EP1888935A1

EP1888935A1 - Method and device for control of an automated friction clutch between an engine and a gearbox

Info

Publication number: EP1888935A1
Application number: EP06754061A
Authority: EP
Inventors: Matthias Winkel; Ramon Cordt
Original assignee: ZF Friedrichshafen AG
Current assignee: ZF Friedrichshafen AG
Priority date: 2005-06-09
Filing date: 2006-06-02
Publication date: 2008-02-20
Also published as: WO2006131268A1; DE102005026615A1; US20080215220A1

Abstract

The invention relates to a method for control of an automated clutch (3), in order to reduce the load thereon. The load state of the clutch (3) and the friction elements thereof with regard to thermal load and/or wear is determined by means of various characteristic curves. A clutch control module (10) compares the load values determined thus with corresponding threshold values. When said threshold values are exceeded the clutch control module (10) takes measures to reduce the load on the clutch. The measures are taken without action from an operator or driver and concern an intervention in the operation of the clutch (8) and/or the engine (7) and/or the gearbox (9), such that the thermal load or the wear on the clutch is reduced. A number of load values and measures for starting or holding the vehicle on a slope by means of the accelerator and also for the gearchange procedure during driving are disclosed.

Description

Method and apparatus for controlling an automated friction clutch between a motor and a transmission

The invention relates to a method for controlling an automated friction clutch and a device for carrying out this method according to the preamble of claims 1 and 19, respectively.

Automated friction clutches, friction-based clutches whose operation is not directly controlled by an operator, have been used for quite some time in various types of motor vehicles. In particular, in so-called automatic vehicles, automated friction clutches are regularly active during gear changes and starting operations. In addition, however, these are also increasingly being used in vehicles with manually shiftable transmissions. In these, the desired gear is input directly from the driver mostly in the form of an electrical or electronic signal, which is processed by a control device accordingly and ultimately causes the actuation of actuators, which control the actual clutch and switching process. Even in cases where a driver-operable clutch pedal is provided, the control of the clutch position by actuators offers various advantages in terms of the forces to be applied by the driver, on pedal travel, on the accuracy of the adjustment of the clutch, and especially in particular conditions the vehicle, the transmission or the clutch itself.

Another advantage of automated friction clutches, with appropriate control in a lower wear per coupling operation, so that thus a longer life of the friction clutch and / or a weaker dimensioning of the same with the same life can be realized.

Usually, the controls of automated friction clutches are designed so that the most advantageous driving characteristics of the vehicle result. This includes, for example, that during start-up a relatively generous slippage area of the friction clutch is provided which allows a driver on the one hand accurate dosing the increase in speed of the vehicle and a comfortable maneuvering, and the second offset even on relatively large gradients in the situation that Keep the vehicle at a standstill by pressing the accelerator pedal and without applying a brake.

Further, it is customary to reduce the duration of the load interruption in a switching operation in that the friction clutch is closed even before reaching a minimum speed difference between the input shaft and output shaft of the friction clutch. In particular, a higher input speed of the clutch is selected here in most cases-corresponding to a motor speed raised relative to the operation when the clutch is completely closed-in order to be able to transmit torque to the drive-related downstream gear in conjunction with a corresponding input torque already during the closing of the clutch.

However, the above-described designs of the clutch control lead to an extension of the slip time of the clutch and / or to an increase in the work performed on the friction elements during the slippage of the clutch, and thus to an increase in the load on the clutch. This higher load is reflected on the one hand in increased wear of the friction elements and on the other hand in an increase in the temperature of the same. Neglecting edge effects, the power acting on the clutch in the slipping operation Pκ _up can be controlled by the

P "= 2π (n _JP.-n. ) * M _Λ . Formula 1 )

Kup On Off 'Mot ^x '

describe.

The effective power to the clutch P « _U p is therefore dependent on the size of the engine torque M _Mot and the difference in rotational speed between the friction linings of the clutch input shaft n _E m and the clutch output shaft n _Aus -

The energy input into the clutch Qκ _up results from integration of the power acting on the clutch over time:

Qκup = formula (2)

This energy input Qκ _up corresponds to the work performed on the clutch or on the friction elements of the clutch and, on the one hand, causes wear of the friction elements and, on the other hand, increases the temperature of the friction elements and consequently also of other elements of the clutch. For an estimate of the temperature change of the clutch or its friction linings Δ ϋ Kup, it is sufficient to consider the sum Qκ _U p, ges from the energy Qκ _U p supplied to the clutch, and energy Qκup, discharged from the clutch. This results

Δ * κup ~ (ö _top , _to - Q _Kup , _ab ) = Qκ _up , _S it formula (3) Depending on the desired accuracy of the temperature determination, the values for the energy supplied and discharged to the clutch can be determined with varying complexity and, if required, further influencing factors, such as the outside temperature and / or the temperature of any oil present in the clutch, can be taken into account. Of course, it is also possible to measure the temperature of the friction linings directly or indirectly by temperature sensors, which is often associated with a cost higher cost.

Regardless of the type of temperature determination, the wear of the friction elements of the clutch increases considerably with increasing temperature, at least above a limit temperature. In case of further increase in temperature there is also the risk of pre-damage to the clutch or destruction of the same. Therefore, various devices and methods for protecting a clutch from overheating have been proposed.

From DE 33 34 725 A1 a device for protecting a clutch against overheating is known, which determines a torque transmitted by the clutch or introduced by a drive motor into a clutch and the difference between a clutch input speed and a clutch output speed, the product forms thereof and Assign a warning rest to this product using a table. The current slip time is compared with the warning rest time and generates a warning signal when the warning rest time is exceeded.

In developments of this device it is provided that the currently determined slip time is added to the previously determined slip times and the stored slip time is lowered continuously or stepwise. In this way, the additive heating by successive slip times as well as the cooling of the clutch by dissipating heat to the outside should be considered. After expiration of the warning rest period a warning signal is issued to the driver. A change in the clutch control is not initially provided here.

The described device is thus based on the determination of a fictitious rest time, which is required following a slipping phase of the clutch, to avoid overheating of the same by a new slip phase, in case of falling below the warning rest time, a warning signal is output to the driver.

An average trained driver will usually not be able to meaningfully translate such a warning signal into a behavioral change. Although it can be assumed that a warning signal reminds the driver to a more careful driving style. However, this cautious manner of driving may occur, e.g. When holding the vehicle on a slope only to use in a use of vehicle brakes to reduce clutch slip times, if the driver's physical backgrounds are familiar. In addition, the triggering of a warning signal almost inevitably means a reduction in the driver's confidence in the performance and / or reliability of the vehicle and is thus to be avoided as far as possible from a marketing point of view.

Although it is formulated as a task to ensure overheating protection of the clutch for all operating conditions, DE 33 34725 A1 relates at least primarily to automatically actuated clutches, in which the driver at a stop of the vehicle on a slope by a corresponding operation of the accelerator pedal over a longer Period causes a clutch slip. Only in a specific form of this known device, this works so that a second warning rest time can be provided, after the expiry of a device for slow, steady engagement of the clutch is actuated. For operating conditions other than the described holding a vehicle on a slope by operation of the accelerator pedal no suggestions for an automatic action on the control of the clutch are made. This is all the more serious as the influence of the driver in these cases are severely limited, since the acceleration and speed profile of the vehicle is largely determined by the traffic situation. The driver would remain in the known method essentially only to park the vehicle upon activation of the warning signal for a certain time to allow the clutch to cool down accordingly. If this is possible at all in the given situation, such a device remains unsatisfactory in any case.

According to DE 103 12 088 A1, an amount of energy entered into the clutch or the temperature of the clutch is monitored by a control device when the friction clutch is slipping, and the output torque of the drive engine is reduced when limit values are exceeded. This procedure also has certain disadvantages. Thus, the amount of energy introduced into the clutch depends not only on the torque of the drive motor but on the product of the same with the differential speed of the clutch. The proposed approach has a negative effect on the driver as a power loss of the engine and can also lead to strong gradients that the reduced engine torque is no longer sufficient for adequate acceleration and subsequently triggered additional switching operations, which aggravate the problem again.

Against this background, the invention has the object to provide a control method and a control device for an automated friction clutch with which on the one hand in a normal driving mode of the conventional clutch control corresponding, in terms of driving behavior optimized control of the friction clutch is possible, but in addition certain conditions, the controls of the friction clutch and possibly the engine and the transmission can be modified by a clutch control module such that damage to the clutch is avoided or wear of the friction surfaces is reduced.

In the following, unless expressly stated otherwise, a clutch is always understood to mean a friction-based, automated clutch, as is provided in the many cases between the drive motor and the transmission gear of a motor vehicle with automatic circuit. The most significant application is in passenger cars or commercial vehicles with internal combustion engine and a transmission gearbox with several separately switchable gear ratios. However, the invention may also be used to advantage in other types of propulsion engines, transmissions or vehicles, such as watercraft or motorcycles.

The solution of this problem arises from the features of the independent claims, while advantageous embodiments and modifications of the invention the respective associated subclaims can be removed.

The invention is based on the finding that the load condition of the clutch or its friction elements with respect to the thermal load and / or wear can be concluded on the basis of various characteristic values, and that with the aid of these values and a comparison with correspondingly assigned limit values, a clutch control module Take measures by which a reduction of the load of the clutch is achieved. The invention is further based on the finding that information from the driver about the load condition of the clutch by a warning signal is not desirable, while an automatic and immediate autonomous initiation of relief measures is more effective. Finally, the inventors had the realization that monitoring several rer characteristic values and limits allow a more accurate estimation of the actual load condition of the clutch, and that by triggering several different measures, a particularly effective reduction of the load on the clutch can be achieved.

Accordingly, the invention is initially based on a method for controlling an automated clutch to reduce the burden of the same, wherein on one input side of the clutch, a torque of a drive motor is applied and this clutch is a transmission downstream of a transmission having different transmission ratios. In addition, a clutch control module is provided, which can act on the operation of the clutch and / or the drive motor and / or the transmission.

The clutch, the drive motor and the transmission usually have control devices which can be networked together or even completely or partially integrated. It is irrelevant whether an influence of the clutch control module acts directly or by a corresponding control device on a clutch, a transmission and / or a drive motor. The term of the control, also in relation to control devices or control modules, should always be understood in the sense of an overarching, which also includes regulations in addition to pure controls.

In order to achieve the stated object, it is now provided with regard to the method that the clutch control module reads in data with the aid of which it ascertains at least one load value of the clutch with reference to a thermal load and / or wear of the clutch. These data may be physical quantities sensed by sensors, or values obtained from tables and / or mathematical links based on existing data. The clutch control module compares the determined load values or values with limit values and, if at least one limit value is exceeded, initiates measures which, without the intervention of an operator or driver, act on a control of the clutch and / or the drive motor and / or the transmission in such a way that the thermal load on the clutch and / or its wear is reduced. The quality of the method increases with the number of monitored or used parameters and with the number of possible triggerable measures.

It is preferably provided that the clutch control module initiates action when exceeding at least one threshold, without first informing an operator or driver by a signal in this regard, since as already shown, the benefit of such information in average good drivers is doubtful and beyond Insecurity or to reduce the driver's confidence in the capabilities and reliability of his vehicle. In addition, the measures taken can take effect sooner without a time delay resulting from prior issuance of a warning message and therefore be more cautious with the same protective effect.

In the following, some particularly advantageous parameters for the formation of a load value of the coupling will first be described. Subsequently, particularly advantageous measures are mentioned, with first of all measures are taken that offer special advantages during start-up and then measures are explained, which are particularly useful in switching operations. In individual cases, however, it is also possible in each case to use certain measures that are presented in connection with start-up operations to beneficial effect during switching operations or vice versa, for which reason the following assignment is not to be understood in the sense of a restriction. A first training in terms of the formation of a load value provides that the clutch control module monitors the total amount of heat that is registered in the clutch, compared with a first limit and initiates action on exceeding the first limit, through which the thermal load of the clutch and / or their wear is reduced.

The determination of a total amount of heat can be carried out, for example, according to the above-described formula (3), but also by other suitable calculations or estimates. A measurement of the temperatures of the relevant parts is dispensable in this way. The measurement, in particular the temperature of the friction surfaces of a clutch is often associated with a considerable effort, which can be avoided in this way by relatively simple calculations based on already known data.

A second embodiment of the invention, however, characterized in that the clutch control module monitors the temperature of the clutch and friction elements of the clutch, compares with a second relevant limit and initiates action on exceeding the second limit, by which the thermal load of the clutch and / or their wear is reduced. Preferably, the temperature of the clutch or the friction elements is measured directly here. This can also be done without contact. If corresponding sensors are already present in the transmission used or appropriate equipment with a low overhead is possible, particularly current and reliable values can be obtained in this way.

Alternatively or additionally, the clutch control module can monitor the slip duration or the slip duration of the clutch, compare with a third relevant limit value and when the third is exceeded Limit value initiate measures by which the thermal load on the clutch and / or its wear is reduced.

The slip time or slip time can be determined with minimal effort and already allows some conclusions about the load situation of the clutch. Nevertheless, the slip time is preferred to be used as a single value only when it comes to a particularly simple and inexpensive implementation of the method. Otherwise, it will go into the procedure as an additional burden value.

A qualitatively different load value can be obtained by monitoring the wear of the clutch or friction linings. When the clutch control module monitors the friction lining (s) for reaching a fourth limit of wear, and when exceeding this fourth limit initiates action to reduce the thermal load on the clutch and / or its wear, the remaining service life of the clutch can be significantly increased whereby, for example, an exchange of the friction linings on the end of a vacation trip or the next scheduled inspection can be postponed.

This load value is particularly suitable for both independently of the load values described above to trigger action, as well as to modify, for example, the limits for the other load values and thereby make the process more sensitive with increasing wear of the friction linings.

In principle, it is up to the developer to decide in individual cases whether only one, several or all of the load values described are determined and in which way links are provided in the sense of mathematical operations or Boolean links between these load values and / or the associated limit values. However, it is useful if the clutch control module initiates at least one of the aforementioned limits one to four measures, which reduces the thermal load on the clutch and / or wear during startup, since in particular during startup often a significant load on the clutch occurs. This is especially true due to the above-described problem of a parked on optimal performance clutch control and in view of the also already described problem of a held with the help of the accelerator pedal on a hillside vehicle.

A first advantageous measure here is that the clutch control module causes an independent closing of the clutch when exceeding at least one of the aforementioned limits one to four. This closing is preferably done at a relatively low speed, so that the driver receives sufficient opportunity to prevent the vehicle by rolling the brake on or on a further acceleration.

Further, it makes sense if the clutch is not permanently closed, but reopened after a predetermined period of time. This makes it significantly more difficult for the driver to keep the vehicle by changing the position of the accelerator pedal yet at a standstill. Of course, if necessary, the clutch control or the clutch control module may also interact with other systems, such as a collision warning device, to prevent the driver from riding up to an obstacle if the driver reacts too late or not adequately.

If the clutch control module according to another embodiment of the method according to the invention exceeds at least one of the aforementioned limits one to four, an acceleration of the closing Causes operation of the clutch, the slip time of the clutch is significantly reduced during a starting process and the load on the clutch thereby reduced.

Finally, provision can be made for the clutch control module, when at least one of the abovementioned limit values one to four to be exceeded, to influence a repeated short-term acceleration and deceleration of the vehicle and / or vibration of the vehicle by influencing the clutch control. This does not mean an already described closing of the clutch with subsequent opening of the clutch in the event of an insufficient response of the driver, but a control of the clutch and / or transmission, which has a vibration or vibration of the vehicle along its longitudinal axis result, as occurs, for example, when plucking a clutch. By these vibrations, the driver is caused to end the unpleasant for him condition by pressing the brake or by starting.

The advantageous difference to a mere warning signal in the form of e.g. a warning light or a warning sound is that even for a mediocre trained driver without physical background knowledge in a vibrating vehicle, the desired reaction is immediately obvious, and also compared to a warning light much stronger motivation for the driver is the desired clutch-friendly behavior to show. In addition, depending on the control of the clutch and the engine, the total load of the clutch can be kept lower than in a constant state of the clutch.

While above measures have been explained for a stationary vehicle or for a starting process, measures will be described below, in particular during gear changes are meaningful. Under a gear change process while the change from one gear to another gear is understood while driving.

If the clutch control module initiates one to four measures when exceeding at least one of the aforementioned limits, which reduces the thermal load of the clutch and / or its wear during gear changes, can in this way, especially in previous startup with a long slip time or with a strong heating of Friction linings further damage can be avoided.

In addition, however, there are also other situations in which the clutch is heavily loaded while driving through gear changes. This includes, for example, uphill driving with frequent turns due to curves and different gradients, as well as frequent high-speed driving.

When the clutch control module determines when exceeding at least one of the aforementioned limits one to four, whether the speed difference between the current speed of the clutch and the speed of the clutch in the target gear is below a relevant fifth threshold and in this case the transmission control and / or the clutch control and / or influenced the engine control so that the switching operation is carried out without opening the clutch, slippage of the clutch can be completely avoided at least for a part total number of gear changes. The lower the speed difference, the easier it is possible to dispense with a separation of the drive train through the clutch. In particular, with very narrow stepped gears, this is possible.

If the clutch control module is able to influence the engine control system, it can be activated in the neutral position of the transmission by actuating the engine after removing the previous gear. Before a suitable engine speed can be adjusted and also without involvement of the clutch, a gear change can be made.

In accordance with a further feature of the method, the clutch control module may influence the transmission control and / or the clutch control and / or the engine control when at least one of the first to fourth threshold values is exceeded, such that the differential rotational speed at the clutch is below a sixth related limit when the clutch is closed lies. In this case, the clutch for the gear change is indeed opened and then closed again, which has an overall positive effect on the shifting comfort and wear on the gearbox. By largely matching the engine speed and thus the rotational speed of the input side of the clutch to the rotational speed of the output side of the clutch, only a slight or even no appreciable slippage of the friction linings occurs on each other. The acceleration behavior of the vehicle is thereby slightly degraded, since the time interval of load interruption increases slightly with a more precise setting of the engine speed.

The lower the differential speed at the clutch when it is closing, the lower the load on the clutch and the greater are the losses in relation to the acceleration behavior of the vehicle. It is therefore advantageous for maximum protection of the clutch when the sixth limit is kept to a minimum.

A similar feature of the method provides that, when at least one of the first to fourth limit values is exceeded, the clutch control module influences the transmission control and / or the clutch control and / or the engine control in such a way that a noticeable torque transmission from the drive engine to the transmission takes place only then, when the clutch is at least almost completely closed. This way will for a given initial speed difference on the clutch reduces the work done on the clutch, resulting in less load on the clutch.

Another approach is based on reducing the number of switching operations as a whole, rather than a clutch-friendly design of the individual switching operation. If the clutch control module in exceeding at least one of the first to fourth limits, the transmission control and / or the clutch control and / or the engine control influenced so that the average number of switching operations per time interval compared to normal operation decreases, so that per time interval or distance drops the clutch acting load. In addition, the stress-free phases lengthen, giving the clutch more opportunity to release absorbed energy in the form of heat to the environment.

This can be done particularly simply by the clutch control module influencing the transmission control and / or the clutch control and / or the engine control when at least one of the first to fourth limits is exceeded so that the gear-related lower speed limits are reduced and / or the gear-related upper speed limits are increased and / or or the range of permissible engine speeds is increased.

So far, the individual load values and measures were largely considered separately from each other for the sake of a clear and comprehensible presentation. In practice, however, it is useful if the clutch control module determines two or more of the load values of the clutch with respect to a thermal load and / or wear of the clutch and links them to a superordinate load value, and the clutch control module then determines the superordinate load (s) determined. Whenever at least one limit value is exceeded, at least one limit value is initiated which, without the intervention of an operator or driver, acts on the control of the clutch and / or the drive motor and / or the transmission in such a way that the thermal load is applied Load of the clutch and / or their wear can be reduced. If several limit values are exceeded, preferably more of the above measures are initiated.

In this way, it is also possible to have several measures take effect alternatively or in addition, even when a limit value is exceeded, but in particular when several limit values are exceeded or when a limit value for a superordinate load value is exceeded. For example, it makes sense to increase the closing speed of the clutch when exceeding a limit value in a startup and reduce the switching frequency on the one hand by increasing the speed range of the individual gears and possibly by skipping individual gears in the following switching operations, and at the same time in the switching operations Only close the clutch when the differential speed has dropped below a low limit.

While the method according to the invention has been described in detail above, an apparatus for carrying out the method according to the invention will be described in more detail below. It should be mentioned at the outset that it is of course common practice in practice and often advantageous to merge certain control modules or control units with other modules or units related thereto, further subdivide or to design the communication paths between the units and modules differently.

The device according to the invention is based on an automated clutch having an input side and an output side. With the clutch connected to a drive motor whose output shaft is rotatably connected to the input side of the automated clutch, and a transmission whose input shaft is rotatably connected to the output side of the automated clutch in combination. A motor control device for controlling the drive motor, a transmission control device for controlling the transmission and a clutch control device for controlling the automated clutch are also provided and can preferably be connected to each other, for example via a data bus, ie an in-vehicle data transmission system ,

The device is now characterized in that in addition a clutch control module is provided, which is arranged so that it can read data from at least the clutch control device. It is further adapted to process this data at a load value of the automated clutch with respect to its thermal load and / or wear.

A device is provided for storing and / or determining limit values for the load value or values, which may form an integral part of the clutch control module or else a separate electrical or electronic module or which may be integrated into another module.

The clutch control module further comprises means for comparing the determined load values with these limits. Finally, an output device is provided as part of the clutch control module, which can act on exceeding one or more limits on the automated clutch and / or the gearbox and / or the engine or on the associated control devices in such a way that the thermal load of the clutch and / or their wear is reduced. The invention can be further explained with reference to an embodiment. For this purpose, the description is accompanied by a drawing.

The single FIGURE shows the drive train of a vehicle, consisting of a drive motor 1, an automated clutch 3 and a transmission 5, wherein the output shaft of the drive motor 1 is connected via a first non-rotatable connection 2 with the input side of the automated clutch 3, while the output side of this Clutch 3 via a second non-rotatable connection 4 with the input shaft of the transmission 5 is in drive connection. The output shaft of the transmission 5 is connected via a third non-rotatable connection 6 with a differential gear, not shown, and finally with the driven wheels of a motor vehicle.

The drive motor 1 is a motor controller 7, the automated clutch 3, a clutch control 8 and the transmission 5, a transmission control 9 associated with these controllers 7, 8, 9 as indicated by double arrows not only with their associated units 1, 3, 5 bidirectionally exchange information can, but also among each other over eg communicate with a data bus. Further, they communicate with a clutch control module 10.

The clutch control module 10 reads, for example, from the clutch control 8 data on the duration of the last slip phase of the clutch 3 and its input speed and output speed. If the clutch 3 has its own temperature sensors, these values are first transferred to the clutch control 8 and then forwarded to the clutch control module 10.

The speed values of the input and output sides of the clutch 3 can also be read in by the engine control 7 and the transmission control 9. In addition, the engine controller provides data about the currently torque applied to the output shaft of the drive motor 1 ready.

Based on these and optionally further values, the clutch control module 10 determines one or more load values of the clutch 3. In a memory integrated into the clutch control module 10 and not separately shown in this case, limit values for the individual load values are stored. If a comparison unit likewise integrated in the clutch control module 10 and not separately shown determines that one or more limit values are exceeded by the assigned load values, the clutch control module 10 initiates measures for reducing the clutch load by sending corresponding signals to the clutch control 8 and / or to the engine controller 7 and / or to the transmission control 9 outputs. The individual measures have already been described in detail above. The type of signals is dependent on the control units used 7, 8, 9 and data protocols.

Bezuαszeichen

1 drive motor

2 first non-rotatable connection

3 automated clutch

4 second non-rotatable connection

5 gears

6 third non-rotatable connection

7 engine control

8 clutch control

9 transmission control

10 clutch control module

Claims

claims

1. A method for controlling an automated clutch (3) to reduce the burden thereof, wherein on the input side of the clutch (3) a torque of a drive motor (1) is applied and the clutch (3) a transmission (5) is arranged downstream of the drive having different transmission ratios, and wherein a Kupplungssteuerungsmo- module (10) is provided, which can act on the operation of the clutch (3) and / or the drive motor (1) and / or the transmission (5), characterized in that the clutch control module (10) reads in data with the aid of which it determines at least one load value of the clutch (3) with respect to a thermal load and / or wear of the clutch (3) that the clutch control module (10) compares the determined load value or values with limit values and if at least one limit value is exceeded, initiates measures that affect a person without the intervention of an operator or driver tion of the clutch (8) and / or the drive motor (7) and / or the transmission (9) act in such a way that the thermal load on the clutch (3) and / or the wear is reduced.

2. The method according to claim 1, characterized in that the clutch control module (10) initiates action when exceeding at least one threshold and the operator or driver can be informed by a signal.

3. The method according to at least one of claims 1 or 2, characterized in that the clutch control module (10) monitors the total amount of heat that is registered in the clutch (3), compared with a first limit and when exceeding the first limit - introduces value measures by which the thermal load on the clutch and / or its wear is reduced.

4. The method according to at least one of the preceding claims, characterized in that the clutch control module (10) monitors the temperature of the clutch (3) and / or of friction elements of the clutch (3), compares with a second threshold and when exceeding the second threshold measures initiates, through which the thermal load of the clutch and / or its wear is reduced.

5. The method according to at least one of the preceding claims, characterized in that the clutch control module (10) monitors the slip time of the clutch (3), compares with a third threshold and initiates action on exceeding the third threshold, through which the thermal load of the clutch and / or their wear is reduced.

6. The method according to at least one of the preceding claims, characterized in that the clutch control module (10) monitors the one or more friction linings of the clutch (3) to reach a fourth limit value for the wear, and initiates action when exceeding this fourth limit, through which the thermal load on the clutch and / or wear is reduced.

7. The method according to at least one of the preceding claims, characterized in that the coupling control module (10) initiates at least one of the aforementioned limits one to four measures, which reduces the thermal load on the clutch (3) and / or their wear during startup operations.

8. The method according to claim 7, characterized in that the clutch control module (10) when exceeding at least one of the aforementioned limits one to four causes an independent closing of the clutch (3).

9. The method according to at least one of claims 7 or 8, characterized in that the clutch control module (10) when exceeding at least one of the aforementioned limits one to four causes an acceleration of the closing operation of the clutch (3).

10. The method according to at least one of claims 7 to 9, characterized in that the clutch control module (10) when exceeding at least one of the aforementioned limits one to four by influencing the clutch control (8) a repeated short-term and increasing and decreasing acceleration of the vehicle and / or causing a vibration of the vehicle.

11. The method according to at least one of the preceding claims, characterized in that the clutch control module (10) initiates at least one of the aforementioned limits one to four measures, which reduces the thermal load on the clutch and / or their wear during gear change operations.

12. The method according to at least claim 11, characterized in that the clutch control module (10) determines when exceeding at least one of the aforementioned limits one to four, whether the speed difference between the current output speed of the clutch (3) and the desired speed of the clutch ( 3) in the target gear lies below a fifth limit value, and in this case the transmission control (9) and / or the clutch control (9) and / or the engine control (7) influenced that the switching operation without opening the clutch (3) is performed.

13. The method according to at least one of claims 11 or 12, characterized in that the clutch control module (10) when exceeding at least one of the first to fourth limits, the transmission control (9) and / or the clutch control (8) and / or the engine gate control (7) so influenced that the differential speed at the clutch (3) when closing the clutch (3) is below a sixth threshold.

14. The method according to claim 13, characterized in that the sixth limit is less than 150 rpm (revolutions per minute), preferably less than 70 rpm and more preferably less than 25 rpm.

15. The method according to at least one of the preceding claims 11 to 14, characterized in that the clutch control module (10) when exceeding at least one of the first to fourth limits, the transmission control (9) and / or the clutch control (8) and / or the engine control ( 7) so influenced that a noticeable torque transfer from the drive motor (1) to the transmission (3) takes place only when the clutch (3) is at least almost completely closed.

16. The method according to at least one of the preceding claims 11 to 15, characterized in that the clutch control module (10) at least one of the first to fourth limits, the transmission control (9) and / or the clutch control (8) and / or the engine control ( 7) so that the average number of switching operations per time interval decreases compared to normal operation.

17. The method according to claim 16, characterized in that the clutch control module (10) when exceeding at least one of the first to fourth limits, the transmission control (9) and / or the clutch control (8) and / or the motor control (7) influenced so that reduced gear speed lower speed limits and / or gear-related upper speed limits increased and / or the range of permissible engine speeds is increased.

18. The method according to at least one of the preceding claims, characterized in that the clutch control module (10) determines two or more of the load values of the clutch (3) with respect to a thermal load and / or wear of the clutch (3), to a parent Load value linked that the clutch control module (10) compares the determined superordinate load values with one or more limit values, and when exceeding at least one limit initiates action that without the intervention of an operator or driver on the control of the clutch (8) and / or the Actuator (7) and / or the transmission (9) act in such a way that the thermal load of the clutch (3) and / or their wear are reduced, and when exceeding several limits increasingly introduces several of the above measures.

Device for carrying out the method according to one or more of claims 1 to 18, comprising: an automated clutch (3) having an input side and an output side, a drive motor (1) whose output shaft is connected to the input side of the automated clutch (3) is connected by a first non-rotatable connection (2), a transmission (5) whose input shaft is connected to the output side of the automated clutch (3) by a second non-rotatable connection (4), a motor control device (7) for controlling the drive motor (1), a transmission control device (9) for controlling the transmission (5) and a Clutch control device (8) for controlling the automated clutch (3), characterized in that in addition a clutch control module (10) is provided, which is adapted to read data from at least the clutch control device (8), and in is able to process these into a load value of the automated clutch (3) with regard to its thermal load and / or its wear, further that a device for storing and / or determining limit values for the load value (s) is provided Clutch control module (10) comprises means for comparing the determined load values with these limits, and in that the clutch control module (10) comprises an output device which, when exceeding one or more limits on the automated clutch (3) and / or the transmission (5) and / or the motor (1) or on the associated control devices (8, 9, 7) in the way a can work that the thermal load of the clutch (3) and / or their wear is reduced.