GB2210126A - Clutch control equipment in a motor vehicle - Google Patents

Description

DUPLICATE Clutch ecqi ent ú'r a otr veh cle :-e inverntion relaetes to clu

tcn ec-ui'ext úcr a -otcr vehicle acccrdi-s -o the ce-i stae- ent cf L,eran _-2 te i iacatior -5 33 3,2 v':ic; is i t 2 ricr b Iica'io -, c >_c' et N ze:::ra 2 =otcr ve'sicle is described in '-;'ic '-or - e a n o tcrsiocna vibrat Iors and focr t':e redc;cti:r c:

unesired noises b-vy mea S of a sli:-regulatcr cfrc iu i dae:erderce ucon th e en-ine rota-icn ra'e sn C:he i O gear in-t rotation rate, h e -osition o-f he clutch releaser is controlled so that even in t'e engagecd conditicn the clutch vworks with a,rede'erzi-red sli O.

It is the zroblem of the inventon to des Eign clutc.

eoquizent in wnich a sli -regulator circ it ensures a rredeterrir ed slip or a -redeter: ed ro-aticn rate dilference in de:erdence upon the ernir 4 e rotatcn rate and tne gear input ro aticn rate, in su Ch 1 a -,-ay that the clutch eouii-pent satisfies the oeraticnal ccrditions occurrirng in driving oceration of t-e -otcr venicle, and at t -e same time rotary vibrations and coerati-g noises are effectively redu-ced.

W iithin the scope of the invention this roblem is solved in that an averaging circuit generates a rean value sirgnal corresponding to the mean value in time of the rotation rate difference be ween th'e detected engin-e rotat ic rate and th'e detected gear i_-,-t rota tlcn ra Le and rela'ted to a time interval of ccn- stan '- aticn, an i-n that the s'_i -ez, a re Z z-r rcuit ccntrols the settin d-rive in deo enedce S on th e -ean Fvalue sign-al.

-'.e inventi-on is based -auon the fact -kat torsironal vtra- icns and cuerati-ng oise of th-e c'-;c- and gear are caused 'T Te irregulir roation c;f th e eng'ine _Duric t e;working stroke of each cyvlinder -the engine is h'eavily accelerated during an angle of otati N Wi ch is small nccm-parison wi ' Lull revolution of the cranks' af-t, twhile u-til the ' cr-:ng stroke of -:e next cylinder it rotates w,;ith substan- tiall-i u nif'orm aigular sreed T nese surges cause rotati al vibrationcs and gear noises he averaginr circuit used in accordance with the invention generates an error sig:;al in relation to a base value ich re-resents the substantially constant ang_ ar speed 'e w;een the w;orking strokes of t'e cylinders.

This error signal controls the setting drive cof the clutch releaser an d ermits a uni'orm, overshot free regulation of h e slip Advantaaes are cbtained es.ecially under cperaticr 2 l corditinrs in ':ich the clutch is alread' trarsmitting the,Or: tcrue.

his results in an oeraticral behavi Lour iwvhich the clutch slips only during the working strokes of tihe cylinders while between the workinr strokes it su%- stantially dces not slip In this manner trhe therral stressing of t- e clutch can bce kept lo,.

The act-;tuating cevice can -e a conventi-nal clutch 10:edal wich positic S th:e clutch releaser either throuvgh a seta'a Te seez o ez'er or through th-e sett irn e-b er c^:>e ' regulator circt he arrane e ' ca e -ee so that the clutch releaser -s act-ua ed ccrven: - l trou_ hy: dra c _ster a d slave cylintders, -ec:lv f ro the clutch eodal, w.-ile the setti e e erely ersures an addilt'hal csiticing-n o -e c_ ct releaser in relati tot e slave cylinder on t::e ree-ser side of the hvd aulic sv ste In lace ^ cl utch re 2 al h owever:t ere -ay ecqually be an autc- atic cl'ut ch actuation device whiich controls the sect 5:-e-mber allocated to th e clutch pedal.

In a rreferred fcr of e:mbcdi-ernt the setting drive is a csiti o___ servo-drive which sets thie rosition of the clutch releaser to a cosition fixed by an ideal position signal The servc-drive is ex-ediently ccn-rolled both through t-e slin re-';latc+ circuit ard through the actuating device, for exayple the clutch cedal:he ideal position signals generated by thre slip regu Tlator circuit or tce actuating device are standardised in rut'aii corresc: n: -a-ner so that the servo-drive is conirollable altern Rtelv either thrcugh th-e actuating device, that is t-hrough the clutch ped l, or through the slip regl;ator circuit.

-"ore es ecially in this anner it is possible to avoid u ndesired variations ofpositio:n of the clutch releaser in _ear crhanging The slip regulator circuit is here sw itched off wh en the slip set cn th e clutch 0 pedal is _reater than te slin to ce:-ain taired;r the sli re-u atcr circuit at a rredeteri-ned value.

:.n a -:referred for: cf e cizent thle a-era,_n- _ circuit co-arises two si_- na U cats for the si:na/s ,-Wch: rezeset t: e raic rate oi ere-ce or are use' -:r ne f _or-a ion o the rotatcn rate d e' e e.

"ne on e s-gnal rath c" ntans an inte-_ra,,:c.

carries out the eversgin 'he other sin ' c' h -n as an a irficatio of 1 a' ad traunsfers th e si nal re:resen-:ative of the rotati:n rate difference si a:a- tia ly uncha r ed to the cutput of -he averag:ng circuit.

The time ccrstants of the two si:gna l path-s are greatly d ifferent hile the siznal _ath ccntai'nig the ne_-rator -as a hih t e ccrsta o t hat its o utput s -n-al follo;s cnlyv slow variations of the rotation rate -differe ce sir 11, th e oth-r si ral pth hes a low: tile ccnsta nt so that rapid variaticr-s of' The rotatio'n rate difference signsal appear with he a: -li- f.caticc 1 at the cutr ut of the averaging circuit If t-e averagin circuit is reaiisee by an cperatic al 4 - amzliiier the two signal a, ths are reaiised %y t e different tire c ns tants of the;,o ir: u-s.

Esreciall; in the case co avera:n circ:its as-embled from active cc- or ents, saturation effects can ccur viit'hcin the slip regulator circusit ' vhich delay the response of the slip rez-lator circuit in the case of a variation of its inrut signals in order to prevent 'this, in a ref erred for of embodi:ent a limiter circu-it is conr ected to the integrator ard i its ht e cu:u sigals o -the in tera-or to its rcportioalij ty r-ane -he lini er circuit ex"eiientl; no t nly 1 -=i I S e rel a ti N ran Fe:ut so ensures a re-se Ti n of c e ine -atcr drin thse r-Ja- tr:gús es:n ' '":c he sere-: r_,e _s cnr: 'e I 1, -rc th:e ac:uat-g devicehile te E -acuatingevice is e-:ective, -:e sli' rez- lator c:rcu " S 2-ae ine:'ective as alreadv, zenti-cned a ove,cne -_ess te inerator fcllocvs e si-nal rereen ve of the eni-::e rotation rate cr gesr ii'ut rotation a O rate, in order in t-e -ransitio of the guideane c tce servo-drive frcm -:he actuatin; device, to se able to conrnect t:e sli r egulator circuit as dela;-úreely arnd s r al u f reelyv as -os ible.

Since nthis transi io:: the uidar ce of te servo-drive csn involve a suvcen - aripticn of the ositicn of the clutc releaser determined b te actuating device, that is the clutcn ecal, ard tus a sudden variation of the slip, the 1 i-iter circu-it is:referabl y ccntrcllab Ie in de e rdence u Dai the -sition of the cltch 'oalte si- ic, c -?' acce eratcr -' - i sc a na:rer t-at t e iue ravcr ca:: e -:-e fast to rre eter ir Jed va 1 ues of its cutt si S in deteerce u-:n -,e Pcsi Ticn cf The ch:dea 1 -r n/or of t:e accele 'ator pedal The o-tv ut si; al cf th-e integrator ca 2 thus be set to v-;ales which red ce tre sli-o error to be expected on a veriation c' these redal rcsiticns.

a -ref Lerr:d form of e::bodi:: er J th:e sli re la cr ci rc-i ccr: ses a S i value c - 1 c circuit -C:c^ c-o t ro Se= elsi,v e S i:nvaile A b-i Te s +o e S- ac: ci-ci-, -ne- en 2 e -rdn,:-e e.: rne r C at io:: raze _ t::is a;;; c: Ce e s eo -, c:l -e"c -'c;c S ;: r ede':"-' 15sh_ r ce S is necesr: e -,s:c-^:re des':,n -::e e 'ne-' ^ea einev::ee:-le:e esc -1; ec -a ic resoan-ce -c_:s of t^-e e- -"e _ear iine can -e daiz ed v re-scnance-t e r si:_ _- t:-e si P 1 N the re,^-c Z ^Cn -:e r es:-arcee;ercy.

2 '0:ye s P' v ale co nrol crci S exeden cesne -'D -a tse S i, cdecreases wvit: r creas N e -e _ rotatio"n rate ard ore es teciall; -as crc -ed to zero at rstain rate at 'wiclh the clu tch i S Crai nriv alrepdy engaged ':csrt Jrc the airearl te-n, i:aeo res onance ri ses e sli O is ex edien tiy ?edtce:o zero a a rota icn rate beteen 2 CC r nd 2,6,; revcutcns yer minute This r C a 2:, r:te r I 'e eies as a rule belc-w t e rotazi _n ra t e a;i ch tr e x:

en-Zi ne t cr; e results.

7 - .':eh:n e f-ricti: CI utc: is ega- ea the e 'n 2 e is '-' d 1 r 'he gear is si e: in::e e;ra' -csitcs 'c;y reascn,f tl:e c,-;ni-'c:iv C' ' r^ ai:n o' t::e 6 en-,ire; at are cale c Ic r gear rstzles can cccu r 'The rattling can be:revented if wit c-he gear in t:-e - eutral _ear nositioi the clu-c I is disengaged indeperdently oc the clutchn acmu -tirg 'evice, L at is the reall The -eutral _ear rcsiticn could e aetected with a sensor cn th:e ear, wh'ch how',ever ecrs re'L re lat velv hizh _c'str C St: -'L:ex e.

secn: as-ect o th e i? nentin, ': c' ca, a-so e,used i-n' clu -ch e- en t other t'a J at tire;v- exrlaineu c c ^_r S,-'e su -es S' ^n -:i: eakc- -e exi- ne: _,-, ra-ttle, ':i c, -e rec J'rent tzo -se _ear.

ecr:ais ri'se a rel'ease ccntrol is 3 rc = J"c:; ca: release t'e clu-c: in=e" e ' id C,:e czu-c ' act' atin devic Ce thrcuz' a setzri _-rve, 20:cssil; th:e seting drive o t:e cluch ec R -t device Te relesse ccnt 'l releases t e cl'u c ' en t:e travellin s-e ed e ected '-y -ears e a S e.

inr icatco 1 t es ain the regioe of a redeszrian ak rig:

seed cr th:e ve=iele is stationary, if at the sa e ti e the gear rotation rate indiicator detecti:ng te gear inzut rotaticn rate ascertains a gear in 4 ut rotation rate w}:ich is greater than a u-redeterif ed rotati i; r te lower than the ialing rotation rate Cf L.e egire an if a the sa-e time the clu-ch actuatinr 8 - device delivers -a signal w:hich, v'ithout the release control, w:-uld ccrntrol the clutch into the enrage:ent ositin i f these three ccrditions are rresent the clutch is released contrarily to the engagement condition of the clutch actuating device The gear inrut rotation rate monitored in th-is conr ection is made so lc-w, that,ith th e clutch engaged under normal working ccr ditions it canr not ccc-ur in any of the ratios of the gear -;ithout stall ing tr e er ngine vehicle speed of less h-an 3 kph and a ear in-ut rotatio: rate cf -cre:' N 300 rub:hve -rcved ta'le L van;e S f_ Telutch di-ser-age:-enc-nditins.

-:he release cz r rl s-'ste ex-edier e ' cc Cr C ses a -emory ': I S _";hen t'-e release cor:iio i S 13 resen and is c-eared -ain twnrou:h the clutch Ctua- ting device w'e -: -:Sf ts S art gener stes -an ieal ositio signai l -e'esi -he clutch If for ex:a le the clutch zedal is - cved into ' e diser=agement- _: e se" g -1 e g er a-gs' -cosition the gui-=r e of te settirn member transfers C c th-e release cc- rl aa to the clutch act'atin device, since the -e orr is cleared.

further asrect of th-e inventicn,:-ch -s likewise also of i-zor-ar ce in other clutch equip-ment o _otcr veoicles, concerns the clutch acuation device as such Fricticn clutc-hes fcr high engine torcues recuire strong clutch srin gs 'which in turn necessitate high pedal forces in the release of the clutch An order to kee D th e edal forces ccr, ara- tively lo;,, mechanical lever stez-ua transmissirns 3 - or hydraulic ste un s'ste::s are utilised in the pedal force path The reduction of the redal force is ho,;ever at the cost of the:edal travel rv;ic' i.

-rolonged Therefore it is a further rroblem of the invention to indicate a clutch euip-ent for a motor vehicle in which the pedal travel can be dirensioned in a constructively simple manner substantially independ etly of the actuating force necessary on the clutch release.

1 C O This can be crcught about in a si-_le anne-r:n L Lat the cu-vch releaser is driven thrcugh a se -ting drive rositior able by means of an electric rcsition regulator circuit, the ieal v-alue i^:or-a ion c w Vhicn is received frcm a sitic N irndicatocr detecti the pcsi ion cf:e clutc eoa: N e lect rc aa-, cr device, - a -re-deter- iea nnc-lrnear relai, cnshi varies the relaticons ic b=etween t e clutch edal oositi-n and the ideal valu e inforzaticn, so that the slidinr range of the c lutch veda 1, essen tial -cr te act-uaticn of t:e clutch, can te esp-ecially stretched cop Fared W ith conventicna 1 clutches and dislaced in relation to tie rest position of the clutch:edal.

In clatch position indicators which are formed as potentio Zeters the adaptor dev-;ice can be realised in th'e form of a non-linear resistance chraracteristic of the rotentic -eter _he adaptor device can,owever also be formed as an additinral ncn-linear circuit, for exazple as diode-resistance network, connected between position indicator and the position regulator 10- Exa Pzples o e oiet f e o' e th e i C eicn ae to be exclaired in greater detail below by reference o draw;ings, wherein:- SFI Gb R 1 shows a dizira:- zatic reresentation of clutch equi pment of a motor -vehicle in;,Lch the friction clutch can be loaded, even in the case of oeraticrnal toroue trans ission,,ith a rreaeterm i ed slip, for t-'e reduction of irregularities of rotatin a:-d noises; l L-R 7 E 2 sho'w S di a-ra S oc t:e sliu' S in detenderce pcn t:e e-ngin-e rotation ra te n_ ?J i _ 3 shocws a lc _ r C u i-U d ia ra osf a cl utch cc.nral ci-rcu usable in th-e clu ch ec;ipreu:t acc-rd::g -r e-; 7 ':- _R 4 sh c's a -roar e -ore=s _'-, for a co.nrol logic cf the circ-it of Fi gure 5, i:'-?_RE 5 sh ows a diara:m shcwn' = the es an tcrcue :, tra-ns-ittable by the cl-tch ideendence N a tension U Soll determiniz th'e c'lutch csitics, r exla-nation of a limiter circuit liziing the ut ut signal of a, integrator in Figure 3; I GURE 6 shows a circuit d iar= o O t±e intearator and cf the li 3 iter circuit according to Figure 3; ?I 3 URE 7 shcws diagrams W hich show the actual position of the clutch releaser in der-endence u-on the -edal travel, for the ex a natir o a -e-al tra-;el adaptor device of the circuit according to Figure 1, and FI'ub_ 8 shows a circuit diagran o: the redal travel adaptor device.

11 - Figure 1 sliwovs an interral c-sti engine 1 of a mo tr vehicle v hich is ccurled t Vr C-o' a ccnventional friction disc clutch 3 vith a ranally ch-anreable gear 5 An accelerator pedal 7 controls thre -,o -:er of the internal combustion en i e 1 in a manner not further illustrated The clutch 3 has a releaser 9 which is movable hydraulically by means of a slave cylinder 13 connected to a master cylinder 11, betwveen an engage-ent position completely en-agin t'r e clutch 3 and a d=isegagereent -c csiticn cc-rletelv d^isc a_-r th e clutchn 'r e master c-;linde 11 and tehus the clutch releaser 9 are positiorned -v an electric se tmin -r e'zer 15 w:ich is connected ta se=r re' uator circuit 17 eo a clutch c-n tr i S Se 19.

-15 e c uc ccntrcl syste 19 resorids 'o tosiion s-rals o-: a csi ton i-ndicatcr 23 echanic la> ccu le- i a clutch:eal 21, a -d delivers ieal 'csiticn sinals to the ser vo-regulator circuit 17 o,,-ich sets t e setti zeb Der 15 to a Cosi-tion fixed by; the clutch -edal 21 To the setting r ember 15 for its -art there is ccupled a position indicator 25;which delivers act-al rosition signals, correspo ding to - e actual position of tn;e clutch releaser 9, to the servo- regulator circuit 17.

The clutch control system 19 comprises a sli- re-gulator circuit which resoonds to an engine rotation rate si-rgnal, generated by means of an engine rotation rate indicator 27 and proportironal to the momentary engirne rotation rate or angular speed, and to a gear 12 - vut rotatio N rate si l geerteae 'y ears c': a gear rotaticn rate ir ndicator 2, e d yrozcrticral to te.e -m;enzary gear:nzut rotaticn rate " r nzlr sreed, and sets the setting member 15 to a zredeter±ied slio between, erngine rotation rate a epr i N t rota tion rate The clutch control svsten 19 further responds to a speed sirgnal, corresron ding to the s.eed of travel of the v-ehicle, of a s-eed indicator rerresented at 31 and deecting f-cr exar-ple the gear outo rotation rate, also a lo ic control sgn Cal ger erated br mea- S of a switch 33 ccssni;'w:-e or:- c-' a h:reshold value sv-Tc: i con def' ei C ' tc e acce:ra or -eoa 1 7 o-ut cf its rest ^si i-.

_:e sli' regulat-r circuit i creases::e S cf ec a ' 'e e e e c, -ne clu ce 3 that is the e f'ere: ce -e t;ee'r e -.neere-; y o e e -ir 5 -_ r-ati:n rate, iudee:e de ntiy of' The actuation of' t'e clutch redal 21 to a -redeterzired slin value v;"hen e sli D of' t e clutch deter ined by the position of th we clutch -edal 21 is less than the value rredeter ee, te slb regulator circuit h is sli, cc-relled even in th case of tor I ue-trans Citting operatio N of the clutch.

red-uces the torsicrnal vibraticns and ncises of the clu:ch 3 and the g-ear 5 caused bvy i rreula rities of rotati c, of the interr al co-obustion enzir e 1 'rhe sli regulator circu it varies the r redeterinrned s J i? value S in deenderce uron the engine rotaticn rae nc as rerres rnted in Figure 2 t lov rotation rates the degree of' non-urifornltv' is great and ccrresporo-1 gly o l _) - the rre"etertrined sli: S is agreat ':e io S drors vw ih ircreasing engire rotaticn rate to zero,; :e slip beig red- cea to zero for a rota'icn rate at which the clutch 3 is already engjaged in norma 1 drivinr oreration Figure 2 sto-;s at 35 a tvypical slip engine rotation rate ch aracteristic curve o L' the slio re ulator circuit whnich h as a slip of about 10 '; in the case of rotation rates in tie range cf the idli ng rotation rate of ti-e engi e ar d reaches e value zero a a r Catin r C te of a'-ct 22 C O rev cluit=rs zer -i: n otor ve,c 1 es meckan: cal rescna- es Io C r in the cri-e li"e,'r ich consi- iera, I re e e ge -ree cf no C-u ifcr: t v anc l:e o se -enere: -ke reso::ance frecuency c:e _ 3 =- 13 cs rac-eria::i ':e si e '-l R r ci rc U ' a S rezresented at 7 ": _ive i i r e resnanfce,-i a C O r re incr-ease -'-e sli i N-:e re icn c t Jis ri: S ens re ar '" esa reducti cn of the ncn-uni dx noise geeratin Cn the O oter ara 5 he d ve I e:a a_ lre F a: e so w:ell dan:ed in s-eciaic e i:e ro ts,:cn rate rpnges y reascn of an Ti-resornance:eno::c ea that -he sli of e clutch is su-erfluous in ths rinoe -;zure 2 a ho a slin characteristic 3 ? enered in chain lines in vhaich th Le slip is reduced to zero in ^ ro ation rate range 41 and initiall;ry es i N ratesesceo reasoit drcrs aw;ay to zero again.

i N:fracti ce slio values related to t:e enginee rotati on rate, f c a:: exi: u: o aocut 10 ' in the regi on 14 - of hle id'li rotatizn rate an 5 nraxieu a 5 % at abcot -1,5 C 6 rr:z have rc 7 e aoe-ate.

z=ure 3 s W cs detai 1 S of te clutc, crntrol sysem.

19;which, as already _-entiched, delivers ideal positicn signals to the servo-re 1 lator circuit 17 and the setting me-mber 15 formed as electric motor connected t;.ereto The z osi+ tior\,r 4 dcator 25 is forrmed as a po+enti-oeter coupled with the electric -otor; tne ossit ion i icatcr 23 i S l'-eise a oten ti Ceter 1 ccn:ected to a v cltae s-ource a co-' ea;c the cl' pedal e ser vo-re 3 a er ci rc-;17 'rce-ves ::e -idea O ucs-_,-z S i _'a S 5 hrouh ann eec r -^, c;s-cla le swi'c' L 3,, S c'r-trc+l: ' -" c-rc-l '^ _-c P 'e: i:; r e:= er "'etail -ce c.

15:e= cont-ro' loc 43 rest:cn 5 S tc t::e ac ti c the cutc edal and s; Ches t-e c n:rcl o switc 'R 3 -n ac 5 ta-a cf t + -e c_,v Ct c ecal i- o a s,itc' ccsiior.

47 i:: t:;h-:c te servo-regu-latcr C'C"i 17 is ccr nec- ted t'rouh a redal z rave adaotor circu-it 49 vi- t:e ositionc in ica or 23 o the c- tc, ceda aind c rntrols t-.e settin::e:-:ber 15 and t-Lus the cosition cf e clutc: releaser in de:er aence u-;c:n the ocsitio of the clutch tedal.

o the reu 1-1 ticn of the clutch sli an i - e-retr 51 is 'rcvi-ed t:e o-tvt 53 o h S connected to m.e ccntrol sw itch 43 and switch ed to effectiveness roughn th-e 'crnt rcl logic 45 in a switch csi ti cn, 55 "ccr"s;-:' N to hi:e slio c-racteristic as rezreser - ted Lin F_ -zre 2 In the rswit C ocsitin 55 + 5 e servo- - regulatcr circuit 17 is ccrtrolled exclusively ty ideal rcsiticn sig Eais C the intezratcr 51 w; ile the:ecal-deyenentl;y ge:erated ideal:csi tin s-g:sals are switched off.

T'he integrator 51 c:mzrises a s -and-dif'erernce amzlifier 57 ith high-, idli:g a:plificatioi o h Lch th.e output fcrming th e ite-rator cutaut 53 is cor:ec- ted t:hrouh a capacit Cr 5: v ith the inverting inp-ut.

:e ir veri -t in Iu is ccrrected thrcugh a slip caa:eter ad "s ting circuit 61 to the cutout o' a fre:uenc:y,/'voltage ccrverter 63 'which receives ulse s._-rals c th e ear i uzt r otaci rate ir dicazcr 29 is '-n-v 6, -i:e freouecv cthis:ulse s-_rzal _S '; _-'rv| 5 I D the g ear -'ut rota t o rate.

15:_e ei ne rtat-c -ate d;i-catcr 27 is co:' -ec-eo c ar in-tcu 67 c R farecueenc y/vl ctage con =rter 6 _.

9 he frecuer:cy/v 1 'tage c 4 nverter 69 gives off at lthe rc Z-:-rerti-z inrut of the su-e,:-dif-fe ce a ier 57 a -volta-e h,'h-ich is,:ro Cortioral to the frecuer'c o a:u Ise secu-er ce delivered by t; e er-ir:e rotaticn rate ei-ter 27 ?e i'te atcr 51 ths in te de e enderce integ-rates a sigral ccrresicnd Lrg to t:e _iferer ce c: t e eg,ire ozatio, rate s-_-,nal a'-d the gear ir u't rotarian rate sigeal nr Ad t I:us to the -cmen- tary J slip of the clutch.

in acccrcance viti th-e esired sl_ chsrac eris- tcs e slic reuiatticn sulad he effectiv-e crlv under:redetermired operati-nal crd:itiors of the vericce -or t-is:ur- cse by r -ears c en -z a e 71 16 - a logic sli c-ntrol sir tal S ge:;erasteed:hen the enginre rotaticn rate is greater than a: -redeer:i rotaticn rate -value 1 N ar d at the sa=-e ti-:e:he gear in:put rotation rate is lower th an a oredeter- mirea rotation rate nl "he A' D-eate 71 is -for this urzose ccnrrected thrc-ugh a thrreshold value stage 73 respondng to engire rotation rate sirgnals for rotaticn rates greater t-han nl to the frequency/ voltage crnverter 69 'and t-o a _ res hold value stage 75 res c:-ning to gear in:-t ro a:ion rate signals f-cr:c:a-ion rates 'elon ' ngl o h e freuencvy/ voltzae cony-erter 63 _he -nredeterer ine re oa- _ -_=,e Eer.

tinrate""ot nlso:r:a::i JM-ai.

ra: e c:he en-:-ne:n ora e a C 'e redc ce r -ises a-: -i-' E S_,': e cluc:- c r ges_ - ea:s o,e sl Ii-, re,:-:a:n ve ev e::en '-e er=_-:e roati+.

r.ate dr-:s d" dri virg to v 21 ses 'ce= t e iazi-.

rotation rate _-e valse n_l lies -or e'xa-zle at a O ou V 3 CC rr T'he:redeterm red gear it t rota- io: rate value nl lies above the i 5 i:: rotaticn rate a d referably in a rotai: rat-e rane at,;'hic 'h the clutcn is alread engaged uander nor-_a driving ccr ditis S A suitable rotation rate vfalue lies a-rcxi-atel in th're range o' the:-x engine torcue cr sli-ghtly bel-', fcr exa_-lr ee at about 2,4 CG rzm At the above entioced rotation rate values t L- e sli, control signal bill -e gernerated at -'engine rotation rate values greater than 3 C O C r=.

and gear inc:ut rotaticn rates belcw 2,4 CC r- Te 17 - ccntrol logic a 5 switches the c:n rol sw'itch 43 irnto the sw itch csi,-ion 55 in de;-:er ence uc:n lurt:er ora et ers ex lain:ed %elcw, when t'e engine or -eer -o awh en t erse-a-ed e::gi::ee o rgea r rotation rate lies within the atove-stated limits arnd the slip control signal is generated.

The controlling of the clutch through th e clut-ch ced al has p-riority over the positioning by the slip regulator circuit A ccmparator 74, -wh ich is connec- ted with its invert ing iancut to t-e -:edal travel adaptcr circuit 4 ' ancd w,i;h its n r -inv-ertin inrut to the cut: t 53 c, the rintegratcr 51, sar:es a.

r-t er cn-rol si gna th e control lcic 45;'ren the clutch edal -s sit ated in a scsiticrj in,h;ich it su -3 i es an ideal csit -on sic-gnal cr a reeaser- csit -ic N laced clcser to t'e cc- leey ctse gaged csiti Ccn than vhe slip reg la t'r circuit _'n t i> S case th e control lcic 45 svitches t:e ccntrol switch 3 into the s itch csition 4 + 7 and t'he ser v-regulatcr circuit 17 is g-id"ed by t'e -edal-de-enr Lentil generate ideal rcsition si=-1 -hze s witching over of the g dance o the servore,:luaor circuit 17 f'ro: the intezrator 51 to the clutch pedal-dependent zuide can lead to -roble:rs -':h en by reascn of the actuatic-n of the clutch pedal great differences of rotati:2 N rate occur between en-ine rotation rate and gear ir ut rotati:n rate end the integrator 51 is thereby driven into saturaticn.

-II the integratcr 51 has reached the state of satura- ticn, the re pocruse of tie slic regulation would he l IS - dela yed until t'e integratcr 51 ret-rn:s into t:e 7 rcortic:alit" ra gbe " reasc N o a gray ral';,T reducnr, rotaticn rate 'if:erence cn its zr uts he con- trcl switch 43 v;ere switched into thee sw itch position 55;while the integrator 51 is situated in the state of saturation, this wvould lead to an incorrect positicning of the clutch In order to prevent this a li:-iter circuit 77, explai-Lned in greater det ail -elw s reference to Pigure 6, is 1 G connected to the ir:esrat-r 51 _?e _:ier c-rc Ji.

77 cla-ps the cu u;:irage of thae integratcr 51 at -valu-es;i;hin 'e nali t; ae o: t-e sli re-;la tc c irc::ic hen - -e s:" ccnto sig'n:l c ':e .:_Sate 71 -'ed ' t 79 is absent,:a S -e 2.5 S _ cntrol th'-un^ -' ':e con-rol logic '5 an ke contrcl S 'itch '3 is neff'ective urtercre a co rol s=,-rn _a the deflection of the acceleratcr e=dal ( 7 -n gure 1) cut of its rest pcsition can 'e fe' at ce iu t 81 to the imiter circuit 77 'he '::uv l -for this:ur:ose is connected thrcugh a:-res':old value stage 83 vo to e switchl 33 of the accelerator -edal T'e limiter circu-it cla S -he utut volta E e c-f the integrator 52 likewise at a value, ithin the ro-cr tio' - 21 i ranzge, if the accelerat cr:edal is not act Iuated, n the re-:erce of +:e slipc ccntrol signal Uinl a si-rnal represent-Ln the clutch rest mositi Cn _s fed to th e l iiter circuit 77 at one fout 85 For -:is purcose t:-e ianut 85 is ccnrected throu,,:h a tresold i' - value saitch 87 to the -icsitic:; ir 3 ica Lcr 23 -' the clutch recal In the rrecence cf the control siznal re-resentirg th,-e clutch rest scositicn, the limiter circuit 77 reduces the regulation range of t'h e integra- tor 51 in the release direction W'hat is called "clutch rattle" occurs with the vehicle stationary and the gear in ti:e neutral gear -csiticn, since in this o-perational crondition ordinar- ily t-,e clutch edacl is not depressed and the clutch hus is driving t; e gear toothed w heels, ich as a le are ositively S ynchronrised in c-rer to revent t is the clut ch ccn? rol sste 139 disengag-es the c u-; ',;en - ': e v'e-i ce is stati-: ary a N th-e _ear in e neu ral r c Pit c C o 13,:'he:ne-utr_ _Su'O cf e:-ear -s cntr -'^ed itrct' a' ditn'al senso cr on the gear in de ender ce iv,,, aaelesr, ano u-cn the gear tra-s:issic_ rate, the vehicle s-eed and -he clutch pedal oositicno 'he s eed indicator 31 is ccnnected icr wis -urose to one -rnt 89 c_ a frecquency/voltage converter 91 w -ich cc -nverts the -ulse secuence delivered by t:e s-eed ridicaor 31 into a 2 voltage sizal 2 oroorticna+ to the s-eed-zro-or- tional frecuency of this secuence A thresholc value s;vi Tch 93 delivers a first control signal -;hen th:e vehicle s,:eed is low er than a sneed lying in the range of 7 destrian valk'ing steeds, or exam le less than 3 k iu A second ccntrol si-nal is generated by reans of a th reshold value switch 95 cornnected to the fre-uency voltase crnverter 63,,h:h en the gear in ut - rotaticn rate is greater -tha a seccn:; -redeter-=ired rotation rate N 2 e rotati cn rate va; e N s 2 g 2 e so di-ersio-ed -tat it car ot occur belo t:e ravel- ling steed detected by the thresh-old value swiich 93 vith t clutch enra-ed in any of the gesr positi-ns except th e neutral gear cositicn The rotation rate ug 2 thus lies likewise below the idlingz rotation rate -s of thr e engine and preferably ccrresoonos to the rotatio rate n_ - sitable value fcr N lies Ir g 2 exarle at 300 r- e signal generated ' e tnreso d valu e stage 87 and reresentir t:e c_ utcn eda Jl rest -csiticn serv:es as -hird ccnr-rcl S r Il sr he datection of the neutral aear ocs t:r -he 2:ree cc,:rol signals are fed to an - - e 7-^, i 5 se Ls a _e or Vcy -9 crr ed as o co -p:? e t:c-ee ccr- -diicrs are:resex an d hus -he ear S s: -: ed n te neutral gear -ositi:o- he Q-ot v h Ce ?e-or-y 99 controls t-e swi tch 43 throu-h the c rol logic 45 into a swiich cosit Con 101 irn:h C-'c a vol-tae source 103, for example in the frz of a coterntioeter, delivers anideal -osiic si ' a J to ihe servc-regulator circuit 17 which ccnrr 2 S -zse se tting -e-zer 15 and trhus the clutch 3 into the disenaged -osition The neory 99 holds the clutch 3 in he disengaged ocsition until it is re-set he re-see+_ g signal is generated by a threshold value switch 105 ccnnected to the ocsiticrn emitter 23 of -t; e clutch tedal when te clutch redal is zoved into its diser Egaged position Cn detression o:f te clut ch 21 - pedal the leory 99 is cleared and at the same time the svwitch 43 is swi+ched over 'ty eans of - e ccrtrol logic 45 from th- e switch position 101 i::nto t"e switch position 47 In the switch position 47 subsequently the clutch can be engaged by means of the clutch pedal.

Figure 4 shows the z rograr e course plan of the control logic 45 as it can be realised for exa-ple by sw Vitch-es and co Garators The disengage ent condi- ticn for -he neutral gear position has rriority over the clutch actuati Con +r u the clu-:c',:edal or th e integrator 51 if th e diser gagezent ccnditio exists, the c:n-rcl s ich 43 is s itche int^ t e s',,'itch cs i-'-: C' l an d he cl utch S diseng a-ed t e disen:aeene ccnaition is not C resent te e:T,-a Ina- 1, i_ fr _ ra:rteran ce of - e slit co:aiicns ta-es lace with next lcv;er +ri:ritf -I te sio cr'diticns are not resen, for exa-ple in tr e absence of slip control si N a of the -D-gate 71, then the control switch 43 is JL tc Se into the switch position 47 and thre clutch is controlled in de.endence upon the,osition of the clltch t edal If t-.e sli conditions are -resent, wi 'h ext lower priority it is tested whether the ideal position signal conducted by the clutch pedal or the ideal bositicn alccndxucted by the integrator effects the greater slip, that is to say represents a releaser position closer to the diserngzgezent position if the guidance of the servo-regulator circuit 17 lies at the clutch redal, the ccntrol logic 45 svitch es 22 - the ccntrol switch 43 into the swi Lch ycsiticn 47.

If th e g-;ii=ance of the servo-re-gulator circuit 17 lies by the integrator 51, the con-rol switch 43 is switched into the switch position 55.

Figure 6 shows details of the integrator 51, of the sli oararmeter adjusting circuit 61 and of the limiter circuit 77 The intuts of the su=-anr- difference amplifier 57 of the integrator 51 are conn-ected thro-ugh series-resistors 107, 109 to the fre uen cy/voltage ccn-ve rters 63, 69 N ea-,-:e ca-_acitor 1 '1 \wh ich tn c eter -,t,l the res-st Cr I r C deter ines the ti e constantv of the nc -invert-r g nr Eut is connected to t-e ron vner_ -'" "= ":e t -ie co:s Tan, is cf S cn s-c; r S he '3 en S S:a 't a -en.

variaticr S of the en ine -roati-'; rate N f c:

en e rogati, rat e si-nal fed to t:e ncn-nre-i'ei ng t a,re ar iv c IV, su s a'ntil de ay cn:-e 53 -ith an a -oli icaticn of 1 he resitstcr l C 7 tocether w:t h tl:e caacitor 59 determinres e inoe- 20;ration time constant of the integrator fcr:he difference betw een the engine rotation rate s-gn-al and the gear input rotatioi rate signal ehe interatio n time,constant is corsiderably greater than e time constart of the non-inverting input, so that the signal at the output 53 delivers a -ean value cf te mcmentary anguler speed cdifference of: -e enirne rotaticn anrd th e gear in:ut sh:aft rotaticn ana it is ensured that the r, ean value can follow slow varia-ins of the difference occurring %v reascn of slcv,, 23- vari tic- S of t he ernine ro'aticn rate avera ie c ver ore revolutio; _h:e iu:zegratcr 51 zs:s o sia-n 1aths ce';ween its nu nu itS u' a d in the case o O f a rapid variaticn of the ean engine rotatico rate permits a rapid, slic-de:e dce acdjust- ment of the clutcl position, without t:e occurrerce of time delays by reasson of the averagirg rrcperties c the integrator.

The slip parameter djusting circu; u co_-rises a referal o a:-As ae v-cltage sou-rce, ere ln t:e for of a:ot er-tic-e-r 113,; ' h'ich is cc-:ected hro " a l'ie;';se c'efe-ably ad sta-'e series resist = 21 5 -'-D: er e t': c' t: e sv-ar - dferer ce aa-i' -er 57:;e -r er tir _ irut 57 is ii a S e: aas so: tat t-e intelratcr 51 -':e-=gate S -e -ere o erce o e oal S r fl of -ear:n ut ro az '-n seed si-a 1 a-nd e S -r al' of te s'i aaraeeter ad us -': circuit 61 on the one and -t-e en ine rtati cn rate s:ra o'n -t e octner h-and 3; - rear-s c: -:e S i rara eter saduvting circuit 61 the sloc ca-reac ersstic:?igure 2) can,e aousted arc est:eciall-y t;se e -ne rotation rate a 2 t I;,,'cn t-he slic shculd be zero can ce set.

'e slio rsarameter a Pdusting circu Jit 61 suerim- roses ucon th e gear in t rot ation rate si,-a 1 a corstant cr, in ot 'er focrms of e ibcdir ert a e n ire rotati; rate de:-erdertly varying offset voltage cr an offset current T^e oflset voltage cr current is dirersiocned so that at t:e e rir:e rotation rate at 24 - vwhich the S 1 ip scd -c e zero I, c c: e sat es -ce gear in, ut ro ta-cn rate si al in a- e c rc;it arrange- envt accor _: g to i -ure 6 this S -i -z i es 'at a vo 11 age sh; l e set cn t'-e voltage scarce 113 vwhich is ecual to that generated by the úre e:cy vc 1- ae converter 63 at the zero slin rotatio rate ' he resistor 115 determines the sneed of variation wvith - wh ich the slip varies in derend-erce '-L 'e enri-e rotati'n rate.

10:-e -i er circ it 77 is connected rch'h a ias-enereatinz d iver circ"it 117 an:ese the ccrnitrc switch '3 is ccn ected thros _ a resistance civc er c-'c-;it 117:wit -reeray - ariab 11 e %ics to .te 53 o he -era-c 1 'e er 1, cir "" 77 c m -ises a a;ra se c e cc.ntrollabe feed-ack c-ircuits19, 121 a 12 ic.

are ccnr nec-ed eac o -he 4 i-Ider circ -i 117 ar d t.:e cu;tut siz as of which 'eed back o the invertin' e u c' L,v n, cÀ- nat of te su-an i -ference eerlifier 57 The feedback cr Lc-it-s 119 121, 123 are of S 2 L 21 asse v sso t at cnl;y he feedb ck circuit 119 is to be ex lainred It c: rrises a ccmaratcr 125 the ncn- inverti i n-o Ut of' ' -ic is conn-ected o e 'resis- tance divider circu-it 117 and the invertins in-u t of twhich is cont' ected u ith a creferably P C -lae J -as source 127 The Cutp-t of ture cc aecr 125 is ccnnected t hrcua h a ca Facitor l 129 "it'h 'e irn;erting intut The ti-e cc stanut of the inte=ratcr for-ed in :his ';a ' is less +an t-at of the integratcr 51 An - output resistor 131 leadi',g to earth ar" a resistcr 133 leading to tve i nver i;g inru t cf the su 2-ar:n- dif-erence a-zlifier 57 are ccnnected to the out ut of the comparator 125 T" _, e feedback ci-cuit 119 is con:ected lwith the ir verting irn-t tl:hrouh a diode A'D-gate 135 which forms the inrut 85 (Figu-re 3) for the control signal representing the rest pcsition of t'rhe clutch ^edal The feed'ack circuits 121 and 122 are connected through controllable svwitches 137, 139 w-ith the invertiin i-rn ut o tce sum-and difference aplif er 57:e con rcl switches i 37, 159 are ccntrolls'le r Lug 2 t-:e ir u-s 7, and cl cf t;:e li-_ e c-rc t 77.

re 5 shcc S; t: a curve 1 a tv cl ccurse o- a -or^e '' ras-_-t '' t ', t'h<e c 1-u:ch in de-enderce v._nll E' a'^-=e ' c t ':e I wn': a voltage oll -e c te S -a c_ 17 ana fcr-ing the ide osio snal Si AK designates h.e co-zletely disen-aged cocnditioss and E the cc-:11 etel y engaged cn'ic-,ic cf the clutchn 143 desinrates te sli 1 ding oinvt o the clutc' charac eris- t.ic at we;hich th e clutc" begirns to trans it an ap-reciaeble tocrue "'Vqe the releaser -osition is variable accordin-g to the ideal osivtion s-nal ol L 'eteen t Oll t'hre csiticns '3 and r K by m eans of the cnuc' t Coedal, the liriter circuit 77 limits th e -ax i-n ran:e c' rea u- lati on cúthe ie ratr to the idepol zosition si-ral ran-e bet' vee' the sli-ng roint 143 and the clutch en-ageeent posit Ez he regulating rar e is reduced in crder to:revent satraticn 'henr ena f t-e integratcr 26 - 51 and in order to accelerate the resonse of the s-iv re ic in:e case c' 8 deflecti-n of ce cl"uch e dal outc c i S rest,osition Cn azll ca io: cf te signr al rerresenrting zhe deflection of the clutch pedal out of its rest pcsition to t':e inru t 85 of the diode A-_D-gate 135 th'e regulating range li-mit adjacent to t'e clutch disen-agement position is raised to the en-gage-ent position, as -rindicated at 145 in Figu re 5.

-hecntrol switch 137 -n th e feedbackath: of -e fee d'c-: cicuit I 21 is close d:hen a sinal re-es-n- t-r se S I _ sia l t:e _ -ae 71 (-i re 5) _s fed to is control,v 1 '2 e 'ee ac- cite-,:+ -9 the:n clzrs the "u"t si-,-el of-t < -:-er s^sv'óe v< as, -1 o't-re -ti- gratr 151 at a r e-ae Zr 3 (Figure,) ':;i thin the re _ati' _n rsn:e of th'e slit reg;ato r ci r c;t -he ccrresn nc is valid Cfor a further fixe d -vs-e 1/ 5 wv clutch f ure-ther opene, th, en a sina_ is fed o a crrol - it 147; i-gre 6) of the c-n -l s I'i c S 139 which re-resents the rresence of the sli signal of the = '?-ate 71 and the si-ul ta eo-us- occ'-rrr-z def'ection of th;e accelerator -edal cut of its rest position.

;.ile the value 143 lies in th-e ret-icn c the clutch ena e: en L t rositio,-J or di stant rc t'he clut-ch engage- r en csi tion by the order of 'a-n ' it- de of the sli- val-e to he -aintainred y the slip ret- ator circuit, the fixed valu:e 145 rreferably lies in tce sliind range of t:e clu- tc'.

TL.e:edal travel a'ap'tcr circ-it:' S rerresented 27 - in Figure 3 er its a Iar e 1 v v-ar-able a t at- N c trhe '-:edal travel c aracerist-c -D z:e eleaser e _ 1t,, o S '4:Ict ot erele a se r cosition characteristic deter:-i:ig the zra:s-itted tcroue of the clutch Figur-e 7 shc S re,-resented diara:umatilcaly by a ccntb a c S lire 151 the torcue transmitted b ' the clutch in de-endcence upon t he pedal travel, wnhich design:ates the rest rcsiticnr of -'e clutc'h edal by O, and the f-u 11 y deressed -osition C 1 CC^ After the over-ccing cf the i dle travel 1-3 the rars: itted c 1 C tcrcue cdreases until a 133 is reeches the disen aged:os tis: ar is _e furh-er cver a certain safetv-' s:ar ^e 137 d:e e -;a-e- ec e t_ rcoeeds N -release c,'-e c I c -eal:r:e c;erse se^;ence, t:re si On 70:^' ei- re e a;c O t:e -rao: ed a: a:,,::c:-el +w= e t r,=-=i'- otcs.c:I cc: rer Oes161 -ce -c-r o: Sa e s e 1 e orue e ed-a-ee c:: rae 7 e a:i een -:e e r'e -r',e e; -eda I ta'lela_= e t",,= Cin-t S 139 ad 1 'S d -e S =:id range of tv'e clutch u lised fo^r t he ec:a e::e, of t:e clutce 'cs-ti^ cf t,:e sliirg ra-e is f-xed b;y ce desi, cf tre -ecarh ical or' ydraulic cls c:- actuation device oth, as regards its:csitio in relation to t:e c-lutc rest o:c siio: ara as rezards i S:ercenta e v;idt, in _ 1 atic-n to h:e entire re dal travel.

11-e eeal travel adaotor circuit 49 -er- its a r cr-linear variaticn of he:-edal travel-torc:ue c-:arecteristic 163 designates ith so crt ashes a c:;racter+stic at h;:c h-e -lidinir range S srolcrged tet:;ee a sa idi':: i-t 16 _ a d the::int of I x in 28 - en-_irie crcue 167 _he e r, a rge-e:tz c -e S i rac-e rermits:-ore 'inely sesiti e cutc-: ergagee:ent.

A ct-a -aase l:-'e 169 desii aes 5 c C er s ic a 2 t:'"ch ': e slidig ranze is dis-laced as a: soe Es regards it-s -zcsiticn in relatcicn to t-:e pedal rest position A cu rve 171 shows v:ith lcng dashes a tcr-: epeasl travel characteristic at which the siid-rg ran -e follow S a non-linear curve at which t':he tcrcue varies in: e range C fte s' oint greatvla-i N the ran e o -'e:irx en:ne -oe o-nly si 1-n:t?' -;I de en-e: u 'd::e -e:P travel e c-urves I-66 'v an: 171 ú': rhermcre s:c"::=:a n$ on: can: 'hae =s::'-a colai N %d 17 -:e r^o:: ' i:u e: lne o -": '= -:= r.l-' el in reiat_'e rest 13 a Cr -lna-r;-'- v:::e::t ca c e _ ea a o -e sa'etv ae; c luc:ie:faed:s zossizle:e:' s cns oe the:e ai.

Figure o shc" S Fs- or o: e 7: c i-e Znt e f a CR ea i travel aa:r crcu ad v;w-t ich l -inear,: _r:

2 C curves accoring -_:e c r-;es 163 ar i 169 ce:e realised The circuit cc-:r:ises ern imeance ccnverter sta e 175,with lc'v c, zcut resista:ce, thae i -'" 176 of h ich r eceives:e sit-ion, sizra 1 of t-e clutc:

pcsition inictr 23 N arraneent of resistcs 177, 179 a 181 is cconnected to the cu-tr-ut of te i _:eace converter stage 175 The resistcrs 177, 17,, 111 are connrected with one another i ile the resistcr 177 is co:nected t D th-e outzut of:,e iredarnce conv erter stage 173 ar i thus i S loaded: with, a vcl ta e c-r-es-r C- 23 W - d n, -o t:e c I"tc:ch zea:csiic- t::e res-5-crs 179, and 181 are conr:ected to:re-e-ra'> a s,__ cage scorces 183 a-d 185 res-ecti -,elr T-e -;c:ze sc-srces 183, 185 in t he exa:pzle of e:,-'-cienrt as iliustrated are ':otentio eters connrected 'etveen ear-t: aart an oeratin voltage source '-he resistcr 181 is in t L rn fcr ed as resistance divider, here as ad:'stable potentio-eaer, and at its ta:zping 7 de-'ears t e 'ideal csiti-cn siznal of he servo-reulator circ-s t 17 ú O ^xrn t'-e releaser rcsi icn wo o posi -l';:car-isea o ies IS,l, are c onn ec e -e _ _ae: 'e res-os C 177.

-:e diodes R':t: a, -':-:-c'a= es ::-e -c N -ae s-cr '-sc 177 iic, c:re:t re:t touh e res:str _ 7 can va-r' 1-nea-r- _n acccrd-ance '"-' C'-''s lea al-es c 'e res: scrs 177, 1 '9 an 181 asnd te 'oa'es a _ tehe voltage scsrceslo 3, 185 are so seecte t-'::s-a e linear rar e coincides with:- e sli I'; ra-_e c ?e -eal t-ravel''Ten the s-i:'n -:n r:re o- -_axi-Ln egire ocrcue is reach:es te vol- age dri on t're resistor 177 ireach case reac':es the thr eshcld voltlaze of one of t-:e two diodes a nd:e sh;rt-circuit c-,"rent T^ 1 o,,n_ ' terouh:-1 e di;de s> 'o circ _ c rre,J o"g? g So th e resistor 177 'Thus th:e volt-a=e,ivi-er ratio, seen fror thce cotut 187, varies: res-Crd so does th e steerness of the ideal osition eig:nal/,edal tra-;el characteristic.

-

Claims (1)

1. C 1 a i m s:

   1.) Clutch ecquizent fcr a -ocr -ve'icle, c À a) a úricc: clutch ( 3) W aa clu tch -eleaser ( 9) the:osi+tic o '":-ic' deter-: r es the v tcrcue trarnsr ittable by: e r-iction cl- ch ( 3), b) a seting drive ( 15, 17 d):-o-cii' the c I u 0, ch-O - 1 as clutch 2 releaser ( 9), c) a clutch aczuaticn device ( 21, 23, 29) fixing 1 G the positicr, of the clutch releaser ( 9) selectively betv- een a cc-pletely disengaang release positicn I and a ccn-letelvy en-ai'::-g ena 2 e: ent -csition, d) an engine rctaticn rate indicator ( 27) detecting thre en,1 re ro-aticn rate, e) a,ear rotaticn rate indicator 29) detecting the gear inrput rotation rate, 31- ) a slid re-ulator circuit (= 6, 61) v Iic - trols zhe set ng dr:e ( 15, 17) in de:erdence uo N th^e detected enr-ne rotaticn rate and the detected gear in Dut rctaticn rate in relation to the position of the clutch releaser ( 9) determined b;y the clutch actuation device ( 21, 23, 49) in such a cay that th'-e rotation rate difference betw;een t':e en Si-e rotatic rate and th'-e gear inp at rotation rate is su'stanial ' e,-l to a reeteri r ed ro-ation rate d -'ere ce, c:aracterise^ ir, hat aun a veraging circuit ( 51) e.e raes a e-n v ale sir al cocrresponding to t:e -ean alue in ti e cf t:e rotatiot r e d e-e I e " " eer 1,::e detected egi re rotaticn rate 5 N th:e de-ecte= - L ' :er^': t r' tat C rae, and related to a ti-e inter- -;ai of ccnsta nt -urati-n a: in that t -e S li or circuit ( 51, 61) contro 11 S the setting drive ( 15, 17) in dete,ence u on the mean value si,,l, 2 C 2 Clutch ecuitment according to C 1 a U 1, c arac te=sed in that the set tng drive is core d as sositic: serv o-rive ( 15, 17) -hich ad sts th e osition o L;e clutch releaser ( 9) to a position fixed by an iaeal;csit Vion signal, anad in that both th e actsatir, device 21, 23, 49) and the slip regulator circ uit ( 51, 61) generate ideal tcsition signals for the control of t.e zcsiticn servo-drive ( 15, 17).

   3) Clutcn ezuiament according to Clai 2, c:.aracter-sea in that a ccntrol circuiit ( 43, 45, 73) 32 - cocm Dares tle ideal ositi-on sir ais o the actuatirg device ( 21, 23, 49) and of the slip reu- lator circuit 51, 61) with c ne another and switches off the ideal positicn signal of the slip reg-ulator circuit ( 51, 61) from the position servo-drive ( 15, 17) when the ideal position sign Jal of the actuating device ( 21, 23, 49) represents a position lying closer to the disengagement Dosition than the ideal position signal of the slip regulator circuit ( 51, 61).

   I) Clutch ecuirment accordinr to Claim 3, caracterised inr, that Lhe control circi ( 43, 45, 73) s.itches off the i-deal osit ion sial of ehe ct P ati ng device ( 21, 23, 49) fro -c t:e osii cn servo drive ( 15, 17) -h:en:- e -deal -csi:c si a of e actuatin g r device 21, 23, 49) eres- S a oit i closer to Lt e clutc'h engae e t posi t'on han e ieal csition P si al of -w+ e si regu at Zor circuit ( 51, 61).

   5.) Clutch ecui,-ent according to one of the -recedirg Claims, ch aracterised in that the averaging circuit ( 51) comrises tv'o sig-al at:s cr sigrals rerresenting the rotation rate difference, of wh Jich the one signal ath co -rises an integrat Cor ( 57, 59) for the averaging cf enr-ine rotaticn rate fluctuations by reason of irregularities of rotation a N '-as a time constant which is greater, esrecially any times - greater, th'an the time ccrstant of the other signal -th.

   6) Clutch ecui-ent according to Claim: 5, cearacterised in that the averaging circuit ( 51) comuri- 33 - ses a s '-a nd-aiffe-erce e lifier ( 57) t:e in"ertirg :nrt a: ' nc: is ccneected v;it its c u t: rcu - a ca:acia or ( 5 c) and receiv'es a s-: -na 11 r ccrnicsa 1 to the gear input argular steed throug N an i nut resistor ( 107) an, the r on-inverting ir: t c f which receives a signal proportional to the engire argular sreed through an RC circuit ( 1 C 9, 111),with' smaller time constant th an t+ e ti-e c:-nstant efl Pective at the inver- _ 10 7) Coutcl C e 7 uipen accc irig to coe & Cla-=s 5 cr 6 caaracterised in -' a: t+e' circ it ( 77) ' 7 i' r -e o- t: sn i als -: e -rtegra r ( 7,7 59) to its 8) '1 J utch e' -_a ccor cng to C'a, 7, c.:arac-ef sed in:ks -:e:i-ter circui ( 77), in dereenene u crn a S r:e-se g t,re a-sence of actuationr of a:n acce:e-Ya-cr edal ard,/or uy;cn a si -al-_ re-res nt the s';tic:-r to e fectiveness c-' t-:e slip regu-l -or circit' 51, 61), fixes t e,integrator ( 57, 5 a) at a 2 reeferziz:ed ae ^o i-s c tr U,, signal, if tne acceleratcr 7 edal ( 7) is not actuated and the slip reg;latcr circuit ( 51, 61) is e'ffective or if t'Le slip reulatocr circuit (-1, 61):s not effective.

   .) Clut-c ecui en acccrdi Jng to Cla' 7 or 8, c.aracterfsed in T ha t e li iter circuit ( 77) li:its the position re u ation range of the integratcr ( 57, 59) to csi-icn values of the sevtin: drive ( 15, 17) between the enz;ae-enet ccsi' cn ain a:csiticn in the re-i Con C-f a slid zc- int:csi icn re: -rese ntu-g the co ence e 1 t of torque trars-lssicn cf ':e clutch ( 3) and inr that th e imiter circu it ( 77) responds to a signal which represents the positioning of' the clutch releaser ( 9) by mears of the actuating device ( 21, 23, 49) at a position departing frcm the cl-tch engage- rent position and wucn this signal li-its th:e ran-e of re_ laticn of th're integrator ( 57, 59) to position values 'et';een the en-agement position and a tositicn bet-:een t'e en-a-eet zcsiticn an d' the S i i z oint csi si On = O Cl-utch ehsi: c: -r dc o n e 's e -recedf: C 5 a-'-s, ch-ractrised -' tha t e i -eg la^cr circuit ( 1, 6 ') c -_ries a s-=in va_ ue ccntrcl circu-it ( 61) var y-: S th'e eredeter-iue rotaticon ra We di -erernce r aenenrdence -acn t he e-ng ne rotati n rate.

   11.) Clutch ecui,-envt cccrdin M to Claim 1 C 0, characterised i that the slp value control circu-it ( 61) reduces the rredetermi,-ed rotation rate cdifference to zero vith in creasing eng ne rotaution rate.

   12.) Clutch eoui-ernt according tc Clei 11, chrracterised in rhat the slip value ccntrol circuit ('61) reduces the predetermrined rotation rate difference to zero in a ran e of e,,ir e ro Ltation ra-e +etwveen 2,CCO and 2,600 revoluticrs ter "i':"e.

   13.) Clutch eair+ent accordirng to one f Cla'?s to 12, charactcer-sed in that the sli;alue contrcl D 5 - circuit ( 61) c-ver-raises:e ,redeterz ined rotali n rate dif'erence in rescnce -:ar: er:n', te rean-e o' r.echa nical resorar ce frec ue cies cf t'e en:gine-,Lear ii ne.

   1 Ll) Clutch ec-zi- e,nt ac ording to one of Clasi-s 6 to 9 and one of Claims 10 to 13, cearacteri se in that t:e slip value control circuit ( 61) cco rises two series resistors ( 107, 115) connected eac wit-h a first conrection to the invertir: i,-v f the o J-ifference arplifi=r ( 57) of ' c:' resis ors rne one is couvled wih is sec c ecin i the ear rozaz:n -r 5 ate i'cator ( 29) ard the ot 2 er ',,ith its second cannec cv c _ a volta-e s-ouace ( 13) an: i J t:a -he v ae scrce ( 113) d t:e _ear rc at c ra-e i dicatcr ( 29) genera e ecal I currentr S 'c N e seccnd cc-nect cis -of tle t';o seri es resi stcrs a+ L' ergire rotation rate at ea -:ch tre:redetrin end rctaticn rate difference is zero.

   15.) Clutch ec-ui:enjt accordi,-g to Sne cf he -recein: C'1 a -s C,_-: ce_ ed in c a ce s-l" regulator circuit ( 51, 61) ccm rises a ccntrol sag-e ( 71, 73, 75) responding to the detected e: gii e rotation rate a nd t e detec te gear irnc; rcta t' c rate,:ic control stage switches the sl re-alatcr circui ( 51 61) to effective m:en te en-ire ro atio:n rate is creater th a first rredetzrmined rotation rate value ','ich in urn is less,-a th e i d-n rotation rate of e, en ine arnd at th-e sa:- e ti e the gear n.ut rotation rate is les tan e seccn oredetermied 36 - otation ra e value;:: c-i in t-urn -s greater th'an t-e i 1 din rotation rate co t:e en-:ire an sw itch es nhe sli re ul atocr circuit ( 51, 61) to ire ffective when Tie en:i-n e rota tto: rate is less than the first predeter-inea rotation rate value or when t e gear inrut rotation rate is greater than the second pre- deter'rined rotaticn rate value.

   16.) Clutcn ecquipment eccording to Claim 15, ch'aracterised in that th e firost rredet er- ined rotaticn 1 l rate valu e lies:In the ran-e o f C re-vc 3: ns er -r ute and the sec^ond rreeter-,ed ro tation rae value ies N t: e ran,:e,C reo 2 'ol"i' 'es -er n-r-e.

   17.) I ucn eofi:zent cr a -o-o r e c e, _ a) -_ _ a a f Irc-ict3 i L: 4I) 'tih a clch a _ _ser ) the pcsi ion of v:hich deter- es t:e Tcrc e trar ittae y the ri'ti clutch -3), ) a set -n Sr< ye '1, 17) -ositior ni tóe c'u tclh releeser ( 9), c) a clutchn actuatio-n device ( 21, 23; 29) deter:'-inirg the posi Jticn of the clutch reieaser 9) selectively %et-:een a cc -le-ely disen agring release cosition and a ccm etelr engagig engagemenrt csiticn d) an engine rotation rate regu_'v-c ( 27) detecting -the engine rotation rate, esuecially acccrding to one of Claims 1 to 16, characzerised in thf: a s-eed irnd cator 31) resrcndinug -25 7 to li:e vehicle seed S droy dead:lch _e'r, es a first s-n a 1 reresen I e l C-f the veh:icle or ve i;cle sree's in t -e ranze of ':edestrN,ar;:'ni s:eeds, in vi-at the clutchi actuation device ( 21, 23, 49) in the case of -resence of its ideal pcsiticn signal fixing the clutch en-gagement positicn generates a second sig,-al representing tlis oeratic -nal condi tion, C a-d in zhat' a disernage-ent control system ( 97, '9, 103) generates an ideal:csi cn si r_ 1 ccntriling th-e sett^g n rive ( 15, 17) idde'e:;^e:n lv cf t:e clutcn actu aticn device ( 21, 23) into the e zen a e-:en t cosi ion ';,hen t -e rs t a-" zee se Cr d si-rai are rrese t rd ee deected gear in,-t r 3 o at-ica n rate S:rea er t Pa N a rede e ', ined:^za F N ra e vale,'i C N trn is -ees:-an - e i li 7 rc z tcn rae o the e:gnie.

   18.) Clutch eu-i e '-t accoringr to C ai 17 cr.aract erised in t-ha h-e d sen-aen: c n-r =-' o:

   C) 7, 1, 103) cr:-rise S a e esrc_ (i ) Cic is se T n n:e rre Sence of' th'e aisenaze _een L c Cc ton 'n nolds the servo-drive ( 15, 17) in the d senagenen :csiticn and in that the clutch act,; stic device ( 21, 23) in the 'resence of its ideal cst iccn si-n al 23 fixir-, the disergage: ent:ositicn generaz-es a third sign'l representing this oceraticnal ce:i diti'o C and feeds it to the Me ory ( 99) cr the ce-ring E o: tie st.cred disengaezenet cond ition.

   19) Clutch eoi I;eent fcr a otcr -vehicle, 3 & - c or risir,:

   a) a fricticr clutch ( 3):izh a c itc: relez sr 9) the tcs tic cof -:-ch fixes the torque transmittab-le %y th 1-e friction clutch ( 3), b) a setting E drive ( 15, 17) positioning t-he clutch releaser ( 9).

   c) a clutch pedal ( 21), G) a ositicn i;ndicatcr ( 23) controlling t:e setting crive ( 15, 17) and ccuvled with te 1 C clutch -:ei ( 21)esreci-llv accrding to -^rec i::e -ree_- itg C 2 a - s,et23 -e res S e, e c c ntrol s-nal reres_;enting the -csotion cf the ci':' el 21),in -C -_ an electric ap:cr oevyce (-):s r vge d c::ich -fixes a -re- -__ dea r tio S be t ieen the -osi i Ln o te cl utch 21) and th-e control signal anu in zhat the setting ri-; e ( 15, 17) com -,rises an electric -osi ic regula -tr c^-rcs ( 17) ' h-:ch acdusts the ositisn o'f the cl-uch releaser (), thrcugh an electrically ccntrc-llable setting -ember ( 15), to a position fixed y ti:e ccntrcl signal as id-eal value infcr a tic rn.

   20.) Clutch e Puia::ent accordin g to Clain 19, characte:,ised in t a the osition indicator ( 23) is formed as otentiometer which has a non-llnear resistance cr sracteristic for th'e formaticn o^ the adaptor device.

   21.) Clutch eui ent according to Claim 19, c-.-ra Ecterised in zh R the ada tcr device ( 9) is for-ed as dicde-resistarce network ( 177, 179, i 81, 189, 199) and is ccr-ecte d ee tre sii'n i ndicatcr ( 23) snr 2 he 3 csidio regvlatcr circu it ( 17).

   22) Clutc equipmen't according to Claim 21, characterised in that the diode resista ce network is for-ed as resistance divider circuit ( 177, 179, 181) ard in that at least orne diode, p:referably two oz osite 1 y olarised diodes ( 19, 1 %), is o Cr re connected in oari 11 el wit 1 a le Ps; cre c:e essctors ( 177) of::e resistauce di-vider citrc-it 177, 79, 1 is 1).

   23.) Clutch equipment for a motor vehicle as claimed in Claim 1, substantially as herein described with reference to and as illustrated by any one of the examples shown in the accompanying drawings.

   Amendments to the claims have been filed as follows CLAIMS 1 Clutch equipment for a motor vehicle, comprising a) a friction clutch ( 3) with a clutch releaser ( 9) the position of which determines the torque transmittable by the friction clutch ( 3), b) a setting drive ( 15, 17) positioning the clutch releaser ( 9), c) a clutch actuation device ( 21, 23, 29) determining the position of the clutch releaser ( 9) selectively between a completely disengaging release position and a completely engaging engagement position, d) an engine rotation rate regulator ( 27) detecting the engine rotation rate, especially according to one of Claims 1 to 16, characterised in that a speed indicator ( 31) responding to the vehicle speed is provided which generates a first signal representing the halting of the vehicle or vehicle speeds in the range of pedestrian walking speeds, in that the clutch actuation device ( 21, 23, 49) in the case of presence of its ideal position signal fixing the clutch engagement position generates a second signal representing this operational condition, and in that a disengagement control system ( 97, 99, 103) generates an ideal position signal controlling the setting drive ( 15, 17) independently of the clutch actuation device ( 21,' 23) into the diosengagement position when the first and the second signal are present and the detected gear input rotation rate is greater than a predetermined rotation rate value which in turn is less than the idling rotation rate of the engine.

   2 Clutch equipment according to Claim 1, characterised in that the disengagement control system ( 97, 99, 103) comprises a memory ( 99) which is set in the presence of the disengagement condition and holds the servo-drive ( 15, 17) in the disengagement position and in that the clutch actuation device ( 21, 23) in the presence of its ideal position signal fixing the disengagement position generates a third signal representing this operational condition and feeds it to the memory ( 99) for the clearing of the stored disengagement condition.

   3 Clutch equipment for a motor vehicle as claimed in Claim 1, substantially as herein described with reference to and as illustrated by any one of the examples shown in the accompanying drawings.

   Publshe: 198 e a: The Paten O:ce Stae Ho se 6671 Hi ' Londonr WC'i R 4 TP Farl'her c-p 2 es may be obtained frcm The Patent Office.

   Sales Branch, St Mary Cray Orpington Kent BR 5 3RD Printed by Multiplex technuques ltd, St Mary Cray Kent Con 187.