ITMI981012A1 - DEVICE FOR THE COMMAND OR THE COMMAND OF EMERGENCY OPERATION OF A STATE OF ENGAGEMENT OF A CLUTCH THAT CAN BE OPERATED IN - Google Patents

Description

DESCRIPTION

The invention relates to a device for the control or emergency operation control of a clutch engagement state that can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a member changeover switch on the transmission side operatively connected with it, for the selection of the transmission ratio, with an actuation unit, controllable by a control unit, with an actuation for the actuation, as engagement and / or disengagement, of the clutch, where it is at least one sensor is provided, which detects the position of the transmission-side switching member and a sensor is provided, which detects the position of the gear lever.

These devices have become known from the patent publication DE-0S 19548799. In case of failure of a sensor or in case of defect or disturbance of a sensor for the detection of the gear engaged or of an actuation of the gear lever by the driver as a signal of intention to change can occur failures of the automated clutch.

If, for example, the sensor for detecting the position of the shift lever is faulty, a shift intention can no longer be detected due to this missing signal. For example, if a sensor for detecting an engaged gear based on a position of a transmission-side switching element is defective or disturbed, the gear recognition cannot function correctly and gear-dependent processes, such as engagement or disengagement of the clutch, for example during a starting process or a shifting process, are no longer performed with the desired comfort.

It is the object of the present invention to provide a device mentioned above which, in the event of a complete temporary failure of at least one sensor, for example for the detection of a position of a switching member on the transmission side or of a gear lever, ensures safe control or safe adjustment of the clutch engagement state. A further object of the invention is to provide that, despite a failure of such a sensor, the comfort of the automated clutch system can be substantially maintained.

Furthermore, it is the object of the invention, in the event of a sensor or signal failure, to provide an emergency command, by means of which the vehicle can be operated safely and as much as possible without great loss of comfort.

This is achieved according to the invention in that, in the event of a failure or defect of at least one sensor, a predeterminable replacement or replacement value instead of a sensor value is used by the control unit for controlling the sensor. state of grafting.

Similarly this can be achieved according to the invention due to the fact that in the event of a failure or defect of at least one sensor, the control unit switches to an emergency operating mode, in which the incorrect or not present sensor signal is not necessary or not used.

It is particularly advantageous if in case of failure of at least one sensor, instead of the sensor value not present or incorrect, a predeterminable replacement value contained in a memory is read and used for the command. The replacement value can be stored for example in a table or in a characteristic curve and can be read from the memory by the control unit.

It is also advisable if, in the event of failure of at least one sensor, a sensor value from another sensor is used for control instead of the sensor value not present or incorrect. In this case, it is desirable if the value range of the first sensor is converted into the value range of the other sensor to be replaced and thus the replacement value of the sensor signal can assume substantially the same value as the value of the defective sensor.

It is advantageous if a sensor value of a sensor for detecting a longitudinal path of the transmission-side switching member is used as a replacement value in the event of a sensor failure for the detection of a longitudinal path of the gearshift lever. A movement within gearshift tracks is defined as the longitudinal path of the gearshift lever or of the transmission-side switching member. Correspondingly, a transverse movement with respect to the shifting tracks is defined as a transverse path, i.e. a movement for selecting shifting tracks. <'>

It is similarly advisable if in the event of a sensor failure for the detection of a longitudinal path of a transmission-side switching element, a sensor value of a sensor is used as a replacement value for the detection of a longitudinal path of a lever. of the gearbox.

According to a further concept according to the invention, it may be advantageous if, in the event of a failure of a sensor for detecting a transverse path of a switching element on the transmission side, a predeterminable replacement value is used, which lies substantially in the range of values of a sensor value of the shifting track for 1/2, 3/4 or 5/6 or R, where in the case of another shifting sector, values from further shifting tracks can also be used.

According to a further concept according to the invention, it may be desirable if, in the event of failure or error of at least two sensors, predeterminable replacement values are used for control, which lie substantially in the value range of the sensor values of the first gear or of a higher gear, such as second through sixth gear.

Similarly, it can be advantageous if, in the event of a sensor failure or defect or disturbance, the clutch is engaged at the maximum torque that can be transmitted by the clutch during an engagement process.

Furthermore it may be desirable if a signal from a sensor is filtered by the control unit and a movement of a gear lever takes place with the help of a comparison of the filtered sensor signal with the unfiltered signal, as a difference is established among these signals, where the clutch is disengaged when such a difference is greater than a predeterminable limit value. Similarly, if a sensor signal is filtered by the control unit and a movement of a gear lever takes place with the help of a comparison of the filtered sensor signal with a filtered signal with another time constant, in how much a difference is established for these signals, where the clutch is disengaged when such a difference is greater than a predeterminable limit value. It is appropriate if the filter is a PT1 filter.

Similarly, it is advantageous if the clutch is engaged or disengaged in such a way that the torque transmissible by the clutch is selected as a function of the actuation path of the gas pedal.

It is appropriate if the torque that can be transmitted by the clutch is a linear function of the actuation path of the gas pedal.

Similarly, in the case of a further embodiment of the invention, it is advantageous if the torque transmissible by the clutch, upon exceeding a first predeterminable threshold of an actuation of the gas pedal, is increased as a linear function of time and / or the descent below a second predeterminable threshold of an actuation of the gas pedal is reduced as a linear function of time.

In this case it is advisable if the slope of the increase or reduction of the torque transmissible by the clutch is controlled as a function of the actuation path of the gas pedal.

According to a further inventive concept, in the case of a device for controlling or controlling an emergency operation of a clutch engagement state which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a lever gearbox and a transmission-side switching member operatively connected thereto for the selection of the transmission ratio, with an actuation unit, which can be controlled by a control unit, with a drive for the actuation, such as engagement and / or disengagement, of the clutch, it is advantageous if in the event of failure or defect of at least one wheel speed sensor of a wheel or a wheel speed signal of a wheel, a replacement value is used, which represents a number of wheel turns of another wheel.

Furthermore, according to a further concept of the invention, in the case of a device for the control and the emergency operation control of a clutch engagement state that can be operated automatically in the drive chain of a motor vehicle with an engine or a gearbox with a gearshift lever and a transmission-side switching member operatively connected therewith, for the selection of the gear ratio, with an actuation unit, which can be controlled from a control unit, with a drive for actuation, such as clutch and / or disengagement of the clutch, it can be advantageous if in the event of failure or defect of at least one sensor, which indicates an activity of a secondary group, or of such a signal, a value representing a value is used as a replacement value. activity not present.

Similarly, in the case of a device for the control or the emergency operation control of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching member on the transmission side operatively connected with it, for the selection of the transmission ratio, such as an actuation unit, which can be controlled from a control unit, with an actuation for actuation, such as engagement and / or disengagement, of the clutch, it may be appropriate if in case of failure or defect of at least one sensor, which indicates a moment absorption of a secondary group, or of such a signal, a value representing a moment absorption not present is used as a replacement value.

It is advantageous in the case of a device for the control or emergency operation control of a clutch engagement state which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and with a switching member on the transmission side operatively connected therewith, for the selection of the transmission ratio, with a drive unit, which can be controlled by a control unit, with a drive for actuation, such as engagement and / or disengagement, of the clutch, if in the event of failure or defect of at least one sensor, which indicates an actuation of the service brake, or of such a signal, a value representing a present actuation is used as the replacement value.

Furthermore, it may be appropriate if in the case of a device for the control or the emergency operation control of an engagement state of a clutch that can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a lever of the gearbox and a changeover member on the transmission side operatively connected with it, for the selection of the transmission ratio, with a drive unit, which can be controlled by a control unit, with a drive for actuation, such as engagement and / or disengagement , of the clutch, in the event of failure or defect of at least one sensor indicating an actuation of the service brake, or of such a signal, a signal from another sensor, such as a brake light switch, can be used as a substitute.

Similarly, it is advantageous if in the event of failure or defect of at least one sensor indicating a parking brake actuation, or of such a signal, a value representing a drive that is not present is used as a replacement value.

Similarly, it is appropriate if in the event of failure or defect of at least one sensor or a signal, the number of revolutions of the engine and / or the moment of the engine and / or the actuation of the gas pedal and / or the position of the valve with throttle and / or at least individual wheel speeds, the torque transmitted by the clutch is increased with gear engaged and the brake not activated.

It is particularly advantageous if the torque transmissible from the clutch is increased up to the maximum transmissible torque.

It is appropriate if the torque transmissible from the clutch is increased continuously, linearly or with another functional relationship.

According to a further concept according to the invention, in the case of a device for controlling or controlling the emergency operation of a clutch engagement state that can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching member on the transmission side, operatively connected thereto for the selection of the gear ratio, with a drive unit controllable by a control unit, with a drive for rationing, as a clutch and / or disengagement of the clutch, it is appropriate if in the event of failure or defect of at least one sensor or a signal of the number of revolutions of the engine and / or of the moment of the engine and / or of the actuation of the gas pedal and / or of the position throttle valve and / or at least individual wheel speeds, in the presence of a movement of the gearshift lever and / or a neutral zone inserted in the gearbox and / or with the brake applied and / or in the case of a less than a predeterminable limit value, the torque transmissible by the clutch is reduced.

Similarly, it is advantageous if the predeterminable limit value of the number of revolutions of the engine is in the range from 800 to 1500 revolutions per minute, preferably 1000 revolutions per minute.

The invention is illustrated by way of example with the help of the figures.

In this case:

Figure 1 shows a schematic representation of a vehicle, Figure 1a shows a schematic representation of a drive chain,

Figure 1b shows an exchange sector,

figure 2a shows a block diagram,

figure 2b shows a block diagram,

figure 3a shows a block diagram e

figure 3b shows a block diagram.

Figure 1 schematically shows a motor vehicle 1 with an engine 2, such as an internal combustion engine. Furthermore, a clutch 3 and a gearbox 4 are contained in the drive chain of the motor vehicle. In this embodiment example, the clutch 3 is arranged in the flow of forces between the engine and the gearbox, where an engine drive moment is transmitted through the clutch. to the gearbox and from the gearbox 4 on the drive side, to a drive shaft 5 and to an axis 6 connected in cascade as well as to the wheels 6a.

Figure 1 also shows a device for controlling or adjusting the engagement state of a clutch, such as in particular of an automated clutch. The clutch engagement position between two end positions is also understood as the state of engagement. In one end position substantially no torque is transmitted by the clutch, and in the other end position a maximum torque is transmitted by the clutch. The state of engagement can also be characterized by the torque transmitted by the clutch.

The device, in a further exemplary embodiment of the invention, can also be operated by means of an emergency operation command in the event of a failure of a sensor or of another component of the automated clutch, where the control unit of the device detects the defect or failure and turns into an emergency operation command.

The clutch can be performed as a friction clutch, as a dry friction clutch, multi-plate clutch, magnetic powder clutch or overrun clutch d1 converter d1 a torque converter. The clutch can be a self-adjusting clutch, compensating for wear. Gearbox 4 is represented as a manual gearbox, or as a gearbox.

According to the inventive concept according to the invention, the gearbox can however also be an automated gearbox, which can be changed over by means of an actuator in an automated manner. An automated gearbox is more broadly understood as an automated gearbox, which is changed by an interruption of the tractive force and the process of changing the gear ratio is carried out in a controlled manner by means of at least one actuator. In addition, an automatic gearbox can also be used, where an automatic gearbox is a substantially uninterrupted gearbox of the tractive force during the gearbox process and which generally consists of planetary stages. In addition, a continuously adjustable gearbox can be used, such as for example a winding gearbox of stepped pulleys, the automatic gearbox can also be performed with a torque transmission system 3, arranged on the side of the motorcycle take-up, such as a clutch or a friction clutch.

The clutch can also be implemented as a starting clutch and / or reversing clutch for reversing the direction of rotation and / or safety clutch with a transmissible torque that can be controlled in a targeted manner. The clutch can be a dry friction clutch or a wet running friction clutch, which rotates for example in a fluid.

The clutch 3 has a drive side 7 and a drive side 8, where a twisting moment is transmitted from the drive side 7 to the drive side 8, as a clutch disc 3a, by means of the drive plate thrust 3b, the Belleville spring 3c and the release bearing 3e as well as the flywheel 3d is stressed with force. For this stress the release lever 20 is actuated by means of an actuation unit 90, such as an actuator 13b.

The control or adjustment of the engagement state of the clutch 3 takes place by means of a control unit 13. The control unit may comprise the control electronics 13a and the drive unit 90. In another advantageous embodiment , the control unit can only comprise the control electronics 13a, the actuation unit is housed in another body. The control unit 13 can contain the control and power electronics for controlling the electric motor 12 of the actuator 13b. Thus it can be advantageously achieved, for example, that the system as the only mounting space requires the mounting space for the actuator with the electronics.

The drive unit 13b basically consists of a drive 12, such as an electric motor, where the electric motor via a transmission 12a, such as a worm drive or a front tooth gear drive or crank drive or worm drive , acts on an output element. This output element can be a hydraulic pump 11. The output element can also be a linkage or other connection.

The movement of the output piece of the actuator or drive unit; 13b, such as the plunger of the hydraulic pump 11a, is detected with a clutch path sensor 14, which detects at least the position and / or speed and / or the acceleration of a quantity, which is proportional to the position respectively to the engagement position respectively to the speed or acceleration of the clutch. From the position, the velocity and / or acceleration can also be calculated as a function of time. The engagement position or engagement state therefore characterizes the torque transmissible from the clutch, since this transmissible torque is coupled via the clutch characteristic curve to the engagement position or engagement state.

The hydraulic pump 11 is connected through a pressure pipe 9, such as a hydraulic pipe, with the receiving cylinder 10. The output element 10a of the receiving cylinder is operatively connected with the release lever or with the release means 20 , so that a movement of the outlet piece 10a of the receiving cylinder 10 causes the release means 20 to be also moved or overturned, to control the torque transmissible by the clutch 3.

By means of the position of the release means 20, such as the release fork or the central clutch, the force-loading of the pressure plate or of the friction linings can be controlled in a targeted manner, where the pressure plate can in this case be moved between two end positions and can be adjusted and fixed as desired. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. For the control of a transmissible torque, which is for example less or greater than the moment of the engine at the moment temporarily present, for example a position of the thrust plate 3b, which is located in an intermediate zone between the two positions, can be controlled. end. The clutch can be fixed in this position by means of the targeted actuation of the release means ZO. However, other transmissible clutch moments can also be controlled, which are definitely above the temporarily present engine moments. In such a case, temporarily present motor moments can be transmitted, where torque unevenness in the drive chain, in the form of for example torque peaks, are damped and / or isolated.

Sensors are also used to control the clutch engagement state as control or control, which at least temporarily monitor the relevant variables of the entire system and supply the status variables, signals and measured values required for control. which are processed by the control unit, where a signal connection with other electronic units can be foreseen and exist, such as for example with an engine electronics or an anti-lock system electronics (ABS) or an anti-slip regulation (ASR) . Sensors detect for example speeds such as wheel speeds, engine speeds, the position of the load lever, the position of the throttle valve, the gear position of the gearbox, an intention to change and further dimensions and specific characteristics of the vehicle.

Figure 1 shows that a throttle valve sensor 15, an engine speed sensor 16, as well as a tachometer sensor 17 are used, which pass measured values or information to the control unit. The electronic unit, such as a computer unit, of the control unit 13a processes the input quantities of the system and passes control signals to the actuator 13b.

The gearbox is performed as a gearbox, where the gear ratios are changed by means of a gear lever or the gearbox is operated or serviced by means of this shift lever. Furthermore, at least one sensor 19b is arranged on the gearshift lever 18 of the gearbox, which detects the longitudinal path of the gearshift lever, the intention to shift and / or the gear position and passes it to the control unit. The sensor 19a is articulated to the gearbox and detects the momentary gear position and / or a gearshift intention. The recognition of the shift intention using at least one of the two sensors 19a, 19b can occur due to the fact that the sensor is a force sensor, which detects the force acting on the gear lever or on a gearshift element When a strength threshold is exceeded, the signal is evaluated as a change intention. In addition, however, the sensor can also be implemented as a distance or position sensor, where the control unit recognizes an intention to change from the time variation of the position signal. Similarly, a shift intention may be recognized when a predeterminable threshold value for the position of the shift lever is exceeded, or when a differential path between the shift side element and the shift lever reaches or exceeds a predeterminable limit value. For this purpose, a differential path is calculated as the difference between the sensor values on the shift lever side and the gearbox side.

Sensor 19b detects a position or movement of the gear lever. The sensor can be a path sensor, such as for example a potentiometer or a Hall sensor, or another sensor, which detects at least the longitudinal path of the gearshift lever in the case of movement along the gearshift tracks. Furthermore, a second sensor, not shown, can also be arranged which detects the transverse path of the gear lever.

The sensor 19a detects a position or movement of a shift-side switching member 80, such as for example a central shift shaft or shift rods in the shift or coupling elements connected therewith. The sensor can be a path sensor, such as a potentiometer or a Hall sensor or another sensor, which detects at least the longitudinal path of the shift-side switching member in the case of movement along the shift tracks. Furthermore, a second sensor is advantageously arranged which detects the transverse path of the gearbox-side switching element.

The control unit is in signal connection at least temporarily with all sensors and evaluates the sensor signals and the system input variables in such a way that, depending on the current operating point, the control unit issues instructions for control or adjustment to at least one actuator 13b. The actuation element 12 of the actuator, like an electric motor, receives from the control unit, which controls the actuation of the clutch, an actuating variable as a function of measured values and / or input variables of the system and / or signals from the connected sensors. For this purpose, a control program is implemented in the control unit as hardware and / or as software, which evaluates the input signals and calculates or determines the quantities with the aid of comparisons and / or functions and / or characteristic fields. exit.

The control unit 13 has advantageously implemented a torque determination unit, a travel position determination unit, a slip determination unit and / or an operating state determination unit, or it is in signal connection with at least one of these units. These units can be implemented by means of control programs such as hardware and / or software, so that the torque of the drive unit 2 of the vehicle 1, the gear position of the gearbox 4 can be determined by means of the input sensor signals. as well as slippage, which reigns in the clutch area, and the momentary operating state of the vehicle. The unit for determining the gear position at least with the aid of the signals of the sensors 19a and / or 19b determines the gear currently engaged. In this case the sensors are articulated to the gearshift lever and / or to adjustment means on the gearbox side or inside the gearbox, such as for example a central gear shaft or a gearshift rod, and these detect for example the position and / or the speed of these components.

Furthermore, a load lever sensor 31 can be disposed on the load lever 30, such as the gas pedal, which detects the position of the load lever. A further sensor 32 can act as a neutral switch, i.e. with the gas pedal actuated, such as the load lever, this neutral switch 32 is switched on and in the case of an unactivated signal it is switched off, so that by means of this digital information it is possible to can recognize if the load lever is operated, such as the gas pedal. The load lever sensor 31 detects the degree of actuation of the load lever.

Figure 1, in addition to the gas pedal 30, as the load lever, and the sensors in connection therewith, shows a brake actuating element 40 for actuating the service brake or the parking brake, as the brake pedal. brake, handbrake lever or hand or foot operated actuation element of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is designed, for example, as a digital sensor, such as a switch, where this detects whether the actuating element is actuated or not. With this sensor, a signaling device, such as a brake light, can be in signal connection. signals that the brake is applied. This can be done for both the service brake and the parking brake. However, the sensor can also be designed as an analog sensor, where such a sensor, such as a potentiometer, determines the degree of actuation of the actuating element. This sensor can also be in signal connection with a signaling device.

The control unit controls or adjusts the clutch engagement position or the clutch engagement state, i.e. substantially the torque transmissible from the clutch, by means of a position control of the clutch actuation element, such as a release bearing, or the drive of the drive unit The set position is controlled by means of this command and a position determination in this case substantially parallel to the calculation. The respective travel path and thus the respective momentary position or the momentary shifting state can be determined from the data of the engagement state at the instant prior to the shifting of the shifting state and on the basis of drive power.

In the case of an emergency controlled operation of the drive unit it is advantageous if the engagement process and / or the disengagement process takes place with a lower drive power than in normal operation. In the case of an engagement and / or disengagement process it is desirable to reduce the drive power and / or the drive force, it is also advantageous to carry out this during at least a time interval, so that the drive unit, in case of emergency command, does not go with full power or force against a stop or final stop. If this is the case, the service life of the drive system decreases considerably, since components of the drive system are not usually designed for such high stresses and at least some components of the drive unit would be mechanically destroyed over time.

To determine the momentary engagement position or the engagement state, the instantaneous position is calculated on the basis of the data of the respective drive powers at the respective engagement position. The variation of the momentary position is in this case a function of the engagement position itself, since the force of the clutch, which acts in each engagement position, is substantially different. The drive power is then selected, in the case of an engagement and / or disengagement process, as a function of the respective engagement position.

If, for example, a sensor for detecting the engagement state is present, then the sensor failure or error can be recognized, for example, by the fact that the sensor signal has left a plausible range of values, which is usually assumed in the normal operation. Similarly, a sensor error can be recognized when for a predetermined time, such as the duration of at least two processor timing rates, the sensor data is not renewed and the sensor does not bring new data. In this case it is assumed that the processor reads and / or receives sensor signals in a timed manner. For example, if the timing rate is 10 milliseconds, then the sensor should be considered defective when no new signals or signals are received for at least 20 milliseconds. When a sensor error is recognized, a "flag" or a status bit is placed in a memory of the control unit, indicating that an error is present. When the error is no longer present at a later time, the "flag" or the status bit relating to this can be cleared / cleared.

Figure 1a shows in a schematic representation a drive chain 100 of a vehicle with an engine 101, a clutch 102 and a gearbox 102. The clutch is operated by a drive unit 104, such as an actuator, where the drive unit 104 is controlled by a control unit 105 with internal microprocessor with memory 13c, see Figure 1. The gearbox has a switching member 106 on the gearbox side, which is operated via a connection 107 by means of an operating element 108, like a gear lever. By means of the gear lever the gearbox is changed and a gear is engaged or a neutral zone is selected. The shift lever and / or a shift-side switching member is moved or operated within shift tracks 150 or transversely to the shift tracks within the selection path 151.

This is represented, for example, by figure 1b, which shows a shift diagram, such as an enlarged shift diagram H with gear positions 1 to 5 and reverse gear R.

The sensor 109 detects at least one position of the longitudinal path of the shift lever 108 substantially along the shift tracks 150. The sensor 110 substantially detects the position of the longitudinal path of a switching element 106 from the shift side along the shift tracks 150. Sensor 111 detects the position of the transverse path of a shift-side switching member 106 along the selection path 151. A sensor 109a preferably detects the transverse path of the shift lever.

The control unit 105 can contain a memory and a filter, by means of which data and signals for example from sensors or a data bus (CAN bus) are filtered and possibly further processed in another way. The filter in one embodiment is designed as an electronic component. In a further embodiment, the filter is implemented as part of a control method, in which the data and signals are processed within the microprocessor.

Figure 1a shows a gearbox speed sensor 112. In the event of a failure of the engine speed sensor 16 of Figure 1, the control unit recognizes this for example by the missing signal or a sensor signal at the outside of a predeterminable plausibility field. In such a case, the control unit 105 can calculate the number of revolutions of the engine by means of the number of revolutions of the gearbox and the engaged gear ratio. The gearbox input speed is then equal to the gearbox output speed multiplied by the gear ratio. This number of revolutions is then equal to the number of revolutions of the engine. The engine speed can also be calculated from a vehicle speed signal or wheel speed signal and the respective overall drive chain transmission.

Figure 2a shows a block diagram 200 for the representation of a sequence of use of a device according to the invention for controlling an engagement state of a clutch. In block 201 the procedure is started. In block 202, the sensor signal of the control unit is read and checked whether it is incorrect or lies outside a predeterminable range of values, such as a plausibility range. itself is considered incorrect. This can be done, for example, by comparing the signals with the limit values of the plausible range of values. When the signal is within these limit values, the signal is not erroneous. If no signal is present or if no signal is present for a predetermined time or the signal is outside the limit values of the plausible value range, the signal is considered to be incorrect.

The signal can be a sensor signal for recognizing the gear engaged. Similarly, the sensor signal can be a rpm signal such as an engine rpm or a gearbox input rpm or an engine moment signal.

If the signal is not incorrect, in block 205 the procedure is terminated and the command of the clutch engagement state is continued by means of the non-incorrect signals.

If the signal in 202 is incorrect, in block 203, in an emergency operation command, a replacement value or a replacement signal is read from the memory of the command unit and used for the command of the clutch engagement state see block 204. At 205 the process is subsequently concluded. The emergency operation command is further executed at least until the error is no longer present. If, for example, the sensor for detecting the longitudinal path or the transverse path of the switching element on the gearbox side is defective, a value representing the shifting track of the gears 1-2 can be used as the replacement value. By switching the command to an emergency operation command, the incorrect signal is replaced by a replacement value. Therefore the whole system does not fail, but the vehicle can be operated further with possible reduced loss of comfort. In the emergency operation command, incorrect signals are not used.

The use of a replacement value for the command can also take place if two sensors fail. In this case Figure 2a is modified in such a way that upon reading the sensor signal it is established that the signals of the two sensors are incorrect and subsequently for these sensor signals the replacement values are read from the memory. In this case it is advantageous if these replacement values represent a first gear engaged.

Figure 2b shows a block diagram 210 for the representation of a sequence of use of a device according to the invention for controlling an engagement state of a clutch. In block 211 the procedure is started. In block 212 the sensor signal Ssensor j of the sensor Sensor_l is read from the control unit, and it is checked whether it is incorrect or is located outside a predeterminable range of values, such as a plausibility field. If so, the sensor signal or the sensor itself is considered to be incorrect. This can be done, for example, by comparing the signal with the limit value of the plausible range of values. If the signal is within these limit values, the signal is not wrong. If there is no signal or no signal is present for a predetermined time or the signal is outside the limit values of the plausible value range, the signal is considered to be incorrect.

If the signal is not incorrect, the procedure is concluded in block 215 and continues with the command of the clutch engagement state by means of non-incorrect signals.

If the signal Ssensor j in 212 is incorrect, a replacement signal SSensor 1 <sensor> Sensor_2 is used in block 213 in an emergency operation command, where this replacement signal originates from another sensor. This signal is used to control the state of engagement of the clutch, see block 214. At 215 the procedure is finally concluded.

For example, sensor 109 on the gear lever is available as sensor Sensor_l or Sensor_2. If this sensor signal as the signal of Sensor_l is incorrect, the sensor signal of the sensor 110, 109 on the gearbox side can be used as the signal of the Sensor_2, or vice versa, where the two sensors used each detect a longitudinal path of the gear lever and of the switching element on the gearbox side.

Figure 3a shows a block diagram 220 for the use of a device according to the invention. In block 221 the control procedure is started. In block 222 a sensor signal Ssensor ^ is read by a control unit and filtered by means of the control unit. The filter generates a filtered Ssensor f signal.

In block 223, by means of the control unit, it is compared by means of a comparison process whether the quantity | Ssensor γ - Ssensor -f | is greater than a predeterminable limit value. If this is not the case, the clutch remains substantially in its momentary engaged state and the procedure is concluded in block 225. If the difference in block 223 is greater than the predeterminable limit value, an intentional change by the driver with the aid of a movement of the gear lever and the clutch is disengaged in block 224, before the procedure is concluded in block 225.

Figure 3b shows in a block diagram 230 an example of execution for controlling the device according to the invention. In 231 proceedings are initiated. In block 232, a gas pedal actuation sensor signal, such as the gas pedal actuation path, is read out. The sensor can be arranged articulated to the throttle valve or to the gas pedal or to a linkage between the throttle valve and the gas pedal. Such a sensor can be a potentiometer or a Hall sensor or another sensor.

The clutch for engagement or disengagement is controlled in block Z33. The speed or speed of the engagement or disengagement process is controlled as a function of the actuation of the gas pedal, such as the extent of the actuation of the gas pedal and / or the rate of change of the actuation of the gas pedal. If for example the return of the gas pedal actuation is very fast, the disengagement process also takes place quickly. In the case of an engagement process, the clutch can be closed up to the maximum transmissible torque, i.e. completely.

It is advantageous if in this case the transmissible torque is a linear function of the actuation of the gas pedal. Similarly, the clutch, in case of exceeding a limit value of the gas pedal operation, can be closed and in case of descent below a limit value of the gas pedal operation, the clutch can be opened.

According to Figures Za and Zb, in the event of failure or defect of a wheel speed sensor 99a, a replacement value of another wheel speed sensor 99b, 99c, 99d can be used. The same is true for the failure or defect of a sensor 98a, which detects the activity of a subgroup 98. In this case, a replacement value can be set, representing an active subgroup or an inactive subgroup. For example, an auxiliary steering pump or an air conditioning system, which can be operated from the engine side, can be considered as a secondary unit.

If the faulty sensor is a brake actuation sensor, either a replacement value can be used or another sensor, such as a brake light switch, can be used. The brake can be a parking brake, such as a hand brake, or a service brake.

Similarly, in the event of failure or defect of at least one sensor or signal of an engine rpm and / or engine torque and / or gas pedal actuation and / or throttle position and / or by at least individual wheel speeds, the torque that can be transmitted by the clutch with gear engaged and the brake not activated can be increased by means of an emergency operating command. In this case it is advisable if the torque transmissible from the clutch is increased up to the maximum transmissible torque. Similarly, it is advantageous if the torque transmissible by the clutch is increased continuously, linearly or with another functional relationship.

The motor torque control can take place in such a way that the signal sent by the motor control or the determined signal is checked as follows:

It is checked whether the motor moment signal is above a maximum possible signal. In this case there must be a moment value error.

Using a mathematical model performed in parallel, the engine moment is determined with the help of engine data, such as engine rpm and throttle valve angle and possibly with the use of engine characteristic fields. The data is then compared with the moment of the sent engine. In the event of a deviation greater than a predetermined value, the motor moment is considered to be incorrect.

Correlations between the throttle valve signal and the engine torque are made, if necessary, using characteristic ranges. If the values are not present according to the characteristic range, the motor moment signal is evaluated as incorrect. In the case of a device for the control or emergency operation control of a clutch engagement state which can be controlled automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and an actuating member changeover on the gearbox side operationally connected with it for the selection of the transmission ratio, with an actuation unit that can be controlled by a control unit, with an actuation for the actuation, as engagement and / or disengagement, of the clutch, similarly in case of failure o defect of at least one sensor or signal of engine rpm and / or engine torque and / or gas pedal operation and / or throttle position and / or at least individual numbers wheel revolutions, in the presence of a movement of the gear lever and / or an idle zone, inserted in the gearbox and / or with the brake applied and / or in the event of an engine speed lower than a predetermined limit value, it can v to reduce the torque transmissible from the clutch. In this case it is advantageous only if the predeterminable limit value of the number of revolutions of the engine is in the range from 800 to 1500 revolutions per minute, preferably it is 1000 revolutions per minute.

The patent claims filed with the application are proposed for formulation without prejudice to obtaining further patent protection. The Applicant reserves the right to claim still further characteristics disclosed so far only in the description and / or in the drawings.

The references used in the sub-claims refer to the further embodiment of the object of the main claim by means of the characteristics of the respective sub-claims; they are not to be understood as a waiver of obtaining autonomous objective protection for the characteristics of the sub-claims containing the references.

However, the objects of these sub-claims also form autonomous inventions, which have a configuration independent of the objects of the preceding sub-claims.

Furthermore, the invention is not limited to the exemplary embodiments of the description. On the other hand, numerous variations or modifications are possible within the scope of the invention, in particular variations, elements and combinations and / or materials, which are inventive for example by combining or modifications of individual characteristics or elements or process steps, described in connection with the general description of embodiments as well as in the claims and contained in the drawings, and by means of combinable characteristics lead to a new object or new process steps or sequences of process steps, also with regard to manufacturing, testing and working processes.

Claims (28)

CLAIMS 1. Device for the control or emergency operation control of a clutch engagement state which can be operated automatically in the drive chain of a motor vehicle with one engine and one gearbox, with one drive unit, which can be controlled by one unit control, with an actuation for actuation, such as engagement and / or disengagement, of the clutch, characterized by its particular execution and mode of operation corresponding to the application documents present. 2. Device for the control or emergency operation control of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching element on the side gearbox operatively connected with it for the selection of the transmission ratio, with an actuation unit controllable by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, where at least one sensor is provided, which detects the position of the shifting member on the gearbox side and a sensor is provided which detects the position of the shift lever, characterized in that in the event of failure or defect of at least one sensor, a predeterminable replacement value is used instead of a sensor value from the control unit, for controlling the engagement state. 3. Device for the control or emergency operation control of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching element on the side gearbox operatively connected with it, for the selection of a transmission ratio, with an actuation unit that can be controlled by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, where at least one sensor is provided, which detects the position of the gearshift-side switching element and a sensor is provided which detects the position of the gearshift lever, characterized in that in the event of failure or defect of at least one sensor, the control unit switches the emergency operation, in which the wrong or not present sensor signal is not needed and is not used. Device according to claim 2, characterized in that in case of failure of at least one sensor, instead of the sensor value not present or incorrect, a predeterminable replacement value is read from a memory and is used for the command. 5. Device according to claim 2, characterized in that in the event of failure of at least one sensor, a sensor value of another sensor is used for control instead of the sensor value not present or incorrect. 6. Particular device according to claim 5, characterized in that in the event of a failure of a sensor for the detection of a longitudinal path of the gearshift lever, a sensor value of a sensor for the detection of a longitudinal path of a gearbox-side switching member. 7. Device according to claim 5 in particular, characterized in that in the event of a failure of a sensor for detecting a longitudinal path of a shift-side switching element, a sensor value of a sensor is used as a replacement value. sensor for detecting a longitudinal path of a gear lever. Device according to one of the preceding claims in particular, characterized in that in the event of a failure of a sensor for detecting a transverse path of a switching element on the gearbox side, a predeterminable replacement value is used which is substantially in the range of values of a sensor value of the gearshift track 1/2, 3/4 or 5/6 or R. Device according to one of the preceding claims in particular, characterized in that in the event of failure or error of at least two sensors, predeterminable replacement values1 are used for the actuation, which lie substantially in the value range of the sensor values of the first gear or a higher gear, such as second through sixth gear. 10. A device in particular according to one of the preceding claims, characterized in that in the event of a failure or defect or disturbance of a sensor, the clutch is engaged during an engagement process at the maximum transmissible torque of the clutch. Device according to one of the preceding claims in particular, characterized in that a signal from a sensor is filtered by the control unit and a movement of a gear lever takes place on the basis of a comparison between the filtered sensor signal and a signal of an unfiltered sensor, in which a difference is established between these signals, where the clutch is disengaged when such a difference is greater than a predeterminable limit value. Device according to one of the preceding claims in particular, characterized in that a signal from a sensor is filtered by the control unit and a movement of a gear lever takes place on the basis of a comparison between the filtered sensor signal and a signal filtered with another time constant, in which the difference between these signals is established, where the clutch is disengaged when such a difference is greater than a predeterminable limit value. 13. Device according to claim 11 or 12, characterized in that the filter is a PT1 filter. Device according to one of the preceding claims in particular, characterized in that an engagement or disengagement of the clutch takes place in such a way that the torque that can be transmitted by the clutch is selected as a function of the actuation path of the gas pedal. 15. Device according to claim 14, characterized in that the torque transmissible by the clutch is a linear function of the actuation path of the gas pedal. 16. Device according to claim 14, characterized in that the torque transmissible by the clutch, upon exceeding a first predeterminable threshold of an actuation of the gas pedal, is increased as a linear function of time, and / or upon descent below of a second predeterminable threshold of an actuation of the gas pedal, is reduced as a linear function of time. Device according to claim 16, characterized in that the slope of the increase or reduction of the transmissible torque of the clutch is controlled as a function of the actuation path of the gas pedal. 18. Device for the control or emergency operation control of a clutch engagement state that can be operated automatically in the drive chain of a motor vehicle with an engine or a gearbox with a gear lever and a switching element on the side gearbox operatively connected therewith for the selection of the transmission ratio, with an actuation unit controllable by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, characterized by the fact that in case of failure or defect of at least one wheel speed sensor of a wheel or a wheel speed signal of a wheel a replacement value is used, which represents a wheel speed of another wheel . 19. Device for the command or emergency operation command of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever, and a switching element on the side gearbox operatively connected therewith, for the selection of a transmission ratio, with an actuation unit controllable by a control unit, with an actuation by rationing, such as engagement and / or disengagement, of the clutch, characterized in that in the event of failure or defect of at least one sensor, indicating activity of a secondary group, or of such a signal, a value representing a non-present activity is used as a replacement value. 20. Device for the control or emergency operation control of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching element on the side gearbox operatively connected therewith for the selection of the transmission ratio, with an actuation unit controllable by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, characterized by the fact that in case of failure or defect of at least one sensor, which indicates a moment absorption of a secondary group or of such a signal, a value representing a moment absorption not present is used as the replacement value. 21. Device for the control or emergency operation control of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching element on the side gearbox operatively connected with it for the selection of the transmission ratio, with an actuation unit that can be controlled by a control unit, with an actuation for the actuation, as engagement and / or disengagement, of the clutch, characterized in that in case of Failure or defect of at least one sensor, which indicates a service brake actuation, or of such a signal, a value representing an existing actuation is used as the replacement value. 22. Device for the command and control of emergency operation of an engagement state of a clutch that can be operated automatically in the drive chain of a motor vehicle with an engine and a transmission with a gear lever and a switching element on the side gearbox operatively connected with it for the selection of the transmission ratio, with an actuation unit that can be controlled by a control unit, with an actuation for the actuation, as engagement and / or disengagement, of the clutch, characterized in that in case of Failure or defect of at least one sensor, which indicates an operation of the service brake, or such a signal, a signal from another sensor, such as a brake light switch, is used as a substitute value. 23. Device for the control or emergency operation control of an engagement state of a clutch that can be operated automatically in the drive chain of a motor vehicle with an engine and a transmission with a gear lever 18 and a switching element gearbox side operatively connected with it for the selection of the transmission ratio, with an actuation unit controllable by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, characterized by the fact that in case failure or defect of at least one sensor, which indicates a parking brake actuation, or such a signal, a value representing a drive that is not present is used as the replacement value. 24. Device for the control or emergency operation control of an engagement state of a clutch that can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching element on the side gearbox operatively connected therewith for the selection of the transmission ratio, with an actuation unit controllable by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, characterized by the fact that in case of failure or defect of at least one sensor or signal for engine rpm and / or engine torque and / or gas pedal operation and / or throttle position and / or at least individual numbers wheel revolutions, the torque that can be transmitted by the clutch is increased with the gear engaged and the brake not activated. Device according to claim 24, characterized in that the torque transmissible by the clutch is increased up to the maximum transmissible torque. 26. Device according to claim 24 or 25, characterized in that the torque transmissible by the clutch is increased continuously, linearly or with another functional relationship. 27. Device for the control or emergency operation control of an engagement state of a clutch which can be operated automatically in the drive chain of a motor vehicle with an engine and a gearbox with a gear lever and a switching element on the side gearbox operatively connected therewith for the selection of the transmission ratio, with an actuation unit controllable by a control unit, with an actuation for actuation, as engagement and / or disengagement, of the clutch, characterized by the fact that in case of failure or defect of at least one sensor or signal of engine rpm and / or engine torque and / or gas pedal operation and / or throttle position and / or at least individual numbers of wheel revolutions, in the presence of a movement of the gear lever and / or of a neutral zone inserted in the gearbox and / or with the brake applied and / or in the event of an engine speed lower than a predetermined limit value, there is The torque transmissible by the clutch is reduced. 28. Device according to claim 27, characterized in that the predeterminable limit value of the number of revolutions of the engine is in the range from 800 to 1500 revolutions per minute, preferably 1000 revolutions per minute.