FR2788243A1 - Motor vehicle safety and control device has means for the automatic activation of a coupling in the drive train of a motor vehicle if required control signals are not received - Google Patents

Abstract

Vehicle has a number of control devices that are activated by an activation element that generates a control signal in one condition and does not generate it in another condition. The control devices are linked together by a signal connection. An error signal is entered in the memory of one or more control devices if a signal is missing at one or more controllers but is received by the remainder. When a signal is not applied to the input of a controller or control device the correct signal value can be used from the memory after a plausibility test has been completed and shown that there is only a missing signal and not a control system failure.

Description

The invention relates to a motor vehicle comprising a multi-

plicity of control devices.

  Such motor vehicles are part of the state of the art. Such motor vehicles behave for example in such a way that in the event of a failure of the control signal for example only for one control device and not for all control devices, this control device is deactivated while the others control devices are activated. It may result that, in the event of a failure of a fuse in the ignition line of a control unit, due to this ignition failure this control unit is deactivated, although it there is no general disconnection of the ignition. This can lead to disadvantages from the point of view

  operation, since a control unit is inactive.

  The object of the invention is to create a device of the type indicated above which, even in the case of the absence of the control signal Vz at the input of a control device, but not at the level of all the control devices. control, safe and essentially unrestricted operation of the vehicle

is however possible.

  Furthermore, the object of the invention is to indicate a process which allows a

safe vehicle operation.

  This is obtained in accordance with the invention thanks to the fact that in a motor vehicle comprising a multiplicity of control devices which can be activated via an activation element, which delivers a control signal, in at least a predetermined state, and does not deliver this signal, in another state, when the activation element delivers a control signal VZ to the control devices, and can be deactivated when the control signal is not applied to the devices control devices, the control devices being linked together by a signal transmission link, an error signal can be introduced into the memory of at least one control device when the control signal Vz is not applied to at least one control device and the control signal is applied to other control devices. It is appropriate that before storing the error signal, a plausibility check is carried out, which guarantees that the signal Vz is not

  not applied to the control unit, for reasons related to a fault.

  It is also appropriate that when storing an error signal, a replacement value can be provided. This replacement value is delivered to other control devices that run

  therefore an ordering process.

  It is appropriate for the replacement value to take a value VZ of the effectively correct signal. It is also appropriate that this replacement value is close to the actual value and is derived

  values from other control devices.

  The problem is also solved in accordance with the invention thanks to the fact that at least one control device is not deactivated in the case of the absence of a VZ control signal, when a VZ control signal is present for at least one other control device or when another control device is applied to another signal, which represents the presence of a control signal. The presence of the control signal at another control device is possibly transmitted by means of a signal transmission link, such as for example the transmission of the control signal or of a quantity representing this control signal. a control device by means of a data transmission bus. If for example another control device is an engine control device which regulates the speed of the motor, in the case of the presence of a signal of the speed of the motor while the engine is running, it is possible to start that a control signal is applied to the engine control unit. For example, the engine speed signal represents a presence

a control signal.

  It is particularly appropriate that in the case of the presence of a VZ control signal the at least one other control device transmits at least one signal via the signal transmission link or delivers a signal, which indicates or represents the fact that a signal

is present.

  It is also particularly suitable that the control device does not deactivate without the presence of a control signal when, in the absence of a control signal, the at least one control device receives at least one signal d '' at least one other control device, which signals the presence of a control signal or represents

  such presence or indicates activity of the control device.

  Likewise, it is advantageous that, in the case of the presence of a control signal, control devices transmit signals via the signal transmission link. As a result, the fact that the control devices emit signals is advantageously obtained only when a control signal is also present in these devices. Thus by the simple fact of the transmission of signals, an identification of the presence of a control signal can be carried out. If the other control units identify these signals emitted by another control unit, they identify the fact that the control unit in question is activated. From this information, it can again be concluded that a control signal is applied to these control devices. It is appropriate that in the activated state these control devices transmit at least one signal or deliver at least one signal via the signal transmission link. Furthermore, it may be appropriate that in the absence of a control signal, at least one control device transmits via the signal transmission link, a defined signal which indicates that a signal of command is not

present.

  According to another idea according to the invention, it may be advantageous that at least two of the following devices are present and are interconnected by a signal transmission link: - a clutch control device which can be actuated by in an automated manner, - an apparatus for controlling an engine control unit, - an apparatus for controlling a gearbox control unit, - an apparatus for controlling an anti regulation unit - skating, - a control device for an anti-lock system, - a control device for a traction control control unit, - a control device for an air conditioning system, - a control device for '' a navigation system, - a control device for a traction control unit, or

- another control device.

  According to another idea of the invention, it may be appropriate that in a

  motor vehicle comprising a device for self-actuation

  a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, a unit for determining a speed of rotation of the motor, I ' control device which can be activated using an activation element which, when the ignition is connected, transmits a control signal Vz to the control device, in the absence of '' a control signal at the control device, the latter remains activated when the control device is applied to a signal of nmot of the engine speed, which is greater than a limit value which can be

predetermined limit.

  Similarly, according to another idea according to the invention, it may be advantageous that in a motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first device control device for controlling the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of an activation element which, when switching on the ignition, sends a control signal to the control device, in the absence of a control signal at the first control device, the latter remains activated when this first control device control receives a signal from the other control device which indicates the presence of a VZ control signal at the other

control unit.

  Similarly, in accordance with another idea according to the invention, it may be advantageous that in a motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device for controlling the actuation of the automatic clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of a activation element which, when the ignition is connected, sends a control signal to the control unit, in the absence of a control signal at the first control unit, the latter is / remains activated, when the other control device sends a signal to the first control device which

  indicates activation of the other control unit.

  Similarly, in accordance with another idea according to the invention, it may be advantageous that in a motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of a control element activation which, when the ignition is connected, sends a control signal to the control device, the first control device is / remains activated in the case of the presence of a control signal and / or in the case of the presence of a signal from the

  motor rotation speed greater than a limit value.

  Similarly, according to another idea according to the invention, it can be advantageously

  gous than in a motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of an activation element which, when the ignition is connected, sends a control signal to the control device, the first control device is / remains activated in the case of the presence of a VZ control signal and / or of the presence of an activity signal at the

  less than the other control unit.

  Similarly, according to another idea according to the invention, it may be advantageous that in a motor vehicle comprising a device for

  the automated actuation of a clutch in the drive chain

  nant an engine and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one other control device, in the activated state, at least the first control device emits signals through a

data bus.

  Similarly, according to another idea according to the invention, it may be advantageous that in a motor vehicle comprising a device for

  the automated actuation of a clutch in the drive chain

  including an engine and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one other control device, at least the first device

  control unit transmits signals via a bus

  data mission, in the case of the presence of a signal which indicates

  activation of another control device.

  Similarly, according to another idea according to the invention, it may be advantageous that in a motor vehicle comprising a device for

  the automated actuation of a clutch in the drive chain

  including an engine and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one other control device, at least the first device

  control unit transmits signals via a bus

  data mission in the case of the presence of an engine speed signal, which indicates an engine speed

  greater than a limit speed of rotation.

  It is appropriate that, in the case where the neutral position is engaged in the gearbox, the first control unit sends a release signal from the starter via the data transmission bus. It is also advantageous for the control unit of the engine control unit to start the vehicle engine if there is a starter release signal and an actuation of

  driver-side engine start.

  According to another idea of the invention it is advantageous that the other control device is one of the following control devices: - a clutch control device which can be actuated in an automated manner, - a control device d '' a motor control unit, - a control unit for a gearbox control unit, - a control unit for a traction control unit, - a control unit for '' an anti-lock system, - a device for controlling a traction control unit, - a device for controlling an air conditioning system, - a device for controlling a navigation system, - a device control of a traction control unit, or

- another control device.

  It is also appropriate that at least one control device is an electronic control device comprising at least one microprocessor. It is also advantageous if the signal transmission link is a link forming a data transmission bus. In particular it is appropriate that the signal transmission link is a link

comprising a CAN bus.

  In addition, it is appropriate to use as activation elements at least one of the following elements: - an ignition switch to connect the vehicle ignition, - an element for actuating the vehicle brakes, such as for example a pedal and / or a joystick,

- a code card.

  In addition, it is appropriate for the automated clutch control device to command, before it is deactivated, a clutch engagement, which advantageously makes it possible to obtain that, in the case where a gear is engaged in the gearbox. speeds, a parking lock is achieved. Similarly it is advantageous that a variable time interval which can be predetermined is present between the engagement of the clutch and the deactivation of the control device. The duration of this

  time interval may be a function of vehicle parameters.

  Similarly, it is appropriate that the at least one signal, which indicates or shows that there is a control signal, is one of the following signals - a control signal VZ, - an activation signal of a control, - a signal nmot of the engine speed, - a signal of the throttle valve, - a signal of the quantity of injection, - a signal Mmot of the engine torque, - a fixed signal of the engine speed wheel,

  - a signal nbox of the gearbox rotation speed.

  According to another idea according to the invention, there is provided a method such as for example an automated clutch located in the chain

  motor, at least one control device for controlling the action-

  actuation of the automated clutch and another control device, the control devices being activated upon actuation of an activation element for connection and being deactivated upon actuation for disconnection, characterized in that the following stages are carried out: - interrogation to know if a control signal or a motor speed signal is applied to at least one control device, - in the case of the presence of at least one of the two signals, the control unit remains activated, - in the absence of the two signals, the control unit does not transmit any signal via a data transmission bus, - in the case of the absence of the two signals, the control unit is deactivated. According to another idea according to the invention, there is provided a method for controlling modules of a motor vehicle, such as for example an automated clutch located in the drive chain, at least one control device for controlling the actuation of the automated clutch and another control device, the control devices being

  activated when activating an activation element for the branch-

  ment and being deactivated during an actuation for disconnection, characterized in that the following operating steps are carried out: interrogation to know whether a control signal, a motor speed signal and / or an activity signal motor control is applied to at least one control device, - in the case of at least one control signal or the motor speed signal or the activation signal of the control unit of the motor, the control unit remains activated, - in the absence of the control signal and the motor speed signal or the control signal and activity signal from the control unit of the motor, the control unit does not send any signal via a data transmission bus, - in the absence of the control signal and the motor speed signal or the signal command and activation signal of unit d e engine control, the control unit is deactivated. It is appropriate that the control device is a control device for controlling the automated clutch, and the clutch is

  engaged before deactivation of the control unit.

  Likewise, it is advantageous to wait for a certain time to elapse.

  wait before switching off the control unit. It is particularly

  It is particularly advantageous to wait for a certain waiting time to elapse before the clutch is engaged. The duration of a waiting time or of another waiting time can depend on at least one parameter of

vehicle operation.

  The device according to the invention allows the safe operation of the automated clutch to be maintained in the event of a signal failure.

  control at the input of the auto clutch control unit

  matised. In another exemplary embodiment, after stopping the engine of the vehicle, one obtains a sure starting and restarting of the engine even when the control signal is not present in at least

  the automated clutch control unit.

  The invention further relates to a motor vehicle comprising a multiplicity of control devices, which can be activated by means of an activation element, which delivers a control signal VZ, the control devices being interconnected by means of a

  signal transmission link and reciprocally controlling, character-

  checked that at least one control device is not deactivated in the absence of a VZ control signal, when a VZ control signal is present for at least one other control device, or that another control unit receives another signal which represents

  the presence of a control signal.

  According to another idea according to the invention, in a motor vehicle comprising a multiplicity of control devices, which deliver a control signal Vz in at least one predetermined state and do not deliver this signal, in another state, the devices control being linked together according to a signal transmission link, it is advantageous that in the case of the presence of different signals, in relation to a specific quantity of the vehicle, a plausibility test is executed in relation to the correct signals, and a fault signal SF can optionally be introduced into a memory by means of a control device when the control signal VZ is not applied to at least one control device and the control signal is applied to

other control devices.

  It is also appropriate that if an error signal is stored in the memory of a control device, the control device

  command delivers a replacement value VZ-replacement.

  It is advantageous that the replacement value takes the value of the

  control signal Vz actually correct.

  Other features and advantages of the present invention

  will emerge from the description given below taken with reference to the drawings

  attached, in which: - Figure 1 shows a schematic representation of a motor vehicle; - Figure 2 shows a block diagram; - Figure 3 shows a block diagram; - Figure 4 shows a block diagram; - Figure 5 shows a block diagram; - Figure 6 shows a block diagram; - Figure 7 shows a block diagram; and

  - Figure 8 shows a block diagram.

  FIG. 1 represents a motor vehicle 1 comprising a drive unit or an engine 2, such as an internal combustion engine or a hybrid drive device comprising an internal combustion engine and an electric motor, and comprising a clutch 3 and a gearbox 4 located in the drive chain, and a drive shaft 5, which drives, by means of a differential 6, two drive shafts 7a and 7b which in turn drive the drive wheels 8a and 8b is arranged downstream of the gearbox. The clutch 3 is arranged in the form of a dry friction clutch comprising a pressure plate 10, a clutch disc 11, a clutch release bearing 12 and a clutch release fork 13, and is mounted on a flywheel, the declutching fork being loaded or actuated by means of an actuator 15 comprising a master cylinder 16,

  a pressurized fluid line such as a hydraulic line

  lique 17, and a receiving cylinder 18. The actuator is equipped with a hole

  sniffer 21, which is connected to a reservoir 22 for the pressurized fluid.

  The actuator is arranged in the form of an actuator activated by a pressurized fluid and which comprises an electric motor 19, which actuates the piston of the master cylinder 20 via a transmission, so

  that the torque transmission system can be switched on and off

  engaged via the pressurized fluid line 17 and

of the receiving cylinder 18.

  In addition, the actuator 15 comprises a control apparatus comprising

  both an electronic control system to control or adjust

  actuation of the clutch using the actuator, the electro-

  power connector and / or the electronic control system which can be arranged inside the actuator housing. However, this can

  also be made inside separate shoemakers.

  The vehicle 1 fitted with the gearbox 4 includes a gearshift lever 30. A speed identification sensor 31 and / or a sensor 32 detecting a gearshift intention are arranged on the gearshift lever or on the gearbox, such a sensor detecting an actuation of the gearshift lever and consequently identifying an intention to shift gear by the driver on the basis of the movement of the gearshift lever or on the basis of the force applied . In addition, the vehicle is equipped with a rotational speed sensor 33 which detects the rotational speed of the driven shaft of the transmission or the rotational speeds of the wheels. In addition there is provided a throttle valve sensor 34, which detects the position of the throttle valve, and a rotational speed sensor 35, which

  detects the engine speed.

  The speed identification sensor detects directly or indirectly-

  the position of switching elements internal to the gearbox or the gear engaged in the gearbox so that using the

  signal, at least the engaged speed is recorded by the control unit.

  In addition, in the case of an analog sensor, the displacement of the switching elements internal to the transmission can be detected so that an early identification of the immediately following speed engaged

can be done.

  The actuator 15 is powered by a battery 40, which has a lasting link 42b with the actuator. When the battery fitted with the actuator 15 is connected by means of the ignition switch 41, the control unit is activated and the microcomputer of the control unit is switched on, in which case a signal of VZ command is applied to the input

  the control unit 15. The device has a switch

  ignition tor 41 in general with several stages, which is actuated in general by means of the ignition key, in which case when the switch is in a first position, the control unit is activated by the presence of a control signal VZ and, when the switch is in a second position, a starter of the internal combustion engine 2 serving to start the engine can be engaged, by means of the

  engine electronics 50.

  If the ignition switch is open, all

  control of the automated clutch and the engine control unit and possibly other units are disconnected since in this state no control signal is applied to the control units

  or to the connected control units.

  The control device 15 and the control device 50 are permanently connected via the link 43a, 43b to the current supply source 40, the control devices being activated.

  only when a control signal is present at the respective inputs

  tives, via the link 42a, 42b, the link 42a, 42b being

  connected by means of switch 41.

  In general, fuses are fitted between the ignition switch and

  control devices, so as to protect user devices

  station. These fuses are shown in Figure 2. Between the different motor vehicle control devices there

  there is a link 60 forming a data transmission bus, such as for example a so-called CAN bus, the control devices transmitting and / or receiving signals from the vehicle or from states or data from sensors via this transmission bus of data. For example, the motor control unit can determine the speed of rotation of the motor and make it available to other control devices, such as for example transmitting this speed of rotation towards the other control devices via the bus. data transmission so that these other control devices do not have to determine to

again this greatness.

  Figure 2 shows, in the form of a block diagram 100, a schematic arrangement of control devices. The control devices are connected by an ignition switch 101 in the "ignition connected" position and are disconnected in the "off" position. If the ignition switch is switched to bring it to the "starting position" passing through the "ignition connection" position, the engine is started by the starter. By way of example, the control devices 102 for the automated clutch (AK) of the engine control unit 104, the ABS control unit 106 (anti-lock system) and other devices are shown. 108. The control devices are connected to the ignition switch via respective fuses 103, 105, 107, 109 so that the various devices are electrically protected. Furthermore, the control devices communicate with each other via the data transmission bus 110 and transmit and receive data and signals by

  through the data bus.

  In the event that one of fuses 103 to 109 is broken, the control unit, which is connected to this fuse, receives the same signal as if ignition

  was not connected or was disconnected again.

  The device according to the invention provides that, even in the case where a fuse 103 has broken for example during the operation of the device, a fuse which is connected to the control device 102 of the automated clutch, following whereby the control signal VZ is no longer applied to the control device, the control device 102 identifies the fact that the ignition is not interrupted, but that this is another cause, as

for example a fault.

  This can be achieved for example by the fact that at least individual control devices communicate for example via a data bus, such as a CAN bus, and, despite the failure or the absence of the control signal Vz in the case of the control device 102 of the automated clutch, the other control devices are in operation and transmit and / or receive data via the data transmission bus . In addition, under the effect of the operation, for example, of the motor control unit 104, the speed of rotation of the motor, adjusted by these control units, can be detected or be received via the data transmission bus. and be assessed as a measure of attendance

  of a control signal Vz in the other control devices.

  In addition, it is also possible to use other signals from at least one control device, such as for example a wheel speed signal from the ABS control device, to detect the fact that this

  control unit has a control signal Vz.

  In addition, signals from the data bus can be monitored since the control units transmit data via the data bus, the control units also transmit an identification which indicates that the data is transmitted by this control device. If, for example, no control signal Vz is present at the level of the control devices, the transmission operation of the respective control device may be interrupted or prevented in the data transmission bus, but the detection of the data present in the data bus can continue. If for example no data is transmitted, by a control device, other control devices can evaluate this as the fact that no VZ control signal is

  present at these control devices.

  A VZ control signal is present when the ignition is connected and the electrical connection to the respective control unit is not interrupted. The interruption can be caused, as described above, by a fuse and / or by another fault, such as a broken cable, etc. FIG. 3 represents, in the form of a block diagram 200, an exemplary embodiment of a use of a device according to the invention and a

  exemplary embodiment of a method according to the invention.

  In block 201 the procedure begins at A, which is reached within each cadence cycle of a control unit, for example every 10 ms. In block 202, a query is made by the automatic clutch control unit (AK) to determine whether the control unit of the engine control unit is transmitting on the data transmission bus, like for example the CAN bus. If signals from the engine control unit are present on the data bus, this interrogation of block 200

  receives an affirmation, otherwise the interrogation receives a negative response.

  In an exemplary embodiment, it may happen, independently of the data sent, that data is sent by the engine control unit, the interrogation 202 receives a positive response or, if not, a

negative response.

  In another exemplary embodiment of the invention, in the case of the presence of data transmitted by the engine control unit and which are all equal to zero for any set of data, the control unit of the engine is considered not active. In such

  In this case, the interrogation carried out in 202 also receives a negative response.

  This state is equivalent, in this case, to the "no emission" state.

  If the interrogation carried out in 202 receives a positive response, in block 203 a bit, the activity bit of the engine control unit, namely

  BMOT_AKTIV is positioned at i inside the control unit.

We then have BMOT_AKTIV = 1.

  In block 204, an interrogation is made to find out whether the speed of rotation of the motor is greater than a limit speed of for example 200 1 / min. If this is the case, the engine is running and a bit, which characterizes the engine activity or the engine speed, is set in the control unit. This bit, the B_MOT_DREHT bit, is set equal to 1 in block 205. If the query made in block 204 receives a negative response, in block 206 the bit B_MOT_DREHT is set = 0 and the

  engine is considered not to be running.

  If the interrogation presented in block 202 receives a negative response, in block 207, the bit B_MOT_AKTIV = O is set and in block 208 the bit B_MOT_DREHT = 0 is set. In this state, the motor control unit is not active and the motor does not run or does not run with a speed greater than the limit speed of, for example, 200 rpm or in the range of 100 1 / min to 500 1 / min, the speed of rotation of the motor being significantly lower than the

  engine idling speed.

  In block 209, an interrogation is made as to whether the control signal Vz from the control unit 102 is applied for example to the ignition switch or whether the bit B_MOT_DREHT is set. Yes

  the control signal Vz and / or bit = 1 is set, the operating state

  It is evaluated as if the ignition was connected. Therefore, in block 210, the ignition is evaluated as "plugged in". If in block 209, Vz is absent or we still have B_MOT_DREHT = 1, the ignition is evaluated as being "stopped" in block 211. In block 212 in the case where we have IGNITION = CONNECTED, I ' normal state of movement or normal driving strategy is controlled. This means that when starting the vehicle for example from the state in which the clutch is closed, in the case of a gear change, the clutch is open and after the gear change, the clutch is engaged again and / or when stopping the vehicle, the clutch is disengaged. In addition, in block 212, the clutch is engaged when IGNITION = STOPPED is positioned, and therefore a parking lock is obtained in the case where a gear is engaged in the gearbox, and the vehicle is protected against against untimely movement. In block 213, in B, other steps

  procedures for controlling the actuation of the inter-

come next.

  FIG. 4 represents, in the form of a block diagram 250, an exemplary embodiment of a use of the invention and of a method according to the invention. In block 251, the process begins at A +, which is reached during each cadence cycle of the control unit for example every 10 ms or else with another cadence. In block 252, an interrogation is made by the automatic clutch control unit (AK) to determine whether the control unit of the engine control unit transmits a data transmission bus , such as the CAN bus. If signals from the motor control unit are present on the signal transmission bus, this interrogation of block 252 receives a positive response and otherwise

a negative response.

  If the interrogation 252 receives a positive response, in block 253 a bit, the activity bit of the engine control unit B_MOT_AKTIV is set equal to 1 inside the control unit. We then have

B_MOT_AKTIV = 1.

  If the interrogation made in block 252 receives a negative response, in block 254 the bit B_MOT_AKTIV = O is set. In this state,

  the engine control unit is not active.

  In block 255, an interrogation is made as to whether the control signal Vz from the control unit 102 is delivered for example by

  the ignition switch or if the B_MOT_AKTIV = i bit is set.

  If the control signal Vz and / or the bit B_MOT_AKTIV = 1 is set, the operating state is evaluated if the ignition is disconnected. Consequently in block 256, the ignition is evaluated as "connected". If in block 255 neither VZ nor BMOT_AKTIV = 1 is present, in block 257 the ignition is evaluated as "STOPPED". In block 258, in the case of IGNITION = CONNECTED, the normal driving state or the normal driving strategy is controlled. This means that when starting the vehicle, for example from the stopped state, the clutch is closed, when changing gear the clutch is open and after changing gear the clutch is engaged again and / or when starting the vehicle, the clutch is released. In addition, in block 258, the clutch is engaged when IGNITION = STOP is positioned, and therefore a parking blocking state is reached in the case where a gear is engaged in the gearbox and the vehicle is protected. against unwanted rolling. In block 259, other operating steps for controlling the actuation of the clutch

intervene, in B +.

  Figures 5 and 6 show, in the form of block diagrams 300 and 350, exemplary embodiments for the use of the device according to

  the invention, as well as the method according to the invention.

  In Figure 5, in block 301 at C, the process, the description of which has

  been completed in B or in B +, continues in C. In block 302, an interrogation is made to know if the control signal VZ is present and / or if the bit B_MOT_DREHT = 1 is set. If so, as shown in block 303, the automated clutch control unit sends signals over the data bus (CAN bus). The control unit then delivers, for example in the case where the neutral is engaged in the gearbox and the engine is stopped, a release of the starter, see block 304, which is positioned as B_ALF = 1. This release of the starter is sent via the CAN bus. If the engine control unit receives this release from the starter and the driver actuates the ignition key by placing it in the engine start position, the engine starts, see block 305. If the interrogation made during block 302 receives the response "no", as shown in block 306, the automated clutch control unit does not transmit any signal on the data bus (CAN bus). The control unit does not emit any starter release even in the case of the neutral position engaged in the gearbox and in the case where the engine is fixed, see block 307, release of the starter which is positioned in the microprocessor of the control unit as bit B_ALF = 1. The engine control unit does not receive the release signal from the starter, possibly positioned, since this release signal is not emitted, and the engine does not not start even if the ignition key activated by the driver is in the engine start position, see block 308. In block 309, the procedure is

  continues in D with other control methods.

  In Figure 6 the process, the description of which has been completed in B or

  in B +, continues in C + by block 351. In block 352, an interrogation

  This is done to find out if the VZ control signal is present and / or if the B_MOT_AKTIV = 1 bit is set. If this is the case, as shown in block 353, the signals are transmitted by the automated clutch control unit in the data bus (CAN bus). The control unit then delivers, for example, a starter release signal in the case where the neutral position is engaged in the gear boot and the engine is stopped, see block 354, this release signal being positioned. as bit B_ALF = 1. This

  starter release signal is sent via the CAN bus.

  If the engine control unit receives this release from the starter and if the driver actuates the ignition key to place it in the engine start position, the engine starts, see block 355. If the interrogation made in block 352 receives a "no" response, as shown in block 356, signals are transmitted on the transmission bus

  data (CAN bus) by the automated clutch control unit.

  Even in the case where the neutral position is engaged in the gearbox and in the case where the engine is fixed, the control unit does not deliver any starter release signal, see block 307. This present starter release is set as bit B_ALF = 0 inside the microprocessor of the control unit. The engine control unit receives the starter release signal not positioned and the engine does not start even when the driver actuates the ignition key by placing it in the engine start position, see block 308. In block 309 , in D +, other procedures for

order continue.

  The embodiments of Figures 5 and 6 have the advantage that even in the case where the control signal Vz is not applied to the control unit and o the engine is stopped and o the ignition is plugged in, the driver is able to start the vehicle engine and move the vehicle. Otherwise in the event of a fault, for example in a power line or a fuse, the driver could no longer start the engine and the vehicle would remain

broken down due to the fault.

  A fault can be identified by the fact that the control signal Vz is not applied to a single control device and that the control signal VZ is applied at least to another control device or

  to all other control devices. When the

  mande are connected via a signal transmission link, such as a data communication bus, and further exchange data and signals, a control unit not receiving the control signal identifies the fact that the control signal is applied to the other control devices when the latter transmit signals contained in the data transmission bus. In this situation, the control of the control device is executed without a control signal so that in the case of the presence of control signals in the other control devices, the absence of the control signal is ignored and, instead, a switchover is made to the transmission activity of the other control devices, as a provision for the presence of a control signal. If the ignition is effectively disconnected by the driver, none of the control devices emits on the data bus and the control devices identify this as a generally absent control signal and disconnect from them - same. This can also be done by means of a time delay, as long as during this time interval no signal is emitted or defined signals are emitted. Apart from the variant described above, in another exemplary embodiment in the case of the absence of a control signal, there is not an absence of transmission in the data transmission bus, and on the contrary it an emission of previously defined signals occurs, such as zero signals, which are identified as the absence of a

control signal.

  In exemplary embodiments, a function start-up phase

  operation of the motor vehicle with a control signal present can also end after the absence of the control signal

  the automated clutch control unit, with obtaining

  full of move functionality. To this end, in addition to the AK control signal, a CAN signal IDxxx is used as an identifier of the motor control unit. As long as the engine control unit transmits when IDxxx appears, an engine speed greater than, for example, 210 [1 / min], the automated clutch control unit maintains, also without signal the normal operating mode. The absence of the control signal in the control unit or in the automated clutch control unit can be identified for the driver of the vehicle, for example by a signal on the vehicle dashboard or a failure of the speed display, which indicates the speed currently engaged. The automated clutch control unit transmits, via a signal transmission link, such as for example in the CAN bus, only when the control signal is present. If the engine control unit emits, after the absence of the

  control at the input of the auto clutch control unit

  matised, for 5 successive interruptions (for example in the [ms] cycle) of the control unit for the automated clutch (for example 3 emission cycles from the engine control unit for a cycle of 20 [ ms]) when IDxxx appears, an engine speed lower than 210 [1 / min], the automated clutch control unit identifies the "ignition disconnected" state. In this state, the clutch is closed by means of a defined function ("locking function of

parking ").

  After a certain additional time, depending on the engine stopping time, the automated clutch control unit disconnects completely. A new engine start is not possible after the absence of the control signal, in this example

production.

  This strategy is essentially the control of the automated clutch as a function of the signal of the speed of rotation of the engine during the idling of the engine control unit, that is to say after "disconnection of the ignition ". As long as the engine control unit transmits a higher engine speed, for example from 100 to 500 rpm, such as for example 210 [1 / min], the automated clutch control unit identifies the "ignition on" state even when the control signal is not present and guarantees the functionality of

the automated clutch.

  We can therefore imagine the following signals after "ignition stop" on the side of the engine control unit: 1. The engine control unit does not send an "IGNITION DISCONNECTED" signal on the bus CAN. The automated clutch control identifies, with the actual ignition disconnection, the "IGNITION DISCONNECTED" state. The engine stopping time - delay time when the clutch is closed in the parking function - is calculated from the engine speed last emitted before "IGNITION

  DISCONNECTED ", such as 850 [1 / min] and this results in a function-

  correct handling of the automated clutch.

  2. The engine control unit emits, during inertial operation, a motor rotation speed equal to 0 [1 / min]: The automated clutch control unit immediately identifies after "IGNITION DISCONNECTED" the fact that the ignition is generally disconnected, and activates the parking brake by the fact that the clutch is closed in a delayed manner. The engine stopping time is calculated from the last engine speed before the ignition is switched off (for example 850 [1 / min]). Safe operation is obtained

of the automated clutch.

  3. The engine control unit transmits, during inertial operation, the physical speed of rotation of the engine: the automated clutch control unit identifies the "IGNITION DISCONNECTED" situation only when the speed has fallen to - below a threshold of for example 210 [1 / min]. The time until the engine stops is calculated from

  of the last speed before the speed drops

  below the threshold of 210 [1 / min] (for example 211 [1 / min]). We get a

  safe operation of the automated clutch.

  Figure 7 shows a block diagram 400 for explaining an exemplary embodiment of the invention. In block 401, an interrogation is made to know whether the speed of rotation n_Motor is greater than a limit value which can be predetermined. In this exemplary embodiment, the limit value is fixed at 210 1 / min. If this interrogation made in 401 receives a positive response, in 402 a replacement ignition signal, such as for example a bit, is set to ON. If the interrogation made in 401 receives a negative response, in 403 the ignition signal of

  replacement is set to OFF. In block 404, an interrogation

  tion is made to know if the control signal or the replacement control signal is positioned equal to CONNECTED. If it is the case, in 405 the state is positioned on ignition = CONNECTED. Otherwise, in block 406, the state is set to ignition = OFF. Then in block 407, the current operating strategy is ordered. In the case of ignition = CONNECTED, the control strategy for starting, shifting, traction starting, braking and stopping, etc. is executed with an active identification of a gear change intention. In the case of ignition = OFF, the clutch is engaged after a delay which can be predetermined for obtaining a parking lock, the identification of the intention to change gear is deactivated, it that is, the clutch is not opened when the gearshift lever is actuated. In block 408, an interrogation is still made to determine the possible presence of a control signal Vz. If the control signal is CONNECTED in block 409, the transmission from the automated clutch control unit carries out a transmission on the CAN bus and possibly, in block 410,

  The automated clutch control unit does not make any emissions.

  Figure 8 shows, partially, in the form of a block diagram, part of a control routine for controlling control devices of a motor vehicle. In block 501 a comparison is made to determine whether for example the ignition signal is present or if the engine is running, that is to say if the ignition signal must be present. When, while the engine is running, an absent ignition signal is signaled by VZ = stop and if another control unit supplies an ignition signal = activated, in block 502 an error signal SF = 1 is memorized as an error. Similarly, an error signal (ignition signal suppressed) can be memorized, this signal also memorizing the fault. In block 503, an ignition = connected replacement value is positioned and made available to other units

control.

  Similarly, in accordance with the idea of the invention, other signals can be checked and their errors memorized. A replacement signal

  may be associated with these erroneous signals.

  The invention is not limited to the exemplary embodiments given in

  the description and on the contrary many changes and modifications

  are within the scope of the invention.

Claims (43)

R E V E N D I C A T I ON S   1. Motor vehicle comprising a multiplicity of control devices, which can be activated by means of an activation element, which delivers a control signal, in at least one predetermined state, and does not deliver this signal, in another state, when the activation element delivers a control signal to the control devices, and can be deactivated when the control signal is not applied to the control devices, the control devices being interconnected by a signal transmission link, characterized in that an error signal can be introduced into the memory of at least one control device when the control signal is not applied to at least one control device and the control signal is   applied to other control devices.   2. Motor vehicle according to claim 1, characterized in that before the storage of the error signal, a plausibility check is carried out, which guarantees that the signal is not applied to the   order, for reasons related to a defect.   3. Motor vehicle according to claim 1 or 2, characterized in that during the storage of an error signal, a value of replacement can be issued.   4. Motor vehicle according to claim 3, characterized in that   the replacement value takes the value of the signal actually correct.   5. Vehicle according to any one of claims 1 to 4,   comprising a multiplicity of control devices, which can be activated via an activation element, which delivers a control signal, in at least one predetermined state, and does not deliver this signal, in another state , when the activation element delivers a control signal to the control devices, and can be deactivated when the control signal is not applied to the control devices, the control devices being linked together by a transmission link signal, characterized in that at least one control device is not deactivated in the absence of a control signal, when a control signal is present for at least one other control device or when another control signal is applied to a control device, which represents the presence of a control signal. 6. Motor vehicle according to claim 5, characterized in that in the case of the presence of a control signal, the at least one other control device sends a signal via the signal transmission link or delivers at least one signal that indicates that   signal is applied to the other control unit.   7. Motor vehicle according to either of Claims 5 and 6,   characterized in that the control device does not deactivate without the presence of a control signal, when the at least one control device receives, in the absence of a control signal, at least one signal at least one other control device, which signals the presence of a control signal or represents such a presence or signals a   control device activity.   8. Motor vehicle according to any one of claims 1 to   7, characterized in that control devices transmit signals via the signal transmission link, in the case of the presence of a control signal.   9. Motor vehicle according to any one of claims 1 to   8, characterized in that control devices in the activated state transmit   signals through the signal transmission link.   10. Motor vehicle according to any one of claims 1 to   9, characterized in that in the absence of a control signal, the control devices emit, via the signal transmission link, a defined signal, which indicates that a signal command is not present.   11. Motor vehicle according to any one of claims 1 to   , characterized in that at least two of the following devices are present and are interconnected by a signal transmission link: - a clutch control device which can be actuated in an automated manner, - a control device for a motor control unit, - a control unit for a gearbox control unit, - a control unit for a traction control unit, - a control unit for an anti-lock system, a device for controlling a traction control unit, a device for controlling an air conditioning system, - a device for controlling a navigation system, - a device for controlling the '' a traction control unit, or - another control device.   12. Motor vehicle according to any one of claims 1 to   11, comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, a unit for determining a speed of rotation of the engine, the control device being able to be activated using an activation element which, when the ignition is connected, transmits a control signal to the control device, characterized in that in the absence of a control signal at the level of the control unit, the latter remains activated when a signal of the engine speed is applied to the control unit, which is greater than a limit value which can be predetermined.   13. Motor vehicle according to any one of claims 1 to   12, comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of an activation element which, when the ignition is switched on, sends a control signal to the control device control, characterized in that in the absence of a control signal at the level of the first control device, the latter remains activated when this first control device receives, from the other control device, a signal which indicates the presence of a control signal at the level of the other control unit.   14. Motor vehicle according to any one of claims 1 to   13, comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of an activation element which, when the ignition is switched on, sends a control signal to the control device control, characterized in that in the absence of a   control signal at the first control unit, character   This is due to the fact that in the absence of a control signal at the level of the first control device, the latter is / remains activated, when the other control device sends to the first control device a   signal which indicates an activation of the other control device.   15. Motor vehicle according to any one of claims 1 to   14, comprising a device for the automated actuation of a clutch   yage in the drive chain comprising an engine and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of an activation element which, when switching on the ignition, sends a control signal to the control device, characterized in that the first control device is / remains activated in the case of the presence of a control signal and / or in the case of the presence of a speed signal   motor rotation greater than a limit value.   16. Motor vehicle according to any one of claims 1 to   , comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device serving to control the actuation of the automated clutch, and at least one other control device, at least the first control device and another control device which can be activated by means of an activation element which, when the ignition is switched on, sends a control signal to the control device , characterized in that the first control device is / remains activated in the case of the presence of a control signal and / or of the presence of an activity signal at the   less than the other control unit.   17. Motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one   other control device according to any one of claims 1 to   16, characterized in that in the activated state, at least the first control device transmits signals via a transmission bus of data.   18. Motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one   other control device according to any one of claims 1 to   16, characterized in that at least the first control device transmits signals via a data transmission bus, in the case of the presence of a signal which indicates the activation of another device control.   19. Motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one   other control device according to any one of claims 1 to   16, characterized in that at least the first control unit transmits signals via a data transmission bus in the case of the presence of a signal of the speed of the motor, which indicates a motor rotation speed greater than a speed of limit rotation.   20. Motor vehicle comprising a device for the automated actuation of a clutch in the drive chain comprising a motor and a gearbox, and comprising a first control device for controlling the actuation of the automated clutch and at least one   other control device according to any one of claims 1 to   16, characterized in that the first control device emits a starter release signal via the data transmission bus, in the case where the neutral position is engaged in the gearbox. 21. Motor vehicle according to claim 20, characterized in that the control unit of the engine control unit starts the engine of the vehicle in the case of the presence of a starter release signal and a driver-side engine start actuation.   22. Motor vehicle according to any one of claims 1 to   21, characterized in that the other control device is one of the following control devices: - a clutch control device which can be actuated automatically, - a control device for a control unit d '' an engine, - a control unit for a gearbox control unit, - a control unit for an anti-skid control unit, - a control unit for an anti-lock system , - a control unit for a traction control unit, - a control unit for an air conditioning system, - a control unit for a navigation system, - a unit control unit anti-skid control, or - another control device.   23. Motor vehicle according to any one of claims 1 to   22, characterized in that at least one control device is a device   electronic control unit comprising a microprocessor.   24. Device according to any one of claims i to 23,   characterized in that the signal transmission link is a link   forming data transmission bus.   25. Device according to any one of claims 1 to 24,   characterized in that the signal transmission link is a link CAN bus.   26. Motor vehicle according to any one of claims i to   , characterized in that at least one of the following elements is used as the activation element: - an ignition switch for connecting the vehicle ignition, - an element for actuating the vehicle brakes, such as for example a pedal and / or a joystick, - a code card.   27. Motor vehicle according to any one of claims 1 to   26, characterized in that the automatic clutch control device   before switching off, it engages the clutch.   28. Motor vehicle according to claim 27, characterized in that a variable time interval which can be predetermined is present between the engagement of the clutch and the deactivation of the ordered.   29. Motor vehicle according to any one of claims i to   28, characterized in that the at least one signal, which indicates that a control signal is present, is one of the following signals - a control signal, - an activation signal of a control device, - a signal for the speed of rotation of the engine, - a signal for the throttle valve, - a signal for the quantity of injection, - a signal for the engine torque, - a signal for the speed of wheel rotation,   - a signal of the gearbox rotation speed.   30. Method for controlling a motor vehicle having a   multiple control devices, which can be activated via the   through an activation element, which delivers a control signal in at least one predetermined state and does not deliver this signal in another state, when the activation element delivers a control signal to the control devices, and can be deactivated when the control signal is not applied to the control devices, the control devices being linked together by a signal transmission link, characterized in that in a memory of at least one control device can be inserted an error signal when the control signal is not applied to at least one control device and   the control signal is applied to other control devices.   31. Method according to claim 30, characterized in that before the memorization of the error signal is executed a plausibility check which guarantees that the signal is not applied to the control apparatus, for default issues.   32. Method according to claim 30 or 31, characterized in that in the case of the storage of an error signal, a value of replacement can be issued.   33. Method according to claim 31, characterized in that the value   replacement takes the value of the signal actually correct.   34. Method for controlling modules of a motor vehicle   according to any one of claims 1 to 33, such as for example a   automated clutch located in the drive chain, at least one control device for controlling the actuation of the automated clutch and another control device, the control devices being   activated when activating an activation element for the branch-   ment and being deactivated during an actuation for disconnection, characterized in that the following steps are carried out: - interrogation to know whether a control signal or a motor speed signal is applied to at least one control device , - in the case of the presence of at least one of the two signals, the control unit remains activated, - in the case of the absence of the two signals, the control unit emits no signal by via a data transmission bus, - in the absence of the two signals, the control unit is deactivated. 35. Method for controlling modules of a motor vehicle, such as for example an automated clutch located in the drive chain, at least one control device for controlling the actuation of the automated clutch and another control device, the devices being activated when actuating an activation element for connection and being deactivated when actuating for disconnection, characterized in that the following operating steps are carried out: - interrogation to know whether a signal from control, an engine speed signal and / or an engine control activity signal is applied to at least one control device, - in the case of at least one control signal or of the signal the engine speed or the activation signal from the engine control unit, the control unit remains activated, - in the absence of the control signal and the signal from the speed of rotation of the motor or of the control signal and of the activity signal of the motor control unit, the control unit does not send any signal via a data transmission bus, - in in the case of the absence of the control signal and of the motor speed signal or of the control signal and of the activation signal of the motor control unit, the control unit is disabled.   36. Method according to either of claims 34 or 35,   characterized in that the control unit is a control unit 102 for controlling the automated clutch, and the clutch is engaged   before deactivating the control unit.   37. Method according to either of claims 34 or 35,   characterized in that a certain time has to pass   wait before switching off the control unit.   38. Method according to claim 36, characterized in that it is necessary to wait for the expiration of a certain waiting time   before engaging the clutch.   39. Motor vehicle comprising a multiplicity of control devices, which can be activated by means of an activation element, which delivers a control signal, the control devices being linked together by means of a link for transmitting and mutually controlling signals, characterized in that at least one control device is not deactivated in the absence of a control signal, when a control signal is present for at least another control device, or that another control device receives another signal which represents the presence of a control signal.   40. Motor vehicle comprising a multiplicity of control devices, which deliver a control signal in at least one predetermined state and do not deliver this signal, in another state, the control devices being interconnected according to a transmission link signal, characterized in that a fault signal can be inserted in the memory of at least one control device, when the control signal is not present in at least one control device and the control signal is present in other control devices.   41. Motor vehicle comprising a multiplicity of control devices, which deliver a control signal in at least one predetermined state and do not deliver this signal, in another state, the control devices being interconnected according to a transmission link of signals, characterized in that in the case of the presence of different signals, related to a specific quantity of the vehicle, a plausibility test is carried out in relation to the correct signals, and a fault signal can optionally be introduced into a memory by means of a control device when the control signal is not applied to at least one control device and the control signal is   applied to other control devices.   42. Motor vehicle according to one or other of the   claims 40 or 41, characterized in that in the case of   memorization of an error signal in the memory of a control unit, the control unit delivers a replacement value. 43. Motor vehicle according to claim 3, characterized in that the replacement value takes the value   of the control signal actually correct.