DE19857707A1 - Clutch for vehicle transmission - Google Patents

Abstract

A hydraulic clutch system for vehicle has a control system which eliminates transient effects and external effects e.g. from sudden changes in temperature, by including a compensation system to cover these effects. The master clutch cylinder is driven by a servo drive with the compensation applied to the servo drive. The system includes a torque limiter for the clutch.

Description

The invention relates to motor vehicles with a clutch arrangement and a Method for controlling an automated clutch in the drive train of a Motor vehicle.

Coupling arrangements are already in different designs known. These known clutch arrangements have in common that they have a clutch and a clutch actuator assembly. The Coupling is usually engaged via a spring arrangement Condition kept. In particular, switching operations related to the clutch subsequent gearbox but require that the clutch in gear a disengaged position is transferred.

The dome controls to generate this disengagement movement tion actuating arrangement, the clutch by making an actuating movement applies the clutch, under the action of which the clutch against that of the Spring arrangement on the clutch disengages force.  

In this disengaged state, another gear can then be used Gear can be adjusted before the clutch actuation assembly on the clutch applied force can decay and thus the clutch under Effect of the spring arrangement engages again.

Often such clutch actuation arrangements are hydraulic Provide elements, with the displacement of a fluid column Actuating movement is applied to the clutch.

In such known clutch arrangements, this is idealized assumed that a certain actuating movement, which on any Element of the clutch actuation arrangement is applied, always in an actuating movement on the clutch, expressed by a fixed translation is clearly defined between the element and the disengagement movement.

However, this assumption represents a simplification that, if inadmissible, increases Malfunctions of the clutch assembly can result.

Accordingly, the invention has for its object to provide an inexpensive, reliable, structurally inexpensive and flexible way of avoiding To create disruption to the operation of a clutch assembly.  

The object is achieved by a device according to the Features of the main claim and by a method according to the Secondary claim. Advantageous embodiments result from the respective against subclaims.

Characterized in that the motor vehicle according to the invention at least one Compensation device for avoiding and / or limiting and / or Compensation for a self-initiated, uncontrolled clutch actuation or Vehicle movement or a self-initiated, uncontrolled change of the transmission behavior can cause a variety of disturbances or operating conditions that are undesired by the driver are also not easy, especially of automatic clutch can be influenced.

The term "uncontrolled" in this context means that neither from Drivers still from an automatic Clutch control device signals for generating a specific Clutch disengagement or engagement movement is applied, the corresponding movement, however, out of the system or through Influences from the environment takes place. There are also cases of this term comprises, in which a signal to an actuating arrangement component Generation of a certain engagement position of the clutch is applied, however, this desired engagement position is not found on the clutch  sets because, for example, the above-mentioned influences of the actuating movement overlay and thus cause a changed engagement position.

According to the invention, the disadvantage is surprisingly known Avoided arrangements that are essentially based on the theoretical Orient the clutch characteristic.

The motor vehicle according to the invention enables, for example, the influences the temperature change in the environment on the transmission behavior of the Actuating arrangement or the clutch induce to compensate or eliminate or reduce.

Such an influence can, for example, fluctuate Ambient temperature, which is a very quickly May have amplitude of 60 ° C. This can occur, for example, when a vehicle from a garage attached to a heated house then moves outside.

If the driver of the vehicle in such a case, the engine with inserted Could run in the stationary state of the vehicle for example with an automatic clutch the vehicle itself set itself in motion for a short time, as the  Fluid contraction caused by temperature difference engage the clutch can. This can be controlled and avoided at low cost by the invention.

According to a preferred embodiment of the invention, the Clutch actuator assembly on a hydraulic assembly, the two Has pistons, in each of which a cylinder is slidably received becomes. The master cylinder received by the first piston (master piston) engages, possibly via additional coupling elements, in the coupling and forms thus the interface between clutch and clutch actuator arrangement. The piston is made of a fluid, preferably one Controlled liquid, which is essentially from the slave cylinder a connecting device adjoining this, such as, for example a hose until it extends into the second piston, the master piston. in the The master piston can be moved from the cylinder located there, the master cylinder, a force or a pressure are applied to the liquid in which the Master piston in the master cylinder essentially in the direction Connection device is moved. The shifts Liquid column, so that the aforementioned adjustment movement on the slave piston is achieved.

Preferably, an actuator that drives a drive, such as an electric motor, which produces a rotational movement, as well as a gear for conversion a rotational movement into a linear movement, a  Actuating movement generated on the master piston. The gearbox engages on the one hand in the master piston and on the other hand in the output shaft of the Electric motor.

The electric motor in turn is preferably in turn powered by an electric motor. Control device controlled so that a predetermined speed of the Electric motor output shaft is generated.

These preferred embodiments clearly show an advantage of Invention: namely, a previously described hydraulic system would not have a compensation device, so a temperature reduction, the hydraulic route, for example, by Fluctuations in the ambient temperature are caused Contraction of the liquid column lead, so that - especially under Effect of spring force - the distance between the master and slave pistons would reduce, the slave piston moving towards the master piston becomes. But this can lead to that of the Clutch actuation arrangement no longer exerted on the clutch sufficient to hold the clutch in a disengaged position. When a Vehicle parked with the engine running and a gear engaged can this cause the vehicle to be essentially self-initiated in Movement exposes what is extremely dangerous to the vehicle and others Road users causes.  

A compensation device according to the invention intervenes here and prevents vehicle movement or the actual engagement of the Clutch.

The master piston preferably consists of a piston and a rod or plunger, so that the piston into the master cylinder, the clutch facing primary space and a secondary space facing the actuator divided.

A through opening is provided in the piston of the master piston, which can be closed by a suction valve, which always opens when one first predetermined pressure difference between the primary and the Se there is a secondary room, and that closes again when there is a second one predetermined pressure difference between the primary and secondary space Has.

The suction valve can build up a negative pressure in the primary space as well the build-up of an overpressure in the secondary space by appropriate Prevent compensation and thus outgassing the brake fluid or Fluids, i.e. foam formation or an air drawing of the usual provided sealing elements, prevent and further clipping the Avoid piston. The suction valve also enables short filling times,  since there is a correspondingly large flow cross-section. Even with the The suction valve shows that the hydraulic route has been put back into operation significant benefits.

According to a further preferred embodiment of the invention Motor vehicle has the clutch assembly Fluid flow control device, of which in the system section existing amount of fluid can be kept essentially constant.

This makes it possible for a reproducible filling quantity can be produced in the hydraulic line and thus compensate for any changes in the fluid length from time to time will be.

For this purpose, there is preferably one in the piston of the master piston Truffle opening arranged with sniffer valve, whereby from the sniffer valve - preferably depending on the pressure difference between primary and secondary space - a flow connection can be established between them is. It makes sense to have a constant pressure in the secondary cylinder, so that by opening the sniffer valve, which is also in the primary space and thus is enabled that the primary space with reproducible conditions a (constant) reproducible amount of liquid is filled. The term The amount of liquid means not the mass but the volume  predetermined pressure and essentially the same chemical Composition.

The master cylinder-piston arrangement has a displacement range that is formed by part of the inner cylinder surface of the master cylinder and which represents the area in which the master piston in the master cylinder is movable.

Is located in the master cylinder wall and outside the displacement range a liquid equalization opening in the secondary room.

In addition or alternatively, the plunger of the master cylinder is at least partially designed as a hollow plunger. The hollow plunger has at least two Openings, with a first opening coaxial to the plunger axis on the Plunger end is arranged, a snifting valve is positioned in this opening, that occurs at a first pressure difference between the primary space and the plunger interior opens and closes again at a second pressure difference. The second Opening is a liquid equalization opening that is located at a position of the fault ßels is arranged, which in principle with any adjustment movement outside of the plunger remains.  

In principle, the liquid equalization openings can either either penetrate the circumference of the master cylinder or plunger or on each cylinder roof.

The respective rivers preferably follow liquid compensation openings a connecting device, the one Flow connection to one filled with a liquid Liquid reservoir forms. The connection device can for example a hose. Inside the fluid outlet constant pressure prevails preferably a constant pressure. This corresponds to preferably the ambient pressure. The liquid in the Fluid reservoirs should have a higher potential than that Fluid in the hydraulic range.

According to a further preferred embodiment, this corresponds Sniffer valve the suction valve.

When performing a process to keep the Amount of liquid in the hydraulic line or during execution of a method for operating a device according to the invention one arranged outside the displacement area in the secondary space Liquid compensation opening is first by the procedure of Master piston in the direction of the primary space a pressure difference between  Primary and secondary space are created, to which the snifting valve responds jumps that it opens and a pressure equalization between primary and Secondary space or between the primary space and the Fluid reservoir allows.

After reaching a reversal point, which is also specified, for example the master piston is moved in the opposite direction, so that the sniffer valve - caused by the in the primary room increasing pressure or by the increasing Pressure difference between primary and secondary space - at one predetermined pressure (difference) value closes and at this time a reproducible amount of fluid is located in the hydraulic line. The master cylinder is preferably of the same type move predetermined speed.

It is also possible that the sniffer valve is at the same pressure closes in the primary and secondary space.

Also - but not only - in addition to this, it is particularly useful if at least the movement of the in the direction of the clutch Master piston - preferably at a reproduced speed from a right producible position is started.  

Here, for example, a point of the theoretical, ideal Coupling characteristics can be chosen because of the pressure in the hydraulic line or the liquid column reproducible after a sniffing process is identical.

For example, the gripping point plus stroke is recommended, with the gripping point is the actuator position or the position of a reference component at which the Coupling transmits a predetermined torque, for example 6 or 9 Nm. Gripping point plus stroke is the position of the reference component or actuator starting from the gripping point of the actuator to ensure safe disconnection the clutch, for example with a clearance of 0.5 mm guarantee.

The reference component can also be, for example, 99999 00070 552 001000280000000200012000285919988800040 0002019857707 00004 99880 of the master piston. It can also be particularly useful in the release position of the Master piston, for example in the position of the gripping point plus stroke, the Hold reference component for a predetermined period of time before the Master piston is moved again in the direction of the primary space. Hereby a lot of time is made available for pressure equalization, so that pressure equalization is absolutely guaranteed.

Basically, the sniffer opening could also be within the Arrange displacement range, which would have the disadvantage that the  Lip seal on slave cylinder due to frequent running over Sniffer opening would be stressed more, and thus particularly increased Wear subject to wear.

According to a particularly useful embodiment of the invention The compensation device has a device for the motor vehicle Detection of the braking situation. The braking situation means the condition the brakes arranged on the vehicle. Mostly, but not necessarily motor vehicles have two brakes, namely a handbrake and one Foot brake, or a parking brake and a service brake.

It should be pointed out that the concept of the detection device, such as also in the following embodiments in an analogous, abstract way understand is. So from out of the Kompensa tion device included component record the braking condition and this forward to the compensation device. Likewise, the Compensation device retrieve the braking status from a memory.

Knowing the braking situation is particularly useful. For example when the foot brake is actuated by the electric motor control device in accordance with a characteristic that, for example, of a foot brake sensor is initiated, the actuator to the position gripping point plus offset hazards. The position gripping point plus offset is the position of a Re  ferenzbauteils, in which the clutch, for example with an air gap of 0.5 mm, theoretically, i.e. separates according to the theoretical characteristic. The fact, that the actual operating situation often deviates from the theoretical plays a subordinate role here because i. d. R. that of the foot brake applied deceleration torque is sufficient to prevent unwanted starting avoid. Furthermore, a potential change in length is caused by Gripping point adaptation compensated. Special intervention measures by the Compensation devices are also possible here, in many situations however dispensable.

If, however, there is no brake in an engaged position or only the hand brake is activated, there are sometimes considerable dangers, so that intervention by the compensation device is particularly useful.

It is also particularly useful to use a compensation device Detection device for detecting a self-initiated closing process the coupling. This can already in very early Phases of an impending involuntary clutch engagement be prevented.

In a particularly useful embodiment of the invention Motor vehicle has a compensation device Detection device that determines whether a driver is in the  Driver position. This makes sense as an existing driver can react to an unwanted start-up while an absent driver has no possibility of intervention, so that damage to the vehicle or Ver Sweeping participants threaten if the vehicle is started up unintentionally.

For example, a sensor can be provided which detects when the Driver leaves the vehicle. A seat sensor can also be useful here the seat sensor determines whether a person is in the driver's seat, for example, whether the seat is under pressure.

It is also particularly useful as part of the compensation device to provide an outside temperature detection device that the Outside temperature and / or its rate of change registered or evaluates. This can be done at a fairly early stage for example by adjusting the actuator to an initially threatening one temperature-related change in the length of the fluid column are reacted and thus an unwanted engagement of the clutch or an unwanted start of the vehicle can be prevented.

The provision of a compensation control device for Control the length or position of the fluid column in the hydraulic line is particularly useful and can be part of the actuator. This can for example, a corresponding characteristic can be stored in the actuator.  

According to the inventive method is provided in the case of Occurrence or initiation or for purely preventive reasons Compensation signal to avoid or reduce the through Fluid temperature fluctuations influence the size of the Apply clutch actually transferred mechanical size.

The concept of the compensation signal is broad in this sense understand.

For example, a signal to turn off the engine is also off this term because in this case too there is a potential fluctuation in the Length of the fluid column does not actually affect that of the coupling transmitted moment. In this case there is a change Intensity of engagement on the clutch, which is not eliminated here, this changed intervention intensity does not cause the vehicle to start up Motor vehicle, because the engine is switched off by the Clutch actually transmitted torque does not change. If not There is no torque at the clutch input become.

According to a useful development of the method according to the invention is first determined and stored in a storage device when  or that the vehicle at a first time essentially in is in a rest position. Such a step can also be done in principle not applicable, but it is particularly useful in many operating situations and in even necessary in some operating situations. This often depends on the concrete execution of the to avoid the effects of a Fluid expansion measures initiated.

In general, a compensation signal is applied according to this method, if no brake is applied or only the handbrake is applied.

It can of course be fatal if at high speed - being often no brake is applied - in the event of fluid expansion this Signal causes the engine to shut down. At least this is not the case Driver wanted. With such a signal, it offers itself consequently, ensure that the vehicle is in a rest beforehand position and is now accelerated for the first time.

If, for example, the signal influences the length of the fluid column takes, this can also be done at high speed without that negative effects are associated with it.

But before a signal is now sent out according to this embodiment of the method according to the invention is first monitored or ascertained whether  the clutch closes and / or the motor vehicle starts to move and / or the fluid of the hydraulic line contracts.

It is also checked whether the motor vehicle transmission is in a position is in which a moment can be transmitted from the motor vehicle transmission, that is whether a gear is engaged. If there is no gear engaged, it can Do not start the vehicle. With a corresponding expansion of the fluid, the Clutch transmitted a moment, the ultimately negative consequences of the unt wanted to start but can not occur due to lack of gear intervention. But this step can also be omitted in certain cases. In the The decision as to whether this step is necessary or not can be made appropriate coordination with the actuator control or the type of Gear shift operations to be taken into account. If basically at Shifting the clutch further out would be this step Generally particularly useful, because the latter then eliminates the danger would that the clutch during or immediately after the shaft operation is indented directly. Here, of course, it is also decisive how far the Clutch is engaged at all. A small indentation would also be less harmful, but a strong indentation may well in individual cases jerky start.  

But if the clutch would not disengage and also Actuator control would not capture the changed situation and then the Actuator position as the basis for a decision that no disengagement of the Clutch when shifting is required, could be used The consequences described above occur. Then in some cases it would be over sensible, without considering the gear position by applying a Intervene signal when fluid contraction has occurred.

The braking state of the motor vehicle is a further sensible step detects that - as already mentioned above - not when the foot brake is actuated basically a compensation signal is required, and the states that no brake is actuated, or that the handbrake is actuated, definitely can also be treated differently.

This procedure is to avoid a self initiated initiation of a Vehicle particularly advantageous.

In particular, the negative effects of fluid contraction can be reduced Avoid sensible when the vehicle is stationary.

According to another useful embodiment of the invention The fluid contraction monitoring can be carried out by determining the grip point at two different times, with one difference  of these values, a change in the fluid column length can be concluded can. In the case of fluid contraction, the second gripping point is generally greater than the first because the actuator has to be moved further out due to the shorter fluid column. For monitoring or determining a start-up situation, the Idling speed or the engine torque or their changes be used.

Especially when it has been found that no brake is actuated, it may be particularly useful to use a compensation signal to increase the Hubs of a reference component of the clutch actuation arrangement, at for example, the actuator stroke, if there is a fluid contraction was determined or the motor vehicle starts moving unintentionally or the clutch starts to engage.

When the maximum stroke of the reference component or the actuator or the Master cylinder can be another compensation signal to turn off the Motors are applied.

Sending a compensation signal to switch off the engine provides also a particularly useful option when the handbrake is applied and the foot brake is not applied.  

In all embodiments of the method according to the invention, however especially if the engine is to be switched off, can be checked or determined before the compensation signal is applied whether the driver is in a ready-to-drive position. This can be done, for example, by providing a seat sensor or a Sensor can be realized on the seat belt. It can also, for example be monitored whether the driver leaves the vehicle.

According to a particularly useful embodiment of the invention The procedure is carried out before a shutdown of the engine Compensation signal determines whether a predetermined period of time since Application of the handbrake has passed.

The length of the fluid column is changed via the compensation signal if there is a risk of unintentional starting or the clutch is engaged.

According to another useful embodiment of an inventive Method or a motor vehicle according to the invention is the Outside temperature or its rate of change determined or calculated. This can result in an impending threat at a very early stage Change in fluid column length can be detected at an early stage Intervention can be made accordingly. Not necessarily everyone even the smallest fluctuation in outside temperature can justify an intervention  a maximum limit for the rate of change is given and be taken into account.

All process steps can be carried out by an automatic Execute control device, for example in a motor vehicle can be provided.

Furthermore, the invention relates to a motor vehicle and a method for Operating a motor vehicle and in particular one Motor vehicle clutch arrangement.

Motor vehicle clutch arrangements are in the most varied Designs such. B. Couplings with purely mechanical actuation arrangement connections and couplings with purely hydraulic actuation arrangements known. But combinations of these basic forms are known as well those with electronic components in the actuation arrangements include.

Ideally, in such clutch arrangements by actuation an actuating element of the actuating arrangement exactly predictable and desired engagement or disengagement position of the clutch causes.  

However, this ideal transmission behavior is usually determined by a Many parameters disturbed, their influence in qualitative as in in quantitative terms, in particular from the operating state of the clutch or depends on the actuation arrangement.

Such deviations from an ideal transmission behavior occur significant risk to the functionality of the clutch itself, however also for the functionality of other vehicle components that work with the Coupling, immediate or distant, interact.

Such a deviation can be targeted at certain Coupling processes only cause an inaccuracy that does not affect the function the coupling or other components has a permanently hazardous effect, in In other cases, however, the coupling can be damaged or even destroyed. As a result of such malfunctions on the clutch, other components, such as the clutch actuator assembly, damaged or be destroyed. In particularly extreme cases, there is even a risk of one Gearbox damage.

In addition to the aforementioned cause for malfunctions of the functionality of the Coupling or other components that are perfectly normal Driving style of the driver can have their effects  Corresponding consequences also through clear errors in the driving behavior of the Driver are caused.

For example, in hand-switched motor vehicles, it may be too late Changing the gear step the separation behavior of the clutch significantly complicate. In extreme situations, this cause can even become irreversible Failure of the clutch or, as a result, other of the above Guide vehicle elements.

The recognition of impending threats, especially through driving behavior damage that can be influenced, but sets for the driver increasing problem, since modern motor vehicles are Variety of power amplifiers and electronic components are equipped, so that the driver is often no longer given the opportunity is to recognize inappropriate driving behavior, as this often does not change more in perceptible signals, such as significantly increased pedal forces or clearly increasing noise.

In all of these cases, this can clearly precede the average lifespan a change of individual vehicle components may be necessary. In In extreme cases, this can even happen relatively shortly after delivery of the Vehicle.  

The vehicle owner becomes one just at the latter point in time necessary repair as extremely uncomfortable, because it Purchasing a new car just a high degree of reliability with regard to Wanted his vehicle to function properly.

It would be desirable to have the cause of this for drivers and drivers Automobile manufacturers eliminate uncomfortable situation.

Accordingly, the object of the invention is to provide a simple, flexible, Cost-effective option that can be implemented with little construction effort to avoid damage to motor vehicle components, and in particular for Avoiding damage to clutch or Clutch actuator assembly components.

The object is achieved by a motor vehicle according to the Features of the main claim or by a method according to one of the subsidiary claims. Advantageous embodiments result from the respective subclaims.

The fact that according to the invention in a motor vehicle with a Motor vehicle drive, a transmission and a clutch assembly, the one Coupling, from which states of different engagement intensity can be assumed are, and has a clutch actuator assembly, at least one  Overload protection device is provided, the invention creates considerable and surprising benefits.

Overload protection in a highly flexible way enables a large number to recognize and resolve faults that can occur in couplings eliminate or those of these for the clutch or other To prevent impending damage to vehicle components.

The faults can even be the faultless ones Restrict coupling operation, i.e. represent quasi reversible faults. Such a reversible disorder can, for example, be such that when too high energy input into the clutch at the specified manipulated variable no longer or insufficiently separates. This failure to separate leads first after a while of continued operation (without disconnection) to damage the clutch or, for example, the transmission. The Overload protection device intervenes here and prevents damage to the Coupling or other components.

The functionality of the overload protection device according to the invention is not dependent on states of certain engagement intensities of the clutch limited. Rather, an overload protection according to the invention device with different engagement intensities of the clutch Protect overload, damage etc.  

The engagement intensity of the clutch is understood to mean the extent to which the clutch is a mechanical quantity, for example a torque, transmits. In the disengaged state, in which the clutch has no moment transmitted, the intervention intensity continues to decrease, however Intervention intensity is lower, the further the clutch is disengaged.

The overload protection device can in principle be used in a wide variety of ways Places be arranged. You can, for example, from the Clutch actuator assembly and / or be included by the clutch, they can also at least partially in a clutch actuation Control device can be integrated.

It is also particularly advantageous that the overload protection device with a intelligent control is linked to the most varied of activities Optimally coordinated overload protection device.

Basically, the possibility of using an inventive Overload protection device not for certain, special coupling types or vehicles limited.

According to a preferred embodiment of the invention is the overload protection device for overload protection with a  Coupling arrangement coupled, the actuation arrangement of a hydraulic has a system section with a Pressure generating device for generating a pressure in a fluid, with a kinetic device and with a connecting device through which a flow connection between the pressure generating device and the kinetic device can be produced, includes.

The pressure generating device is preferably a Pressure generation control device controlled by this, the for example, is an actuator in one of the pressure generating device covered piston (master cylinder piston) engages in a cylinder (Master cylinder) is slidably mounted and thus pressure on the Master cylinder arranged fluid can apply. Under this pressure then via a flow connection in the form of a connecting device the pressure on a piston (slave cylinder piston) transferred from the kinetic device is included and also in a cylinder (Slave cylinder) is displaceable. The essentially controlled Movement of the slave cylinder is then via a corresponding coupling, for example, a release device, transferred to the clutch. This, which are basically indented under the action of a spring force Condition can thus be completely over the actuator be disengaged or assume any intermediate states. So you can also set a clutch position in which the clutch is only one  limited, below the maximum transmissible torque, Transmits moment.

The actuator has, for example, an electric motor that has a Output rotary motion generated by a corresponding gear in a linear movement is converted with which the master cylinder piston can be applied.

According to the invention, any other means of production can also be used a rotational movement can be provided. The invention is particular not be on an electric motor to generate the rotational movement limits. Completely different configurations of the actuator are also possible Consider, like other clutch actuation arrangements are provided according to the invention.

With such a clutch arrangement, shown as an example, would with ideal and lossless transmission - for example by specifying a certain actuator position or a certain position of the Master cylinder piston - always a precisely predictable engagement position of the Coupling can be achieved.

However, the real conditions deviate - sometimes strongly from the ideal ones Relationships, for various causes, such as  Temperature fluctuations, manufacturing tolerances, long intervention situations etc., may be present.

Due to the diversity of the effects of real conditions gives way to the real disengagement movement in conventional clutch arrangements the clutch compared to the target partially down, partially but also upwards. Sometimes the release device even reacts not at all on a corresponding specification, for example by the Actuator takes place.

Since the real operating conditions can only be partially estimated, this only to a limited extent from one of the actuator controls given characteristic are taken into account. Due to the flexibility of the overload protection device according to the invention is now special Surprisingly, this does not - at least partially not at all exhaustively predictable real operating conditions - appropriate to react, and damage to the clutch assembly and other components to avoid.

In this case, an overload protection device is preferably used Overload correction signal applied, for example the signal of Actuator control is superimposed. The concept of the signal is very wide understand. For example, the damping effect of a damping element is  appropriate stop on this to be understood as a signal. That too Giving in an elastic element is, for example, in the sense of over to understand the load correction signal, provided the elasticity of the overload protection serves.

According to a preferred embodiment of the invention, the Clutch actuator assembly a fluid elasticity regulator of which the fluid elasticity and / or present in the system section -quantity can be kept essentially constant. Such Fluid elasticity regulating device preferably has one Liquid expansion tank, the potential energy of the Liquid in the liquid expansion tank is substantially larger than that is the potential energy of the liquid in the system section. Of the Liquid expansion tank is at least temporarily over a Sniffer opening in the master cylinder in connection with the inside of the master cylinder, so that different positions of the master cylinder piston Connection between a part of the connecting device facing the Master cylinder or the part of the connector facing away from the connecting device Can manufacture master cylinder, or the master cylinder piston Can cover sniffer opening.

Especially when in the liquid expansion tank constant pressure, such as ambient pressure, allows  such a clutch actuator assembly that at the time which the master cylinder piston - moved in the direction of the connecting device - the flow connection between the liquid expansion tank and hydraulic line interrupts (ie to the connection device) that the The amount of fluid in the hydraulic line corresponds to that at such a process, carried out at another time, in which Route is. The amount of liquid can thus be essentially constant are maintained, which also increases the fluid elasticity in the hydraulic Distance can be kept essentially constant. Such Arrangement is particularly advantageous for supporting an overload protection device according to the invention.

The actuation accuracy with such a sniffing arrangement can be achieved in combination with that of the invention Overload protection device provided protection against damage or Destruction is therefore a way of getting a trouble-free clutch to approach very closely with ideal transmission behavior.

The overload protection device according to the invention can in particular fluctuations in the time period between two sniffing processes Compensate for the amount of fluid in the hydraulic line (With regard to the effects), but not primarily the Achieve accurate actuation, but avoidance and  Eliminating faults and damage is in the foreground, but what is should not rule out that the device according to the invention can also increase the accuracy of the operation.

According to a preferred embodiment of the invention, the Overload safety device a disengagement speed Adaptation device through which the disengagement speed of the Clutch directly or indirectly from a predetermined release path and / or can be influenced from a predetermined engagement intensity, and / or a Disengaging position adaptation device through which the disengaging position of the Clutch directly or indirectly from a predetermined release distance can be influenced.

In particular, such a speed control enables for example, a jerky striking of the clutch or the To prevent disengaging device from a stop to limit travel. The clutch or the disengaging device can be jerked be destroyed. But also a retroactive effect of the striking on others Components, such as on the actuator, can lead to a corresponding Destruction or damage to these elements.

For example, the overload protection device according to the invention an always constant speed-time course of the disengagement  to ensure. In this case, steady is basically in the mathematical sense understand, but it should be borne in mind that the speed The course of time does not have to represent a functional connection, but rather can also exist as a relation.

For example, the speed of disengagement or Coupling position through an intelligent, in connection with the actuator standing control can be realized. But also elastic elements on Strike can prevent striking or the force of striking or dampen or delay.

According to a further embodiment according to the invention, the Overload protection device the transmission ratio of Clutch actuation arrangement, which is determined by the ratio of one actually represent the disengagement path of the clutch to the actuator path is sent, which is traveled to adjust the clutch. The actuator is used to (theoretically) achieve a certain one Coupling position according to a specific actuator coupling position Characteristic controlled. One of these characteristics was superimposed Overload characteristic corrects or eliminates the deviation that is real would occur without overlap characteristics on the release path.  

Clues for the overlay characteristics can be found here For example, there may be deviations in the actuator position between the theoretical actuator position according to the actuator coupling position characteristic and the real actuator position occur when a certain and detected Torque is transmitted from the clutch.

According to a further embodiment of the invention, the Overload protection device at least one elastic element and / or at least one buffer element. These elements can, for example, in the transmission link may be arranged.

As with other embodiments of the invention Overload protection device, these elements have a certain Starting point on.

The starting point is preferably from defined operating states dependent and causes the overload protection device in principle emits no signal (in a broad sense) at certain loading operating states is activated. For example, a particular Operating pressure represent a starting point of the overload protection device len. For example, a volume container with the hydraulic Route connected separately by a valve located at  Exceeding a certain applied pressure opens or closes and thus changing the pressure on the release device.

According to a further embodiment according to the invention, the Elements of the transmission link a predetermined Total minimum elasticity, with the total minimum elasticity one The minimum elasticity for the total elasticity is. The overall elasticity is included equal to the sum of the (individual) elasticities of the individual elements. The term Element is to be understood abstractly. It includes all physical Objects of the clutch actuation arrangement, which when actuating the Clutch actuation arrangement can be acted upon by a force. Also a stop to limit the maximum release position of the Clutch, which is arranged for example in the clutch or in the clutch release can be is i. d. S. an element. In this sense, an articulation is also considered Element understood.

According to this embodiment of the invention, even individual Elements are neglected in determining total elasticity, there however, all elements can also be taken into account.

According to a particularly preferred embodiment of the invention the individual elasticities of the linkage when determining the total elasticity the master cylinder to an actuator or a pedal system, the master cylinder,  the connecting device, other hoses and lines, the Central release, the elements for volume absorption and the stop considered.

According to a further embodiment according to the invention, the elasticity is of the elements less than a predetermined total maximum elasticity.

The overall elasticity is according to another invention Embodiment between a total minimum elasticity and a Total maximum elasticity.

When determining the total elasticity with regard to the Overall minimum elasticity other elements than are considered in terms of overall maximum elasticity. The actually existing ones However, components are of course the same in both calculation cases because the same arrangement exists.

The individual elasticities are particularly with regard to To coordinate overall minimum elasticity. Basically anyone can Individual elasticities can be varied. When determining the total minimum Sticity is to be interpreted so that all components are protected against overload are. Particular attention should be paid to the actuator and the coupling get.  

An overload protection device according to the invention can in principle the inventive embodiments for overload protection both an automatically actuated clutch as well as one with a Pedal arrangement operable clutch are used.

According to a method according to the invention, a Coupling arrangement, which a coupling and a Has clutch actuation arrangement for actuating the clutch Overload correction signal applied. This is preferred on the clutch or applied to the clutch actuator assembly. It can too different signals at different locations to the same or to be applied at different times. That or that Overload correction signals (or corresponding devices for generation of the signals) are very flexible.

As already mentioned above, the concept of the overload correction signal is included to be understood broadly.

According to a development of the method according to the invention Transmission ratio of the clutch arrangement according to a predetermined Characteristic controlled, the transfer ratio being the ratio from the actual disengagement path of the clutch to a state difference of one  Component of the actuator assembly (actuator assembly member). Here the difference in state is the difference between the current state of the actuating arrangement component determining size and a Reference state determining reference is. So it can Transfer ratio, for example, by the ratio of actual Release path to the actuator path must be determined.

By controlling the transmission ratio according to the invention reversible and irreversible interference as well as damage to the clutch, the Clutch actuator assembly or other components of a force vehicle, such as on a transmission, in a cost-effective manner and can be avoided with little effort. This advantage is great surprised.

This advantage is particularly important in that modern coupling arrangements often very much the spatial conditions are limited and therefore minimal disruption to damage jerky from opposite to each other movable arranged components can lead. This in turn can have repercussions on other components that also jerkily inhibited their movement become.  

However, the risk of interference is quite high. This becomes clear with considering exemplary parameters, one of which is the disengagement path Coupling depends or - depending on the version - can depend.

In this way, parameters such as the route and the translation influence the pedal system or (in the case of automatically actuated clutches) the actuator travel, the ratio on the clutch (in the case of a semi-hydraulic system), the Translation he hydraulic transmission line, the required Separation path of the coupling or the elasticity of components of the Transmission path the release path of the clutch.

The volume of hydraulic components, as well as hydraulic or mechanical games are influencing parameters as well Compressibility of the fluid or the fluid temperature by which a length change in the fluid can be caused. Influence on the Disengagement path of the clutch can also be the state of wear of the clutch but also have the temperature or manufacturing tolerances of the coupling. This is an example, not necessarily final list.

When looking at the parameters, it becomes clear that some of these - possibly at least partially - when specifying a characteristic for the Transmission behavior, or for an actuating movement, for example  the actuator can be exercised, be taken into account from the outset can. However, others do not pose typical in their course without further predictable operating parameters.

Controlling the transfer ratio at which these operating situations are recorded or taken into account, thus represents a particularly meaningful and advantageous measure to protect the clutch or other components. According to a further embodiment of the method according to the invention is at least one for overload protection or for the protection of components Actuating arrangement component understeered or oversteered. This can For example, the clutch release path can be limited.

The actuating arrangement component can be the actuator, for example. Under or understeer the terms here means that the theoretically on the actuator assembly member to produce a specific manipulated variable to be applied at the theoretical no interference occurs, reduced or increased by a predetermined proportion is caused by other fluctuations in transmission behavior conditional overload or other malfunction, such as a Striking to prevent. Combinations of under and oversteer be particularly useful.  

For example, when the clutch is in an engaged position and to be disengaged is usually a in the prior art Actuator operated in such a way that the clutch in its maximum Release position is transferred. In a number of operational situations this also caused no damage. But if through operational fluctuations in the transmission system Clutch characteristic has shifted such that at the specified position of the actuator, the clutch is disengaged significantly further than it is predictable according to the theoretical characteristic, depending on Coupling design various damage occur.

According to the invention, it is therefore provided that the clutch actuating element, such as controlling the actuator in such a way that according to the theoretical Characteristic does not reach the maximum clutch disengagement position, but an intermediate state between engagement of the clutch and maximum Disengagement position of the clutch.

This reduces or eliminates the risk of malfunctions mentioned above. Would Such an actuating movement according to the invention is an operational one Adjustment movement of the type described above, the clutch would also move further than it is according to the theoretical characteristic of Coupling would be provided, but the safety reserve would be used here Disruptions or damage avoided.  

In this situation, the method according to the invention enables the Operation of the actuator a state of the clutch to strive for, in which this is just released. The safety reserve is then maximum in the direction of disengagement.

It is particularly useful, however, also in the direction of the intervention To provide a safety reserve, i.e. to strive for a clutch position in which the clutch from the limit state of the positions "just engaged" and "Just disengaged" from viewed by a predetermined amount is disengaged.

This prevents the clutch from deviating from the theoretical characteristic is still indented and possibly grinds.

The reference point in the control is preferably not the one above mentioned limit state but the clutch grip point, whereby the Gripping point is the state of the reference component, for example the actuator, at which a fixed and / or selected intervention intensity of the Coupling (fixed engagement intensity) is given, for example, a predetermined torque is transmitted from the clutch. This can For example, be set to 9 Nm, but other values also come into consideration.  

The reference variable "gripping point" has the advantage that it is simple and without can determine great effort. For example, from a Torque or speed measurement on the transmission input shaft and Motor output shaft to be concluded on the transmitted torque.

In addition, the actuator position can be detected when the fixed intervention intensity is present become.

This representation of under- or oversteer is more natural Example only. The oversteer or understeer can in the various operating situations can be used very flexibly.

For example, it can also be used when engaging the clutch become. In motor vehicles, these process steps can be carried out by one intelligent control can be initiated. Costly additional components are not mandatory.

According to a further embodiment of the method according to the invention the actuator is moved to the "gripping point plus stroke" position hazards. The position "gripping point plus stroke" is composed of it the position "gripping point plus offset" and a state difference of the Reference component, i.e. the actuator, which has to be driven in addition to ensure a safe one Ensure disconnection of the clutch. The position "Offset" or "Gripping point  plus offset "is a position of the reference component (for example the actuator), in which a separation of the clutch is theoretically guaranteed, with a predetermined clearance, for example 0.5 mm, is given.

It is particularly advisable to move to the "Gripping point plus Stroke "or" gripping point plus offset "to determine the gripping point (again). This achieves high additional precision and damage are avoided to an even greater extent.

According to a further embodiment of the method according to the invention the actual distance that the actuator has covered as a result of actuation is included compared to the setpoint of the actuator travel, the setpoint of the actuator travel Actuator travel is that according to the default characteristics through the control should be covered. If there is a difference between these values the setpoint is corrected.

This embodiment of the method according to the invention is special advantageous because this will destroy or damage the actuator can be avoided if - for whatever reason - cannot cover the specified route.

For example, the actuator can be used for a blocked hydraulic line do not reach the specified setpoint even when fully energized. With  Over time, the actuator is at risk of being overloaded. This will according to the invention by aborting the process and by default of a new setpoint avoided.

It can also, for example, as a result of one temperature-related fluid expansion in the hydraulic section of the actuator be pushed out of its position. This can then, for example occur when the clutch or plate spring tongues arranged on it are already at a stop and then a temperature fluctuation or increase leads to expansion of the fluid column. Because on the clutch side Dodge is not possible, relaxation takes place on the actuator side. Of the Actuator tries to return to its target position, which is because of the blocking on the clutch side is not possible. After some time it would turn out switch off the actuator. This shutdown is according to the invention by default a new setpoint prevented.

The method according to the invention can thus either damage or Disruptions that are caused or avoided are avoided be that the actuator is a predetermined position for clutch adjustment cannot achieve, as well as those that are caused by an unwanted or uncontrolled actuator adjustment by a reaction of the hydraulic Route can occur.  

The size of the newly specified setpoint is fundamentally not limited. However, it can be particularly useful to set the new setpoint to Actual value of the actuator to be set.

Instead of target and actual values for the actuator paths, according to the invention Setpoints and actual values for the actuator positions are also used for control become.

According to a further embodiment according to the invention, the new one Setpoint after a predetermined period of time or after predetermined number of unsuccessful attempts.

A number of unsuccessful attempts can occur if according to one in another embodiment of the invention, a target-actual difference occurs, the actuator then moves in the opposite direction of the intended direction Direction is briefly retracted and then back in the direction of the original setpoint. This can be useful to get one "Clamp" to overcome the route. As a result, after the predetermined Number of attempts the setpoint is not reached, the setpoint becomes new given.

However, the setpoint control via the is particularly useful Time period specification. The time from the first registration of a target  Actual deviation or detected upon receipt or transmission of the actuator control signal and if the setpoint is exceeded, the setpoint is new given.

According to a further embodiment of the method according to the invention the actuator stroke is temporarily and controlled to increase the separation reliability the clutch increases.

In this respect, this embodiment of the method according to the invention is advantageous than it allows, even in extreme situations where a usual Adjustment movement the clutch would not disengage, a disconnection of the clutch to ensure.

For example, a high energy input into the clutch can lead to that the clutch characteristic shifts. Basically, it makes sense here initiate a sniffing process and thus the clutch characteristic again to correct. A sniff cycle cannot only be used to set the Length of the fluid column used in the hydraulic route what has already been shown above, but also for automatic adjustment of the release system.

In many operating situations, however, is the initiation of a sniffing cycle not possible or has severe disadvantages.  

Then it makes sense to temporarily increase the actuator stroke, for example to remain in this elevated state until a sniff cycle can be initiated.

However, the stroke should not be increased permanently if possible, since then The above-mentioned dangers threaten the arrangement.

According to a further embodiment of the method according to the invention the actuator stroke is increased when the energy input into the clutch for Time of the intended opening of the clutch a predetermined Maximum energy value exceeds or the coupling temperature predetermined maximum clutch temperature value.

The energy input is preferably continuously calculated by the actuator or determined.

To calculate the energy input, for example Engine output speed and the transmission input speed are used become. But the corresponding moments can also be considered. Provided the gearbox input speed is not zero, the differential torque or the differential speed to a rough calculation for that in the clutch  dissipated energy can be used. But also other and more precise ones Known calculations are possible.

According to a further embodiment of the method according to the invention also the size of the overload correction signal, for example the Increased actuator travel, controlled. The size of the overload correction signal can depend on the current thermal energy state of the clutch if the Clutch should be disengaged.

If an increased actuator stroke was necessary for separation, this should be preferred then a sniffing process should be initiated as quickly as possible the actuator stroke can be reduced again.

In principle, the reference component can be used in all of the invention Embodiments can also be a different element than the actuator.

The actuator travel is then due to a corresponding state difference Reference component replaced.

It should be noted that the term "taxes" as well as terms derived therefrom i. S. d. Invention are to be understood in a global sense and in particular the terms of controlling and regulating i. S. d. DIN standard are included.  

It should also be noted that the interaction or the combination of the individual features or methods according to the invention makes sense in any combination.

It will be apparent to those skilled in the art that the ones presented here Embodiments of the invention also a variety of others Modifications and designs are conceivable that are covered by the invention are. In particular, the invention is not limited only to those here illustrated embodiments.

Furthermore, the invention relates to a motor vehicle, a method for operating of a vehicle and a method for diagnosis and / or monitoring and / or adjusting the functionality of a vehicle.

The development activities of automotive suppliers and manufacturers have in In recent years, the proportion has been purely mechanical Components in the motor vehicle has decreased relatively sharply. Electronic components have become increasingly important. Such new designs, especially in the engine compartment of Motor vehicles have led to the interaction of the individual Components are usually only understandable by experts.  

If repairs, adjustments or adjustments are necessary these experts, however, also very quickly to the limit, corresponding Implement measures with an appropriate cost-benefit ratio.

The importance of controls on the functionality of Vehicle components, however, are constantly increasing as vehicle functions in modern Motor vehicles are often coupled such that the failure of a function the failure of a number of other functions follows.

Especially in the field of vehicle clutches in modern motor vehicles usually meanwhile complex actuation and functional mechanisms have essentially no possibilities for reliable, simple and inexpensive diagnosis, monitoring or adjustment of the functionality of the clutch or its actuation regulations.

Accordingly, the object of the invention is to provide a simple, flexible, inexpensive and reliable possibility of diagnosis and / or Monitoring and / or adjusting the functionality of a motor vehicle ges, and in particular a motor vehicle clutch to create.

The object is achieved by a method according to the Features of the main claim or the secondary claims as well  solved by a motor vehicle according to the features of the independent claim. Advantageous further developments result from the respective Un claims.

According to the invention, a method is proposed with which the Functionality of a vehicle, and especially the - basically any design - coupling or - basically any design ten - clutch actuation arrangement of a vehicle, such as of a car, can be diagnosed and / or monitored and / or adjusted, wherein the vehicle has a vehicle drive, a transmission and an intermediate Gearbox and drive arranged clutch. The clutch is switchable between at least two different states. In one of the States becomes a mechanical quantity from the clutch, such as preferred a torque transmitted while in another state the Coupling the torque transmission from the drive device to the Coupling prevented. Preferably, however, the clutch can be a large one Assume a variety of different states, which are essentially steady merge. These states, the states different Intervention intensities of the clutch can represent one Disengagement system can be merged into one another Lichen any actuator is operated.  

The release system can against a spring arrangement on the Clutch exerted force, the clutch in an extreme position, the maximum clutch engagement, exert a (counter) force on the resulting, on the coupling elements, for example on at least one Coupling disc, effective force can decrease substantially, so that the clutch can assume the various states.

The actuator, which is comprised of a clutch actuation arrangement, engages in essentially directly or indirectly in a clutch actuator that is also included in the clutch actuator assembly. The The clutch actuation device can in principle be of any design. A clutch actuation device with a hydraulic is advantageous lican arrangement. Such a hydraulic arrangement can be, for example Have a plurality, preferably two, piston-cylinder arrangements which via a connecting device, such as a pipe connection or a hose connection are coupled together.

In the case of two piston-cylinder arrangements, it is advantageous if one Piston-cylinder arrangement arranged on the clutch side (slave piston Cylinder arrangement) with their piston or piston rod, directly or engages indirectly in a clutch release mechanism. The piston can form a two-part cylinder space by, for example, the Piston rod has a reduced diameter.  

The space of the cylinder facing away from the piston rod can be above. Connecting devices with the cylinder of a second piston in Connect.

This second piston-cylinder arrangement (master piston-cylinder Arrangement) is preferably by a master cylinder piston in two Sub-rooms divided, the connection device to Partial space facing slave cylinder a primary space and the remaining Subspace represents a secondary space.

The subspaces of the two adjoining the connecting device Pistons are like the connector with a fluid, such as preferably a liquid, filled. This filling of the aforementioned elements provides represents a hydraulic route.

Now, for example, the master cylinder piston is axially "in the direction of hydraulic route "is shifted to the hydraulic route "Pressure force" exerted, which leads to a shift or movement of the hydraulic route leads. This movement of the hydraulic route leads essentially at the same displacement of the slave cylinder piston. Basically there can be - essentially small - differences occur, for example, by (friction) losses or by  (Preferably low) compressibility of the hydraulic line are.

Such differences can, however, if they make a certain difference Exceed tolerance range, considered by an intelligent control become.

In addition, however, (displacement) differences can occur due to volume fluctuations in the fluid in the hydraulic line are. These can be caused, for example, by temperature fluctuations are caused. Provided the length of the hydraulic route changed, the relative position of the master cylinder piston also changes to the slave cylinder piston. Then a predetermined position corresponds to the Master cylinder piston no longer a predetermined position of the Slave cylinder piston provided the displacement is not corresponding Is taken into account.

A particularly useful way of maintaining the condition, that a predetermined position of the master cylinder piston one corresponds to predetermined position of the slave cylinder piston, a Fluid flow control device that the in the system section can keep existing amount of fluid substantially constant.  

Such a device can, for example, have an opening (sniffing opening) have in the master cylinder, for example designed as a bore. This Sniffing opening can be done via a sniffing connection, for example tion device, such as a hose or tube, with a Liquid container are in communication with a fluid or Liquid is filled.

Through different position ranges, preferably three, the The master cylinder piston can then have different flow connections are made, namely a flow connection between Liquid container and primary space, a flow connection between Liquid container and secondary space as well as a state in which the Sniffer opening (for example, by the master cylinder) is closed.

A sniffing process to keep the liquid volume in the hydraulic route can then proceed as follows, for example: The Master cylinder piston is moved towards the secondary space, so that the Clutch increasingly closes and at some point a Connection between the primary space, also the hydraulic route, and the liquid expansion tank is manufactured. The fluid in the river fluid expansion tank is preferably under constant pressure, for example under ambient pressure. Through the aforementioned connection also the hydraulic line under this pressure. A given Zu  causes the master cylinder piston to move back in the direction of the primary space, that the pressure of the hydraulic line remains essentially constant and Fluid from the hydraulic line is pressed into the expansion tank. As soon as the master cylinder piston covers the sniffer opening and increases the flow connection between the liquid expansion tank and Pri interruption, increases with increasing movement of the Master cylinder piston the pressure in the hydraulic path, so that the Slave cylinder piston is increasingly shifted and the clutch over the Release device is increasingly disengaged.

Because the pressure with which the hydraulic line was filled, essentially is constant with each repetition of such a sniffing process (Reproducibility), is also the length of the liquid column in the hydraulic route essentially identical and one each predetermined position of the master cylinder piston leads to a predetermined Position of the slave cylinder piston.

For example, by detecting the master cylinder position, for example can take place via a sensor, the engagement state of the clutch in the can be determined essentially exactly.

The arrangement of a suction valve in the Master cylinder piston, through which a flow connection between primary  and secondary space can be produced. Such a valve can be pressure-dependent be operable.

So this valve when retracting the master cylinder piston, whereby a backward movement means a process in the direction of the secondary space, from a predetermined pressure difference between primary and secondary space, for example of 75 mbar +/- 50 mbar, open and one Establish a flow connection between the two rooms.

The suction valve is at the same pressure in the primary and secondary room usually closed. Because the suction valve is also dirty it may be useful to have a minimum excess pressure in the primary space that For example, 300 mbar +/- 50 mbar can be provided, in which the The suction valve closes.

Especially with two-part pistons in the slave cylinder or not the piston in the slave cylinder is loaded by the suction valve prevents uncontrolled retraction of the piston when the master cylinder the piston is retracted. The suction valve can build a Negative pressure in the primary space and the build-up of an excess pressure in the Prevent secondary space by appropriate compensation and thus a Outgassing the brake fluid or the fluid, i.e. foam formation or an air pull of the sealing elements that are usually to be provided,  prevent and also avoid unclipping the piston. The Refill valve also enables short filling times, because a corresponding large flow cross-section is available. Even with the how The start-up valve shows the commissioning of the hydraulic line significant benefits.

The master cylinder piston is preferably connected to an actuator which the master cylinder piston can be moved in the master cylinder. Of the The actuator can have, for example, an electric motor and a transmission, wherein the output shaft of the electric motor engages in the transmission, the one Produces linear motion that is transmitted to the master cylinder piston becomes.

The electric motor, which is fundamentally also by another Drive device can be replaced by a control device are controlled so that on the master cylinder piston and thus - via the components described above also on the coupling - any Adjustment movement can be exercised. The state of engagement of the clutch can thus be specified very precisely, with sniffing cycles that differ also initiate and let control by the aforementioned control device, Can avoid inaccuracies.  

This flexibility of the clutch actuation arrangement enables for example, that the control device engages the Clutch can be started, which change very quickly and reliably can, the constructional and financial effort measured by the technical advantages is relatively small. So can about Control device not only the states "clutch is maximum indented "and" clutch is maximally disengaged ", but also any Intermediate states are approached. For example, a so-called Gripping point are approached at which the clutch is a predetermined Moment, for example 6 Nm or 9 Nm. A slow, automa table engagement of the clutch can be controlled automatically be, so that the driver of a car, for example when parking letting the clutch grind by correspondingly actuating one in the Driver's cell must realize arranged pedal, but a slow one Driving behavior of the vehicle can be reached automatically. But also the ways between engagement of the clutch with essentially full torque transmission and clutch disengagement with substantially no torque transmission can be significantly shortened - controlled - so that a change ver different clutch engagement states can be realized significantly faster can.

However, since the most diverse chemical and / or physical states of Elements of the clutch or the clutch actuation arrangement  Functionality or the precision of the control can affect provided according to the inventive method, according to a given characteristic at least one actuator assembly component control so that, preferably based on the corresponding system reaction, the condition of the clutch arrangement can be diagnosed and / or monitored and / or adjustable and the precise functionality of the clutch can be ensured.

The concept of the element (coupling or coupling actuation arrangement) is to be understood abstractly, so that for example, a fluid can also be considered as an element. Physical properties can include, for example, component shapes be (which otherwise change when worn or damaged), or (absolute or relative) spatial positions of components; chemical Properties can be temperatures or the like Composition of a filling medium (e.g. a fluid).

The characteristic for controlling the one actuator assembly component can from a clutch function assurance device (KFS device) be specified, which can also be a mobile device, for example, that for example for testing, diagnostic or control purposes with the Vehicle can be connected and essentially external is arranged.  

There is a coupling on the vehicle to accommodate the KFS device function function assurance connection device (KFSV device). This KFSV facility provides a connection between the KFS facility and the clutch or the clutch actuation arrangement. The KFSV The device can be of any design. For example, as Socket or as a signal generator-signal receiver combination be the contact and wireless connection to the KFS facility manufactures.

The method according to the invention thus enables an inexpensive and less complex diagnosis of a clutch or Clutch actuator assembly.

In a preferred embodiment of the method according to the invention a first gripping point is determined at a first point in time. This can can be realized for example by controlling the actuator, the Actuator position at which a predetermined fixed engagement intensity on the clutch is present, the gripping point is. The fixed intervention intensity, which can be found, for example, in express a corresponding torque of a transmission input shaft that can be measured is specified as a certain quantity, where, however, the actuator position that exists when this Fixed intervention intensity must be approached, depending on the chemical  and / or change physical sizes of the components. For example could gas in the fluid of the hydraulic link the temperature dependence of the Influencing fluids and the slightest temperature changes would become one lead changed grip point. But also manufacturing tolerances new used components (repairs) can lead to a changed grip point to lead.

If the gripping point is now detected again at a second point in time and with the compared the first gripping point, the difference can be used to determine that and whether there has been a change in the clutch arrangement, that limits, changes or removes the functionality.

A method according to the invention creates considerable and surprising Advantages that are expressed, for example, in the fact that workshops with considerable reduced effort for customers to ensure that their Can guarantee clutch arrangements and especially this can optimally adjust. Furthermore, workshops can be done with little effort functionally weakened components, e.g. worn parts, detect and then replace.

A method according to the invention also has the advantage that it is very flexible and a wide variety of weakenings of the functionality of a  Coupling can be determined so that a corresponding - if necessary derliche - repair can be done easily.

For example, with a further preferred embodiment, a inventive method of the tightness of a Hydraulic arrangement of a clutch arrangement in a simple manner be diagnosed:

The clutch is quickly disengaged, for example, what about a control of the actuator of a clutch arrangement can be realized. Starting from this disengagement state, their starting at every Gripping point determination is particularly useful at first, becomes a first gripping point determined and saved. A renewed disengagement of the clutch - however preferably at low speed - this can be done, for example a speed of 4 mm / s of the actuator must be determined - causes that defective, worn or dirty sealing elements the fluid can flow past, so that a corresponding pressure build-up is prevented or is disturbed and the dynamic pressure is therefore not required to press the Sealing is sufficient. A renewed, subsequent, learning or investigation A (second) gripping point thus produces a position of the actuator that is in the In case of dirty, damaged or worn sealing elements from deviates from the first gripping point because the first gripping point is approached at a high Speed occurred and thus a potential fault (not  working seal) has acted as a throttle, causing a back pressure and has thus caused a pressing of the sealing element (sealing). Especially It makes sense, at least between the quick disengagement and the Determination of the second gripping point to prevent sniffing, since this results in an unwanted standardization - i.e. an unwanted one Gripping point correction - would cause and the disturbances no longer without far res would be recognizable. With gripping point differences, there is preferably one Error message provided.

A type of self-learning system is also preferably provided, which determines certain Gripping point differences recorded and saved and actually existing - entered - assigns errors or faults, so that, for example Workshop personnel can "offer" certain potential faults directly can, if a gripping point difference is determined. Unless the proposal the workshop staff can not actually correct assignment, for example in an intelligent controller enter so that the quality of the proposal improves in the long run. The gripping point of 6 Nm torque transmission of the clutch is preferred set, but this is not a limitation of the subject matter of the invention should represent.

For this method (above) a travel speed of 4 mm / s suggested as slow travel speed. They offer  other slow travel speeds. A process However, a speed of 4 mm / s is particularly advantageous, for example, if a clutch actuation arrangement with a dirty suction valve has a particle size of less than 200 microns, since the suction valve then is initially open without pressure and from a travel speed of 4 mm / s the back pressure is sufficient to close the valve.

According to a further embodiment according to the invention, a Procedure for checking the sealing elements abbreviated:

According to this embodiment of the invention, a clutch with slow, defined speed up to the gripping point plus offset be disengaged - for example with the above. Speed - and then Checked the disconnection of the coupling.

Offset is a specific actuator travel that adds to the gripping point theoretically must be driven to disconnect the clutch (for example with an air gap of 0.5 mm). A Disconnecting the clutch is theoretically guaranteed if the clutch is loud actual characteristic no longer transmits a moment.

Unless there is a malfunctioning sealing element during this actuator movement stop the fluid according to its function definition, the clutch has  the actuator position "gripping point plus offset" is not actually separated and continues to transmit a moment, so that a malfunction of the sealing elements can be closed.

The coupling temperature is preferably in these methods Check the sealing elements low. It should be below 100 ° C. The clutch temperature is preferably detected by a sensor. The type and arrangement of the seals, their functionality can be checked according to the invention is essentially not limited.

For example, wear or a defect in a lip seal is expressed on the master cylinder or on the central release, the defect of an aluminum sleeve on Master cylinder, the defect of a master cylinder piston, the defect of one Square ring seal on the central slave cylinder, the defect of the Central release housing, the defect of a round seal on the master cylinder, the defect or contamination of the suction valve, the defect of an O- Ring seal on the quick release coupling as well Gripping point deviation like other leaks.

Such embodiments for sealing element monitoring or diagnosis bring significant benefits.  

These advantages are particularly clear in view of the fact that the Driver of a vehicle with automatic clutch i. d. R. none has a reproducible influence on the clutch control and thus be damaged sealing elements - if at all - only very indirectly, such as for example, based on increased switching forces, and usually too late, can register. If an intervention does not take place in time and Damaged sealing elements cannot be replaced, this can do so cause that gears of the vehicle can no longer be changed or even the transmission is completely destroyed.

However, since malfunctions are often no longer easy in modern vehicles can be recognized - as has been explained above - and thus especially in Couplings Leakages are often not accessible to a visual inspection and furthermore, for example, leaks in the bell housing only under very considerable expense can be detected, shows the invention Embodiment for the detection of sealing element faults surprising advantage that such controls with little effort can be carried out. For example, a vehicle external KFS device arranged the steps of the inventive method take.  

According to a further useful development of the invention Detection of damaged hydraulic elements in a clutch assembly enables.

First of all, a first gripping point - essentially corresponding Above description - determined and saved. This is preferably Gripping point characterized by a transmissible torque of the clutch of 9 Nm. Then the coupling is up to the pressure maximum or the gripping point, which can be very close to each other because the spring force of the clutch in these conditions is relatively low. Preferably happens this in turn by controlling the actuator as shown above. At the operating point approached in this way, the clutch is actuated via a predetermined time period, preferably 10 min or 12 min or 14 min or 16 min or 18 min. particularly preferably 15 min. held so that in essentially a pressure maximum is reached in the hydraulic system and consequently the greatest fluid losses to the (potentially) damaged Components occur. A subsequent determination of a second Gripping point and a comparison of this size with the first gripping point shows whether there are faults, in particular whether hydraulic elements are damaged are because the gripping point difference due to a changed length of the fluid column is due to the fact that fluid - unintentionally - has left the hydraulic line.  

It is important to ensure that the length of the fluid column is not influenced by others Influences is changed. Such influences can be high, for example Coupling (for example above 100 ° C), motor or vice versa be exercise temperature or fluctuations in this temperature. Whether or in The extent to which active measures are to be taken here is often determined according to the installation situation of the hydraulic system.

If the clutch arrangement can perform a sniffing process also to prevent such, since this is just the fluid column in the should essentially remain at a constant value.

The method is preferably carried out by issuing an error or OK Notification completed.

According to a further preferred embodiment according to the invention damaged hydraulic elements can be identified in a short procedure. As shown above, the clutch is up to one Pressure maximum or gripping point driven, there for a predetermined Time period held (preferably 10 min or 12 min or 14 min or 16 min or 18 min. particularly preferably 15 min) before the clutch on closing up to the gripping point plus offset and a separation of the Coupling - as shown above - is checked. The length of the  Fluid column may not be determined by other parameters - such as Temperature or sniffing - are affected.

These methods according to the invention are advantageous in that For example, the following damage can be detected: Damage to the Encoder or central release housing, the aluminum sleeve of the Master cylinder housing, a hose or a line, the Sealing elements, the quick release coupling, and malfunctions of the Ver screwing or the presence of transverse forces on the Lip seal on the master cylinder on the secondary side, leading to fluid loss leads.

Difficulties with repairs or Routine exams can be easily overcome and Malfunctions when operating a vehicle, such as a uncontrolled starting of the vehicle or stalling can result from appropriate prevention can be prevented.

A further embodiment according to the invention enables one Automatic bleeding of a hydraulic clutch actuation device.

According to this embodiment of the invention, a gripping point is detected and saved. Then the hydraulic route - from which  Always open for reasons. Such an opening is for example required if repairs of any shape are to be carried out. For example, when (necessary) replacing hydraulic Elements or seals may require opening the line. After the hydraulic line is opened again with a fluid fill if fluid has been drained beforehand. This filling is done before partially performed with a pressure that is within a predetermined Area. For example, it can be specified that the filling pressure is at most 1.5 bar, since a higher pressure causes the fluid to foam after the pressure is removed and can cause air bubbles to a later Bubble out the time (after filling). This would increase the rigidity of the Hydraulic distance correspondingly short and the transmission behavior negative influenced. In particular, the consequence can be that the clutch is not expresses completely or inadequately.

After filling, it is checked whether there is any pressure in the hydraulic route can build what by starting a certain Position of an element, for example an actuator position, at can be 18 mm, for example, whereby pressure builds up when For example, a hydraulic hose lengthens and becomes stiffer. By driving a so-called vent ramp, which essentially consists of the Steps "slowly open the clutch", "hold the clutch in this  open state "," Quick clutch closing "and" Ge keeping the clutch closed ", the line is then vented.

When opening slowly, a potentially existing air bubble remains in the hydraulic route are essentially not moving. By Keeping the clutch open then slowly increases and is replaced by the jerky, fast closing then with the fluid in the direction of the master cylinder swept away. Potential air bubbles are thus generated from the hydraulic Route removed.

For example, they can take the hydraulic route through the sniffer opening leave. But every other, appropriately arranged opening also comes into consideration.

Finally, a new gripping point is determined and with the old one compared so that it can be determined whether the rigidity that the hydraulic route before opening had been restored.

The master cylinder stroke or the actuator stroke can be 18 mm. It a full stroke or gripping point can also be considered, for example plus stroke.  

With regard to the "Gripping point plus stroke" position, stroke is the actuator path defined, which is to be moved from the actuator position "gripping point plus offset" safely disconnects the clutch.

In this context it should be emphasized that the actuator is a reference component is particularly advantageous, other components as a reference component but also in Come into consideration. For example, the master cylinder can do that Represent reference component. This basically applies to everyone Embodiments of the invention.

The path that the gas bubble takes with the vent ramp described above can at least travel is determined by the route by which the Releaser is moved because of this displacement of the fluid column corresponds. However, it is important to prevent the clutch from going too far is disengaged and, for example, abuts an intended stop. Depending on the position of the air bubble and / or the length of the line, one can different number of passes of the vent ramp may be useful.

For example, with a cable length of 1300 mm and one Central release stroke of 1 mm approx. 35 strokes are necessary or useful, which means with a vent ramp duration of 16 s that the Ent ventilation ramps should be driven for approx. 10 min. This is it  of course, only around exemplary values that the should not limit the inventive method.

It can also be particularly useful to apply additional vacuum and thus increasing the volume of a potentially existing gas bubble (since the Product of pressure and volume of the gas is constant).

This can increase the efficiency of the venting process.

It can also be useful to use longer cable lengths with increasing To avoid sections of the route, because of such designs Venting is made considerably more difficult. This is in particular: a constructive measure, particularly in an inventive Device, moreover, for the execution of an inventive Suitable procedure, can be taken into account.

Such a method according to the invention is particularly advantageous since it in a simple and essentially automatic manner in the workshop case Venting of the system enables and thus a cost-intensive vacuum Pressure filling system, which is usually used by the manufacturers at the Vehicle manufacturing is used for ventilation, in the workshop case unnecessary makes and still a necessary stable work of the release system after opening the hydraulic line.  

According to a further embodiment of the method according to the invention can an (indirect) stiffness measurement on a hydraulic line of a clutch by moving the gripping point position before and after a Venting process - which is carried out, for example, according to the aforementioned type can be - is determined.

If the then compared gripping point positions outside of a Tolerance limit is a repetition of the venting process necessary or sensible, because (too much) air is then in the hydraulic line located.

When determining the tolerance limit, the maximum is always the maximum Determination errors, i.e. measurement inaccuracies, to be taken into account. Provided hydraulic components, the actuator or the clutch has been replaced The tolerance field widths are also too rigid for these elements take into account the i. d. R. are production-related, with regard to thereby shifting the gripping point position the pressure in the System serves as a reference.

It makes sense to remove the old (before bleeding) gripping point position from a control unit which it was previously saved, and the new gripping point position  by engaging a gear from neutral with simultaneous Determine brake application.

After the above steps, additional ventilation ramps are preferred driven and the gripping point determined again. If no Stiffness change or change in the gripping point position determined more successful ventilation and (in the future) stable operation of the clutch assembly can be assumed.

It makes sense to ensure that the line is filled with negative pressure, is depressurized or with only a slight overpressure, since this causes the "actual (ie not just the temporary) basic stiffness" is increased. The ventilation ramps are preferably also with - negative pressure or be driven without pressure.

Such a method according to the invention is particularly advantageous since it can prevent the lack of rigidity of the transmission link Disconnect clutch insufficiently or clutch engagement and disengagement are jerky. Furthermore, the clutch may creep too weakly or too strongly be avoided.  

According to a further useful embodiment of the invention the process of opening a suction valve as intended check.

According to the invention, the master cylinder is moved to a position that is located directly behind the sniffer hole, so that the secondary space of the master cylinder with the fluid expansion tank Flow connection can form. Then the hydraulic line open to the outside. Come for opening the hydraulic route different options into consideration. For example, the hydraulic Route be opened such that a line, for example the Connection device, is separated. In a further step of A pressure filling device is connected and then measured the pressure at which the suction valve is opened. According to a further embodiment of the method according to the invention is the opening function of the suction valve via the simulation of a Filling checked using a special, predetermined ramp.

First, a first gripping point is determined or learned and saved. Then the master cylinder is at the gripping point plus stroke driven so that the clutch is disengaged.  

A subsequent opening of a breather, for example on the clutch release can be arranged, allows the clutch to close increasingly, because fluid flows out. This outflow means that the clutch in the essentially completely closes because of the actuating arrangement in the essentially no more pressure is exerted on the coupling and thus it is only under the action of the spring.

Then the master cylinder is moved back so far that one Sniffer hole is just not released. Because of this setting pressure difference, the suction valve opens and fluid flows out after the secondary space into the primary space. This makes sense The process of reversing the master cylinder is repeated several times, so that a correspondingly large total amount of fluid flows in.

In a further step, the master cylinder is then at the gripping point plus stroke driven and checked whether the clutch has disconnected. A separation of the Coupling can be checked easily by visual inspection, because a failure to disconnect a torque movement on the Transmission input shaft entails. But it can also be particularly useful be the separation, for example via a torque transducer, for example, to determine the transmission output shaft. But also others Possibilities of checking the separation, such as one Energy analysis or temperature monitoring on the coupling, can  make sense. Such measures are particularly suitable for detection less target-actual differences.

Instead of "on gripping point plus stroke" driving, the determination can also be made a second gripping point at a second point in time, which then compared to the first gripping point.

Furthermore, the aforementioned procedures for checking the Functionality of the suction valve be ensured that air in the Hydraulic line penetrates.

These embodiments of the invention for checking the Functionality of a suction valve are advantageous in that they Errors, such as a dirty suction valve, a worn membrane (of the suction valve) or incorrect installation of the The suction valve can be detected easily - and from the outside.

In a further preferred embodiment of the invention Procedure can be the functionality of the closing process Check the suction valve. The appropriate process steps ent speak essentially to those who are preferred above Embodiment of a method according to the invention for checking the Tightness of sealing elements of a hydraulic system are shown.  

Here, a dynamic pressure builds up when the clutch is disengaged quickly Suction valve on; when releasing slowly, the suction valve closes only if it is functional; otherwise there is pressure equalization.

The abbreviated method described above can also be used Use function check of the closing process of the suction valve.

In this context it should be mentioned that the term "taxes" as well terms derived therefrom i. S. d. Invention are to be understood broadly and in particular the terms of controlling and regulating i. S. d. DIN standard includes. It should also be noted that the interaction or the combination of the individual features according to the invention in each any combination makes sense.

It will be apparent to those skilled in the art that the ones presented here Embodiments of the invention also a variety of others Modifications and designs are conceivable that are covered by the invention are. In particular, the invention is not limited only to those here illustrated embodiments.

An advantageous filling and venting process is through the Claim 176 marked. This is where the slow process comes in End of the procedure is of great importance because the fast  Procedure during filling it can occur that seals of the Lift the slave cylinder off its counter-sealing surface. Because of the slow At the end of the sequence, these sealing surfaces are created again.

The invention is explained in more detail with reference to FIGS. 1-13. Show:

Fig. 1 is a schematic view of an exemplary embodiment of the invention a motor vehicle according to the invention,

Fig. 2 is a partial schematic view of an exemplary embodiment of a motor vehicle according to the invention,

Fig. 3 is a partial, exemplary flow of a method according to the invention for the preparation of an exemplary embodiment of an inventive motor vehicle with the clutch assembly,

Fig. 4 is a schematic exemplary representation of the dependencies of the pressure from the Stellerweg with different configurations of a stopper in a clutch assembly,

Fig. 5 is a partial schematic view of an exemplary embodiment of a motor vehicle according to the invention,

Fig. 6 is a schematic, exemplary path-time function that passes through an actuator of a vehicle clutch assembly in a first embodiment of the method according to the invention,

Fig. 7 is a schematic, exemplary path-time function that passes through an actuator of a vehicle clutch assembly in a second embodiment of the method according to the invention,

Fig. 8 is a schematic, exemplary path-time function that passes through an actuator assembly of a vehicle clutch in a third embodiment of the inventive method,

Fig. 9 is a schematic, exemplary path-time function that passes through an actuator assembly of a vehicle clutch in a fourth embodiment of the inventive method,

Fig. 10 is a view of the hydraulic system,

Fig. 11 is a schematic, exemplary distance-time function of a filling,

Fig. 12 shows an embodiment of a motor vehicle according to the invention and

Fig. 13 shows a further embodiment of a motor vehicle according to the invention.

Fig. 1 shows a motor vehicle according to the invention in partial view. The motor vehicle has a clutch actuation arrangement 1 for actuating a clutch, not shown.

As part of the clutch actuation arrangement 1 , a slave cylinder-piston arrangement is provided on the clutch side, the slave piston 10 of which engages in the clutch, possibly via coupling elements (not shown).

Connected to the slave cylinder 12 , which receives the slave piston 10 movably, is a connecting device, which is designed here in the form of a hose 14 and which represents a connection between the interior of the slave cylinder 10 and the interior of the master cylinder 16 . The master cylinder 16 movably receives a piston, the master piston 18 , which comprises a plunger 20 which engages in an actuator 22 .

The subspace of the master cylinder 16 facing the slave cylinder-piston arrangement and delimited by the master piston 18 represents a primary space 24 ; the second subspace of the master cylinder 16 represents the secondary space 26 .

The primary space 24 , the hose 14 and the subspace of the slave cylinder 12 adjoining the hose 14 form a hydraulic path which is filled with a fluid, here with a liquid 28 .

To avoid unintentional or uncontrolled fluid displacements within the hydraulic arrangement or out of the hydraulic arrangement, sealing elements 30 are provided at correspondingly vulnerable points, which are indicated here by way of example at various points.

The actuator 22 serves to control the movement of the master piston 18 . It comprises an electric motor 32 having a motor output shaft 34 in a transmission 36 for converting the rotational movement of the Elektromo torausgangswelle 34 engages into a linear movement, with which the master piston is acted on 18th

The electric motor 32 can be controlled via an electric motor control device 38 , so that the engagement intensity of the clutch - and also the sniffing processes - can be controlled via the aforementioned couplings by sending out a signal from the electric motor control device 38 .

These control processes take place according to a specific characteristic 40 stored in the electric motor control device 38 , which is available in different forms which are matched to specific operating states.

In the piston 42 of the master cylinder 16 there is a sniffer opening 44 which receives a sniffer valve 46 . This sniffer valve is open without pressure and closes at a certain pressure difference between primary 24 and secondary space 26 , so that there is no flow connection between these spaces. Closing takes place with a piston movement of the piston 30 in the direction of "opening the clutch" controlled by dynamic pressure or speed. This means that when the clutch is opened, the piston is moved and therefore a back pressure forms in a pressure chamber, such as the primary chamber, which can close the valve.

The opening takes place when the master cylinder 16 has moved back relatively far, that is to say the clutch is in an engaged position and the pressure difference has essentially been reduced.

The second 62118 00070 552 001000280000000200012000285916200700040 0002019857707 00004 61999ärraum 26 has a liquid compensation opening 48 , which is arranged outside the displacement area 47 and which connects via a sniffer connection device, here in the form of a sniffer hose 50 , to the liquid expansion tank 52 . There is constant pressure in this.

The displacement area 47 is the part of the outer surface of the master cylinder 16 which the piston 42 can pass over.

If the sniffer valve is open, the hydraulic route can be one Record reproducible amount of fluid.

The snifting valve 46 closes again at a second pressure difference between the primary 24 and the secondary space 26 . This pressure difference occurs due to the backward movement of the master piston 18 , since this creates a dynamic pressure. The return movement of the master piston 18 is preferably started from a specific position, for example a specific actuator position, and - at least until the snifting valve 46 is opened - is carried out at a defined speed.

For the rest, all links are those described here as basic elements Consider features as meaningful.

Furthermore, a switch 60 can be provided at one end of the secondary space, which automatically opens the valve when actuated, as via a lever.

The invention relates to a motor vehicle with a clutch, a Clutch actuation arrangement, hydraulic control device for Control of a hydraulic system and at least one Compensation device for avoiding and / or limiting and / or Compensation for a self-initiated, uncontrolled clutch actuation or Vehicle movement or a self-initiated, uncontrolled change the transmission behavior and a method for controlling a Motor vehicle.

Fig. 2 shows a motor vehicle according to the invention in partial view. The motor vehicle has a clutch arrangement 101 , of which a clutch actuation arrangement 110 and a clutch 112 are included.

The operable by the clutch actuator assembly 110 and controllable clutch 112 has a disengaging device, the different intensities of the clutch engagement can produce 112th The size of the torque that can be transmitted from a clutch input shaft 116 , for example an engine output shaft, to a clutch output shaft 118 depends on this engagement intensity.

If the clutch actuation arrangement 110 does not apply a control signal to the clutch 112 , the clutch 112 is in the state of maximum engagement intensity, which is achieved via a known spring arrangement, not shown.

At least one schematically illustrated coupling component 120 is movably arranged. To secure this component, a stop 122 is provided, which is mounted here on the transmission bell 124 .

The clutch actuation arrangement 110 is connected to the clutch 112 or the disengaging device via a coupling point.

In principle, any coupling elements 126 can be arranged at the coupling-side end of the actuation arrangement.

If such coupling elements 26 are provided, this is followed by a hydraulic arrangement encompassed by the clutch actuation arrangement 110, which comprises a slave cylinder-piston arrangement, a connecting device, which is shown here as a connecting hose 128 , and a master cylinder-piston arrangement and at which - Here indicated by way of example - seals 129 prevent unwanted flow through cracks or passages.

The master cylinder piston 132 , which is encompassed by the master cylinder-piston arrangement and slidably received in master cylinder 130 , engages in a pressure generation control device, which here has an actuator 134 , and thus generates an input-side mechanical coupling of the hydraulic system, as does slave cylinder piston 138, which is displaceably received in slave cylinder 136 produces mechanical coupling on the output side to the coupling elements 126 .

The actuator 134 has a gear 140 , which converts a rotary movement induced by the electric motor 142 via the shaft 144 into the gear 140 into a linear movement with which the master cylinder piston 132 is opened.

The electric motor 142 is controlled by an electric motor control device 146 .

The master cylinder piston 132 has a sniffer opening, which is designed here as a sniffer bore 148 . Which is shown here as a sniffer tube 150 over the snifting bore 148 and a substantially outside the master cylinder piston 132 subsequent to the snifting bore 148 sniffer connecting means, a flow connection between the interior of the master cylinder 130 and the Flüssigkeitsaus same container 152 is manufactured. The pressure in the liquid expansion tank 152 preferably corresponds to the ambient pressure.

The position of the sniffer bore 148 defines three substantially different areas 156 , 158 , 160 for the master cylinder piston 132 .

In a first region 156 , the master cylinder piston 132 is arranged within the master cylinder 130 between the sniffer bore 148 and the coupling-side end 162 of the master cylinder piston 132 , so that there is a flow connection between the fluid expansion tank 152 and the secondary space 164 ; in a second area 158 there is no flow connection between the fluid expansion tank 152 and the interior of the master cylinder 130 , since the master cylinder piston 132 covers the sniffer bore 148 ; in a third area 160 of the master cylinder piston 132 within master cylinder 130 between the snifting bore 148 and the actuator-side end 166 of the master cylinder piston 132 is disposed so that between the liquid equalizing tank 152 and the primary chamber 168, there is a Stö mung compound.

To adjust the engagement intensity of the clutch 112 , the electric motor control device 146 controls the electric motor 142 according to a predetermined characteristic 170 . This actuating movement of the electric motor 142 is transmitted via the shaft 144 and the tappet or the piston of the Geberzylin derkolbens 132 to the fluid, which is preferably a liquid 172 . The liquid column shifting under this effect exerts a force on the piston of the slave cylinder piston 138 , the tappet of which, via the coupling elements 126, increasingly opens the clutch 112 or the disengaging device against the force of the spring, not shown, that is to say changes the engagement intensity of the clutch 112 .

It should be pointed out that the characteristic 170 is flexible and is based on the desired engagement intensity of the clutch 112 .

A retraction of the actuator 134 controlled by the electric motor control device 146 increasingly engages the clutch 112 under the action of the spring force.

An excessive increase in pressure in the secondary space 164 can be avoided by the suction valve 173 arranged at the front end of the master cylinder 130 , which occurs at a defined pressure difference between primary 168 and secondary space 164 , for example at a pressure difference of 75 mbar +/- 50 mbar , opens, the pressure in the secondary space being greater, and closes again in the case of a certain excess pressure in the primary space 168 , for example in the case of an excess pressure of 300 mbar +/- 50 mbar.

At times controlled by the electric motor control device 146 in particular, sniffing processes are initiated or carried out in order to bring the liquid volume in the hydraulic line to a constant predetermined level or to ensure that this predetermined level is maintained.

For this purpose, the master cylinder piston 132 is moved in a controlled manner by the actuator 134 into the third area 160 , so that the pressure in the fluid expansion tank 152 essentially corresponds to the pressure in the hydraulic path.

Subsequently, the master cylinder piston 132 is increasingly moved in the direction of the first region 158 . As long as the master cylinder piston 132 is still in the third region 160 , the liquid volume displaced by this is pressed essentially into the fluid expansion tank 152 , since the slave cylinder piston 138 is loaded with a force originating essentially from the clutch spring and thus the least resistance in the direction of the Liquid expansion tank exists.

With increasing travel of the master cylinder piston 132 , it reaches the second region 158 and thus prevents the displaced liquid 172 from escaping into the liquid expansion tank 152 .

At the point in time when the sniffer bore 148 is completely closed for the first time, the desired constant volume of liquid is in the hydraulic path, since the pressures applied to the slave cylinder piston 138 at this point in time are always the same each time this process is repeated. Thus the position of the slave cylinder piston 138 - and thus also the length of the liquid column (between the sniffer bore 148 and the position of the slave cylinder piston 138 ) - is the same with each repetition. So there is reproducibility.

With increasing movement in the direction of, and then within, the first area 156 , pressure builds up in the hydraulic path, provided - or as long as - there are no possibilities for reducing the pressure.

To protect the clutch 112 and / or the Kupplungsbetä actuating assembly 110 from overloading and / or for the elimination of substantially reversible disturbance of the clutch 112 and / or the clutch actuator assembly 110 176, 178, 152, 186, 188 is a further Überlastsicherungseinrich tung 174, provided .

The elastic stop element 174 arranged on the stop 122 prevents the clutch 112 or the disengaging device from abruptly striking the stop 122 . Overloading of actuator 134 or destruction of coupling components is thus avoided.

An arrangement for volume absorption represents a further component of the overload protection device. This arrangement for volume absorption has an overpressure valve 176 , which is basically closed, but opens when a certain pressure in the primary space 168 is exceeded and thus an outflow of liquid 172 through the absorption hose 178 the hydraulic route in the volume expansion tank 152 allows. As a result of this relaxation option, the length of the liquid column or the pressure does not increase, so that the clutch development 112 is not - or - depending on the design of the pressure relief valve 176 - only slightly disengaged.

A corresponding arrangement 176 , 178 , 152 can also be arranged at other locations, such as at locations 180 or 182 .

It is also possible that, instead of the liquid expansion tank 152, a separate volume collection tank, not shown here, is provided.

A connection hose 128 with a minimum elasticity is provided as a further component of the overload protection device. Under the effect of increasing fluid pressure in the direction of arrows 184 , the boundary surface of the connecting hose 128 moves outward and forms a boundary surface with an enlarged cross section 186 .

Depending on the material of the hose, the relationship between the pressure in the hydraulic path and the flow cross section of the connecting hose 128 can be essentially arbitrary. The material of the wall of the connecting hose 128 can also be selected such that the boundary surface is essentially unchanged up to a certain light-off pressure and an abrupt or functional enlargement of the cross-section is achieved when this light-off pressure is reached.

Such designs can prevent, for example, striking the stop 122 .

It should be noted that other components with such a Flexibility can be designed. Because of However, clarity is not clarified for every element. In particular, the overall elasticity of the components can be coordinated. It is but note that the elasticity of the components should not be arbitrarily high and in particular not exceed a predetermined maximum elasticity should, as this would affect the positioning accuracy.

Another component of the overload protection device in this embodiment is part of the electric motor control device 146 .

The electric motor control device 146 comprises an overload protection characteristic 188 which - depending on the protection sought - shows different forms, that is to say is very flexible.

According to a characteristic of the overload protection characteristic 188 , when the clutch 112 is disengaged, the actuator 134 is not controlled on the full stroke, but rather on the gripping point plus the stroke. This provides, for example, protection against excessive disengagement of clutch 112 and against excessive disengagement of clutch 112 .

According to a further form of the overload protection characteristic 188 , the signals of which can as a rule be superimposed or superimposed on the signals of the characteristic 170 , the signal of the characteristic 170 is temporarily amplified when the energy input into the clutch 112 exceeds a predetermined maximum energy input. Disengagement of clutch 112 is thus made possible in spite of the increased maximum energy input. The overload protection characteristic 188 then also controls that a sniffing process is then initiated as quickly as possible.

According to another form of the overload protection characteristic 188 is corrected a of the characteristic 170 the actuator 134 a predetermined and / or of driven set point for the actuator travel of this, when the Pc tor 134 the target value has not reached after a predetermined period of time or an already-reached setpoint without The specification by the characteristic 170 or the overload protection characteristic 188 has changed and the actuator 134 cannot reach the setpoint again.

The overload protection device can also be exemplary from parts of the here shown forms exist or supplemented by other forms be.

Fig. 3 shows the partial and exemplary flow of a method according to the invention for producing an exemplary embodiment of a motor vehicle according to the invention with clutch assembly 101 and the overload protection device.

According to this embodiment of a method according to the invention, the clutch arrangement 101 of a motor vehicle is initially roughly pre-dimensioned. As a component of this step, in particular those components are selected which would be at least temporarily loaded with a force during operation of a finished clutch arrangement 101 , so that their rigidity or elasticity would affect the transmission behavior of the clutch arrangement 101 .

Subsequently, a maximum and a minimum total elasticity is determined for these components, possibly taking into account the rough dimensioning of the coupling 112 , which maximum or minimum may be achieved as the sum of the individual elasticities.

The individual elasticities of the components then become Total elasticity calculated when mounting according to the Rough pre-dimensioning actually in the finished arrangement would exist.

If the actual total elasticity is less than the maximum total elasticity, a comparison is made between the actual total elasticity and the minimum total elasticity. If the actual total elasticity is also greater than the minimum total elasticity, all components of the complete coupling arrangement 101 are finally determined and all dimensions and arrangements are finally determined.

Then the coupling arrangement 101 is then mounted in accordance with this final adjustment, so that a coupling arrangement 101 with the overload protection device existing in the elasticity of the components is brought forward, during its operation, for example, a jerky striking against a stop 122 is avoided.

However, if the actual total elasticity is less than the minimum Overall elasticity, it is checked whether constructively an exchange of individual Components possible or sensible due to components of the same type with higher elasticity  is. If this is the case, at least one component will be the rough selection the components are replaced by a component of the same type with higher elasticity. Otherwise, at least one buffer element or at least one elastic one Element selected that in addition to the roughly determined arrangement should be included.

If the actual total elasticity is greater than the maximum Total elasticity should be, at least one component by one component low elasticity exchanged.

Regardless of which components have been replaced or newly added, it is then checked whether design changes to the clutch arrangement 101 are necessary due to the new or replaced elements.

Such design changes may be necessary, for example, because a new component has different dimensions than the old one on its Place it occurs, or because in the arrangement according to the rough pre dimensioning not enough space for an additionally selected Component is present.  

If design changes are necessary, the step the pre-dimensioning is started again, otherwise the procedure starting with the step of defining minimum and maximum Ge velvet elasticity carried out again, in the latter case the values for the Minimum and maximum overall elasticity mostly with that of the previous one Match.

This loop or these loops are driven until the elasticities are adequately coordinated or optimized and a corresponding coupling arrangement 101 with an overload protection device is installed.

FIG. 4 shows an exemplary representation of the dependencies of the pressure on the actuator travel with different configurations of a stop in a clutch arrangement.

The pressure curve over the Stellerweg initially follows a first partial curve curve 290 . As a rule, this is determined by a very specific design of the coupling arrangement 101 , the elasticities of the transmission link, the type of components, etc. being characteristic, for example.

If the disc spring is already at the stop 122 , which corresponds to the position 292 , and the actuator travel is now increased, for example due to temperature-related fluid expansion, the pressure at a stop 122 without an overload protection device would follow the second partial curve profile 294 , since the sudden blockage by the stop 122 occurs further disengagement of the actuator essentially prevented.

If the stop 122 (hypothetically) would not exist, the pressure actuator travel dependency would essentially follow a third partial curve shape 296 , which would be a smooth continuation of the first partial curve shape 290 .

By arranging an overload protection device in the form of an elastic stop element 174 on the stop 122 or by an elastic configuration of the route, a gentle increase takes place from position 292 , as the fourth 298 , fifth 200 and sixth 202 sub-curves show.

The fourth partial curve shape 298 describes the pressure increase in the release system at the predetermined minimum total elasticity, while the fifth partial curve shape 200 represents the pressure increase at the predetermined maximum total elasticity.

The sixth sub-curve profile 202 shows the pressure increase with a nominal or average total elasticity.

It should be noted that the numerical values here are only exemplary Have character.

For the rest, all links are those described here as basic elements Consider features as meaningful.

The invention relates to a motor vehicle with a motor vehicle drive, a Transmission, a clutch assembly and at least one Overload protection device to protect the clutch and / or the Clutch actuation arrangement before overloading and / or for elimination of essentially reversible disturbances of the coupling and / or the Clutch actuation arrangement and a method for avoidance and / or compensation of overload disturbances to ensure and / or Restoring the functionality of a clutch assembly and / or to protect coupling components from damage and a method for the manufacture of a coupling arrangement with overload protection.

Fig. 5 is a partial schematic view showing an exemplary embodiment of a motor vehicle according to the invention.

The motor vehicle has a clutch actuation arrangement 301 for actuating a clutch, not shown.

As part of the clutch actuation arrangement 301 , a slave piston-cylinder arrangement is provided on the clutch side, the slave cylinder piston 310 of which engages in the clutch, possibly via coupling elements (not shown).

At the slave cylinder piston 310 movably receiving slave cylinder 312 connects to a connecting device, which is designed here in the form of a hose 314 and which represents a connection between the inside of the slave cylinder 310 and the inside of the master cylinder 316 . The master cylinder 316 movably receives a piston, the master cylinder piston 318 , which includes a plunger 320 which engages an actuator 322 .

The subspace of the master cylinder 316 facing the slave piston-cylinder arrangement and delimited by the master cylinder piston 318 represents a primary space 324 ; the second subspace of the master cylinder 316 represents the secondary space 326 .

The primary space 324 , the hose 314 and the subspace of the slave cylinder 312 adjoining the hose 314 form a hydraulic path which is filled with a fluid, here with a liquid 328 .

At the front end of the master cylinder 316 there is a suction valve 330 which opens and closes again at certain pressure differences between the primary 324 and the secondary space 326 and thus enables pressure equalization between the primary 324 and the secondary space 326 in certain operating states.

In the boundary wall of the master cylinder 316 is a sniff port, designed here as a snifting bore 332 by means of which over an outside of the master cylinder 316 to the snifting bore 332 subsequent snoop connection means, here a sniffer tube 334, a connection of the interior of the master cylinder 316 with a fluid expansion tank 336 can be made. This unit can be used to perform sniffing operations to keep the liquid column in the hydraulic line constant.

In order to avoid unintentional or uncontrolled fluid displacements within the hydraulic arrangement or out of the hydraulic arrangement, sealing elements 338 are provided at correspondingly vulnerable points, which are indicated here by way of example at different points.

The actuator 322 serves to control the movement of the master cylinder piston 318 . It has an electric motor 340 with an electric motor output shaft 342 , which engages in a gear 344 for converting the rotary movement of the electric motor output shaft 342 into a linear movement, which is applied to the master cylinder piston 318 .

Via an electric motor control device 346 , the electric motor 340 can be controlled so that the engagement intensity of the clutch - and also the sniffing processes - can be controlled via the aforementioned couplings by sending a signal from the electric motor control device 346 . These control processes take place according to a certain characteristic 348 stored in the electric motor control device 346 , which is available in different forms which are matched to certain operating states.

The clutch actuation arrangement 301 and / or the clutch have a coupling point 350 , via which a connection to a clutch function assurance device (KFS device) 352 can be established. In principle, this connection can be designed via a physical connection device as well as without contact.

The physical connection device here has a plug arrangement with a plug 354 and a socket 356 for receiving the plug 354 , a first line 358 for connecting the plug 354 to the KFS device 352 and a second line 360 for connecting the socket 356 to the electric motor Controller 346 .

Any intermediate elements (not shown) can be arranged in particular within the second line 360 . The arrangement of plug 354 and socket 356 can also be replaced by another device for establishing a connection. Likewise, the lines 358 , 360 can be at least partially replaced by other elements, such as a circuit board.

The KFS device 352 has a memory device 362 for storing recorded or preset data.

Furthermore, the KFS device 352 has a clutch function assurance characteristic 364 .

Coupling function assurance characteristic 364 can have different forms, each of which is used for diagnosis and / or monitoring and / or setting the functionality of the coupling actuation arrangement 301 or the coupling.

Thus, with these characteristics of the clutch function assurance characteristic 364, it is possible, for example, to check the functionality of sealing elements 38 , the functionality of hydraulic components, or the functionality of the suction valve 330 . This possibility of checking does not only relate to the elements shown in FIG. 5. For reasons of clarity, only some of the elements that can be checked are shown in FIG. 5.

The characteristics of the clutch function assurance characteristic 364 also enable control of a venting process of the hydraulic section as well as a stiffness measurement of the hydraulic section.

The characteristics can be, for example, from a computer program be specified.

FIG. 6 shows a schematic, exemplary distance-time function which the actuator 322 of a vehicle clutch arrangement runs through in a first embodiment of the method according to the invention.

According to this embodiment of the method according to the invention, which is suitable, for example, for leak testing in the case of worn, soiled or damaged sealing elements 338 , the actuator 322 is initially disengaged in a first phase 480 at a defined speed, which here is 4 mm / s, the master cylinder 316 the sniffer bore 332 passes over it. The relatively low actuator speed ensures that the amount of fluid in the hydraulic section actually has the constant, desired value. In a second phase 482 , the actuator 322 is disengaged further at high speed. At this point in time, since liquid equalization can no longer take place between the liquid expansion tank 336 and the primary space 324 , and because of the high speed, a relatively high back pressure can build up on potentially worn, soiled or damaged sealing elements 338 , so that the liquid volume in the hydraulic line essentially remains constant, the maximum actuator travel that is achieved when the clutch is fully disengaged is also determined by the total, original fluid volume of the hydraulic section.

The gripping point is learned and held in a third 484 and a fourth phase 486 .

The actuator 322 is then moved back to its initial position in a fifth phase 488 , so that it can be disengaged into a position in a sixth phase 490 - but now at a slow speed of 4 mm / s here, which it did when the second phase 482 was completed has taken. After the sniffer bore 332 was first run over here again, fluid can now flow past damaged, soiled or worn sealing elements 338 , since sufficient back pressure cannot build up. This reduces the volume of fluid in the hydraulic line.

The gripping point is then learned and held again in a seventh 492 and eighth phase 494 .

If the sealing elements 338 are functional, this second, determined gripping point matches the first (variation 496 ).

However, if fluid could escape from the hydraulic path, the fluid column is reduced, so that actuator 322 must be disengaged further to reach the gripping point position (variation 498 ) than with variation 496 .

FIG. 7 shows a schematic, exemplary distance-time function that the actuator 322 of a vehicle clutch arrangement runs through in a second embodiment of the method according to the invention.

This embodiment is particularly suitable for the detection of damaged hydraulic elements of a clutch assembly.  

In this embodiment, the first 510 , second 512, and third phases 514 are substantially the same as the first 480 to third phases 484 of the previously described first embodiment.

In a fourth phase 516 , the actuator 322 is held at the position of the gripping point for a longer period of time. In this phase 516 there is a very high pressure so that a relatively large amount of fluid can escape from the hydraulic in the event of damage to hydraulic elements.

In the fifth phase 518 , the actuator 322 is disengaged further while avoiding sniffing before the gripping point is learned again and (briefly) held in the sixth 520 and seventh phase 522 .

In analogy to the first embodiment, one leads through damage Reduced amount of fluid in the hydraulic due to hydraulic elements Distance to a gripping point shift.

FIG. 8 shows a schematic, exemplary travel-time function which the actuator 322 of a vehicle clutch arrangement runs through in a third embodiment of the method according to the invention.

This embodiment is particularly useful for venting a hydraulic route.

In a first phase 640 , the actuator 322 is disengaged at a relatively slow speed, such as 1.8 mm / s here, so that the clutch opens. An air bubble which is potentially in the liquid 328 of the hydraulic path essentially remains standing because of the low speed, that is to say does not essentially change its position. Then, in a second phase 642, the actuator 322 is held in its end position of the first phase 640 for a certain period of time, so that the air bubble rises slowly.

In the following third phase 644 , the actuator 322 is quickly moved back to its original position, so that the clutch closes again. The air bubble is entrained with the rapidly moving liquid column in the direction of the master cylinder 316 .

In the fourth phase 646 , the actuator 322 remains in the end position of the third phase 644 , so that the clutch remains closed and the air bubble rises slowly.

Repeating these four phases 640 , 642 , 644 and 646 a number of times, the passage of which causes the air bubble to move at least a distance corresponding to the stroke of the releaser, means that at some point the air bubble has covered the distance required to leave the hydraulic route.

FIG. 9 shows a schematic, exemplary distance-time function which the actuator 322 of a vehicle clutch arrangement runs through in a fourth embodiment of the method according to the invention.

This embodiment is particularly suitable for checking the functionality of the opening process of the suction valve 330 .

The first phase 760 , in which the actuator 322 is controlled in such a way that the master cylinder is moved to the gripping point plus stroke, and the second 762 , third 764 and fourth phase 766 again essentially correspond to the first 280 to fourth phase 286 of the first embodiment in Fig. 4.

After learning the gripping point, the actuator 322 is again moved to the gripping point plus stroke in a fifth phase, before the actuator 322 essentially does not change its position in a sixth phase 770 while the breather is opened and thus the liquid 328 from the hydraulic path is drained.

A ramp 772 is then driven, which essentially consists of repeating the retraction of the actuator 322 a number of times in a seventh phase 774 with subsequent subsequent disengagement in an eighth phase 776 .

In the process, fluid flows in from the secondary space 326 , so that the hydraulic path is again increasingly filled with liquid 328 .

The gripping point is then learned and held in a ninth 778 or tenth phase 780 in the manner already described above.

Only when the gripping point is unchanged from the first can it be assumed that the after-suction valve 330 opens in a functional manner.

For the rest, all links are those described here as basic elements Features very useful.

The commissioning of a hydraulic line in is particularly advantageous Connection with an automated clutch control, in which the Filling and venting of the hydraulic line by actuation, such as and disengagement of the clutch is done specifically. The temporal constancy of the Transfer function of the hydraulic route is of crucial importance  Significance for the quality of the controllability of the clutch and thus for the Driving comfort when using an automated clutch. The Transfer function is essential due to the rigidity of the Individual components influenced. Larger air volumes should therefore already be be removed from the transmission path during commissioning. in the The following is between an initial start-up and a Differentiate between restarting.

During a forward stroke of the master cylinder piston, the air is pushed down, on the return stroke, fluid is sucked in via the suction valve 330 , the air bubble remains. If the phases of forward stroke, pause, return stroke, pause are correctly coordinated, the release system can be completely vented with just a few strokes. This means that the hydraulic line can be started up in just a few seconds. This takes place during automated commissioning of the hydraulic transmission line without additional aids using a special filling process. Venting and filling from top to bottom against the natural direction of buoyancy of the air is achieved via the suction valve. This is achieved when the actuator stroke of the piston, the travel speed of the piston, pause times and durations, the number of actuator strokes, the amount of fluid in the expansion tank and in the transmission path are coordinated according to the invention. Fast strokes and short breaks are advantageous.

When commissioning for the first time and when restarting the Automated clutch with hydraulic line is a vent and It is necessary to fill the hydraulic transmission line.

Assuming that the air bubble is under the sniffer hole, so the ventilation is favored when a fluid flow "entrains" the air bubble. The Sniffing game determines the size of this fluid flow, because with one slow stroke, starting from the zero point to about the middle of the Sniffer hole the fluid escapes from the sniffer hole, it does not Pressure built up. The angle of inclination determines the direction of movement Air bubble. If the angle of inclination is <5 ° there is a risk that the air bubble will stick sticks to the wall, the ventilation cannot take place because the Air bubble not moved to the sniffer hole. The bore diameter of the Sniffing hole is about one millimeter. With very small holes there is a risk that the surface tension of the air bubble is so great that this is due to its buoyancy and not through the sniffer hole can escape.

To ensure the functionality of the ventilation ramps, the following parameters can be varied from:

• 1. Enlargement of the sniffing game
• 2. Increase the angle of inclination  
• 3. Enlargement of the sniffer bore diameter
• 4. Reduction of surface tension
• 5. Reduction of the unused volume (dead volume) in the GZ

Increasing the sniffing clearance reduces the usable actuator stroke. Increasing the sniffing game also leads to an increase in the Modulation limit and thus reduces the bandwidth of the Modulation range.

Venting and filling from top to bottom contrary to the natural one Buoyancy direction of the air: filling via the suction valve and ventilation via breather on the slave cylinder. The air turns against the direction of buoyancy pushed down by a certain amount with each actuator stroke. At the On the return stroke, fluid is sucked in via the suction valve. The breaks between the individual strokes must be kept as short as possible.

Fig. 10 shows a clutch actuator assembly 800 to a fluid reservoir 801, such as containers, with a Teilresrvoir 802 for a brake supply 802 and a portion of the reservoir 803 for a clutch supply inside a housing. The container thus consists of two partial containers, which are separated from one another by a partition 801 a. The reservoir 803 is connected to a master cylinder 810 via a fluid line 805 , such as a hydraulic line.

The master cylinder 810 has a cylinder space 811 in which a piston 812 can be axially displaced by means of a drive 813 . The drive consists, for example, of an electric motor that includes a downstream transmission that converts the rotational movement of the motor shaft into an axial movement of the piston. The drive 813 is in signal connection with an electronic control unit 840 with memory and signal inputs and signal outputs, the drive 813 being specifically controlled by the control unit.

The release system also has a slave cylinder 850 , which receives an axially displaceable piston 852 in a cylinder space 851 . The piston has an output element 853 which actuates the clutch. For ventilation, the slave cylinder has a ventilation device 854 , such as a ventilation screw. There is a fluid connection 860 between master cylinder 810 and slave cylinder.

For venting and filling the hydraulic system with a fluid, the piston 812 of the master cylinder 810 is initially adjusted to the position of the opened clutch, i.e. completely in the direction of the slave cylinder, see FIG. 11 at t ₁ . The container is then 802/803 filled via the Befülfungsöffnung 804th Then the vent opening of the venting device 854 of the slave cylinder is opened, for example, by unscrewing a screw, see FIGS. 11 to t ₂ .

The control unit then controls a plurality of strokes of the master cylinder piston, so that when the piston is advanced to the position that corresponds to an open clutch, the fluid is displaced into the connection 860 . When the piston is subsequently pulled back into the position that corresponds to a closed clutch, the fluid column is not pulled back by opening the suction valve in the piston 812 , but fluid flows through the opened suction valve into the cylinder space 811 in front of the piston. The next time the piston is advanced to the position that corresponds to an open clutch, the fluid is shifted back into connection 860 . The hydraulic connection is filled step by step and the air inside is forced out of the ventilation opening. The filling process is repeated / until the connection 860 is filled with fluid, see t ₂ to t ₃ . At the end of the filling process, the vent hole is closed (t ₃ ), the piston is retracted again (t ₄ to t ₅ ), then advanced again (t ₅ to t ₆ ) and then slowly moved back into the position of the closed clutch ( t ₆ to t ₇ ). The procedure of a filling method according to the invention is shown in FIG. 11, in which the path of the master cylinder piston is shown as a function of time. It is advantageous to fill a device of an automated clutch with a fluid reservoir, a master cylinder with axially movable pistons, a slave cylinder with axially movable pistons, a fluid connection between the master cylinder and slave cylinder, and a ventilation device on the slave cylinder, in which the following process steps are carried out:

• - Moving the master cylinder piston into the slave cylinder close position,
• - filling the fluid reservoir,
• Opening the ventilation device in the slave cylinder,
• - Moving the master cylinder piston into the slave cylinder far position
• - Multiple movement of the master cylinder piston in one Slave cylinder close position and then in a Master cylinder piston remote position,
• - Moving the master cylinder piston into the slave cylinder close position  
• - closing the ventilation device,
• - Moving the master cylinder piston into the slave cylinder far position and then into one of the master cylinder pistons close position and
• - Slow movement of the master cylinder piston in a Slave cylinder remote position.

During the rapid movement of the master cylinder piston in the direction of "opening the clutch" and "closing the clutch", as already stated above, the fluid column in line 860 is transported, on the one hand, and, on the other hand, when the fluid is moved back quickly, the fluid compensation is achieved via the suction valve.

FIG. 12 shows a vehicle 1201 with a drive unit 1202 , such as an internal combustion engine or hybrid drive arrangement with an internal combustion engine and with an electric motor, with a torque transmission system, such as a clutch, 1203 and a transmission 1204 , the transmission being followed by a drive axle 1205 which is connected by means of a differential 1206 drives two drive shafts 1207 a and 1207 b, which in turn drive the driven wheels 1208 a and 1208 b. Torque transmission system 1203 is shown as a friction clutch with flywheel 1209 , pressure plate 1210 , clutch plate 1211 , release bearing 1212 and release fork 1213 , the release fork being acted upon by means of an actuator 1215 with a master cylinder 1216 of a pressure medium line, such as hydraulic line 1217 and a slave cylinder 1218 . The actuator is shown as a pressure-medium-actuated actuator, which has an electric motor 1219 , which actuates the master cylinder piston 1220 via a transmission, so that the torque transmission system can be engaged and disengaged via the pressure medium line 1217 and the slave cylinder 1218 . Furthermore, the actuator 1215 comprises the electronics for actuating and controlling the actuator, that is to say the power electronics and the control electronics. The actuator is provided with a sniffer bore 1221 , which is connected to a reservoir 1222 for the pressure medium.

The vehicle 1201 with the transmission 1204 has a gear shift lever 1230 , on which a gear recognition sensor 1231 and a shift intention sensor 1232 are arranged, which detects a shift intention of the driver based on the movement of the shift lever or on the force applied. Furthermore, the vehicle is equipped with a speed sensor 1233 , which detects the speed of the transmission output shaft or the wheel speeds. Furthermore, a throttle valve sensor 1234 is arranged, which detects the throttle valve position, and a speed sensor 1235 , which detects the engine speed.

The gear detection sensor 1231 detects the position of transmission-internal shift elements or the gear engaged in the transmission, so that at least the gear engaged is registered by the control unit by means of the signal. Furthermore, in the case of an analog sensor, the movement of the transmission-internal shifting elements can be detected, so that an early detection of the next gear engaged can be carried out.

The actuator 1215 is powered by a battery 1240 . Furthermore, the device has a generally multi-stage ignition switch 1241 , which is generally actuated by means of the ignition key, whereby the starter of the internal combustion engine 1202 is switched on via the line 1242 . A signal is forwarded to the electronics unit of the actuator 1215 via the line 1243 , after which the actuator is activated, for example, when the ignition is switched on.

Fig. 13 shows a schematic representation of a drive train of a motor vehicle with a drive unit 1601, such as internal combustion engine or motor, a torque transmission system 1602, such as friction clutch, dry friction clutch or wet-running friction clutch, a gear 1603 and a differential 1604 output shafts 1605 and driven by the output shafts Wheels 1606 . Speed sensors, not shown, which detect the speeds of the wheels can be arranged on the wheels. The speed sensors can also functionally belong to other electronic units, such as an anti-lock braking system (ABS). The drive unit 1601 can also be configured as a hybrid drive with, for example, an electric motor, a flywheel with a freewheel and an internal combustion engine.

The torque transmission system 1602 is designed as a friction clutch, and the torque transmission system can also be configured, for example, as a magnetic powder clutch, multi-plate clutch or torque converter with a lockup clutch or another clutch. A control unit 1607 and a schematically illustrated actuator 1608 can also be seen . The friction clutch can also be designed as a self-adjusting clutch that adjusts for wear.

The torque transmission system 1602 is mounted on or connected to a flywheel 1602 a, wherein the flywheel can be a divided flywheel with primary mass and secondary mass, with a damping device between the primary mass and the secondary mass, on which a starter ring gear 1602 b is arranged. The torque transmission system has a clutch plate 1602 c with friction linings and a pressure plate 1602 d as well as a clutch cover 1602 e and a plate spring 1602 f. The self-adjusting clutch additionally has means which allow adjustment and wear adjustment, a sensor, such as a force or displacement sensor, which detects a situation in which adjustment is necessary and can also be carried out upon detection.

The torque transmission system is actuated by means of a releaser 1609 , such as, for example, pressure-fluid-operated, such as hydraulic, central releasers, the releasers being able to carry a release bearing 1610 and engaging and disengaging the clutch by means of actuation. However, the release mechanism can also be designed as a mechanical release mechanism, which actuates, acts upon or operates a release bearing or a comparable element.

The actuator 1608 , such as the actuating unit, controls the mechanical or hydraulic clutch release or central clutch release 1609 via a mechanical connection or via a pressure medium line 1611 or transmission line, such as hydraulic line, to engage or disengage the clutch. The actuator 1608 further actuates the transmission for shifting with its at least one output element or with a plurality of output elements, a central shift shaft of the transmission being actuated by the output element or the output elements, for example. The actuator thus actuates internal shifting elements of the transmission for inserting, removing or changing gear stages or gear ratios, such as a central shift shaft or shift rods or other shifting elements.

The actuator 1608 can also be designed or provided as a shift drum actuator, which is arranged within the transmission. The shift drum actuates elements, such as shift elements, which are guided in guides by means of a self-driven rotation, for shifting the gear stages. Furthermore, the actuator for switching the gear stages can also include the actuator for actuating the torque transmission system, in which case an operative connection to the clutch release device is necessary.

The control unit 1607 is connected via the signal connection 1612 to the actuator, so that control signals and / or sensor signals or operating status signals can be exchanged, forwarded or queried. Signal connections 1613 and 1614 are also available, via which the control unit is at least temporarily in signal connection with further sensors or electronic units. Such other electronic units can be, for example, the engine electronics, anti-lock braking system electronics or anti-slip control electronics. Other sensors can be sensors that generally characterize or detect the operating state of the vehicle, such as, for example, engine or wheel speed sensors, throttle position sensors, accelerator position sensors or other sensors. The signal connection 1615 establishes a connection to a data bus, such as a CAN bus, via which system data of the vehicle or other electronic units can be made available, since the electronic units are generally networked with one another by computer units.

An automated transmission can be switched in this way or one Gear changes experience that this is initiated by the driver of the vehicle in which he uses a switch, for example, to signal up or downshift there. Furthermore, an electronic Shift lever a signal are made available, in which gear that Gearbox should switch. An automated transmission can also be used for example characteristic values, characteristic curves or characteristic fields and on the basis of Sensor signals a gear change at certain predetermined points perform independently without the driver prompting a gear change got to.

The vehicle is preferably equipped with an electronic accelerator pedal 1623 or load lever, wherein the accelerator pedal 1623 controls a sensor 1624 , by means of which the engine electronics 1620 controls or regulates, for example, the fuel supply, ignition timing, injection time or the throttle valve position via the signal line 1621 of the engine 1601 . Electronic accelerator pedal 1623 with sensor 1624 is signal-connected to engine electronics 1620 via signal line 1625 . Motor electronics 1620 is in signal connection with control unit 1607 via signal line 1622 . Transmission control electronics 1630 may also be in signal connection with units 1607 and 1620 . An electromotive throttle valve control is expedient for this, the position of the throttle valve being controlled by means of the engine electronics. In such systems, a direct mechanical connection to the accelerator pedal is no longer necessary or expedient.

It should be noted that the interaction or the Combination of the individual features according to the invention makes sense in each any combination makes sense.

It should also be noted that the term "taxes" as well as derived therefrom Terms i. S. d. Invention are to be understood world-wide and in particular the terms of controlling and regulating i. S. d. Include DIN standard.

It will be apparent to those skilled in the art that the ones presented here Embodiments of the invention also a variety of others Modifications and designs are conceivable that are covered by the invention are. In particular, the invention is not limited only to those here illustrated embodiments.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The  The applicant reserves the right to do so, so far only in the description and / or to claim disclosed features.

Relationships used in subclaims point to the others Training the subject of the main claim by the features of respective subclaim; they are not a waiver of attainment an independent, objective protection for the characteristics of the return to understand related subclaims.

However, the subjects of these subclaims also form independent ones Inventions that are one of the objects of the previous Have independent claims independent design.

The invention is also not based on the embodiment (s) of the description exercise limited. Rather, there are numerous variations within the scope of the invention 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 general Description and embodiments as well as the claims described and features or elements or method contained in the drawings steps are inventive and can be combined into one new object or new process steps or process step follow consequences, also insofar as they relate to manufacturing, testing and working processes.

Claims (191)

1. Motor vehicle with

• 1. a clutch, which is arranged essentially between a motor vehicle drive, such as an internal combustion engine, and a transmission for inserting at least two different transmission positions, at least two states of different engagement intensity being acceptable from the clutch, and wherein the state of the engagement intensity is the size determines the mechanical size that can be transmitted by the coupling;
• 2. a clutch actuator assembly;
  wherein the clutch actuation arrangement and / or the clutch has a hydraulic arrangement which can be filled with a fluid;
• 3. a hydraulic control device for controlling the hydraulic arrangement; and
• 4. at least one compensation device for avoiding and / or limiting and / or compensating for a self-initiated, uncontrolled clutch actuation or vehicle movement or a self-initiated, uncontrolled change in the transmission behavior, the transmission behavior being a functional relationship between the states, such as the positions, of an element of the hydraulic system Control device and the degree of intervention present in these respective states.

2. Motor vehicle according to claim 1, characterized in that the fluid is a liquid and the hydraulic arrangement has a system section which

• 1. a pressure generating device in which the fluid can be pressurized;
• 2. a kinetic device which can be actuated by the fluid; and
• 3. has a connecting device for generating a flow connection between the pressure generating device and the kinetic device.

3. Motor vehicle according to claim 2, characterized in that the Pressure generating device one in a cylinder (master cylinder) movable piston (master cylinder piston) and the kinetic device a piston movable in a cylinder (slave cylinder) (Slave cylinder piston), wherein the pressure generating device coupled to the kinetic device via the connecting device is, so that a predetermined position of the master cylinder piston in  essentially a predetermined position of the slave cylinder piston corresponds, with the slave cylinder piston directly or indirectly with the Coupling is coupled. 4. Motor vehicle according to claim 3, characterized in that

• 1. the master cylinder piston has a tappet and a piston which divides the interior of the master cylinder into two sub-spaces, the sub-space facing the clutch being a primary space and the remaining space being a secondary space; and
• 2. A suction valve is arranged at the front end of the piston, which opens at a first pressure difference between the primary and secondary space and closes at a second pressure difference between the primary and secondary space.

5. Motor vehicle according to one of claims 2 to 4, characterized by a fluid quantity control device, of which the in the System section existing amount of fluid can be kept essentially constant is. 6. Motor vehicle according to one of claims 3 to 5, characterized in that the piston of the master cylinder piston has a sniffer opening Sniffer valve, so that a flow connection between Pri maritime and secondary space can be generated.   7. Motor vehicle according to claim 6, characterized in that the Sniffer valve is the suction valve. 8. Motor vehicle according to one of claims 3 to 7, characterized in that the master cylinder-piston arrangement has a displacement range has, the displacement area the partial inner surface of the The master cylinder can be run over by the piston of the master cylinder piston is. 9. Motor vehicle according to one of claims 3 to 8, characterized in that the master cylinder-piston arrangement a Has liquid compensation opening in the master cylinder wall, the Liquid compensation opening in the secondary space outside the Sliding area is arranged. 10. Motor vehicle according to one of claims 3 to 9, characterized in that the plunger of the master cylinder is at least partially a hollow plunger, which has at least two openings, a first opening one arranged at the end of the master cylinder facing the primary space Sniffer opening is in which a sniffer valve is arranged, which is located at a first pressure difference between the primary space and the ram interior opens and closes again at a second pressure difference, and the second Opening is a liquid compensation opening, which is at a position of the  Tappet is arranged, which at no time in the Master cylinder piston penetrates. 11. Motor vehicle according to claim 10, characterized in that the Liquid compensation opening axially to the plunger of the Master cylinder piston or extends through the outer surface. 12. Motor vehicle according to one of claims 9 to 11, characterized characterized in that outside the master cylinder-piston arrangement a liquid connection to the liquid compensation opening that connects a flow connection to one with a liquid filled liquid expansion tank forms, in which a substantially constant pressure, for example ambient pressure, the Liquid in the liquid expansion tank has a higher potential Has energy as the fluid in the master cylinder. 13. Motor vehicle according to one of the preceding claims, characterized characterized in that the hydraulic control device is an actuator having an electric motor with an electric motor output shaft and at least one gear for converting a rotary movement into a linear one Has movement, wherein a rotational movement of the Electric motor output shaft in a linear movement of the master cylinder is changeable.   14. Motor vehicle according to one of the preceding claims, characterized by an electric motor control device for controlling the speed the electric motor output shaft. 15. Motor vehicle according to one of the preceding claims with a Hand brake and / or a foot brake, characterized in that the Compensation device at least one (first) detection device to record the operating state of the hand and / or foot has brake and / or the motor vehicle transmission. 16. Motor vehicle according to one of the preceding claims, characterized characterized in that the compensation device at least one (Second) detection device for detecting a self-initiated Closing process of the clutch. 17. Motor vehicle according to one of the preceding claims, characterized characterized in that the compensation device at least one (third) Detection device for detecting the presence of a Vehicle driver ready to drive. 18. Motor vehicle according to claim 17, characterized in that the (third) Detection device for detecting the presence of a Vehicle driver ready to drive includes a seat sensor in the driver's seat.   19. Motor vehicle according to one of the preceding claims, characterized characterized in that the compensation device at least one (fourth) detection device for detecting the outside temperature and / or the rate of change of the outside temperature. 20. Motor vehicle according to one of the preceding claims, characterized characterized in that the compensation device at least one Compensation control device for controlling the length or Has position of the fluid column in the hydraulic line. 21. Method for controlling a motor vehicle, the motor vehicle

• 1. a drive device, such as an internal combustion engine, for generating a motor vehicle drive variable;
• 2. a transmission for converting a mechanical transmission input variable into a mechanical transmission output variable;
• 3. a coupling arranged essentially between the drive device and the transmission, of which a mechanical quantity can be transmitted and of which at least two states of different engagement intensity are acceptable, the state of the engagement intensity also determining the size of the mechanical quantity that can be transmitted by the coupling; and
• 4. A clutch actuation arrangement with a hydraulic arrangement which can be filled with a fluid, such as a liquid, for controlling the clutch

has, wherein

• 1. the engagement intensity of the clutch can be influenced by a movement of the fluid;
• 2. the density of the fluid is temperature-dependent, so that the fluid moves at least partially when the temperature changes; and
• 3. the fluid is at least temporarily exposed to different temperatures

with the step
Application of a compensation signal to avoid or reduce the influence on the size of the mechanical size actually transmitted by the coupling, which is caused by fluctuations in fluid temperature. 22. The method according to claim 21 for operating a device according to a of claims 1 to 20. 23. The method according to any one of claims 21 or 22 for keeping the amount of liquid in the hydraulic line constant, further comprising the steps:

• 1. disengaging the actuator so that the clutch closes and the pressure in the hydraulic path decreases, the snifting valve opens when the pressure difference between the primary and secondary space falls below a predetermined value, thereby balancing the pressure between the constant pressure of the secondary space of the primary space takes place, so that the pressure in the primary space settles to the pressure in the secondary space, and the pressure in the secondary space is lower than that in the primary space; and
• 2. Engaging the actuator, the snifting valve closing again at a second predetermined pressure difference between the primary and secondary space, so that the volume of liquid in the hydraulic path is essentially constant.

24. The method according to any one of claims 21 or 22 for keeping the amount of liquid in the hydraulic path constant, further comprising the steps:

• 1. disengaging the actuator so that the clutch opens and the pressure in the hydraulic path increases, the snifting valve closes when the pressure difference between the primary and secondary därraum exceeds a predetermined value, whereby a pressure balance between the constant pressure of the secondary space and the Pressure in the primary space is prevented and the pressure in the secondary space is lower than that in the primary space; and
• 2. Engaging the actuator, the snifting valve reopening when the pressure drops below a second predetermined pressure difference between the primary and secondary space.

25. The method according to claim 23 or 24 further comprising the step:
Holding the actuator in the engaged and / or disengaged position for a predetermined period of time before the actuator is engaged again, so that this period of time is also available for pressure compensation. 26. The method according to any one of claims 21 to 25, characterized in that the actuator is disengaged so far that the point of reversal up to the actuator is actually disengaged from a predetermined position of the Actuator and / or the master cylinder corresponds. 27. The method according to claim 26, characterized in that the predetermined position is the position "gripping point plus stroke", the Gripping point is the actuator position at which the clutch is a predetermined one Moment, for example 9 Nm, and the gripping point plus stroke transmits the Actuator position that is to be approached from the gripping point by the actuator to safely disconnect the clutch, for example in the case of an air gap of 0.5 mm. 28. The method according to any one of claims 21 to 27 for avoiding a self-initiated starting of the vehicle, wherein the temperature fluctuation drops from a higher temperature value to a lower temperature value, so that the fluid in the hydraulic path contracts, with the steps:

• 1. Detect and save when the vehicle is essentially in a rest position at a first time;
• 2. Monitor whether the clutch closes and / or the motor vehicle starts moving and / or the fluid of the hydraulic line contracts;
• 3. Check whether the motor vehicle transmission is in a position in which a moment can be transmitted from the motor vehicle transmission (gear engaged) when the clutch begins to close and / or the vehicle starts to move;
• 4. Determining the braking state of the motor vehicle when a gear is engaged, the motor vehicle having a foot and / or a hand brake and the braking state being determined by whether and when which brakes are in an engagement position; and
• 5. Application of a compensation signal when no brake is applied or only the handbrake is applied.

29. The method according to claim 28, characterized in that the step "Applying a compensation signal" the step "Increase the stroke a reference component of the clutch actuation arrangement, for example the actuator stroke "includes when no brake is applied, so that the clutch is disengaged further. 30. The method according to claim 29, comprising the step of:
Stop the engine when the reference component has reached its maximum stroke. 31. The method according to any one of claims 28 to 30, characterized in that the step "fluid contraction monitoring" comprises the steps:

• 1. Determining the gripping point at a first point in time, the gripping point being the position of a reference component of the clutch actuation arrangement, for example the actuator travel, at which the clutch transmits a predetermined torque, for example 9 Nm; Determining a second gripping point at a second point in time;
• 2. Compare the first and second gripping point; and
• 3. Determine that the fluid has contracted when the second grip point is greater than the first grip point

includes. 32. The method according to any one of claims 28 to 31, characterized in that the step "monitor whether the motor vehicle is moving sets "the step" monitoring the idle speed and / or the Motor torque "includes. 33. The method according to any one of claims 28 to 32 with the step:
Switch off the engine when the handbrake is applied and the footbrake is not applied. 34. The method according to claim 33, characterized in that the switching off of the engine is initiated when the driver drives the vehicle leaves, and / or if a predetermined period of time since the tightening of the Handbrake has passed and / or when the vehicle is moving  sets and / or when the clutch is in the direction of an engagement position emotional. 35. The method according to any one of claims 21 to 34 with the step:
Applying a signal to change the length of the fluid column, so that engagement of the coupling is prevented or reversed. 36. The method according to any one of claims 21 to 35, characterized in that the procedure is initiated when the rate of change of Outside temperature or the temperature of the fluid column a predetermined Exceeds the maximum value. 37. The method according to any one of claims 21 to 36, characterized in that the steps are carried out by an automatic control device become. 38. The method according to any one of claims 21 to 37 for operating a Motor vehicle according to one of claims 1 to 20. 39. Motor vehicle with

• 1. a motor vehicle drive, such as an internal combustion engine;
• 2. a transmission for generating at least one mechanical output variable from at least one mechanical input variable;
• 3. A clutch arrangement, which has a clutch arranged between the motor vehicle drive and the transmission, of which at least two states of different engagement intensity can be assumed, and a clutch actuation arrangement with at least one clutch actuation device component for setting the at least two mutually different states; and
• 4. at least one overload protection device for protecting the clutch and / or the clutch actuation arrangement against overload and / or for eliminating essentially reversible malfunctions of the clutch and / or the clutch actuation arrangement.

40. Motor vehicle according to claim 39, characterized in that the Overload protection device at least partially from the Clutch actuation arrangement and / or is included by the clutch. 41. Motor vehicle according to one of the preceding claims, characterized characterized in that the overload protection device by a Clutch actuation control device is at least partially included.   42. Motor vehicle according to claim 39, characterized in that the Clutch actuation arrangement has a hydraulic arrangement, from which can hold a fluid. 43. Motor vehicle according to one of the preceding claims, characterized in that the hydraulic arrangement has a system section which

• 1. a pressure generating device in which the fluid can be pressurized;
• 2. a kinetic device which can be actuated by the fluid; and
• 3. a connecting device for generating a flow connection between the pressure generating device and the kinetic device

includes. 44. Motor vehicle according to claim 43, characterized by a Pressure generation control device through which the Pressure generating device is controllable. 45. Motor vehicle according to one of claims 43 to 44, characterized characterized in that the pressure generating device one in one Cylinder (master cylinder) movable piston (master cylinder piston) and the kinetic device one in a cylinder (slave cylinder) Movable piston (slave cylinder piston) comprises, the printer  generating device via the connecting device with the kinetic Device is coupled so that a predetermined position of the Master cylinder piston essentially a predetermined position of the Slave cylinder piston corresponds. 46. Motor vehicle according to one of claims 43 to 45, characterized by a fluid elasticity regulator, of which the in the System section existing fluid elasticity and / or quantity in the is essentially constant. 47. Motor vehicle according to claim 46, characterized in that

• 1. the fluid is a liquid;
• 2. the fluid elasticity regulating device has a liquid expansion tank, the potential energy of the liquid in the liquid expansion tank being substantially greater than the potential energy of the liquid in the system section; and
• 3. A sniffing opening is provided in the wall of the pressure generating device and is connected to the liquid expansion tank via a sniffing connection.

48. Motor vehicle according to claim 47, characterized in that the pressure the liquid in the liquid expansion tank is essentially the same is the ambient pressure.   49. Motor vehicle according to one of claims 47 to 48, characterized by a hydraulic switching arrangement, of which at least three states are ingestible, wherein in a first state Flow connection between the liquid expansion tank and the system section exists in a second state Flow connection is closed and in a third state Flow connection between the liquid expansion tank and there is a pressure-neutral area of this system section. 50. Motor vehicle according to claim 49, characterized in that the hydraulic switching arrangement includes the master cylinder. 51. Motor vehicle according to one of claims 43 to 50, characterized characterized in that the pressure generating device essentially over a controlled or uncontrolled actuator is controllable, the Ak tor is an at least partially movably mounted device, of which a control variable can be applied to the hydraulic system, which of the clutch actuator is included and between the actuator and clutch is arranged. 52. Motor vehicle according to claim 51, characterized in that the actuator an electric motor with an electric motor output shaft and at least  an actuator for converting a rotary movement into a linear one Has movement, with a rotary movement by the actuator the electric motor output shaft in a linear movement of the encoder linders is changeable. 53. Motor vehicle according to one of the preceding claims, characterized characterized in that the overload protection device essentially has a disengagement speed adaptation device through which the clutch release speed directly or indirectly from one predetermined release path and / or from a predetermined Intervention intensity can be influenced. 54. Motor vehicle according to claim 53, characterized in that the Disengagement speed adapter means the disengagement speed of the clutch at least partially and / or temporarily according to one predetermined (first) characteristic controls, so that the Geschwin the course of disengagement is essentially constant. 55. Motor vehicle according to one of the preceding claims, characterized characterized in that the overload protection device essentially has a disengagement position adapter through which the Disengaging position of the clutch directly or indirectly from a predetermined Release path can be influenced.   56. Motor vehicle according to claim 55, characterized in that the Disengaging position adapter means the disengaging position at least partially and / or temporarily according to a predetermined (second) Characteristics controls so that the disengagement course is essentially steady. 57. Motor vehicle according to one of the preceding claims, characterized characterized in that by the at least one Overload protection device the transmission ratio according to a predetermined (third) characteristic is controllable, the Transmission ratio is the ratio of the actual release path to a state difference and / or position of an actuator is the order component and the difference in state is the difference between the current state of the actuator assembly component determining size and a determining condition Is the reference value. 58. Motor vehicle according to one of the preceding claims, characterized characterized in that the overload protection device at least one has elastic element. 59. Motor vehicle according to one of the preceding claims, characterized characterized in that the overload protection device at least one Buffer element to prevent, reduce or delay  of overload on at least one component of the clutch and / or the Has clutch actuation arrangement. 60. Motor vehicle according to claim 59, characterized in that the at least one buffer element at least one device for Volume intake includes. 61. Motor vehicle according to claim 60, characterized in that between the at least one device for volume absorption and the hydraulic route a flow connection can be generated and between that of the at least one device for volume absorption and a valve, such as a pressure relief valve, is arranged on the hydraulic line is. 62. Motor vehicle according to one of the preceding claims, characterized characterized in that the sum of the elasticities of the elements of the Transmission path and / or the fluid, is greater than a predetermined Minimum elasticity and less than a predetermined maximum elasticity, wherein the transmission path consists of a plurality of elements of the Coupling and / or the clutch actuation assembly, those in operation at least temporarily by a force and or by pressure be charged.   63. Motor vehicle according to one of the preceding claims, characterized characterized in that the coupling at least one stop for Has limitation and / or determination of the maximum disengagement position, the stop, for example, in the clutch or in the clutch release is arranged. 64. Motor vehicle according to claim 63, characterized in that at least part of the overload protection device essentially at the stop is arranged. 65. Motor vehicle according to one of claims 62 to 64, characterized characterized in that the sum of the elasticities of the elements of the Transmission path at least partially from the elasticity of a Articulation of the master cylinder to an actuator or a pedal system; and / or the elasticity of a master cylinder; and / or the elasticity of one Connecting device; and / or the elasticity of a central release; and / or the elasticity of elements for volume absorption; and or the elasticity of at least one stop is determined. 66. Motor vehicle according to one of the preceding claims, characterized characterized in that the at least one overload protection device has a starting point that is from time or a temporal variable operating parameters of the clutch arrangement is dependent and the overload protection device is activated.   67. Motor vehicle according to claim 66, characterized in that the Starting point from the pressure in the hydraulic line and / or from the Position of an actuator assembly component and / or the release path depends. 68. Motor vehicle according to one of the preceding claims, characterized characterized in that the overload protection device a Has storage device. 69. Motor vehicle according to one of the preceding claims, characterized characterized in that the clutch is an automatically operated clutch is. 70. Motor vehicle according to one of the preceding claims, characterized characterized in that the clutch can be actuated via a pedal arrangement is. 71. Method for avoiding and / or compensating for overload disturbances to ensure and / or restore the functionality of a clutch arrangement and / or to protect clutch components from damage, the clutch arrangement

• 1. a clutch, which is arranged essentially between a drive, such as an internal combustion engine, and a transmission and of which at least two mutually different states of different engagement intensity are acceptable; and
• 2. a clutch actuation arrangement for controlling the engagement intensity of the clutch;

with the steps:

• 1. Application of an overload correction signal to the clutch and / or the clutch actuation arrangement.

72. The method according to claim 71, characterized in that the Clutch actuation arrangement a fillable with a fluid Has hydraulic arrangement. 73. The method according to claim 72, characterized in that the hydraulic arrangement comprises a system section which

• 1. a pressure generating device in which the fluid can be pressurized;
• 2. a kinetic device which can be actuated by the fluid; and
• 3. a connecting device for generating a flow connection between the pressure generating device and the kinetic device

having. 74. The method according to claim 73, characterized in that the Pressure generating device one in a cylinder (master cylinder)  movable piston (master cylinder piston) and the kinetic device a piston movable in a cylinder (slave cylinder) (Slave cylinder piston), wherein the pressure generating device coupled to the kinetic device via the connecting device is, so that a predetermined position of the master cylinder piston in essentially a predetermined position of the slave cylinder piston corresponds. 75. The method according to claim 74, characterized in that the Actuating arrangement has an actuator, the actuator a Device for controlling the master cylinder piston and one Drive for generating a rotary output movement and a Actuator for converting a rotary movement into a translatory one Has movement. 76. The method according to any one of claims 32 to 75, characterized in that

• 1. the fluid is a liquid; and
• 2. The clutch actuation arrangement has a fluid elasticity and / or fluid quantity regulating device, by means of which the fluid quantity and / or the fluid elasticity in the system section can be kept essentially at a constant value.

77. The method according to claim 76, characterized in that

• 1. the fluid elasticity regulating device has a liquid expansion tank, the potential energy of the liquid in the liquid expansion tank being substantially greater than the potential energy of the liquid in the system section; and
• 2. A sniffing opening is provided in the wall of the pressure generating device and is connected to the liquid expansion tank via a sniffing connection.

78. The method according to any one of claims 71 to 77 further comprising the step:
Controlling the disengagement of the clutch and / or the actuator to prevent an impact or abrupt abutment of the clutch or a clutch release of the clutch arrangement to a stop, the stop being provided for limiting the release path of the clutch and being arranged on the clutch or on the clutch release. 79. The method according to any one of claims 71 to 78 for overload protection of a clutch arrangement which has a clutch and an actuation arrangement for actuating the clutch, wherein

• 1. Different engagement positions from the clutch are acceptable, with different engagement positions corresponding essentially to a different release path of the clutch; and
• 2. the clutch actuation arrangement has at least one component which is at least partially movably supported,

further with the step:
Controlling the transmission ratio of the clutch assembly according to a predetermined (third) characteristic, wherein the transmission ratio is the ratio of the actual disengagement distance to a state difference of a component of the actuation arrangement (actuation arrangement component) and wherein the state difference is the difference between a variable determining the current state of the actuation arrangement component and a one Reference state determining reference is. 80. The method according to any one of claims 71 to 79, further comprising the step: Oversteer or understeer of at least one actuator assembly component to limit the clutch disengagement path. 81. The method according to claim 80, characterized in that the step "oversteering or understeering at least one actuating arrangement component for limiting the disengagement path of the clutch" comprises the step controlling the actuator to "gripping point plus stroke" for separating the clutch, wherein

• 1. the gripping point is the state of the reference component, such as the disengagement path of the actuator, at which a fixed and / or selected engagement intensity of the clutch (fixed engagement intensity) is given;
• 2. the position "gripping point plus stroke" is composed of the position "gripping point plus offset" and a difference in state of the reference component, which is to be driven to ensure safe separation of the coupling; and
• 3. Offset is a value for the state of the reference component, which, starting from the gripping point, is necessary to theoretically ensure separation of the coupling, with a predetermined release play, for example 0.5 mm, being given.

82. The method according to claim 81, characterized in that the step "oversteering or understeering of at least one actuating arrangement component for limiting the disengagement path of the clutch" comprises the step of controlling the actuator to "gripping point plus offset" when the vehicle is stationary and a gear is engaged, in which

• 1. the gripping point is the state of the reference component, such as the disengagement path of the actuator, at which a fixed and / or selected engagement intensity of the clutch (fixed engagement intensity) is given; and
• 2. Offset is a value for the state of the reference component, which, starting from the gripping point, is necessary to theoretically ensure separation of the coupling, with a predetermined release play, for example 0.5 mm, being given.

83. The method according to one of claims 81 to 82, further comprising the step:
Determine the gripping point. 84. The method according to any one of claims 73 to 83, further comprising the step:
Controlling the elasticity of the fluid and / or the amount of fluid so that the elasticity and / or the amount of fluid in the system section is kept substantially constant. 85. The method of claim 84, further comprising the step of:
Controlled initiation and execution of sniffing processes at predetermined times, wherein a sniffing process is essentially a process for keeping the amount of fluid present in a system section constant and wherein at least three states can be assumed by the master cylinder piston, wherein in a first state there is a flow connection between the liquid expansion tank and the system section , In a second state this flow connection is closed and in a third state there is a flow connection between the liquid expansion tank and a pressure-neutral area of this system section. 86. The method according to claim 85, characterized in that the times, to which a sniffing process is initiated, depending on the Fluid temperature can be controlled. 87. The method according to any one of claims 75 to 86 with the steps:

• 1. Determining and / or specifying a setpoint (first setpoint) for the actuator travel and / or an actuator position;
• 2. Applying an actuator travel setting variable to achieve and / or theoretically achieve the setpoint for the actuator travel and / or an actuator position;
• 3. Compare the setpoint with the actual actuator travel and / or the actual actuator position (actual value); and
• 4. Correct the setpoint (second setpoint).

88. The method according to claim 87, characterized in that the step "determining and / or specifying a target value for the actuator travel and / or an actuator position;" the steps

• 1. Determining and / or specifying a target position of the clutch; Using the theoretical transmission behavior of the transmission link; and
• 2. Calculate the target value for the actuator travel and / or the actuator position, taking into account the target position of the clutch and the theoretical transmission behavior of the transmission path

includes. 89. The method as claimed in one of claims 87 to 88, that the step of "correcting the target value" reduces the step of Target value to the extent that the expansion of the fluid to a target actual value Deviation of the actuator position and / or the actuator path has included.   90. The method according to any one of claims 87 to 89 further characterized by the steps:

• 1. Specification of a maximum number of attempts or a maximum period of time for reaching the first setpoint;
• 2. Detection of the actual number of attempts or the actual time period to reach the first setpoint; and
• 3. Specifying the second setpoint if the actual number of attempts or the actual time period exceeds the specification.

91. The method according to any one of claims 85 to 90 with the step: Controlled increase of the actuator stroke (overlap correction signal) predetermined times to increase the separation reliability of the coupling lung. 92. The method according to any one of claims 71 to 91 with the steps:

• 1. Using a first clutch characteristic curve, the clutch characteristic curve being a functional and / or relational relationship between the disengagement path of the clutch and the position of a component of the clutch arrangement that can be changed in position, such as an actuator position or a release position, and wherein the first clutch characteristic curve is a desired Characteristic curve and / or a theoretical characteristic curve and / or a stored characteristic curve;
• 2. Specifying a desired clutch position;
• 3. Using information that is an indicator of an actual clutch behavior that deviates from the first clutch characteristic;
• 4. Application of a signal which, according to the first characteristic curve, would move the clutch into the desired position, and superimposing an overload correction signal on the clutch and / or the clutch actuation arrangement, so that the predetermined, desired clutch position is essentially actually achieved.

93. The method according to claim 92, characterized in that the information used the energy input into the clutch and / or include the clutch temperature. 94. The method of claim 93, further comprising the step of:
Determining and monitoring the thermal energy in the coupling; and
Define the overload correction signal depending on the current thermal energy state of the clutch when the clutch is to be disengaged. 95. The method of claim 94, further comprising the step of:

• 1. Setting a maximum energy value for the thermal energy in the clutch; and
• 2. at least briefly disengaging the clutch when the thermal energy in the clutch has reached the predetermined maximum value.

96. The method according to any one of claims 78 to 90 further comprising the steps:

• 1. Specification of a standard period of time that should elapse between two sniffing processes;
• 2. Record the time that has actually passed since the last sniffing operation;
• 3. receiving a steep signal predetermined according to a fourth characteristic;
• 4. Determine the difference between the detected period of time until the control signal is received and the control period;
• 5. Performing a method according to any one of claims 91 to 95 when the difference is greater than zero and the clutch is engaged.

97. The method of claim 96 further comprising the step of:
Specifying the overload correction signal as a function of the difference determined according to a fifth characteristic. 98. The method according to any one of claims 91 to 97 further comprising the step:
as soon as possible, then initiating a sniffing process, the sniffing process being a process for (re) producing a predetermined amount of fluid in a system section. 99. A method for producing a clutch arrangement with overload protection, the clutch arrangement having a clutch and a clutch actuation arrangement and the clutch actuation arrangement having a hydraulic arrangement which can be filled with a fluid, comprising the steps:

• 1. Rough pre-dimensioning of the coupling arrangement;
• 2. Establishing a minimum total elasticity of the transmission link and / or the fluid, the transmission link being composed of a plurality of transmission link elements of the clutch and / or the clutch actuation arrangement, which are loaded at least temporarily during operation by a force and or by pressure, and wherein the total elasticity changes also composed of the individual elasticities of the transmission link elements and / or the fluid;
• 3. Final dimensioning of the coupling arrangement by selecting the transmission link elements and / or the fluid so that the sum of the individual elasticities of the transmission link elements and / or the fluid is greater than the predetermined minimum total elasticity; and
• 4. Assembly of the transmission link elements.

100. The method of claim 99 further comprising the steps:

• 1. Establishing a maximum total elasticity of the transmission link and / or the fluid; and
• 2. Final dimensioning of the coupling arrangement by selecting the transmission link elements and / or the fluid so that the sum of the individual elasticities of the transmission link elements and / or the fluid is less than the predetermined maximum total elasticity.

101. The method according to any one of claims 99 to 100, characterized in that the step "final dimensioning of the coupling arrangement" at least one of the steps:

• 1. Taking into account the individual elasticities of a linkage of the master cylinder to an actuator or a pedal system; and or
• 2. Taking into account the individual elasticity of a master cylinder; and or
• 3. Taking into account the individual elasticity of a connecting device; and or
• 4. Taking into account the individual elasticity of a central release; and or
• 5. Taking into account the individual elasticities of elements for volume absorption; and or
• 6. Taking into account the individual elasticity of at least one stop
  includes.

102. The method according to any one of claims 71 to 98 for operating a Motor vehicle according to one of claims 38 to 70.   103. The method according to any one of claims 99 to 100 for producing a Motor vehicle according to one of claims 39 to 70. 104. Method for diagnosing and / or monitoring and / or adjusting the functionality of a vehicle, the vehicle

• 1. a vehicle drive, such as an internal combustion engine, to generate a mechanical vehicle drive output;
• 2. A transmission for generating at least one mechanical transmission output variable from at least one mechanical transmission input variable, the value of the mechanical transmission input variable being convertible into a value of the mechanical transmission output variable that is greater than the value of the mechanical transmission input variable and / or smaller than the value of the mechanical transmission input variable and / or is equal to the value of the mechanical transmission input variable;
• 3. a clutch, which is arranged between the vehicle drive and the transmission and is adjustable between at least two states of different engagement intensity, and
• 4. at least one clutch actuation arrangement with at least one clutch actuation device for setting the at least two mutually different states of the clutch, the clutch actuation device having at least one actuation arrangement component, of which a plurality of essentially different states can be assumed,

with the steps:

• 1. Providing a clutch function assurance device (KFS device), the KFS device being an integral part of the vehicle and / or at least partially and at least temporarily being connectable to the vehicle via a detachable connection;
• 2. Activate the KFS facility,
• 3. Controlling the at least one actuation arrangement component in accordance with a characteristic essentially predetermined by the KFS device.

105. The method according to claim 104 for diagnosing and / or monitoring and / or adjusting the functionality of a clutch arrangement of a vehicle, the clutch arrangement having a clutch and a plurality of states of different intervention intensity being acceptable by the clutch, further comprising the steps:

• 1. Determining and / or selecting a substantially determined engagement intensity of the clutch (fixed engagement intensity);
• 2. Selecting at least one reference component, which is an actuation arrangement component and of which various states are acceptable, a specifically assumed state of the engagement intensity and of at least one chemical and / or physical property of at least one of the actuation arrangement components and / or the coupling and / or arrangement a plurality of actuating assembly components is intended for each other;
• 3. Detecting or specifying a first state of the reference component in the presence of the fixed intervention intensity at a first point in time ((first) gripping point) in accordance with a first partial characteristic of the predefined characteristic;
• 4. At least temporarily and at least partially changing the physical and / or chemical properties of at least one actuation arrangement component;
• 5. Detecting or specifying at least a second state of the reference component in the presence of the fixed intervention intensity at a second point in time ((second) gripping point) according to a second partial characteristic of the predefined characteristic;
• 6. Compare the first grip point with the second grip point.

106. The method of claim 105 further comprising the step of: Save the first and / or the second gripping point. 107. The method according to any one of the preceding claims, characterized in that

• 1. the step "control of the at least one actuation arrangement component according to a characteristic essentially predetermined by the KFS device" comprises the step: "control of an actuator", wherein
• 2. the actuator is an at least partially movably mounted device, of which a control variable can be applied to a hydraulic arrangement with a fluid, which is included in the clutch actuation device and which is arranged between the actuator and clutch;
• 3. the hydraulic arrangement has a pressure generating device, such as a cylinder-piston arrangement (master cylinder-master cylinder piston arrangement), in which the fluid can be pressurized;
• 4. the hydraulic arrangement has a kinetic device which can be actuated by the fluid and the hydraulic arrangement has a connecting device for producing a flow connection between the pressure generating device and the kinetic device,

wherein the pressure generating device is essentially connected to the actuator and the kinetic device is essentially directly or indirectly connected to the clutch via coupling elements
and or

• 1. the step "selecting at least one reference component, which is an actuation arrangement component and of which various states are acceptable, the specifically assumed state of the engagement intensity and of at least one chemical and / or physical property of at least one of the actuation arrangement components and / or the coupling and / or arrangement of a plurality of actuation arrangement components is determined relative to one another “includes the step“ selecting the actuator as a reference component ”.

108. The method according to claim 107, characterized in that

• 1. the pressure generating device has a master cylinder-master cylinder piston arrangement, wherein the master cylinder piston is essentially coupled to the actuator, the master cylinder has at least one first opening in its outer surface and a fluid can be received by the master cylinder;
• 2. the kinetic device has a second piston-cylinder arrangement (slave cylinder-slave cylinder piston arrangement), the second piston being connected directly or indirectly to the coupling, the slave cylinder having at least one second opening in its lateral surface and from Slave cylinder a fluid is receivable; and
• 3. A fluid can be received by the connecting device and the connecting device connects to the at least one first and the at least one second opening.

109. The method according to any one of claims 107 and 108, thereby ge indicates that the actuator is a gearbox for converting a Has rotational movement in a translational movement, which is the Actuator element performing translatory movement directly and / or is indirectly coupled to the master cylinder piston, so that the Rotational movement in a translatory movement of the Master cylinder piston is converted. 110. The method as claimed in one of claims 107 to 109, that the actuator has a device for generating a rotational movement, like an electric motor. 111. The method according to any one of claims 107 to 110 with the step:
Controlling the device for generating a rotational movement for generating a predetermined torque curve at the output of the device for generating a rotational movement. 112. The method according to any one of claims 105 to 111 with at least one of the steps:

• 1. Controlling the reference component according to a third sub-characteristic during the period (third period) that lies between the first and the second point in time; and or
• 2. Controlling the reference component according to a fourth partial characteristic during a period (fourth period) that is before the first point in time; and or
• 3. Controlling the reference component according to a fifth sub-characteristic during a period (fifth period) that is after the second point in time;

113. The method according to one of the preceding claims for leak testing with regard to the functionality of at least one sealing element of a hydraulic arrangement, the hydraulic arrangement having at least one sealing element that prevents fluid flow within the hydraulic arrangement or from the hydraulic arrangement to the environment at the sealing point, and wherein the hydraulic arrangement is at least partially part of a clutch actuation device, with the steps:

• 1. Determining the gripping point at a first point in time, the gripping point being the state of the reference component at which a fixed and / or selected engagement intensity of the coupling (fixed engagement intensity) is given;
• 2. depositing the gripping point in a storage device, the storage device being comprised by the clutch actuation arrangement and / or by the KFS device and / or by a central engine control unit and / or by an actuator control device;
• 3. disengaging the clutch at a predetermined speed, the predetermined speed being substantially low, for example 4 mm / s;
• 4. determining a gripping point at a second point in time;
• 5. Compare the first (stored) gripping point with the second gripping point; and
• 6. Determine the difference between the first and second gripping point.

114. The method according to one of claims 104 to 112 for leak testing with regard to the functionality of at least one sealing element of a hydraulic arrangement, the hydraulic arrangement being at least part of a clutch actuating device, with the steps:

• 1. disengaging the clutch at a predetermined speed, the predetermined speed being substantially low, for example 4 mm / s, until the gripping point plus offset is reached, where offset is a value for the state of the reference component, for example the actuator travel, which starting from the gripping point is necessary to theoretically ensure a separation of the coupling, with a predetermined clearance, for example 0.5 mm, is given; and
• 2. Check the clutch disconnection.

115. The method according to any one of claims 113 to 114, further comprising the step:
Select or set the fixed engagement intensity to 6 Nm, which value corresponds to a torque transmitted by the clutch. 116. The method as claimed in one of the preceding claims for detecting damage to hydraulic elements which are comprised by a hydraulic arrangement, the hydraulic arrangement being at least part of a clutch actuating device, comprising the steps:

• 1. Determine the gripping point at a first point in time;
• 2. depositing the gripping point in a storage device, the storage device being comprised by the clutch actuation arrangement and / or by the KFS device and / or by a central engine control unit;
• 3. disengaging the clutch essentially up to the gripping point and / or essentially up to the pressure maximum;
• 4. Holding the clutch in this disengaged condition for a predetermined hold period;
• 5. determining the gripping point at a second point in time; and
• 6. Compare the first (stored) gripping point with the second gripping point.

117. The method of claim 116 further comprising the steps:

• 1. storing at least one gripping point difference or a gripping point difference interval in a memory and assigning the respective stored gripping point difference to at least one potential source of error and / or storing an actually determined gripping point difference in a memory and assigning it to the error source that actually caused the gripping point difference;
• 2. Repeat the steps according to Claim 116;
• 3. Comparing the determined gripping point difference with the stored gripping point differences;
• 4. Selection of the stored gripping point differences which essentially correspond to the gripping point difference determined;
• 5. Display of the sources of error associated with the selected gripping point differences;
• 6. Determine the actual source of the error;
• 7. Check whether the determined grip point difference in the memory is assigned to the actual error source;
• 8.Forming a (new) interval in the memory if the determined gripping point difference in the memory is not assigned to the actual source of error, the new lower interval limit being replaced by the determined gripping point if the old lower interval limit is greater than the determined gripping point difference, and where the upper interval limit is replaced by the determined gripping point difference if the old upper interval limit is smaller than the determined gripping point difference; and
• 9. Assign the new interval to the actual source of the error.

118. The method according to one of claims 104 to 115 for recognizing damage to hydraulic elements which are comprised by a hydraulic arrangement, the hydraulic arrangement being at least part of a clutch actuating device, comprising the steps:

• 1. disengaging the clutch substantially up to the pressure maximum and / or to the gripping point, the gripping point being the state of the reference component at which a fixed and / or selected engagement intensity of the clutch (fixed engagement intensity) is given;
• 2. Holding the clutch in this disengaged state for a predetermined hold period; and
• 3.Displacement of the clutch up to the gripping point plus offset, where offset is a value for the state of the reference component, for example the actuator travel, which, starting from the gripping point, is necessary to theoretically ensure that the clutch is disengaged, with a predetermined clearance, for example 0.5 mm is given.

119. The method according to any one of claims 116 to 118 further comprising the step:
Predetermining the hold period to be essentially 15 minutes. 120. The method according to any one of claims 116 to 118 further comprising the step:
Select or set the fixed engagement intensity to 9 Nm, this value corresponding to a torque transmitted by the clutch. 121. The method according to one of the preceding claims for the automatic venting of a substantially hydraulic clutch actuation device, characterized by the steps:

• 1. determining a first gripping point at a first point in time;
• 2. depositing the first gripping point in a storage device, the storage device being comprised by the clutch actuation arrangement and / or by the KFS device and / or by a central engine control unit;
• 3. Performing work on the hydraulic line and / or opening the hydraulic line and / or filling the hydraulic line with a fluid and then closing the hydraulic line, the hydraulic line being essentially the hydraulic arrangement;
• 4. Starting a ventilation ramp, the ventilation ramp being, for example, a travel-time function of a reference component that is essentially determined according to a predetermined characteristic;
• 5. determining a second gripping point at a second point in time; and
• 6. Compare the first (stored) gripping point with the second gripping point.

122. The method of claim 121 further comprising the step of:
Check whether pressure can build up in the hydraulic system before performing the "Starting the vent ramp" step. 123. The method according to claim 122, characterized in that the step "Check whether pressure can build up in the hydraulic system" the steps

• 1. Approaching a predetermined position, the actuator essentially assuming a predetermined value, for example
• 2. 18 mm and
• 3. Hold the predetermined position for a predetermined period of time.

124. The method according to any one of claims 121 to 123, characterized in that the step "vent ramp" comprises the steps:

• 1. Actuate the reference component according to the specified characteristics, so that the clutch opens essentially slowly and an air bubble in the fluid remains essentially;
• 2. (Open) holding the clutch for a predetermined period of time so that the air bubble rises slowly;
• 3. Actuate the reference component according to the specified characteristics, so that the coupling closes essentially quickly and the air bubble is entrained in the fluid; and
• 4. Keep the clutch closed so that the air bubble rises substantially slowly

includes.   125. The method according to claim 124, characterized in that the Reference component is an actuator that operates at a speed of 1.8 mm / s is essentially driven on an actuator travel of 18 mm, and that the The clutch is kept open for 5 s. 126. The method as claimed in one of claims 124 to 125, that the reference component when slowly opening the clutch to full stroke or is moved to the gripping point plus stroke, the position "gripping point plus stroke "is composed of the position" gripping point plus offset " and a state difference of the reference component or an actuator path, which must be driven to ensure safe disconnection of the clutch guarantee. 127. The method as claimed in one of claims 121 to 126, that a passage through the vent ramp lasts essentially 16 s. 128. The method according to any one of claims 121 to 126 characterized by passing through the ventilation ramp several times, for example several times sequentially for a predetermined period of time for example 10 minutes. 129. The method according to any one of claims 121 to 126 further comprising the steps:

• 1. Check whether the hydraulic system has been filled with a pressure of at most 1.5 bar absolute pressure and
• 2. Repeat the filling process if the filling pressure was above 1.5 bar.

130. The method according to claims 121 to 129, further comprising the step:
Applying a vacuum to the hydraulic system. 131. Method according to one of the preceding claims for measuring the rigidity of an essentially hydraulic clutch actuation device, characterized by the steps:

• 1. Determine the gripping point at a second point in time;
• 2. Reading an old gripping point from a storage device, the storage device being comprised by the clutch actuation arrangement and / or by the KFS device and / or by a central engine control unit.

132. The method of claim 131 further comprising the step of:

• 1. Engage a gear from the neutral position with simultaneous actuation of the brake to determine the second gripping point position.

133. The method according to any one of claims 131 and 132, further comprising the step:
Determine the difference between the old and new gripping point. 134. The method according to any one of claims 131 to 133 further comprising the steps:

• 1.Determining a maximum permissible deviation, the maximum permissible deviation corresponding to the maximum determination error of the gripping point position and wherein the maximum determination error of the gripping point position is essentially caused by measurement errors if no components of the clutch and / or the clutch actuation arrangement have been replaced, and the maximum permissible deviation is composed of determination errors and the sum of the tolerance field widths of the stiffnesses of the replaced components if components of the clutch and / or the clutch actuation arrangement have been replaced, the tolerance field widths of the stiffnesses being essentially dependent on the manufacturing tolerances of the replaced elements; and
• 2. Check whether the difference between the old and new gripping point is within the permissible deviation.

135. The method according to any one of claims 131 to 134, further comprising the step:
Perform the venting process again if the difference between the old and new gripping point is greater than the permissible deviation. 136. The method according to one of the preceding claims, further comprising the steps:

• 1. driving further venting ramps during a predetermined time interval;
• 2. redetermining the gripping point (third gripping point); and
• 3. Determine and / or indicate that bleeding has been carried out sufficiently if the second and third gripping points essentially match, these gripping points essentially matching if the deviation lies within the measurement accuracy.

137. The method according to any one of claims 131 to 136 further comprising the step:
Bleed the hydraulic system between the first and the old gripping point determination. 138. The method according to claim 137 characterized by venting the Hydraulic arrangement according to one of claims 121 to 130. 139. The method according to any one of claims 131 to 138 further comprising the steps:

• 1. initially checking whether the hydraulic system has been filled with negative pressure, without pressure or with a slight positive pressure;
• 2. Repeat the filling if the filling pressure was greater than a slight positive pressure.

140. The method according to any one of claims 108 to 139, characterized in that

• 1. the fluid is a liquid;
• 2. the fluid quantity regulating device has a liquid expansion tank, the potential energy of the liquid in the liquid expansion tank being substantially greater than the potential energy of the liquid in the system section; and
• 3. in the wall of the master cylinder, a sniffing opening is provided, which is connected via a sniffing connection with the liquid expansion tank directly or via a sniffing connection device, such as a hose.

141. The method according to any one of claims 108 to 140 for checking the operability of the opening process of a suction valve, wherein the liquid

• 1. is arranged at the front end of the master cylinder piston;
• 2. A connection between a primary and a secondary space of the slave cylinder can be produced from the liquid, the primary space and the secondary space being subspaces of the slave cylinder which are separated from one another by the slave cylinder piston, so that an increase in volume of the primary space essentially results in a corresponding reduction in volume of the secondary space causes and vice versa, and wherein the primary space is arranged substantially on the side facing the clutch of the slave cylinder; with the steps:
• 3. Moving the master cylinder to a position directly behind the sniffer bore,
• 4. Opening the hydraulic line to the outside;
• 5. Connect a pressure filling device so that the suction valve opens under the pressure building up in the hydraulic system; and
• 6. Determine and / or measure the pressure at which the suction valve opens.

142. The method according to any one of claims 108 to 140 for checking the operability of the opening process of a suction valve, wherein the suction valve

• 1. is arranged at the front end of the master cylinder piston;
• 2. a connection between a primary and a secondary space of the slave cylinder can be established by the suction valve, the primary space and the secondary space being subspaces of the slave cylinder that are separated from one another by the slave cylinder piston, so that an increase in volume of the primary space essentially causes a corresponding volume reduction of the secondary space and vice versa, and wherein the primary space is arranged essentially on the side of the slave cylinder (facing the clutch; with the steps:
• 3. determining a first gripping point at a first point in time;
• 4. depositing the first gripping point in a storage device, the storage device being comprised by the clutch actuation arrangement and / or by the KFS device and / or by a central engine control unit;
• 5. Move the master cylinder to the gripping point plus stroke so that the clutch is disengaged (safely);
• 6. Open a breather so that the clutch closes and fluid flows out through the breather until the clutch is closed; and
• 7. At least once retracting the master cylinder so far that the sniffer bore is just not released, so that the suction valve opens and fluid flows through the suction valve;
• 8. Move the master cylinder to the gripping point plus stroke and test the disconnection of the clutch or determine a second gripping point at a second time and compare the second gripping point with the first gripping point.

143. The method of claim 142 further comprising the steps:

• 1. Prevent air from entering the hydraulic path; and or
• 2. Repeat the step several times "retract the master cylinder at least once until the sniffer bore is just not released".

144. The method according to any one of claims 104 to 143 for checking the operability of the closing process of a suction valve, wherein the suction valve

• 1. is arranged at the front end of the master cylinder piston; and
• 2. a connection between a primary and a secondary space of the slave cylinder can be established by the suction valve, the primary space and the secondary space being subspaces of the slave cylinder that are separated from one another by the slave cylinder piston, so that an increase in volume of the primary space essentially causes a corresponding volume reduction of the secondary space and vice versa, and wherein the primary space is arranged essentially on the side of the slave cylinder facing the clutch,

with the steps:

• 1. Determining a first gripping point at a first point in time, a gripping point being the state of the reference component at which a fixed and / or selected engagement intensity of the coupling (fixed engagement intensity) is given;
• 2. depositing the first gripping point in a storage device, the storage device being comprised by the clutch actuation arrangement and / or by the KFS device and / or by a central engine control unit and / or by an actuator control device;
• 3. disengaging the clutch at a predetermined speed, the predetermined speed being substantially low, for example 4 mm / s;
• 4. determining a gripping point at a second point in time; and
• 5. Compare the first (stored) gripping point with the second gripping point; and
• 6. Determine the difference between the first and second gripping point.

145. The method according to any one of claims 104 to 142 for checking the functionality of the opening process of a suction valve, wherein the suction valve

• 1. is arranged at the front end of the master cylinder piston; and
• 2. a connection between a primary and a secondary space of the slave cylinder can be established by the suction valve, the primary space and the secondary space being subspaces of the slave cylinder that are separated from one another by the slave cylinder piston, so that an increase in volume of the primary space essentially causes a corresponding volume reduction of the secondary space and vice versa, and wherein the primary space is arranged essentially on the side of the slave cylinder facing the clutch;

with the steps:

• 1. disengaging the clutch at a predetermined speed, the predetermined speed being substantially low, for example 4 mm / s, until the gripping point plus offset is reached, where offset is a value for the state of the reference component, for example the actuator travel, which starting from the gripping point is necessary to theoretically ensure a separation of the coupling, with a predetermined clearance, for example 0.5 mm; and
• 2. Check the clutch disconnection.

146. The method according to any one of claims 144 to 145 further comprising the step:
Select or set the fixed engagement intensity to 6 Nm, which value corresponds to a torque transmitted by the clutch. 147. The method according to any one of claims 104 to 146 further characterized in that the clutch actuating device is a hydraulic arrangement filled with a fluid, the hydraulic arrangement having a system section which

• 1. a pressure generating device in which the fluid can be pressurized;
• 2. a kinetic device which can be actuated by the fluid; and
• 3. a connecting device for generating a flow connection between the pressure generating device and the kinetic device

comprises, wherein a displacement of the fluid in the pressure generating device causes a displacement of the fluid in the kinetic device and wherein the liquid extending from the pressure generating device to the kinetic device forms a fluid column with the step:
Make sure that the length of the liquid column does not change substantially due to the temperature. 148. The method according to any one of claims 104 to 147 further characterized by the steps:

• 1. Predetermining a maximum engine temperature; and
• 2. Make sure that the engine temperature does not substantially exceed the predetermined engine temperature.

149. The method according to any one of claims 104 to 148, characterized by the steps:

• 1. Predetermining a maximum, substantially low, clutch temperature, such as 100 ° C; and
• 2. Ensure that the predetermined clutch temperature is not exceeded at least in the time interval between the determination of gripping points that are compared with one another.

150. The method according to any one of claims 107 to 149 further comprising the step:
Preventing the sniffing process, wherein a sniffing process is essentially a process for keeping the amount of fluid present in a system section constant and wherein at least three states can be assumed by the master cylinder piston, wherein in a first state there is a flow connection between the liquid expansion tank and the system section, in a second state these Flow connection is closed and in a third state there is a flow connection between the fluid expansion tank and a pressure-neutral area of this system section. 151. Method according to one of claims 104 or 105, or one of claims 105 or 106 and one of claims 107 to 112, or one of claims 113 or 115 to 117 or 119 to 140 or 142 to 144 or 146, or according to one of the Claims 113 or 115 to 117 or 121 to 140 or 142 to 144 or 146 and one of claims 147 to 150 further comprising the step:
Outputting an error message if the comparison of the gripping points has produced a deviation and / or if the deviation is greater than the sum of the predetermined measurement errors, the error message being, for example, acoustic and / or optical and / or indicating at least one possible error source. 152. The method according to any one of claims 105 to 151 further comprising the step:
Disengagement of the clutch up to the maximum value before approaching or determining a gripping point if a gripping point is to be approached or determined. 153. The method according to claim 152, characterized in that the clutch essentially disengaged quickly when disengaging up to the maximum value becomes. 154. The method as claimed in one of the preceding claims, that the clutch is essentially an automatic clutch. 155. Method for diagnosing and / or monitoring and / or adjusting the functionality of a vehicle and / or a vehicle clutch and / or a vehicle clutch actuation arrangement, with the step:
Activating a control device arranged essentially outside the vehicle, so that the method for diagnosing and / or monitoring and / or adjusting the functionality of a vehicle and / or a vehicle clutch and / or a vehicle clutch actuation arrangement is carried out essentially automatically. 156. The method of claim 155 for performing a method according to any one of claims 104 to 154.   157. Motor vehicle with

• 1. a motor vehicle drive, such as an internal combustion engine, for generating a mechanical motor vehicle drive variable;
• 2. A transmission for generating at least one mechanical output variable from at least one mechanical input variable, the value of the mechanical input variable being convertible into a value of the mechanical output variable that is greater than the value of the mechanical input variable and / or smaller than the value of the mechanical input variable and / or is equal to the value of the mechanical input variable;
• 3. A clutch, which is arranged substantially between the motor vehicle drive and the transmission and is adjustable between at least two states of different engagement intensity, the clutch comprising at least one clutch actuating device with at least one clutch actuating device component for setting the at least two mutually different states; and
• 4. at least one with the clutch or the clutch actuation arrangement connected to the clutch function securing position connecting device (KFSV device) from which a clutch function securing device (KFS device) for diagnosis and / or monitoring and / or setting the functionality of the clutch actuating device or the clutch can be received directly or indirectly .

158. Motor vehicle according to claim 157, characterized in that the Coupling or the clutch actuation arrangement with the KFSV Facility is directly and / or indirectly coupled. 159. Motor vehicle according to one of claims 157 to 158, characterized characterized in that the clutch actuation arrangement a Has hydraulic arrangement, from which a fluid can be taken up, wherein of the KFS facility the functionality of at least one die Functionality of the coupling determining coupling actuation components and / or at least from the voting two clutch actuation components on top of each other and / or from the Fluid filling quantity or composition can be diagnosed and / or can be monitored and / or adjusted. 160. Motor vehicle according to one of claims 157 to 159, characterized characterized in that the KFS device at least one storage unit having. 161. Motor vehicle according to one of claims 158 to 160, characterized in that the hydraulic arrangement has a system section which

• 1. a pressure generating device in which the fluid can be pressurized;
• 2. a kinetic device which can be actuated by the fluid; and
• 3. a connecting device for generating a flow connection between the pressure generating device and the kinetic device

includes. 162. Motor vehicle according to one of claims 157 to 161, characterized by a fluid quantity regulating device, of which the in the System section existing amount of fluid can be kept essentially constant is. 163. Motor vehicle according to one of claims 157 to 162, characterized by a pressure generation control device by which the Pressure generating device is controllable. 164. Motor vehicle according to one of claims 161 to 163, characterized characterized in that the pressure generating device one in one Cylinder (master cylinder) movable piston (master cylinder piston) and the kinetic device one in a cylinder (slave cylinder) Movable piston (slave cylinder piston) comprises, the printer generating device via the connecting device with the kinetic Device is coupled so that a predetermined position of the Master cylinder piston essentially a predetermined position of the Slave cylinder piston corresponds.   165. Motor vehicle according to one of claims 161 to 164, characterized characterized in that the pressure generating device at least one Fluid pressure outlet and the kinetic device at least one Has fluid pressure inlet and the connecting device Flow channel between this fluid pressure outlet and this fluid pressure inlet forms. 166. Motor vehicle according to one of claims 161 to 165, characterized by a pressure generation control device for controlling the Pressure generating device. 167. Motor vehicle according to one of claims 162 to 166, characterized in that

• 1. the fluid is a liquid;
• 2. the fluid quantity regulating device has a liquid expansion tank, the potential energy of the liquid in the liquid expansion tank being substantially greater than the potential energy of the liquid in the system section; and
• 3. A sniffing opening is provided in the wall of the pressure generating device and is connected to the liquid expansion tank via a sniffing connection.

168. Motor vehicle according to claim 167, characterized in that the pressure the liquid in the liquid expansion tank is essentially the same is the ambient pressure. 169. Motor vehicle according to one of claims 167 to 168, characterized through a hydraulic switching arrangement, of which at least three States can be assumed, with a in a first state Flow connection between the liquid expansion tank and the system section exists in a second state Flow connection is closed and in a third state Flow connection between the liquid expansion tank and there is a pressure-neutral area of this system section. 170. Motor vehicle according to claim 169, characterized in that the Hydraulic switching arrangement of the master cylinder-piston arrangement is. 171. Motor vehicle according to claim 169, characterized in that a Position of the master cylinder substantially in a predetermined position a clutch disengaging device is convertible. 172. Motor vehicle according to one of claims 161 to 171, characterized characterized in that the pressure generating device essentially over a controlled or uncontrolled actuator is controllable, the Ak tor is an at least partially movably mounted device, of which  a control variable can be applied to a hydraulic arrangement with a fluid which is comprised by the clutch actuator and which is arranged between the actuator and clutch. 173. Motor vehicle according to claim 172, characterized in that the actuator an electric motor with an electric motor output shaft and at least a gear for converting a rotary movement into a linear one Has movement, with a rotational movement by the gear the electric motor output shaft in a linear movement of the encoder cylinder is convertible. 174. Motor vehicle according to one of claims 157 to 173, characterized characterized in that the KFS facility at least partially from Motor vehicle is detachable and or can be arranged essentially outside the vehicle is. 175. The method according to any one of claims 104 to 156 for operating a Motor vehicle according to one of claims 157 to 174. 176. Filling process of a device of an automated clutch, with a fluid reservoir, a master cylinder with axially movable pistons, a slave cylinder with axially movable pistons, a fluid connection between master cylinder and slave cylinder, and a ventilation device on the slave cylinder, characterized in that the following process steps are carried out :

• 1. moving the master cylinder piston into a position close to the slave cylinder,
• 2. filling the fluid reservoir,
• 3. Open the ventilation device in the slave cylinder,
• 4. Multiple movements of the master cylinder piston into a position close to the slave cylinder and then into a position remote from the master cylinder piston,
• 5. moving the master cylinder piston into a position close to the slave cylinder and closing the ventilation device,
• 6. Moving the master cylinder piston into a position remote from the slave cylinder and then into a position close to the master cylinder piston and
• 7. Slow movement of the master cylinder piston into a position remote from the slave cylinder.