output side, such as a clutch or a friction clutch. The torque transmission system 3 can furthermore be designed as a starting clutch and / or a reversing clutch for reversing the direction of rotation and / or a safety clutch with a selectively controllable, transmissible torque. The torque transmission system 3 can be a dry friction clutch or a wet friction clutch that runs, for example, in a fluid. It can also be a torque converter.

The torque transmission system 3 has a drive side 7 and an output side 8 , wherein a torque is transmitted from the drive side 7 to the output side 8 by z. B. the clutch disc 3 a by means of the pressure plate 3 b, the plate spring 3 c and the release bearing 3 e and the flywheel 3 d is subjected to force. For this application, the release lever 20 is actuated by means of an actuator, for. B. an actuator operated.

The torque transmission system 3 is controlled by means of a control unit 13 , such as, for. B. a control unit, which can include the control electronics 13 a and the actuator 13 b. In another advantageous embodiment, the actuator 13 b and the control electronics 13 a can also be in two different units, such as. B. housings.

The control unit 13 can contain the control and power electronics for controlling the drive motor 12 of the actuator 13 b. This can for example advantageously achieved that the system as a single space b the installation space for the actuator 13 required with electronics. The actuator 13 b consists of the drive motor 12 , such as. B. an electric motor, the electric motor 12 via a gear such. B. a worm gear, a spur gear, a crank gear or a threaded spindle gear acts on a master cylinder 11 .

This effect on the master cylinder 11 can take place directly or via a linkage.

The movement of the output part of the actuator 13 b, such as. B. the master cylinder piston 11 a is detected with a clutch travel sensor 14 which detects the position or position or the speed or the acceleration of a variable which is proportional to the position or engagement position or the speed or acceleration of the clutch. The master cylinder 11 is. via a pressure medium line 9 , such as. B. a hydraulic line, connected to the slave cylinder 10 . The output element 10 a of the slave cylinder is with the disengaging means 20 , for. B. a release lever, operatively connected so that a movement of the output part 10 a of the slave cylinder 10 causes the disengaging means 20 is also moved or tilted to control the torque transmitted by the clutch 3 .

The actuator 13 b for controlling the transmissible torque of the torque transmission system 3 can be actuatable by pressure medium, ie it can have a pressure medium transmitter and slave cylinder. The pressure medium can be, for example, a hydraulic fluid or a pneumatic medium. The actuation of the pressure medium transmitter cylinder can take place by means of an electric motor, wherein the electric motor provided as the drive element 12 can be controlled electronically. The drive element 12 of the actuator 13 b, besides an electromotive drive element, another, for example, be pressure-actuated drive member. Magnetic actuators can also be used to adjust a position of an element.

In the case of a friction clutch, the transferable torque is controlled in that the friction linings of the clutch disc are pressed in a targeted manner between the flywheel 3 d and the pressure plate 3 b. About the position of the disengagement means 20 , such as. B. a release fork or a central release, the application of force to the pressure plate 3 b or the friction linings can be controlled in a targeted manner, the pressure plate 3 b being moved between two end positions and being able to be set and fixed as desired. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. To control a transmissible torque, which is, for example, less than the engine torque currently present, a position of the pressure plate 3 b can be controlled, for example, which lies in an intermediate region between the two end positions. The clutch can be fixed in this position by means of the targeted actuation of the disengaging means 20 . However, it is also possible to control transmissible clutch torques that are defined above the engine torques currently pending. In such a case, the currently occurring engine torques can be transmitted, the torque irregularities in the drive train being damped and / or isolated in the form of, for example, torque peaks.

To control the torque transmission system 3 , sensors are also used which at least temporarily monitor the relevant variables of the entire system and deliver the state variables, signals and measured values necessary for control, which are processed by the control unit, with a signal connection to other electronic units, such as, for example Engine electronics or an electronics of an anti-lock braking system (ABS) or an anti-slip control (ASR) can be provided and can exist. For example, the sensors detect speeds such as wheel speeds, engine speeds, the position of the load lever, the throttle valve position, the gear position of the transmission, an intention to shift and other vehicle-specific parameters.

FIG. 1 a shows that a throttle valve sensor 15 , an engine speed sensor 16 and a speedometer sensor 17 can be used and transmit measured values or information to the control unit 13 . The electronics unit, such as. B. a computer unit, the control electronics 13 a processes the system input variables and transmits control signals to the actuator 13 b.

The gear is as z. B. stage change gear designed, the gear ratios are changed by means of a shift lever 18 or the transmission is operated or operated by means of this shift lever 18 . Furthermore, at least one sensor 19 b is arranged on the shift lever 18 of the manual transmission, which detects the intention to shift and / or the gear position and forwards it to the control unit 13 . The sensor 19 a is articulated on the transmission and detects the current gear position and / or an intention to shift. The intention to shift is detected using at least one of the two sensors 19 a, 19 b in that the sensor is a force sensor which detects the force acting on the shift lever 18 . Furthermore, the sensor can also be designed as a displacement or position sensor, the control unit recognizing an intention to switch from the change in the position signal over time.

The control unit 13 is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that, depending on the current operating point, the control unit issues control or regulation commands to the at least one actuator 13 b. The drive motor 12 of the actuator 13 b, z. B. an electric motor receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals of the connected sensors. For this purpose, a control program is implemented in the control unit 13 as hardware and / or as software, which evaluates the incoming signals and calculates or determines the output variables on the basis of comparisons and / or functions and / or characteristic maps.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit or is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals, the torque of the drive unit 2 of the vehicle 1 , the gear position of the transmission 4 and the slip that prevails in the area of the torque transmission system 3 and the current operating state of the vehicle 1 can be determined. The gear position determination unit uses the signals from the sensors 19 a and 19 b to determine the currently engaged gear. The sensors 19 a, 19 b are articulated on the shaft lever and / or on internal gear means, such as a central shift shaft or shift rod, and detect them, for example the position and / or the speed of these components. Furthermore, a load lever sensor 31 on the load lever 30 , such as. B. on an accelerator pedal, which detects the load lever position. Another sensor 32 can act as an idle switch, ie when the load lever 30 or accelerator pedal is actuated, this idle switch 32 is switched on and when the load lever 30 is not actuated, it is switched off, so that digital information can be used to identify whether the load lever 30 is actuated. The load lever sensor 31 detects the degree of actuation of the load lever 30 .

The Fig. 1a shows in addition to the load lever 30 and the sensors associated therewith a brake actuator 40 to actuate the service brake or the parking brake, such. B. a brake pedal, a hand brake lever or a hand or foot operated actuator of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is, for example, a digital sensor, such as. B. designed as a switch, which detects that the brake actuator 40 is operated or not. With the sensor 41 , a signal device such. B. a brake light, are in signal connection, which signals that the brake is applied. This can be done for both the service brake and the parking brake. However, the sensor 41 can also be designed as an analog sensor, such a sensor, such as a potentiometer, determining the degree of actuation of the brake actuating element 41 . This sensor can also be in signal connection with a signal device.

It has been shown that the gear actuator z. B. at a switch-on commissioning and / or after an irregular shutdown, such as B. during a reset, should be protected.

According to the invention it can be provided that a force and / or Speed reduction when switching on an ASG control unit becomes.

If there is information stored in the so-called E2PROM "Commissioning" or information "irregular shutdown" is after the Turning the control unit on the gearbox actuator system with a significantly reduced Maximum force and / or maximum speed controlled. At this An algorithm can be tracked to control it. B. by recognizing Setting stops allowed the absolute position of the gearbox actuator to be closed determine. This is also known as the commissioning procedure. Of course other measures can also be provided.

An "irregular shutdown process" can be any shutdown process that does not occur the active self-shutdown of the control unit is effected. This is the Detection that the last shutdown was irregular was relatively easy. The Information "irregular switch-off process" appears when the control unit is switched on simply always stored in the E2PROM and only shortly before the conscious one Self-shutdown replaced by the information "regular shutdown process". As The gearbox position and / or gear can be supplemented when switching off was saved with. The information "Commissioning" can already stored in the E2PROM before the first start-up or can be saved at upcoming disassembly with the help of a test device, for example in a Workshop can be saved. After commissioning, the information deleted.

When you first switch on the control unit, preferably after installing the Actuator or after an irregular shutdown process can according to the invention prevent the actuator from being in the wrong gear position and in the process against attacks or the like, and in particular causes mechanical damage.

The present invention can be used in particular in vehicles with a electronic clutch management (EKM) and / or with an automated Manual transmission (ASG) can be used. The use is particularly advantageous of the invention presented here for vehicles that do not have an absolute Have sensors for determining the gear position of the gear actuator. In these vehicles, for. B. the use of inexpensive incremental Displacement sensors conceivable.

For example, it is also possible that the force and / or Speed reduction with the ASG control unit is carried out each time it is switched on. Thus, the reduction in force and / or speed is not only for First commissioning or after irregular shutdowns, such as B. a reset, intended. It is also conceivable that the Gearbox actuator is connected mechanically and / or electrically and if that Device was already switched on and, for example, by appropriate Communication is put into initial commissioning mode.

Another embodiment of the present invention can be a method to detect and / or correct an incorrect direction of rotation of the Geared motors of an electromotive automated manual transmission (ASG) provide.

It has been shown that the automatic detection of the direction of rotation of the Electric motors especially when commissioning an automated one Manual transmission and suitable measures to correct an incorrect one Direction of rotation are required to cancel commissioning in prevent advantageously.

Preferably when using an automated electromotive Manual gearbox (ASG) can control the rotational movement of at least one Electric motor in at least one reduction gear or the like translational movement of the shift finger can be implemented. For controlling The position of the shift finger in the transmission can be a suitable method be used, which is the position of the shift finger or at least the Position of the output shafts of the electric motors detected.

By designing the system, the relationship between the Actuating variable of the electric motors, which in DC machines the Armature voltage is known, and the movement of the shift finger. So z. B. a such system be characterized in that a positive armature voltage in one of the electric motors, a movement of the shift finger and / or the Motor output shaft in a certain direction results.

• - Wenn ein Fehler bei der Verbindung zwischen der Leistungselektronik zur Ansteuerung des Elektromotors und dem Elektromotor selbst besteht, beispielsweise durch ein Vertauschen der Zuleitung, sodass der Schaltfinger sich in die falsche Richtung bewegen kann.
• - Wenn ein Fehler zwischen der Verbindung des Steuergeräts und der Leistungselektronik zur Ansteuerung des Elektromotors vorliegt, beispielsweise durch ein Vertauschen der Zuleitung, sodass der Schaltfinger ebenfalls in eine falsche Richtung bewegt werden kann.
• - Ein mit einer Inkremental-Wegmessung ausgestatteter Elektromotor kann ein falsches Drehrichtungssignal liefern, sodass dem Steueralgorithmus eine falsche Drehrichtung vorgeben wird.
• - Das Drehrichtungssignal des Drehmotors wird vom Steueralgorithmus zur Ansteuerung des Schaltfingers falsch ausgewertet.

If the position of the shift finger is controlled in this way, the automated manual transmission (ASG) may only start up automatically to a limited extent in the following cases:

• - If there is a fault in the connection between the power electronics for controlling the electric motor and the electric motor itself, for example by swapping the supply line so that the shift finger can move in the wrong direction.
• - If there is an error between the connection of the control unit and the power electronics for controlling the electric motor, for example by swapping the supply line so that the shift finger can also be moved in the wrong direction.
• - An electric motor equipped with an incremental displacement measurement can deliver an incorrect direction of rotation signal, so that the control algorithm is given an incorrect direction of rotation.
• - The direction of rotation signal of the rotary motor is incorrectly evaluated by the control algorithm for controlling the shift finger.

It has therefore been shown that it is particularly advantageous according to the present invention is preferably at the beginning of the automatic Commissioning a test of the electric motors is carried out, in which the Relationship between the control signal output by the control unit and the detected position signal is determined.

It is Z. B. possible that this is provided by a sequence defined control signals and the effect on the detected position is recorded. An error in the can then advantageously Activation of the shift finger can be recognized when the recorded reactions of the position signal not with the stored expected reaction to match. For example, an error identified in this way can then to cancel commissioning and to output the type of error to the Lead the operator or to the driver.

Another possibility can be that a detected error occurs a control device or the like is corrected. Preferably, the above described errors are recognized and evaluated accordingly, so that z. B. the control unit controlling the motors z. B. by twisting of the sign of the output control signals changes and the above carries out the check described again. If no error is now recognized, it is particularly advantageous if the necessary correction is in the memory of the control device or the like is stored for future operation. For example, performing this correction can be displayed to the driver and / or stored in the error memory of the control unit.

According to the invention, it can also be expedient to apply a maximum force Stop detection during touch operations with an ASG gear actuator provided. When choosing the maximum force in the switching and / or selection direction during tactile operations it is particularly advantageous that on the one hand the Actuator load with regard to strength, heating or the like is kept low and on the other hand, the key results are particularly significant in quantitative terms.

In an automated manual transmission (ASG) without absolute path measurement in the Gear actuator can determine the exact position or position of the gear actuator to adjust the gear stages in certain driving situations such. B. by corresponding comparisons are determined. For this purpose, the Gear actuator actuators deliberately controlled using a suitable process be, for example by buttons or the like, so that on the one hand by a stop detection conclusions on the proper functioning of the Actuator are possible and on the other hand a comparison of Incremental displacement measurement is made possible.

With these touch operations, the actuator can e.g. B. speed controlled can be adjusted, the actuating variable of the actuator being selected such that the Actuator force or touch force is not exceeded. For the investigation the currently exerted force is on the one hand B. the direct measurement of Power possible and on the other hand, e.g. B. the force based on known physical laws preferably from the speed and the Actuating variable of the actuator can be calculated. Of course there are others too Measures conceivable to determine the force.

In principle, a compromise can be made when choosing the maximum touch force between a high tactile force at which the mechanical and thermal The load on the actuator is correspondingly high and the button results are very high are meaningful and a deep tactile power can be found at the low There are loads on the actuator, but the significance of the results are correspondingly low.

In addition, it has been shown that the result of the touch operations is very different external factors is dependent. These influencing factors can e.g. B. the Temperature or other influencing factors.

According to the invention it can be provided that for carrying out The maximum touch force to be set depending on several Influencing factors is selected.

It is z. For example, it is possible that the selection of the maximum touch force F _Tast to be set is carried out as a function of a temperature or a variable that can be assigned to a temperature. For example, here come as temperatures such. B. the outside temperature, the transmission oil temperature, the cooling water temperature, and / or the actuator temperature in question. Of course, other suitable temperatures can also be used in the selection of the touch force to be set. The temperatures can e.g. B. measured directly or determined via other sizes. For example, the transmission oil temperature can be determined from the cooling water temperature using a suitable temperature model.

The dependency between the touch force to be set and the temperature can be determined, for example, via a function and / or via a map. When using a map, the touch force can be achieved by e.g. B. linear interpolation can be determined. In Fig. 2a, the contact force F to be set in _Tast N and the transmission oil temperature T in degrees Celsius _transmission is compared with a table. At low temperatures a z. B. large tactile force necessary, since a large friction of the inner formwork must be overcome.

It is also conceivable according to the present invention that the choice of maximum probe force z. B. depending on an engaged gear is chosen. Of course you can also add other dependencies this alternative according to the invention can be provided.

Another possibility may be that the choice of the maximum contact force F to be set in response to a _tactile present driving situation is selected. In the case of such a dependency, for example, an assignment table or the like can be used. Driving situations can e.g. B. an initial start-up, a neutral reference run, buttons in an aisle or one of the adaptation routines described below. Of course, other driving situations can also be used to select the touch force to be set.

The aforementioned options for choosing the maximum to be set Sensing force for sensing operations with an ASG gear actuator can also be suitable can be combined with each other.

It is Z. B. also possible that the touch force to be set during the Operation is determined and then adapted if necessary.

In a first variant, after a keying operation, the keying result, such as z. B. the width of an alley, together with the environmental conditions during the determination, such as B. the temperatures, the course, and / or the Situation to be saved. As soon as another touch is carried out, the current situation can be one of the already known situations be assigned and the result obtained at that time, such as B. the So-called default value when the situation is first run through, from the memory z. B. can be removed. This result can be compared with the currently determined Value to be compared.

If there is a discrepancy between the new and the saved value, the touch force to be set can be changed to suit the situation at hand. It is possible if the result is not meaningful, e.g. B. by strong deviations from the previous value that z. B. the touch force for the following touch operations is increased. If the result is correct, the force can be reduced again. This variant is represented by a suitable flow chart in FIG. 3a.

Another alternative can be that when commissioning, for example in the factory or in a workshop, by controlling the actuator selectively trigger several touches, z. B. next to one Mean also the variance of the results is determined. These parameters can then also serve to select the touch force. Of course, at this possibility also other suitable values for determining the Characteristic values are used.

Repeated keying can now also be carried out in defined driving situations are requested, again the variance or the like is calculated. If the currently determined variance is significantly higher than the stored value in this variant, the touch force for the future touch operations in advantageously be increased. If the determined variance is within or below a stored value, the touch force z. B. be reduced.

The following equation can be used to determine the new touch force to be set:

F _{Tast, new} = F _{tactile, old} ± .DELTA.F _Tast

Suitable combinations of the aforementioned measures are of course also possible. This variant described above is represented by a suitable flow chart in FIG. 4a.

Another embodiment of the present invention can be a method to control the operation of at least one auxiliary unit Affect internal combustion engine of a vehicle.

It has been shown that due to the large quantities produced Internal combustion engines, especially internal combustion engines, an additional Sensor is a significant cost factor. So it makes sense To use a control algorithm or the like that builds on existing signals, so that additional sensors, such as B. to detect the position of Adjustment unit can be dispensed with in an advantageous manner.

For example, it can be provided that a desired speed of a Auxiliary unit by a transmission controller and / or a speed controller or the like. In addition to the speed of the internal combustion engine a speed of any auxiliary unit is used as the second speed become. Here, the speed signal of the generator lends itself, since this is usually already measured. Of course, it can also Speed of any other auxiliary unit can be used.

It was found that the adjustment unit during a translation no fixed position can be assigned because this assignment usually depends on an operating point. This operating point can e.g. B. the Speed, the load, or a current translation.

• - Der Verstellbereich der Verstelleinheit wird weiter ausgelegt, als zum Halten der minimalen und maximalen Übersetzung notwendig ist.
• - Der maximale Verstellbereich der Verstelleinheit kann aus der Extremübersetzung, der maximalen Verstellkraft, der maximalen Trumkraft im Riemenantrieb und der Längssteifigkeit des Zugmittels (Riemen) bestimmt werden.

The assignment is irrelevant, however, if the adjustment range of the adjustment unit z. B. is interpreted according to the following criteria:

• - The adjustment range of the adjustment unit is designed further than is necessary to maintain the minimum and maximum gear ratio.
• - The maximum adjustment range of the adjustment unit can be determined from the extreme transmission ratio, the maximum adjustment force, the maximum strand force in the belt drive and the longitudinal rigidity of the traction device (belt).

If these considerations in determining the Adjustment range of the adjustment unit is taken into account, is the assignment to a Operating point irrelevant. This can advantageously according to the invention Control can be integrated into the engine control of the vehicle to achieve higher overall efficiency.

Another embodiment of the present invention will be described below described, which is a realization of a suitable comparison of a automated clutch and / or an automated transmission with a incremental displacement measurement concerns.

According to the invention, it can in particular be provided that additional Elements generate a significant force curve. With the help of this power a position can be determined via the movement size (BG). This Force course can by additional elements such. B. Stiffness in the flow of force and / or locking profile or the like. Can be achieved. So is one Position detection possible during movement.

It is particularly advantageous that the determination of the position within the significant force course can take place during the movement.

These measures according to the invention can preferably be carried out on a Vehicle with an electronic clutch management (EKM) and / or with an automated transmission (ASG) are used. Of course the measures can also be used with other vehicles.

The basic idea on which this extension of the invention is based is Use of additional elements that have a significant force pattern cause. This can be determined by the size of the movement.

Such elements can e.g. B. a defined rigidity at the stops and / or a defined locking profile. So during the movement, So shortly before reaching the stop, the position is still in motion are advantageously determined and compared.

• - Initialisierung der Inkrementalzähler beim Start.
• - Fehlererkennung und -behebung, da sich ein Fehler (fehlende/zu viele Inkremente) nicht nur während des Fehlerereignisses auswirkt, sondern sich auch auf alle weiteren Zählerstände auswirkt. Fehlerbilder oder fehlerhafte Auswertungen sind:
• - Drift: Über längere Zeit immer wieder einige Fehlerpulse in eine Richtung,
• - Burst: viele Pulse innerhalb kurzer Zeit,
• - Systematisch, z. B. abhängig von der Bestromung der Aktoren.
• - Veränderungen der Position, ohne dass Signale geliefert werden (z. B. im ausgeschalteten Zustand)

Sensors that deliver one signal (increment) for each change in a certain path are being used more and more frequently to record path positions. Since the incremental measuring system only adds up relative paths, z. B. result in the following requirements for the evaluation of the signals:

• - Initialization of the incremental counter at start.
• - Error detection and correction, since an error (missing / too many increments) not only affects the error event, but also affects all other meter readings. Error patterns or incorrect evaluations are:
• - Drift: Over a long period of time, several error pulses in one direction,
• - Burst: many pulses within a short time,
• - Systematically, e.g. B. depending on the energization of the actuators.
• - Changes in position without signals being delivered (e.g. when switched off)

Hence the need to identify and fix it this error should be achieved in a precisely defined state in which the Parameters can be matched.

It is Z. B. possible that a certain position and the current position Counter reading evaluated with the previously known position parameters becomes. This "certain position" z. B. be a stop. When a Energy supply at the actuator no change of position on Incremental encoder results, for. B. the attack can be recognized, d. H. the position is in Standstill recognized and adjusted.

Another possibility can be that the movement size is first determined:

BG = f (I _electrical , U)

Through additional constructive measures, a position can be created before Standstill, i.e. during the movement, the actuator system can be determined.

It can be provided that additional elements have a significant Cause an increase in force shortly before the end stop. Due to this increase in force the movement size (BG) also increased.

By assigning the movement size to a position, the position can determined within the range with an increase in force and with the stored parameters are compared and corrected if necessary.

A possible variant can be seen in that an additional elasticity is used in the power flow of the clutch actuator. This elasticity can preferably be applied by a prestressed spring or the like, as is illustrated in FIG. 5a.

The additional elasticity can, for example, by a spring element can be achieved within the power flow. The spring rate should be selected that the additional travel path is as short as possible.

In FIG. 6 the curve of the quantity of motion is shown on the actuator travel. First, a constant course can be recorded. Additional elasticity can be observed in the area of the end stop.

A further embodiment variant of the present invention can provide for the use of a catch which, for. B. scans a profile and causes an increase in force shortly before the end stop. Shortly before the end stop there can be a profile that compresses the spring of the detent. The force increases against the direction of movement. This increase in force can be recorded via the movement size and the position can be adjusted accordingly. This takes place before the end stop, as is also indicated in FIG. 7.

Another variant of the present invention with a detent detection can be seen in FIG. 8. According to this variant, the locking position can be approached in order to set the position very precisely in an advantageous manner. It is possible that a constant voltage is maintained over it. When driving over the locking profile z. B. first reduce the speed, and once the Rastierberg is overcome, the speed can be increased. At this moment, the tension can be reduced so that the Rastierberg can no longer be overcome. The locking point is advantageously exactly reached by short voltage surges in the respective travel directions. The position can thus be optimally adjusted.

In Fig. 9 is a signal waveform is indicated at the movement in a Rastierposition, wherein the Rastierposition in this case is zero. Of course, other locking positions are also possible.

A further embodiment of the present invention relates to recognition of incorrectly installed actuators in vehicles and corresponding Reactions.

It has been shown that different actuators only externally by one the corresponding nameplate must be distinguished. If a wrong actuator in one Vehicle was installed, in extreme cases this can lead to an uncontrolled Behavior, especially when controlling the electronic Coupling management, lead. As a result, it is advantageous if an incorrect installation is recognized and appropriate protective measures can be initiated.

• - Überprüfung des jeweiligen Fahrzeugcodes. Sobald der Fahrzeugcode nicht mit dem erwarteten Typ übereinstimmt, kann der Aktoreinbau verhindert werden.
• - Wenn in einen Fahrzeugtyp unterschiedliche Getriebe eingebaut werden, so kann bei erkanntem Schlupf trotz geschlossener Kupplung und eingelegtem Gang, ebenfalls eine Fehlverbauung erkannt werden.
• - Plausibilisierung an Hand von vorbestimmten Eingangssignalen:

• 1. Es kann überprüft werden, ob die erwarteten Signale überhaupt in die Steuerung eingehen.
• 2. Es kann auch überprüft werden, ob die Signale in erwarteten Grenzen liegen. Beispielsweise kann das maximale Motormoment bei Fahrzeugtypen mit unterschiedlichen Maximalmomenten geprüft werden.

According to the z. For example, the following options can be used to recognize whether an actuator has been installed in a wrong vehicle:

• - Checking the respective vehicle code. As soon as the vehicle code does not match the expected type, actuator installation can be prevented.
• - If different gears are installed in a vehicle type, incorrect slip can also be detected if slip is detected despite the clutch being engaged and the gear engaged.
• - Plausibility check based on predetermined input signals:

• 1. It can be checked whether the expected signals enter the control system at all.
• 2. It can also be checked whether the signals are within expected limits. For example, the maximum engine torque for vehicle types with different maximum torques can be checked.

• - Herbeiführen eines Shutdowns, d. h., die Kupplung wird weder geschlossen noch geöffnet. Demzufolge kann das Fahrzeug nicht mehr bewegt werden.
• - Die Aktivierung eines Notlaufprogrammes, d. h., dass das Fahrzeug ist mit verminderten Komfort, beispielsweise innerhalb eines Werkes, bewegbar.
• - Die Aktivierung eines visuellen Hinweises beispielsweise durch:
  • a) Blinken der Ganganzeige
  • b) ein entsprechendes Symbol im Display oder in einer Anzeige des Fahrzeuges
  • c) Aktivieren einer Warnlampe, welche entweder blinkt oder kontinuierlich aufleuchtet
  • d) Aktivieren eines Pipers, der entweder ständig oder für ein gewisses Zeitintervall nach der Zündung aktiviert wird.
  • e) Generelles Ruckeln beim Anfahren in jedem Gang.
  • f) Fahren nur in bestimmten Gängen, beispielsweise im 1. und im Rückwärtsgang. In den anderen Gängen bleibt die Kupplung offen, wenn es sich um ein elektronisches Kupplungsmanagement handelt und wenn ein automatisches Schaltgetriebe verwendet wird, können die anderen Gänge erst gar nicht geschaltet werden.

As a result, incorrect installation can be recognized in one of the ways shown. As a result, at least one of the following reactions can be triggered:

• - causing a shutdown, ie the clutch is neither closed nor opened. As a result, the vehicle can no longer be moved.
• - The activation of an emergency running program, ie that the vehicle can be moved with reduced comfort, for example within a plant.
• - The activation of a visual notice, for example by:
  • a) The gear indicator flashes
  • b) a corresponding symbol in the display or in a display of the vehicle
  • c) Activate a warning lamp which either flashes or lights up continuously
  • d) Activation of a piper that is activated either continuously or for a certain time interval after the ignition.
  • e) General jerking when starting off in every gear.
  • f) Driving only in certain gears, for example in 1st and reverse gear. In the other gears, the clutch remains open, if it is an electronic clutch management and if an automatic gearbox is used, the other gears cannot be shifted at all.

Of course, other measures and reactions are also part of one Incorrect installation of an actuator is conceivable. Preferably, the prescribed measures according to the invention for detecting incorrect installation Vehicles with an electronic clutch management (EKM) and / or with an automated manual transmission (ASG). Of course, the measures according to the invention can also be applied to others Vehicles are used. Especially, of course, for vehicles in which different actuators can be installed.

Claims (27)

1. A method for controlling a transmission actuator with a clutch actuator and a control device for an automated clutch and / or an automated manual transmission, characterized in that the control device and / or the clutch actuator is controlled in dependence on certain operating states in such a way that safety-critical situations are avoided. 2. The method according to claim 1, characterized in that a force and / or speed reduction when switching on at Commissioning and / or after an irregular shutdown of the Control unit is carried out. 3. The method according to claim 2, characterized in that as Operating state an irregular shutdown of the control unit for fault diagnosis is stored in a memory. 4. The method according to claim 1 or 2, characterized in that for Detection of backdrop attacks using a suitable algorithm. 5. The method according to any one of claims 2 to 4, characterized in that the power and / or speed reduction each time the Control unit is carried out. 6. The method according to any one of the preceding claims, characterized characterized that a faulty direction of rotation of the motor of the gearbox actuator system was detected and / or corrected. 7. The method according to claim 6, characterized in that at the beginning of a automatic commissioning a test of the motor of the gearbox actuator is carried out in which the relationship between that of the Control unit output control signal and the detected position signal determined becomes. 8. The method according to claim 7, characterized in that in the test output at least one defined control signal and the effect on the recorded position is recorded. 9. The method according to any one of claims 6 to 8, characterized in that if an error is detected, the commissioning is aborted and that the type of error on the operator or on the driver is issued. 10. The method according to any one of claims 6 to 9, characterized in that a detected error is corrected by the control unit. 11. The method according to claim 10, characterized in that the necessary Correction displayed to the driver and / or in the fault memory of the Control unit is stored. 12. The method according to any one of the preceding claims, characterized characterized that a suitable adjustment of an automated clutch and / or of an automated transmission with an incremental distance measurement Transmission actuation is carried out. 13. The method according to claim 12, characterized in that the comparison by a significant generated by means of additional elements Force course is realized. 14. The method according to claim 13, characterized in that a position is determined on the basis of the force profile via a movement variable (BG), the movement variable (BG) being predetermined by the following functional relationship:

BG = f (I _electrical , U).
15. The method according to claim 13 or 14, characterized in that the Determination of the position within the significant force curve during the Movement of the gear actuator is carried out. 16. The method according to any one of claims 12 to 15, characterized in that at least one sensor is used to detect positions that provides one signal per change of a predetermined path. 17. The method according to any one of claims 12 to 16, characterized in that a defined state for the detection and correction of an error is realized by matching certain parameters. 18. The method according to any one of claims 12 to 17, characterized in that that a certain position is approached by the clutch actuator and that the current meter reading with the previously known parameters of the Position is evaluated. 19. The method according to any one of claims 12 to 18, characterized in that due to the additional elements a significant increase in strength is about to happen an end stop is generated, the Movement size (BG) is increased. 20. The method according to any one of claims 12 to 22, characterized in that that by assigning the movement size (BG) to a position the Position within the area is determined by an increase in force and that this position is compared with the stored parameters and / or is corrected. 21. The method according to any one of claims 12 to 20, characterized in that that as an additional element a defined rigidity at the stops and / or a defined detent is used. 22. The method according to claim 21, characterized in that the rigidity is realized by a spring element, the spring rate being chosen in this way is that the additional travel is as short as possible. 23. The method according to claim 21 or 22, characterized in that a Detent is used, with a suitable profile before the end stop is scanned and this causes an increase in the force curve. 24. The method according to any one of claims 21 to 23, characterized in that a position detection is provided during the movement, a detent detection is used. 25. The method according to claim 24, characterized in that a Stop position is approached to set a position. 26. The method according to claim 25, characterized in that the Locking position is first approached with a constant voltage that at Passing over the locking profile first reduces the speed, and as soon as the Rastierberg is overcome, the speed is increased, whereby the tension is reduced so that the Rastierberg is not overcome becomes. 27. The method according to any one of claims 24 to 26, characterized in that due to voltage surges in the drive voltage of the transmission actuators to move in the direction of the locking point determined and with the Position is adjusted.