FR2817202A1 - Device for controlling an automatic clutch/gearbox in a motor vehicle's drive mechanism has a control unit with a memory to generate control signals and an operating unit controlled by the control unit to operate the clutch/gearbox - Google Patents

Abstract

An electronic gas pedal (23) triggers a sensor (24) to use an engine's (1) signal line (21) to control the engine's electronics (20) like fuel feed, ignition timing, injection timing or throttle adjustment. The engine's electronics has a signal connection to a control unit (7) via an electronics signal line (22). Gearbox electronics can also connect up to the engine's electronics and the control unit.

Description

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 The invention relates to a device for determining a temperature of an automated clutch and / or an automated gearbox of a motor vehicle.

 Such devices for the automated control of a gearbox and / or for the automated actuation of a clutch are known, for example from documents DE 196 27 980, DE 196 37 001, DE 197 34 023 or DE 195 04 847, the content of which is therefore explicitly part of that of the present application.

 We therefore know of such devices intended to control an automated clutch and / or an automated gearbox in the drive transmission line of a motor vehicle, comprising a control unit with a memory intended for developing control signals, and at least one actuation unit capable of being controlled by the control unit and intended for actuating the clutch and / or the gearbox, the control unit effecting the capture of sensor signals and / or other electronic units and developing therefrom control signals for controlling the actuation of the clutch and / or the gearbox, and said at least one actuation unit comprising a unit drive. In such devices, drive units may overheat excessively or be subjected to excessive load under high load, which could result in damage to the drive unit or the actuation unit, or even their deterioration. This can for example happen

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 when a drive unit is continuously actuated in an erroneous manner and this results in high stress.

 The object of the present invention is to provide a device of the type mentioned above, which, compared with the prior art prevents or at least reduces the risk of damage or deterioration in the case of a excessive load.

 In accordance with the invention, this object is achieved for devices of the type of those mentioned above, thanks to the fact that the control unit, with regard to at least one charge signal, determines the charge of the unit d drive, and, in the event of a proven overload of the drive unit, switches to an operating mode in which a load of the drive unit is reduced.

 It turns out to be advantageous for said at least one charge signal to be one of the following signals: voltage of the drive unit, current of the drive unit, force of the drive unit, acceleration of the drive unit. These signals can for example be measured by a sensor or be made available by another electronic unit.

 It also turns out to be useful that, using the load signal, a cumulative temperature or load is determined by integrating or summing the load signal over time. It is particularly useful in the case of a temperature determination, to take into account cooling by means of a cooling function in

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 as a function of time.

 According to the invention, it turns out to be particularly useful if the drive unit is an electric motor or comprises an electric motor.

 Advantageously, an overload is found when the load calculated using the temperature or the load signal, or the cumulative load signal, exceeds a threshold value which can be prescribed. This is determined by a comparison between the current value and the threshold value stored in a memory.

 According to the invention, an operating mode in which a load of the drive unit is reduced, is advantageously an operating mode in which the actuation unit imposes slower actuation.

 Furthermore, an operating mode in which a load on the drive unit is reduced is also an operating mode in which a reduced number of gearbox controls are imposed. In this case, the gearbox control operations are preferably imposed on other rotational speeds, such as higher or lower speeds, so that the individual gearboxes engaged do not have to be changed so frequently.

 An operating mode in which a load of the drive unit is reduced is also advantageously an operating mode in

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 which imposes a current and / or voltage limitation for the drive units compared to normal actuation. By limiting the voltage or control current used, it is also possible to obtain a load reduction.

 An operating mode in which a load of the drive unit is reduced, can usefully also be an operating mode in which it is necessary to stop a manual gearbox control mode of the automated gearbox, or in which this manual gearbox control mode is not allowed. By selecting the automatic mode, it is possible to obtain a targeted reduction in gearbox control operations for load reduction.

 Furthermore, an operating mode in which a load of the drive unit is reduced, is advantageously an operating mode in which it is necessary to stop a mode for controlling the sports gearbox of the automated gearbox, or in which this mode of sports box control is not allowed. A sport mode is here a mode in which very high rotation speeds and very fast gearbox control operations are imposed. Preventing or reducing these states decreases the load.

 An operating mode in which a load of the drive unit is reduced, is advantageously also an operating mode in which a gearbox control operation requested by the driver, is ignored or is not accepted.

 An operating mode in which a load on the drive unit is reduced is found to be

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 advantageously also be a mode of operation in which it requires the control only of a reduced number of gear ratios of the gearbox.

 It also proves to be advantageous to only control the gear ratios of the first gear, the second gear and the reverse speed.

 An operating mode in which a load of the drive unit is reduced, is advantageously also an operating mode in which the motor control generates a phase of double declutching (intermediate acceleration) in order to accelerate a synchronization of the speeds of rotation between the engine rotation speed and the gearbox input rotation speed.

 According to the invention, an operating mode in which a load of the drive unit is reduced, is advantageously an operating mode in which said at least one final stage of said at least one drive unit is stopped.

 Furthermore, an operating mode in which a load of the drive unit is reduced, is usefully an operating mode in which a slower control is imposed to engage and / or disengage the clutch, compared to the operating mode. normal running.

 In the following, the invention will be explained

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 in more detail with regard to an exemplary embodiment shown in the accompanying drawing, which shows: FIG. 1 schematically, a motor vehicle.

 Figure 1 shows a schematic representation of a motor vehicle comprising a drive motor 1, as well as a clutch 2 and a gearbox 3 in the drive transmission line. In addition, there is also shown a differential 4, output shafts or wheel shafts 5 and wheels 6 driven by the output shafts. On the wheels can be placed rotational speed sensors, not shown, which detect the rotational speeds of the wheels. These wheel speed sensors are used to enter or calculate the input speed of the gearbox. If there is a sensor error or if these signals are absent, it is possible, on the side of the control unit, to switch to an emergency operating mode. If all regular signals are available, normal operation is present. The speed sensors can also functionally be part of other electronic units, such as for example an anti-blocking system ("ABS"). From at least one wheel rotation speed, it is possible, using a control unit 7, to determine at least one vehicle speed and / or gearbox rotation speed. The drive assembly 1 can also be produced in the form of a hybrid drive system with for example an electric motor, a freewheel flywheel and a combustion engine

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 internal. Clutch 2 is designed as a friction clutch, but it can also take the form, for example, of a powder clutch, a multi-disc clutch or a torque converter with a clutch. converter, or a clutch of another type.

The friction clutch can also be produced in the form of a clutch with automatic wear adjustment.

 The device for the automated actuation of a gearbox 3 comprises a control unit 7 and an actuator 8 which can be controlled by the control unit 7. The control unit 7 can also control an actuator II for the automated actuation of the clutch 2. Figure 1 shows a glimpse of a control unit 7 and an actuator 8 shown schematically. The control unit 7 can be made in the form of an integrated control unit, which performs the control or regulation, for example of the clutch and the gearbox. In addition, motor electronics can also be integrated into the control unit. The control of the clutch and of the gearbox, respectively of the actuators 8, 11 for actuation of the clutch and of the gearbox, can also be carried out by different control units. It is also possible that the clutch, gearbox and / or engine control units are arranged separately, and communicate with each other via data and / or signal lines. . Furthermore, the control units or electronic units are in transmission link of

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 signals with sensors, which transmit the operating parameters of the current operating point to the control unit or to the control units. It is also possible that the control unit can perceive all the necessary information via data transmission lines or a data bus, such as for example a "CAN" bus.

 The control unit 7 is equipped with a computer unit in order to be able to receive, process, store, call and transfer the incoming signals and the quantities of the system. Furthermore, the control unit develops control quantities and / or signals intended to control actuators for actuation, as well as for transfer to other electronic units.

 The clutch 2 is mounted on a flywheel 2a or is linked to it. The flywheel can be produced as a single-part flywheel or as a divided flywheel comprising a primary mass and a secondary mass, a torsion damping device being arranged between the inertia masses individual, namely, for example, between primary mass and secondary mass.

A starter ring 2b can also be placed on the flywheel. The clutch includes a clutch disc 2c with friction linings, and a pressure plate 2d, as well as a bell or clutch cover 2e and a diaphragm spring 2f. The self-adjusting clutch additionally includes means for adjusting and compensating for wear, and there is provided a sensor, such as a force sensor or a displacement sensor, which detects a situation

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 requiring backlash, for example due to wear, this backlash also being carried out automatically in the event of detection.

 The clutch is actuated by means of a declutching element 9, for example provided with a declutching stop 10. The control unit 7 controls the actuator 11 which actuates the clutch. The disengagement element can be actuated by an electric motor, electro-hydraulically, for example actuated by a pressure fluid, hydraulically, or by means of another actuation mechanism. The declutching element 9 with the declutching stop 10 can be made as a central declutching element, which is arranged coaxially with the input shaft of the gearbox and engages or disengages the clutch by means of a bias. for example by the spring tabs of the clutch diaphragm spring. But the declutching element can also be produced in the form of a mechanical declutching element, which actuates, requests or serves a declutching stop or a comparable element.

 The actuator 8 actuates, in particular with at least one output or actuation element, or else with several output or actuation elements, the gearbox 3 for the gearbox control and / or the selection. The control of the gearbox control actuation and / or the selection actuation depends on the mode of construction of the gearbox.

 To be taken into account, in particular gearboxes comprising a central gearbox control shaft, in which a control operation

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 gearbox or selection is effected by axial actuation or actuation in the peripheral direction of the central gearbox drive shaft, or vice versa respectively. An actuator produces, for example by means of an actuating element, the axial actuation of the central gearbox drive shaft, and by means of another actuating element, the actuation of the tree in the peripheral direction. In this case, the gearbox control movement can be carried out in the peripheral direction and the selection actuation in the axial direction, or vice versa.

 In addition, two-shaft gearboxes are also taken into account, in which a shaft is provided for the gearbox control and a shaft for the selection of the gear ratio, the shafts being actuated in the peripheral direction to perform an operation. box command or a selection operation.

 Also to be considered are gearboxes with gearbox control rods, in which the gearbox control rods are actuated in the axial direction in order to switch the gear ratio by a gearbox control operation, a gearshift operation selection being made by the choice of the actuated gearbox control rod.

 The transmission control shafts or rods constitute transmission control elements internal to the gearbox, or the shafts actuate such elements inside the gearbox during actuation. The actuator 8 actuates directly or

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 indirectly gearbox control elements internal to the gearbox, for engaging, removing or changing gearboxes or transmission gears, such as a central gearbox shaft, shafts or box control rods or other box control elements.

 The control unit 7 is connected to the actuator 8, via the signal transmission link 12, so that control signals and / or sensor signals or operational status signals can be exchanged, transferred or called. Furthermore, there are signal transmission links 13 and 14, through which the control unit is in signal transmission link, at least temporarily, with other sensors or electronic units. Such other electronic units can for example be the engine electronics, an anti-lock system electronics or an anti-slip control electronics. Other sensors can for example be sensors which characterize or generally detect the operating state of the vehicle, such as for example sensors for the speed of rotation of the engine or wheels, flap position sensors or throttle valve gas, accelerator pedal position sensors, or other sensors. The signal transmission link 15 makes a connection to a data bus, such as for example a "CAN" bus, via which vehicle system data or other electronic units can be made available because electronic units are generally networked by computer units.

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 An automated transmission may be controlled or shifted in such a way, whether initiated by the driver of the vehicle, by the fact that he gives, for example by means of a switch, a button or of another gearbox selection or control device 40, a signal for downshifting or increasing the gearboxes. Furthermore, it would also be possible to give a signal for the selection of the next gear speed to be engaged. Correspondingly, it is also possible to supply, by means of an electronic control lever, a signal indicating the gearbox speed in which the gearbox is to switch.

 In another gearbox program, it is possible to choose an automatic gearbox actuation, so that the selection of the current gearbox speed is made according to the operating parameters, and that, if necessary , a box control operation is started automatically. However, an automated gearbox can also automatically change gear, for example by means of characteristic values, characteristic curves or characteristic diagrams, and on the basis of sensor signals for certain given, predetermined points, without that the driver is obliged to cause this gear change.

 Furthermore, it is for example possible to place oneself in a neutral position N in which there is no drive transmission link between the input of the gearbox and the output of

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 the gearbox. Furthermore, it is possible to select a parking position P in which a parking lock is produced.

This parking position can also be selected automatically, for example when the ignition key 51 is removed from the ignition lock and the operating condition of the vehicle allows it. By way of example, there will be a withdrawal of the ignition key at high speeds, the parking lock not having to be able to be engaged automatically in this situation.

 The gearbox selection unit, such as a gearbox or selection lever 40 can therefore be placed on a range M, namely manual selection of the gearboxes by the driver, a range D, namely automatic selection of gearboxes for operation in operation, a range P, i.e. parking lock, and / or a range N, i.e. neutral position. Furthermore, it is possible, for example by means of switches or a lever, to engage a manual gearbox control. In the case of an automated clutch with a gearbox with manual gearbox control, the gearbox control lever must be actuated manually in the positions associated respectively with the gearboxes.

 The vehicle is preferably equipped with an accelerator pedal 23 or an electronic load lever, the accelerator pedal 23 controlling a sensor 24 with the aid of which the engine electronics 20 controls or regulates for example the fuel supply, ignition time, injection time or

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 the position of the throttle valve, via the signal transmission line 21 of the engine 1. The electronic acceleration pedal 23 with the sensor 24, is connected, in the plane of the signal transmission, to the electronics 20 of the engine, via the signal transmission line 25. Electronics 20 of the engine is linked in terms of signal transmission, with the control unit 7, via the signal transmission line 22. Furthermore, a gearbox control electronics 30 can also be connected in terms of signal transmission, with the units 7 and 20. An electric motorized throttle control is useful for this effect, the position of the throttle valve being controlled by the engine electronics. In such systems, a direct mechanical connection to the accelerator pedal is no longer necessary or useful.

 The vehicle also has an engine starting device 50, which, from an attempt to start the engine made by the driver by means, for example, of actuation of the ignition key 51 in the lock. contact, controls engine electronics and a starter to start and / or start the engine.

 The automated clutch or automated gearbox control unit includes a processor that processes signals. It also includes a memory in which data can be stored or memorized and again be read or called up.

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 The control unit detects, in accordance with the characteristics already mentioned, and with regard to signals, a charge from the actuation unit such as the actuator, and reduces this in preferred operating modes, so that that an excessive load does not lead to damage or deterioration of an actuating unit.

 The claims filed with the application constitute formulation proposals, without prejudice to obtaining wider patent protection. The depositor reserves the right to claim other characteristics which until now have been disclosed only by the description and / or by the drawings.

 The attachments used in the secondary claims indicate the development of the configuration of the subject-matter of the main claim by the features of the respective secondary claim considered; they should not be interpreted as a renunciation of obtaining independent protection for the characteristics of the associated secondary claims.

 The objects of these secondary claims, however, also form independent inventions, having a configuration independent of the objects of the preceding secondary claims.

 The invention is also not limited to the example or examples of embodiment of the description. On the contrary, many variants and modifications are possible within the framework of

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 the invention, in particular variants, elements and combinations and / or materials, which are inventive, for example by combination or modification of characteristics or of elements or of individual process steps described in the general description and in the modes of realization as in the claims, and contained in the drawings, and which, by characteristics which can be combined, lead to a new object or to new process steps or sequences of process steps, also insofar as they relate to manufacturing, control and treatment processes.

Claims (17)

 1. Device for controlling an automated clutch and / or an automated gearbox (3) in the drive transmission line of a motor vehicle, comprising a control unit (7) with a memory intended to generate signals control unit, and at least one actuation unit capable of being controlled by the control unit (7) and intended for actuating the clutch and / or the gearbox (3), the control unit (7) inputting signals from sensors and / or other electronic units and developing therefrom control signals intended to control the actuation of the clutch and / or the gearbox ( 3), and said at least one actuation unit comprising a drive unit, characterized in that the control unit (7), with regard to at least one charge signal, determines the charge of the unit drive, and, in the event of a proven overload of the drive unit is switched to an operating mode in which a load on the drive unit is reduced.  2. Device according to claim 1, characterized in that said at least one load signal is one of the following signals: voltage of the drive unit, current of the drive unit, force of the unit drive, acceleration of the drive unit.  3. Device according to claim 1 or 2, characterized in that using the charge signal, a temperature or a cumulative charge is determined, by <Desc / Clms Page number 18>  integration of the charge signal over time.  4. Device according to claim 3, characterized in that in the case of a temperature determination, consideration is given to cooling by means of a cooling function as a function of time.  5. Device according to one of the preceding claims, characterized in that the drive unit is an electric motor.  6. Device according to one of the preceding claims, characterized in that an overload is proven when the load calculated using the temperature or the load signal, or the cumulative load signal, exceeds a threshold value which can be prescribed.  7. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which the actuating unit (8, 11 ) requires slower actuation.  8. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which a reduced number of gearbox commands is imposed the gearbox (3).  9. Device according to one of claims <Desc / Clms Page number 19>  previous characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which a current and / or voltage limitation is imposed for the drive units with respect to during normal operation.  10. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which it is necessary to stop a mode of automatic transmission control (3), or this manual transmission control mode is not allowed.  11. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which it is necessary to stop a mode of sports gearbox control of the automatic gearbox (3), or this sports gearbox control mode is not allowed.  12. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which a gearbox control operation requested by the driver , is ignored or is not allowed.  13. Device according to one of claims <Desc / Clms Page number 20>  previous characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which one imposes the control only of a reduced number of gear ratios of the gearbox gears (3).  14. Device according to claim 13 characterized in that one controls only the gear ratios of the first gearbox speed, the second gearbox speed and the speed of

 s reverse.  15. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which the motor control generates a phase of double declutching (intermediate acceleration) in order to accelerate a synchronization of the rotational speeds between the engine rotational speed and the gearbox input rotational speed.  16. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the drive unit is reduced, is an operating mode in which said at least one final stage of said is stopped. at least one drive unit.  17. Device according to one of the preceding claims, characterized in that an operating mode in which a load of the unit <Desc / Clms Page number 21>  drive is reduced, is an operating mode in which a slower control is imposed to engage and / or disengage the clutch (2), compared to the normal operating mode.