ITMI982786A1 - VEHICLE WITH A CLUTCH ARRANGEMENT AND PROCEDURE FOR THE REMOTE CONTROL OF AN AUTOMATED CLUTCH IN THE DRIVE CHAIN OF - Google Patents

Description

DESCRIPTION

The invention relates to motor vehicles with a clutch arrangement as well as a method for controlling an automated clutch in the drive chain of a motor vehicle.

Friction arrangements are already known in the most disparate configurations. Common to these known clutch arrangements is that they have a clutch and a clutch actuation arrangement. The clutch in this case is usually maintained in the engaged state by means of a spring arrangement. In particular, however, gearbox processes of a gearbox that is joined to the clutch require that the clutch be moved to a disengaged position for the gearbox.

For the generation of this disengagement movement the clutch actuation arrangement controls the clutch, as it applies an adjusting motion to the clutch, under the effect of which the clutch disengages overcoming the force applied by the spring arrangement to the clutch.

In this disengaged state then for example another gear can be set in the gearbox, before the clutch actuation arrangement allows the force applied to the clutch to decrease and the clutch therefore engages again under the effect of the spring arrangement.

Often such clutch actuation devices are provided with hydraulic elements, whereby the adjustment movement is applied to the clutch by moving a column of fluid. In the case of such known clutch arrangements it is assumed, ideally that a determined adjustment movement, which is applied to any element of the clutch actuation arrangement, always manifests itself in an adjustment movement on the clutch, which is uniquely defined by a fixed transmission ratio between the element and the release movement.

This assumption, however, represents a simplification, which, if inadmissible, can lead to disturbances in the friction arrangement.

Consequently, the invention is based on the task of providing an economical, reliable, constructively inexpensive and flexible possibility for avoiding disturbances in the operation of a clutch arrangement.

The object is solved according to the invention by means of a device according to the characteristics of the main claim as well as by a method according to the secondary claim. Advantageous embodiments result from the respective subordinate claims.

Due to the fact that the motor vehicle according to the invention has at least one compensation device for avoiding and / or limiting and / or compensating for an uncontrolled, self-initiated actuation of the clutch, or a movement of the vehicle or an uncontrolled variation, auto - once the transmission behavior has been initiated, a plurality of disturbances or operating states can be avoided, which are undesirable by the driver of the vehicle and which, moreover, in particular, are certainly not influenced by the automatic clutch.

The concept "not controlled" in this regard means that neither the driver of the vehicle nor an automatic clutch control device is applied the signals for the generation of a certain clutch release or clutch engagement movement, however the movement correspondence takes place from the system or through influences exerted by the environment. Similarly, cases are included in this concept, in which a signal is certainly applied to a component of the actuation arrangement for the generation of a certain engagement position of the clutch, this desired engagement position however does not occur on the clutch, since for example influences mentioned above overlap the adjustment movement, and therefore affect a modified engagement position.

According to the invention, therefore, the disadvantage of known arrangements which are substantially oriented on the theoretical characteristic curve of the clutch is surprisingly avoided.

The motor vehicle according to the invention makes it possible, for example, to compensate for, respectively eliminate or reduce the influences which temperature variations in the environment induce on the transmission behavior of the drive arrangement or of the clutch.

Such an influence can be, for example, a fluctuation of the ambient temperature, which can undoubtedly have an amplitude of 60 ° C within a very short time. This can happen for example when a vehicle is pulled out of a garage, which is adjacent to a heated house.

If the driver of the vehicle in such a case were to operate the engine with a gear engaged in the stationary state of the vehicle, for example in the case of an automatic clutch the vehicle could start moving by itself after a short time, since the contraction of the fluid, caused by the temperature difference, it can bring the clutch into engagement. This can be avoided by the invention in a controlled and economical way.

According to a preferred embodiment of the invention, the clutch actuation arrangement has a hydraulic arrangement, which has two pistons, in which a respective cylinder is housed in a displaceable manner. The hydraulic pump housed by the first piston (pump piston) engages in the clutch, possibly via additional coupling elements, and thus forms the interface between the clutch and the clutch actuation arrangement. In this case, the plunger is controlled by a fluid, preferably a liquid, which flows substantially from the receiving cylinder, through a connection device connected to it, such as for example a flexible tube, until it enters the second plunger, the plunger of the pump. In the piston of the pump, a force or pressure can be applied to the liquid from the cylinder arranged therein, since the pump piston in the hydraulic pump is moved substantially in the direction of the connection device. In this case the liquid column moves, so that the previously mentioned adjusting movement of the receiving plunger is achieved.

Preferably, by means of an actuator, which has a drive, such as an electric motor, which causes a rotational movement, as well as a mechanism for converting a rotational movement into a linear movement, an adjustment movement of the hydraulic pump is generated. In this case, the mechanism engages on the one hand in the pump piston and on the other hand on the output shaft of the electric motor.

For its part, the electric motor is preferably controlled again by an electric motor control device, so that a predetermined number of revolutions of the output shaft of the electric motor is generated.

In these preferred embodiments an advantage of the invention is clearly expressed: if in fact a previously described hydraulic arrangement did not have a compensation device, then a reduction in the temperature of the hydraulic path, caused for example by fluctuations in the ambient temperature, would entail a contraction of the liquid column, so that - in particular under the effect of the spring force - the distance between the pump plunger and the receiving plunger would be reduced, where the receiving plunger is brought closer to the pump plunger. However, this can just cause the force exerted on the clutch by the clutch actuation arrangement to be no longer sufficient to hold the clutch in a disengaged position. If a vehicle is parked with the engine running and a gear engaged, this could cause the vehicle to start moving substantially by itself, which is very dangerous for the vehicle and for traffic in general.

A compensation device according to the invention intervenes here, which prevents movement of the vehicle or actual engagement of the clutch.

Preferably the piston of the pump consists of a piston and a rod or a pusher, so that the piston divides the hydraulic pump into a primary chamber or cavity, facing the clutch, and a secondary chamber or cavity facing the actuator.

In the piston of the pump there is a passage opening, which can be closed by means of a post-suction valve, which always opens when there is a first predetermined pressure difference between the primary and secondary cavity, and closes again when a second more predetermined pressure difference is established between the primary and secondary cavities.

The post-suction valve can prevent the creation of a vacuum in the primary cavity as well as the creation of an overpressure in the secondary cavity by means of corresponding compensation, and thus can prevent degassing of the brake fluid or the fluid, thus a formation of foam. respectively a draft of air by the sealing elements usually to be provided, and also a release of the piston. The post-suction valve also makes it possible to short fill times, since there is a correspondingly large passage cross section. Even in the house of a new commissioning of the hydraulic path, the post-suction valve has significant advantages.

According to a further preferred embodiment of the motor vehicle according to the invention, the clutch arrangement has a device for regulating the quantity of fluid, from which the quantity of fluid present in the system section can be kept substantially constant.

It is therefore made possible that at certain times a reproducible filling quantity in the hydraulic path is adjustable and therefore any variations in the fluid length are compensated for each time.

For this purpose, a compensating opening with compensating valve is arranged in the piston of the hydraulic pump for this purpose, in which a connection can be established between the compensating valve - preferably depending on the pressure difference between the primary and secondary cavities. of current. Sensibly, a constant pressure is present in the secondary cylinder, so that by opening the compensation valve this pressure is also present in the primary cavity and thus it is possible that the primary cavity is filled under reproducible conditions with a reproducible quantity of liquid (constant ). The concept "quantity of liquid" here means not the mass but the volume at a predetermined pressure and with essentially the same chemical composition.

The hydraulic pump-plunger arrangement has a displacement zone, which is formed by a portion of the inner cylinder surface of the hydraulic pump and represents the zone, in which the plunger of the pump in the hydraulic pump is displaceable.

In the wall of the hydraulic pump and outside the displacement zone there is a liquid compensation opening in the secondary cavity.

To complete or as an alternative to this, the pusher of the hydraulic pump is at least partially executed as a hollow pusher. The hollow pusher has at least two openings, where a first opening is arranged, coaxially to the axis of the pusher, at the end of the pusher. A compensation valve is positioned in this opening, which opens in the presence of a first pressure difference between the primary cavity and the inside of the pusher and closes again in the presence of a second pressure difference. The second opening is a liquid compensation opening, which is arranged in a pusher position, which basically remains outside the pusher in the event of any adjustment movement.

The liquid compensation openings can cross each basically or the circumference of the hydraulic pump respectively of the pusher, or they can be disposed on the respective top of the cylinder.

Preferably, a connecting device is joined to the respective liquid compensation openings, which forms a flow or current connection with a liquid compensation vessel filled with a liquid. The connection device can be, for example, a flexible tube. Presumably a constant pressure prevails within the liquid compensation vessel. This preferably corresponds to the ambient pressure. The liquid in the liquid compensation vessel should have a higher potential than the liquid in the hydraulic path.

According to a further preferred embodiment, the compensation valve corresponds to the post-suction valve.

During the execution of a method for maintaining constant the quantity of liquid in the hydraulic path, respectively during the execution of a method for the operation of a device according to the invention with a liquid compensation opening disposed outside the zone of displacement in the secondary cavity, first of all by moving the piston of the pump in the direction of the primary cavity, a pressure difference is created between the primary and secondary cavity, to which the compensation valve reacts in a way

such as to open and make possible a pressure compensation between the primary and secondary cavities, respectively, between the primary cavity and the liquid compensation vessel.

After reaching a turning point, which can also be predetermined, for example, the piston of the pump is moved in the opposite direction, so that the compensation valve - due to the pressure established in the primary cavity, respectively due to the difference in pressure established between the primary and secondary cavities - closes in the presence of a predetermined (differential) pressure value, and at this instant in the hydraulic path there is a reproducible quantity of liquid. Preferably, the hydraulic pump is moved here with a predetermined speed which is the same each time.

It is also possible that the compensation valve closes in the event of equal pressure in the primary and secondary cavity.

Also - but not only - in addition to this it is particularly sensible if at least the movement of the pump piston, oriented in the direction of the clutch, is preferably started with reproducible speed from a reproducible position.

Here, for example, a point of the theoretical, ideal clutch characteristic curve can also be selected, since the pressure in the hydraulic path or the liquid column is reproducibly identical after a compensation process.

For example, the gripping point plus stroke is offered, where the gripping point is the position of the actuator or the position of a reference component, in which the clutch transmits a predetermined moment, for example 6 or 9 Nm. plus stroke is the position of the reference component respectively of the actuator, to which the actuator must approach from the gripping point, in order to ensure a safe separation of the clutch, for example with a clearance of 0.5 mm.

In this case, the reference component can also be the pump piston, for example. It may also be particularly sensible to keep the reference component, for a predetermined period of time, in the disengaging position of the pump plunger, for example in the gripping point plus stroke position, before the pump plunger is moved back towards the cavity. primary. This makes particularly much time available for pressure compensation, so that pressure compensation is absolutely ensured.

Basically, the compensation opening could also be arranged inside the displacement zone, which would however have the disadvantage that the lip seal on the receiving cylinder would be stressed more by the frequent passage over the compensation opening, and therefore would be subjected to to particularly increased wear.

According to a particularly sensible embodiment of the motor vehicle according to the invention, the compensation device has a device for detecting the brake situation. The situation of the brakes in this case means the condition of the brakes arranged on the vehicle. Most of the time, but not necessarily, motor vehicles have two brakes, i.e. a hand brake and a foot brake, respectively a parking brake and a service brake.

Attention is drawn to the fact that the concept of the detection device is to be understood in an abstract way, as well as, in a similar way, in the following embodiments. Thus, without a doubt, even a component not included in the compensation device can detect the state of the brakes and pass it on to the compensation device. Similarly, the compensation device can recall the brake status from a memory.

Knowledge of the brake situation makes particular sense. Thus, for example, with a foot brake operated by the electric motor control device according to a characteristic, which is in turn triggered by a foot brake sensor, for example, the controller is moved closer to the position of the gripping point plus offset (offset). The position of the gripping point plus offset is in this case the position of a reference component, in which the clutch, for example with a clearance or gap of 0.5 mm, separates theoretically, therefore according to a theoretical characteristic curve. The fact that the actual brake situation often differs from the theoretical one plays a secondary role here, i.e. as a rule the pivoting moment applied by the foot brake is sufficient to avoid unwanted starting. Furthermore, a change in potential length is compensated for by adapting the gripping point. Special intervention measures of the compensation system are additionally possible here, but in many situations they are superfluous.

However, if none of the brakes are in an engaged position or only the handbrake is activated, there are partially considerable dangers, so that an intervention of the compensation device is particularly sensible.

It is particularly sensible to also provide the compensation device with a detection device for detecting a self-initiated clutch closing process. With this, an unwanted intervention of the clutch which is starting can be prevented already in very early stages.

In a particularly sensible embodiment of the motor vehicle according to the invention, its compensation device has a detection device which determines whether a driver is in the driver's position. This makes sense as a driver present can react to an unwanted start, while an absent driver has no possibility of intervening, so that there is a danger of damage to the vehicle or to traffic in general in the event of an unwanted start.

For example, a sensor may be provided which detects when the driver leaves the vehicle. A seat sensor can also make sense here, where the seat sensor detects whether a person occupies the driver's seat, i.e. for example whether the seat is compressed.

It is also particularly sensible to provide, as a component of the compensation device, an external temperature detection device, which records respectively and evaluates the external temperature and / or its rate of change. Here already in a relatively premature instant, for example by moving the actuator, it is possible to react to a possible variation, caused by the temperature, in the length of the fluid column, and thus it is possible to prevent an unwanted intervention of the clutch or an unwanted starting of the vehicle.

The provision of a compensation control device for controlling the length or position of the fluid column in the hydraulic path is also particularly sensible and can be a component of the actuator. For this purpose, for example, a corresponding characteristic can be deposited in the actuator.

According to the method according to the invention, it is envisaged, in the event that dangers arise or are looming or for purely preventive reasons, to apply a compensation signal to avoid or reduce the influence, caused by the fluctuations in the temperature of the fluid, on the size of the quantity. mechanics actually transmitted by the clutch.

The concept of the compensation signal in this sense is to be understood very broadly.

Thus, for example, a signal for switching off the engine is also included in this concept, since also in this case a potential oscillation of the length of the fluid column has no influence on the momentum actually transmitted by the clutch. In fact, in this case a modified intervention intensity is established on the clutch, which is not eliminated here, but this modified intervention intensity does not cause the vehicle to start, since thanks to the engine switching off the moment actually transmitted by the clutch does not change. In fact, when there is no moment at the clutch input, no moment can even be transmitted.

According to a sensible improvement of the method according to the invention, it is first established and stored in a memory device whether or that the vehicle is initially substantially in a rest position. Such a step may also be missing fundamentally, but is particularly sensible in many operating situations and even necessary in some operating situations. This often depends on the concrete execution of the measures undertaken to avoid the effects of a fluid expansion.

Generally according to this method, a compensation signal is applied when no brake is applied or only the hand brake is activated.

Of course it can be fatal if at high speed - where often no brake is activated - in the case of fluid expansion, this signal causes the engine to shut down. At least this is not desired by the driver of the vehicle. In the case of such a signal it is here to stop ensuring that the vehicle is first in a rest position and is accelerated only for the first time.

However, if, for example, the signal has an influence on the length of the fluid column, this can certainly occur even in the case of high speed, without any negative effects connected with it.

However, before a signal is sent, according to this embodiment of the method according to the invention, first of all it is monitored or determined whether the clutch closes and / or the motor vehicle starts moving and / or the fluid in the hydraulic path contracts.

It is then checked whether the vehicle gearbox is in a position in which a moment can be transmitted from the vehicle gearbox, i.e. whether a gear is engaged. In fact, when no gear is engaged, the vehicle cannot start. Certainly in the case of a corresponding fluid expansion the clutch can transmit a moment, the negative consequences ultimately of the unwanted starting cannot however occur due to the lack of engagement of the gearbox.

But even this step can certainly be missing in some cases. When deciding whether this step is necessary or superfluous, a corresponding adaptation to the actuator control or to the type of gear shifting processes must be taken into account. If basically the clutch is disengaged further when shifting, this step would basically make particular sense, since then the danger of the coinciding clutch or immediately after the shifting process being directly engaged by the shifting process would be eliminated. Here, of course, it is also decisive to what extent the clutch is engaged. A reduced engagement would also be less harmful, a larger engagement however in the individual case can certainly lead to a start with shocks.

However, if a clutch disengagement does not take place, and the actuator control also does not detect the changed situation, and therefore the position of the actuator is considered as the basis for the decision that no clutch disengagement is required during the shift, it could occur. the consequences previously represented. Then in some cases it would certainly make sense to intervene, without taking into account the position of the gearbox, by applying a signal, when a fluid contraction has taken place.

As a further sensible step, the state of the vehicle's brakes is determined, since - as already mentioned above - a compensation signal is basically not required in the case of an activated foot brake, and the states that no brake is activated or that it is activated the handbrake, can also be treated differently.

This method is particularly advantageous for avoiding a self-initiated starting of a vehicle.

In particular, the negative effects of a fluid contraction when the vehicle is stationary can be sensibly avoided.

According to a further sensible embodiment of the method according to the invention, the monitoring of the fluid contraction can take place at two different times by determining the tapping point, where in the case of a deviation of these values it can be concluded that there is variation in the length of the fluid column. In the event of fluid contraction, the second gripping point is basically greater than the first, since the actuator has to be disengaged more due to the shorter fluid column. For monitoring or determining a starting situation, for example, the number of idle revolutions or the moment of the engine or its variations can be taken into account.

In particular, if it appears that no brake is being applied, it may be particularly sensible to apply a compensation signal for increasing the stroke of a reference component of the clutch actuation arrangement, for example the stroke of the actuator, when it has been established. a contraction of fluid or when the vehicle starts moving in an undesirable way or the clutch starts to engage.

When the maximum stroke of the reference component of the actuator or of the hydraulic pump is reached, an additional compensation signal can be applied to switch off the engine.

Sending a compensation signal to switch off the engine is also a particularly sensible possibility when the handbrake is applied and the foot brake is not applied.

In all embodiments of the method according to the invention, but in particular when an engine shutdown is to be initiated, before the application of the compensation signal it can be checked or determined whether the driver of the vehicle is in a ready position for the march. This can also be accomplished, for example, by providing a seat sensor or a sensor on the seat belt. It can also be monitored, for example, if the driver of the vehicle leaves the vehicle.

According to a particularly sensible embodiment of the method according to the invention, before the engine is switched off as a result of the compensation signal, it is determined whether a predetermined time interval has elapsed from the actuation of the handbrake.

The length of the fluid column is changed via the compensation signal, when there is the danger of an unwanted start or the clutch engages.

According to a further sensible embodiment of a method according to the invention or a motor vehicle according to the invention, the outside temperature or its rate of change is determined respectively. Therefore, a possible change in the length of the fluid column can be recognized very early, so that correspondingly very early action can be taken. Since not necessarily every fluctuation in the external temperature, even if small, does not justify an intervention, a maximum limit for the rate of variation can be predetermined and taken into account.

All the steps of the method can be carried out by an automatic control device, which can be provided for example in a motor vehicle.

Furthermore, the invention relates to a motor vehicle as well as a method for the operation of a motor vehicle and in particular of a clutch arrangement of a motor vehicle.

Clutch arrangements of motor vehicles are known in the most diverse embodiments, such as for example clutches with purely mechanical drive arrangements and clutches with purely hydraulic drive arrangements. But combinations of these basic forms are also known as well as those which include electronic components in the drive arrangements.

Ideally, in the case of such clutch arrangements, an exactly predictable and predicted clutch engagement or disengagement position of the clutch is caused by actuation of an actuating element of the actuation arrangement.

However, this ideal transmission behavior is generally disturbed by a plurality of parameters, the qualitative as well as quantitative influence of which depends in particular on the operating state of the clutch or drive arrangement.

Such deviations from ideal transmission behavior pose a significant risk to the functionality of the clutch itself, but also to the functionality of other vehicle components which interact, directly or indirectly, with the clutch.

Such a deviation in the case of certain desired engagement processes can only lead to inaccuracy, which has no effect that permanently jeopardizes the function of the clutch or other components, in other cases, however, the clutch can be damaged or even destroyed.

As a result of such disturbances in the clutch, other components, such as the actuation arrangement of the clutch, can then be damaged or destroyed. In particularly extreme cases there is even the danger of damage to the gearbox.

In addition to the aforementioned cause of disturbances in the functionality of the clutch or other components, which can certainly develop its effects - in the case of substantially normal driving by the vehicle driver, corresponding consequences can also be caused by errors in the driving behavior. driving the vehicle.

For example, in the case of vehicles with manual transmission, a gear change that is too late can make the clutch separation behavior much more difficult. In extreme situations, this cause can even result in the irreversible failure of the clutch or - as a consequence - of other of the previously mentioned elements of the vehicle.

However, the recognition of damage that is threatening and in particular that can be influenced by driving behavior represents a growing problem for the vehicle driver, since modern vehicles are in the meantime equipped with a plurality of force amplifiers and electronic components, so that the vehicle driver often the possibility of recognizing inadequate driving behavior is no longer granted, as this is often no longer expressed by detectable signals, such as clearly increased pedal forces or clearly increasing noise.

In all these cases, it may be necessary to replace individual vehicle components much earlier than the average life span. In extreme cases this may even become necessary relatively shortly after delivery of the vehicle.

The owner of the vehicle at the very moment mentioned last would consider it particularly unpleasant if a repair were to be necessary, since by buying a new car he really wants to have a high reliability from the point of view of the functionality of his vehicle.

It would be desirable to eliminate the cause of this unpleasant situation for the driver of the vehicle and the vehicle manufacturer.

Consequently, the invention is based on the task of providing a simple, flexible, economical and achievable possibility with reduced construction effort, to avoid damage to the components of the motor vehicle and in particular to avoid damage to components of the clutch or of the drive arrangement. of the clutch.

The object is solved according to the invention by means of a motor vehicle according to the characteristics of the main claims or by a method according to one of the secondary claims. Advantageous embodiments result from the respective sub-claims.

Due to the fact that according to the invention in a motor vehicle with a motor vehicle drive, a gearbox or a clutch arrangement, which has a clutch, from which states of different engagement intensity can be detected, and a clutch actuation arrangement , at least one safety device against overload is provided, the invention achieves considerable and surprising advantages.

Thus, an overload protection makes it possible to an extremely flexible extent to recognize a plurality of disturbances which can occur in clutches, and to eliminate them or to prevent the damage threatened by these to the clutch or other components of the vehicle.

In this case, disturbances can even limit the perfect functioning of the clutch, thus representing almost reversible disturbances. Such a reversible disturbance can, for example, be such that if too much energy is introduced into the clutch, the clutch no longer separates or separates insufficiently in the presence of the predetermined control variable. This separation, which has not taken place, causes damage to the clutch or for example to the gearbox only after a certain time of further operation (without separation). This is where the overload safety device intervenes and prevents damage to the clutch or other components.

The functionality of the overload safety device according to the invention is not limited in this case to states with a certain intensity of engagement of the clutch. On the other hand, an overload safety device according to the invention can protect against overloading and damage, etc., in case of engagement intensities different from the clutch.

In this case, the "intensity of engagement" of the clutch refers to the extent to which the clutch transmits a mechanical quantity, for example a torque. In the disengaged state, in which the clutch cannot transmit any moment, the intensity of engagement however decreases, where the intensity of engagement is the less the more the clutch is disengaged.

The overload safety device can basically be arranged at several points. It can be included, for example, in the clutch actuation arrangement and / or the clutch, but it can also be at least partially integrated in a clutch actuation control device.

It is also particularly advantageous that the overload safety device is combined with an intelligent control, which optimally coordinates the most diverse activities of the overload safety device.

Basically, the possibility of using an overload safety device according to the invention is not limited to certain, special types of clutches or vehicles.

According to a preferred embodiment of the invention, the overload safety device for the overload safety is coupled to a clutch arrangement, the actuation arrangement of which has a hydraulic arrangement, which comprises a system section with a power generation device. pressure for generating a pressure in a fluid, a kinetic device and a connection device, by means of which a current or flow connection is established between the pressure generating device and the kinetic device.

The pressure generation device is preferably controlled by a pressure generation control device, since this, which is for example an actuator, engages in a plunger (plunger of the hydraulic pump) comprised in a pressure generation device , which is displacably supported in a cylinder (hydraulic pump) and can therefore apply pressure to the fluid present in the hydraulic pump. Under this pressure, the pressure is transmitted via a flow or current connection in the form of a connecting device to a piston (piston of the receiving cylinder), which is included in the kinetic device and is also movable in a cylinder (receiving cylinder ). The thus substantially controlled movement of the receiving cylinder is then transmitted via a corresponding coupling, for example a release device, to the clutch. This, which is basically under the effect of a spring force in the engaged state, can therefore be completely disengaged via the drive device, or can assume any intermediate states as desired. Thus, a position of the clutch can also be adjusted, in which the clutch transmits only a limited moment, which is below the maximum transmissible moment.

The actuator has, for example, an electric motor, which generates an output rotation movement, which is converted by a corresponding mechanism into a linear movement, with which the plunger of the hydraulic pump can be energized.

According to the invention, any other devices for generating a rotation movement can also be provided. The invention in particular is not limited to an electric motor for generating the rotational movement. However, completely different versions of the actuator are also considered, just as other clutch actuation arrangements are also envisaged according to the invention.

In the case of such an arrangement of the clutch represented by way of example, in the case of an ideal and leak-free transmission - for example by predetermining a defined position of the actuator or a defined position of the piston of the hydraulic pump - a position of value could always be reached. exactly predictable engagement of the clutch.

However, the ideal conditions differ, in part strongly, from the ideal conditions, due to the most disparate causes, such as temperature fluctuations, manufacturing tolerances, long engagement situations, etc.

Due to the different effects of real conditions, in conventional clutch arrangements the actual clutch disengagement movement deviates partially downwards, but also partially upwards with respect to the desired one. In part, the release device does not even react at all to a corresponding predetermination, which takes place for example by means of the actuator.

Since the actual operating conditions can only be partially estimated, they can take into account, even only in a limited context, a characteristic predetermined by the actuator control. Thanks to the flexibility of the overload safety device according to the invention it is now possible in a particularly surprising way to react adequately to these real operating conditions, substantially at least partially not completely foreseeable, and to avoid damage to the clutch arrangement and other components.

In this case, an overload correction signal is preferably applied by the overload safety device, which is superimposed, for example, on the actuator control signal. The concept of the signal is to be understood in this case very broadly. Thus for example the damping effect of a damping element in the event of a corresponding stop on this is to be understood as a signal. Even the failure of an elastic element is, for example, to be understood in the sense of an overload correction signal, if the elasticity serves to protect against overload.

According to a preferred embodiment according to the invention, the clutch actuation arrangement has a fluid elasticity adjustment device, with which the fluid elasticity and / or the quantity of fluid present in the section of the system can be substantially maintained constant. Such a fluid elasticity adjustment device preferably has a liquid compensation vessel, where the potential energy of the liquid in the liquid compensation vessel is substantially greater than the potential energy of the liquid in the system section. The liquid compensation vessel is at least temporarily connected, via a compensation opening in the hydraulic pump, with the interior of the hydraulic pump, so that different positions of the hydraulic pump plunger can make a connection between one part, facing the connection device, of the hydraulic pump, or the part, not facing the connection device, of the hydraulic pump, or the plunger of the hydraulic pump may cover the compensation opening.

Particularly when a constant pressure is present in the liquid compensation vessel, such as ambient pressure, such a clutch actuation arrangement makes it possible that the instant the piston of the hydraulic pump - moved in the direction of the connecting device - interrupts the current connection between the liquid compensation vessel and the hydraulic path (therefore towards the connection device), the quantity of liquid in the hydraulic path corresponds to that which is in the path during a similar process carried out at another time. The amount of liquid can therefore be kept substantially constant, so that the need for fluid in the hydraulic path can also be kept substantially constant. Such an arrangement is particularly advantageously suited to assist an overload safety device according to the invention.

The actuation accuracy that can be achieved with such a compensation arrangement, in combination with the protection against damage or destruction, made possible by the overload safety device according to the invention, therefore represents a possibility of getting very close to a clutch without disturbances with behavior ideal transmission.

An overload protection device according to the invention can in this case, in particular also in the time period between two compensation processes, compensate for fluctuations in the quantity of fluid, which is in the hydraulic path (from the point of view of the effects), where according to the invention it is not of primary importance to achieve a precise regulation operation, but to avoid and eliminate disturbances and damages, which, however, must not exclude that by means of the device according to the invention it is also possible to increase the precision of the regulation operation .

According to a preferred embodiment of the invention, the overload safety device has a device for adapting the release speed, by means of which the release speed of the clutch can be directly or indirectly influenced starting from a predetermined release path and / or starting from a predetermined engagement intensity, and / or has a device for adapting the disengagement position, by means of which the disengagement position of the clutch can be directly or indirectly influenced starting from a predetermined disengagement path.

In particular, such a speed control makes it possible, for example, to prevent a sudden impact of the clutch or the release device against the travel limit stop. The clutch or release device can be destroyed by a sudden impact. But also a feedback of the impact on other components, such as for example the actuator, can lead to a corresponding destruction or damage to these elements.

Thus, the overload safety device according to the invention can, for example, ensure an always continuous speed-time progression of the disengagement. "Continuous" in this case is to be understood fundamentally in a mathematical sense, where in any case it must be taken into account that the speed-time trend must not represent a functional relationship, but must also be present as a relationship.

For example, the speed of the release or the position of the clutch can be realized by means of an intelligent control, in connection with the actuator. But also elastic elements on the stop can respectively prevent damping or delaying the impact or the violence of the impact.

According to a further embodiment according to the invention, the overload safety device controls the transmission ratio of the clutch actuation arrangement, which is represented by the ratio between a disengagement path actually traveled by the clutch and the path of the actuator , which is traversed for the adjustment of the clutch.

In this case, the actuator for reaching (theoretically) a certain position of the clutch is controlled according to a certain characteristic actuator-position of the clutch. An overload characteristic superimposed on this characteristic corrects respectively eliminates in this case the deviation that would actually occur in the trip path without an overlap characteristic.

Reference points for the overlap characteristic can be in this case for example deviations of the actuator position, which occur between the theoretical position of the actuator according to the actuator-position characteristic of the clutch, and the actual position of the actuator, when a determined and detected torque is transmitted from the clutch.

According to a further embodiment according to the invention, the overload safety device has at least one elastic element and / or at least one buffer element. These elements can be arranged, for example, in the transmission path.

As in other embodiments of the overload safety device according to the invention, these elements have a specific trigger or starting point.

In this case, the trigger point is preferably dependent on defined operating states and ensures that the overload safety device basically does not send any signal (in a broad sense), but is activated in certain operating states. Thus, for example, a determined operating pressure can represent a trigger point of the overload safety device. For example, a volume collecting vessel can be separately connected to the hydraulic path by means of a valve, which opens or closes when a certain pressure is exceeded and therefore varies the pressure on the release device.

According to a further embodiment according to the invention, the elements of the transmission path have a predetermined overall minimum elasticity, where the overall minimum elasticity is a minimum elasticity for the overall elasticity. The overall elasticity is in this case equal to the sum of the single elasticities of the single elements. The concept element is to be understood in this case in an abstract way. It comprises all bodily objects of the clutch actuation arrangement which can be subjected to a force when the clutch actuation arrangement is actuated. A stop for limiting the maximum release position of the clutch, which can be arranged for example in the clutch or in the release, is also an element in this sense. An articulation is also to be understood in this sense as an element.

According to an embodiment according to the invention, single elements can also be neglected in determining the overall elasticity, but all elements can also be taken into account.

According to a particularly preferred embodiment of the invention, in the case of determining the overall elasticity, the individual elasticities of the articulation of the hydraulic pump on an actuator or pedal system, of the hydraulic pump, of the connection device, of the connection device are taken into account. other hoses and pipes, the central disconnector, the volume absorbing elements and the stop.

According to a further embodiment according to the invention, the elasticity of the elements is less than a predetermined overall maximum elasticity.

The overall elasticity, according to a further embodiment according to the invention, is between a minimum overall elasticity and a maximum overall elasticity.

In this case, in determining the overall elasticity, other elements can certainly be considered for the overall minimum elasticity than for the overall maximum elasticity. However, the components actually present are of course the same in both calculation cases, since the same arrangement is present.

The individual elasticities in this case - in particular with regard to the overall minimum elasticity - have to be adapted. Basically each of the individual elasticities can be varied. When determining the overall minimum elasticity, this must be provided in such a way that all components are protected from overload. In this case, special attention should be paid to the actuator and clutch.

An overload safety device according to the invention can basically be used in the case of the embodiments according to the invention for the overload protection both in the case of an automatically actuable clutch and in the case of a clutch which can be actuated via a pedal arrangement.

According to a method according to the invention, an overload correction signal is applied for overload safety of a clutch arrangement which has a clutch and a clutch actuation arrangement for actuation of the clutch. This is preferably applied to the clutch or clutch actuation arrangement. However, different signals can also be applied at different points at the same instant or at different instants. The overload correction signal (s) (or corresponding signal generation devices) are very flexible.

As already stated above, the concept of overload correction signal is to be understood in this case in a broad sense.

According to an improvement of the method according to the invention, the transmission ratio of the clutch arrangement is controlled according to a predetermined characteristic, where the transmission ratio is the ratio between the actual disengagement path of the clutch and a difference in state of a component of the arrangement drive (component of the drive arrangement). In this case, the state difference is the difference between a quantity, which determines the momentary state of the drive arrangement component, and a reference quantity, which determines a reference state. Thus the transmission ratio can be determined for example by the relationship between the actual disengagement path and the actuator path.

By means of the gear ratio control according to the invention, disturbances as well as reversible and irreversible damage to the clutch, the clutch actuation arrangement or other components of a motor vehicle, such as a gearbox, can be avoided cost-effectively and with little effort. This advantage is very surprising.

This advantage is of great importance in particular due to the fact that in modern clutch arrangements the spatial conditions are often very limited and therefore minimal disturbances can lead to damage due to sudden collision of movably arranged components with respect to each other. This in turn can affect other components, which are also suddenly hindered in their movement.

However, the danger of disturbances is very high. This becomes clear by considering exemplary parameters, on which the disengagement path of a clutch depends or - depending on the execution - can depend.

Thus parameters, such as for example the path and transmission of the pedal system respectively (in the case of an automatically operated clutch), the path of the actuator, the transmission ratio on the clutch (in the semi-hydraulic system), the hydraulic drive path transmission, the required separation path of the clutch, or the elasticity of drive path components, affect the disengagement path of the clutch.

The volume absorption of hydraulic components, as well as mechanical hydraulic play, also represent influencing parameters as well as the compressibility of the fluid or the temperature of the fluid, by means of which a change in the length of the fluid can be caused. Furthermore, the state of wear of the clutch can have an influence on the disengagement path of the clutch, but also the temperature or manufacturing tolerance of the clutch. Here we are dealing with an exemplary enumeration, not necessarily definitive.

Considering the parameters it becomes clear that some of these - possibly at least partially - in the case of determining a characteristic for the transmission ratio, respectively for an adjustment movement, which can be exerted for example on the actuator, can be considered by the Start. Others, however, represent typical operating parameters, certainly not predictable in their performance.

A gear ratio control, in which these operating situations are detected respectively are considered, therefore represents a particularly sensible and advantageous measure for the protection of the clutch or other components. According to a further embodiment of the method according to the invention, at least one component of the drive arrangement is under-controlled or over-controlled for overload safety or component protection. Thus, for example, the disengagement path of the clutch can be limited.

The component of the drive arrangement can here be by way of example the actuator. The concepts under control or over control mean here that the actuating variable to be applied theoretically to the component of the drive arrangement for the generation of a specific engagement position, in which theoretically no disturbance occurs, is reduced or increased by a smaller part. determined, to prevent an overload or other disturbance, caused by other situations in the transmission behavior, such as a shock. Combinations between undercommand and overcommand can be particularly sensible in this case.

When, for example, the clutch is in an engagement position and must be disengaged, in the state of the art an actuation element is usually operated so that the clutch is transferred to its maximum disengagement position. In a number of operating situations, therefore, no damage is caused. However, when due to oscillations caused by operation in the transmission system the characteristic curve of the clutch has shifted in such a way that in the predetermined position of the actuating element the clutch is disengaged much more than is foreseeable according to the theoretical characteristic curve, a Depending on the type of clutch, the most disparate damage can occur.

According to the invention, it is therefore provided to control the actuation element of the clutch, such as the actuator, in such a way that according to the theoretical characteristic curve, the maximum disengagement position of the clutch is not reached, but rather an intermediate state between engagement of the clutch and position of maximum disengagement of the clutch.

This reduces respectively limits the danger of aforementioned disturbances. If such an adjustment movement according to the invention were superimposed on an adjustment movement caused by the operation of the type described above, then the clutch would in fact disengage even more than would be expected according to the theoretical characteristic curve of the clutch, by means of the reserve of however, disturbances and damage would be avoided here.

The method according to the invention makes it possible in this situation, by means of the actuation of the actuation element, to tend towards a state of the clutch, in which it has just been disengaged. The safety reserve is then maximum in the direction of disengagement.

In any case, it is particularly sensible to provide a safety reserve also in the direction of engagement, therefore aiming for a clutch position, in which the clutch, considered by the limit state of the positions "just still in engagement" and "just disengaged", is disengaged again by a predetermined amount.

This prevents the clutch from still engaging in the event of deviation of the theoretical characteristic curve and possibly slipping.

In this case, it is preferable not the limit state previously indicated but the gripping point of the clutch, where the gripping point is the status of the reference component, for example of the actuator, in which a reference is given as a reference point in the control. engagement intensity of the clutch (fixed engagement intensity) fixed and / or selected, so for example a predetermined torque is transmitted by the clutch. This can be set for example at 9 Nm, but other values are also considered.

The "gripping point" reference quantity has the advantage that it can be determined simply without great effort. Thus, for example, from a measurement of torque or speed at the input shaft of the gearbox and at the output shaft of the engine, conclusions can be drawn about the transmitted moment. Furthermore, the position of the actuator can be detected in the presence of the fixed engagement intensity.

This representation of a sub-command or an over-command is of course only exemplary. The override or sub-control can be used very flexibly in the most diverse operating situations.

For example, it can also be used for clutch engagement. In motor vehicles, these procedure steps can be initiated by an intelligent control. Expensive additional components are not required.

According to a further embodiment of the method according to the invention, the actuator is moved, at the moment of disengagement, to the "gripping point plus stroke" position. The "gripping point plus stroke" position is made up in this case of the "gripping point plus offset" position and a difference in status of the reference component, therefore of the actuator, which must also be moved to ensure safe separation of the clutch. The "offset" position respectively "gripping point plus offset" is a position of the reference component (for example of the actuator), in which a division of the clutch is theoretically ensured, where a predetermined clearance is given, for example 0.5 mm.

It is particularly sensible to determine the gripping point (again) before approaching the "gripping point plus stroke" or "gripping point plus offset" positions. This is why additional high precision is achieved and avoided to a greater extent. greater damage.

According to a further embodiment of the method according to the invention, the actual path, which the actuator has traveled as a consequence of a command, is compared with the nominal value of the actuator path, where the nominal value of the path of the actuator is the path of the actuator, which should be traveled according to the predetermination characteristic by the control. If there is a difference between these values, the nominal value is corrected.

This embodiment of the method according to the invention is particularly advantageous, since with it a destruction and damage to the actuator can be avoided, when this - for some reason - cannot travel the predetermined path.

So for example, in the case of a blocked hydraulic path, the actuator cannot reach the predetermined nominal value even in the case of full supply. The longer the time elapses, the greater the danger of an actuator overload. This is avoided according to the invention by interrupting the process and by predetermining a new nominal value

For example, as a result of an expansion of the fluid, caused for example by temperature, in the hydraulic path, the actuator can be displaced from its position. This can take place, for example, when the clutch or cup spring tongues arranged thereon are already on a stop and then a temperature fluctuation or a temperature increase leads to expansion of the fluid column. Since deflection is not possible on the clutch side, an exhaust takes place on the actuator side. The actuator tries to assume its nominal position again, which is not possible due to locking on the clutch side. After a certain time the actuator would switch off. This disconnection is prevented according to the invention by predetermining a new nominal value.

By means of the method according to the invention both damage or disturbances caused by the fact that the actuator cannot reach a predetermined position for displacement of the clutch can be avoided or eliminated, as well as those that can occur due to displacement. undesired respectively not controlled by the actuator due to a reaction of the hydraulic path.

The new predetermined face value is not limited with respect to its size fundamentally. However, it may be particularly sensible to set the new nominal value to the actual value of the actuator.

Instead of nominal and actual values for the actuator paths according to the invention, nominal and actual values for the actuator positions for the control can also be used.

According to a further embodiment according to the invention, the new nominal value is predetermined, at the end of a predetermined period of time, or after a predetermined number of useless shifting attempts.

A plurality of useless attempts can take place in this case when, according to a further embodiment according to the invention, a nominal-actual difference is formed, the actuator is subsequently moved back for a short time in the opposite direction to the desired direction and it is subsequently shifted again in the direction of the original nominal value. This can make sense to overcome a "jam" in the path. Therefore, when the nominal value is not reached after the predetermined number of attempts, the nominal value is predetermined again.

In any case, the command of the nominal value by predetermining the time period is particularly sensible. Here the time is detected starting from a first recording of an effective nominal deviation or starting from the reception or sending of the actuator displacement signal, and when a predetermined time interval is exceeded, the nominal value is again predetermined.

According to a further embodiment of the method according to the invention, the stroke of the actuator is increased in time and controlled to increase the separation safety of the clutch.

This embodiment of the method according to the invention is advantageous in that it makes it possible, even in extreme situations, in which a traditional adjustment movement would not disengage the clutch, to ensure separation of the clutch.

Thus, for example, a high introduction of energy into the clutch can cause the clutch characteristic curve to shift. In principle, it makes sense here to initiate a compensation process and thereby correct the clutch characteristic curve again. Furthermore, a compensation cycle cannot be used for adjusting the length of the fluid column in the hydraulic path, which has already been shown above, but also for the automatic calibration of the release system.

In many operating situations, however, the start of a compensation cycle is not possible or is affected by significant disadvantages.

Then it makes sense to increase the stroke of the actuator by time and leave it in this increased state, for example, until a compensation cycle can be started.

However, the stroke should not be permanently increased, as the previously described dangers for the arrangement arise.

According to a further embodiment of the method according to the invention, the stroke of the actuator is increased when the introduction of energy into the clutch at the instant of the desired opening of the clutch exceeds a predetermined maximum energy value, or the temperature of the friction exceeds a predetermined maximum friction temperature value.

The energy input is calculated or determined in this case preferably by the actuator continuously.

For the calculation of the energy input, for example, the output speed of the engine as well as the input speed of the gearbox can be taken into account. But corresponding moments are also considered. If the input speed of the gearbox is not zero, the difference moment or the difference speed can be taken into account for an approximate calculation of the energy dissipated in the clutch. But other and more precise calculations of a known type are also possible.

According to a further embodiment of the method according to the invention, the magnitude of the overload correction signal is also controlled, hence for example the increase in the path of the actuator. The magnitude of the overload correction signal can depend in this case on the momentary thermal energy state of the clutch when the clutch is to be disengaged.

If an increased actuator stroke was required for separation, then preferably a compensating process should be started as quickly as possible so that the actuator stroke can be reduced again.

The reference component, basically in all the embodiments according to the invention, can also be another element different from the actuator.

The path of the actuator is then replaced by a corresponding difference in state of this reference component.

It should be mentioned that the concept "to control" as well as the concepts derived therefrom are to be understood in a broad sense in the sense of the invention and in particular the concepts of control and regulation in the sense of the DIN standard are included.

It should also be noted that the interaction or the combination of the individual characteristics or the processes according to the invention in any combination at will is sensible.

For the skilled person it is evident that beyond the embodiments of the invention represented here, a plurality of further modifications and embodiments, which are included in the invention, are conceivable. The invention in particular is not limited only to the embodiments represented here.

Furthermore, the invention relates to a motor vehicle, a method for operating a vehicle as well as a method for diagnosing and / or monitoring and / or regulating the functionality of a vehicle.

The development activities of the supplier and the car manufacturer in recent years have meant that the share of purely mechanical components in the car has decreased relatively strongly. Electronic components have gained more and more importance. Similar new configurations, in particular in the bonnet of motor vehicles, have made it possible for the interaction of the individual components to be completed only by technicians in the art. However, in the event of necessary repairs, adjustments and calibrations, these technicians in the field are also able to adopt corresponding measures very quickly with an adequate cost-benefit ratio.

However, the importance of checking the functionality of vehicle components is continually growing, as vehicle functions in modern motor vehicles are often coupled in such a way that the failure of one function leads to the failure of a number of further functions.

Particularly in the field of vehicle clutches, which in modern motor vehicles generally have moderately complex operating mechanisms and drives, there is essentially no possibility of a reliable, simple and economical execution of diagnosis, monitoring or adjustment of the functionality of the clutch or its functions. drive arrangements.

Consequently, the invention is based on the task of providing a simple, flexible, economical and reliable possibility of diagnosing and / or monitoring and / or regulating the functionality of a motor vehicle, in particular of a motor vehicle clutch.

The object is solved according to the invention by means of a method according to the characteristics of the main claim respectively of the secondary claims as well as by means of a motor vehicle according to the characteristics of the secondary claim. Advantageous improvements result from the respective subordinate claims.

According to the invention, a method is proposed whereby the functionality of a vehicle, in particular of the clutch - basically performed in any way - or of the clutch actuation arrangement - basically performed in any way - of a vehicle, such as for example of a motor vehicle, which can be diagnosed and / or monitored and / or adjustable, where the vehicle has a vehicle drive, a gearbox and a clutch arranged between gearbox and drive. The clutch is exchangeable between at least two different states. In one state, a mechanical quantity is transmitted from the clutch, such as preferably a torque, while in another state, the clutch suppresses the transmission of torque from the drive to the clutch. However, the friction can preferably assume a large number of different states, which are substantially continuously transformed into one another. These states, which represent states of different intensity of engagement of the clutch, can be transformed into each other by a release system, which is operated by an actuator substantially at will.

Against a force exerted by a spring arrangement on the clutch, when the clutch is in an extreme position and the engagement of the clutch is maximum, the release system can exert a counter force, which can substantially continuously reduce the resulting force , acting on the clutch, for example on at least one clutch disc, so that the clutch can assume different states. The regulator, which is included in a clutch actuation arrangement, substantially engages directly or indirectly in a clutch actuation device, which is also included in the clutch actuation arrangement. The clutch actuation device can basically be implemented in any way. A clutch actuation device with a hydraulic arrangement is advantageous. Such a hydraulic arrangement may for example have a plurality of piston and cylinder arrangements, preferably two, which are coupled via a connection device, such as for example a tube connection and a hose connection.

In the case of two piston and cylinder arrangements, it is advantageous if a piston and cylinder arrangement (piston and receiving cylinder arrangement) arranged on the clutch side engages its piston, respectively its piston rod, directly or indirectly in a clutch release device. In this case, the piston can form a cylinder cavity divided in two, since, for example, the piston rod has a small diameter.

The cavity of the cylinder, not facing the piston axis, can be connected by means of the previously mentioned connection devices with the cylinder of a second piston.

This second plunger and cylinder arrangement (hydraulic pump arrangement) is also preferably divided by a plunger of the hydraulic pump into two partial cavities, where the partial cavity on the side of the connecting device with the receiving cylinder represents a primary cavity and the partial cavity remaining represents a secondary cavity.

The partial cavities, joining the connection device, of the two plungers are filled, like the connection device, with a fluid, preferably a liquid. This filling of the elements already mentioned represents a hydraulic path.

When the plunger of the hydraulic pump is then displaced axially "in the direction of the hydraulic path", then a "compressive force" is exerted on the hydraulic path, which involves a displacement or a movement of the hydraulic path. This movement of the hydraulic path substantially entails an equal displacement of the piston of the receiving cylinder. Substantially small differences can occur here, which are caused, for example, by losses (by friction) or by (preferably reduced) compressibility of the hydraulic path.

However, an intelligent control can take into account such differences if they exceed a certain tolerance range.

In addition, (displacement) differences can also occur, which are caused by volume fluctuations of the fluid in the hydraulic path. These can be caused, for example, by temperature fluctuations. If the hydraulic path length varies, the relative position of the hydraulic pump plunger relative to the receiving cylinder plunger also varies. Then a predetermined position of the piston of the hydraulic pump no longer corresponds to a predetermined position of the piston of the receiving cylinder, if the displacement is not correspondingly taken into account.

A particularly sensible possibility for maintaining the state, in which a predetermined position of the plunger of the hydraulic pump corresponds to a predetermined position of the plunger of the receiving cylinder, can be a device for regulating the amount of fluid, which can keep the amount of fluid substantially constant. fluid present in the system section.

Such a device can have, for example, an opening (compensation opening) in the hydraulic pump, made for example as a hole. This compensating opening can be in connection, for example via a compensating connection device, such as a hose or a pipe, with a liquid vessel, which is filled with a fluid or a liquid.

By means of different position zones, preferably three, of the plunger of the hydraulic pump, different current connections can then be made, i.e. a current connection between the liquid container and the primary cavity, a current connection between the liquid container and the secondary cavity, as well as a state, in which the compensation opening is closed (for example by the hydraulic pump).

A compensation process to keep the volume of liquid in the hydraulic path constant can take place, for example, as follows: the plunger of the hydraulic pump is moved in the direction of the secondary cavity, so that the clutch closes more and more and starting from a certain moment is carried out a connection between the primary cavity, therefore also of the hydraulic path, and the liquid compensation vessel. The fluid in the liquid compensation vessel is preferably under constant pressure, for example under ambient pressure. By means of the connection already mentioned, the hydraulic path is also under this pressure. A predetermined return of the plunger of the hydraulic pump in the direction of the primary cavity causes the pressure of the hydraulic path to remain substantially constant and fluid is forced from the hydraulic path into the compensation vessel. As soon as the plunger of the hydraulic pump covers the compensation opening and increasingly interrupts the current connection between the liquid compensation vessel and the primary cavity, the pressure of the hydraulic path increases as the piston of the hydraulic pump increases, so that the piston of the receiving cylinder is moved more and more and the clutch is disengaged more and more via the release device.

Since the pressure, with which the hydraulic path has been filled, is substantially constant at each repetition of such a compensation process (reproducibility), the length of the liquid column in the hydraulic path is also substantially identical each time, and a predetermined position of the plunger of the hydraulic pump involves a predetermined position of the plunger of the receiving cylinder.

For example, by detecting the position of the hydraulic pump, which can be done for example by means of a sensor, the engagement state of the clutch can be substantially precisely determined.

The arrangement of a post-suction valve in the plunger of the hydraulic pump is also advantageous, by means of which a current connection can be made between the primary and secondary cavity. Such a valve can be operated as a function of pressure.

Thus this valve, at the return of the plunger of the hydraulic pump, where return is intended a displacement in the direction of the secondary cavity, starting from a predetermined pressure difference between the primary and secondary cavity, for example of 75 mbar ± 50 mbar, can open and make a current connection between the two cavities.

In case of equal pressure in the primary and secondary cavity the post-suction valve is usually closed. However, since the post-suction valve can also be dirty, it makes sense to provide a minimum excess pressure in the primary cavity, which can be for example 300 mbar ± 50 mbar, with which the post-suction valve closes.

Particularly with two-piece plungers in the receiving cylinder or with unsprung plungers in the receiving cylinder, an uncontrolled return of the plunger is prevented by the post-suction valve when the plunger of the hydraulic pump is pushed back. The post-suction valve can prevent the establishment of a depression in the primary cavity as well as the establishment of an overpressure in the secondary cavity, by means of corresponding compensation, and thus prevent degassing of the brake fluid or the fluid, thus a formation of foam. respectively a passage of air in the sealing elements usually to be provided, and furthermore avoiding a release of the piston. The post-suction valve also makes it possible to short fill times, since there is a correspondingly large flow cross section. Even when the hydraulic path is restarted, the post-suction valve has considerable advantages.

The plunger of the hydraulic pump is preferably connected to an actuator, by means of which the plunger of the hydraulic pump can be moved into the hydraulic pump. The actuator may have, for example, an electric motor and a transmission, where the output shaft of the electric motor engages in the transmission, which causes a linear movement, which is transmitted to the piston of the hydraulic pump.

The electric motor, which can basically also be replaced by another drive device, can be controlled by a control device, so that a movement can be exerted on the piston of the hydraulic pump and therefore - via the components already described also on the clutch - any adjustment. The state of engagement of the clutch can therefore be predetermined in a very precise way, where compensation cycles, which also start by means of the aforementioned control device and can be controlled, can avoid inaccuracies.

This flexibility of the clutch actuation arrangement makes it possible, for example, that engagement states of the clutch are approached via the control device, which can change very quickly and reliably, where the construction and financial expenditure, commensurate with the technical advantages, is relatively small. Thus, not only the states "clutch is fully engaged" and "clutch is fully disengaged" can be approached via the control device, but also intermediate states as desired. Thus, for example, a so-called gripping point can be approached, in which the clutch transmits a predetermined moment, for example 6 Nm or 9 Nm. A slow and automatic engagement of the clutch can be made possible in an automatically controlled manner, so that the driver a motor vehicle, for example, during parking does not have to realize a slipping of the clutch by corresponding actuation of a pedal arranged in the driver's passenger compartment, but a slow driving behavior of the vehicle can be reached automatically. But also the paths between engagement of the clutch in the case of substantially full torque transmission and clutch disengagement in the event of substantially no momentum transmission can be shortened considerably - in a controlled manner -, so that a changeover can be carried out significantly faster. different states of engagement of the clutch.

However, since the most diverse chemical and / or physical states of elements of the clutch or of the actuation arrangement of the clutch can influence the functionality or the precision of the control, according to the method according to the invention it is envisaged, according to a predetermined characteristic, to control at least a component of the drive arrangement in such a way that preferably based on the reaction of the corresponding system, the state of the clutch arrangement can be diagnosed and / or monitored and / or adjustable, and the precise functionality of the clutch can be ensured.

The concept "element" (of the clutch or of the clutch actuation arrangement) is to be understood in this case in an abstract way, so that for example a fluid can also be considered as an element. Physical characteristics can be, for example, forms of components (which, moreover, vary in the event of wear or damage), or spatial positions (absolute or relative) of components; chemical characteristics can be, for example, temperatures or the composition of a filling medium (for example of a fluid).

The characteristic for controlling the first component of the drive arrangement can be predetermined by a clutch function assurance device (device KFS), which can for example also be a mobile device, which for example for examination, diagnosis or control unit can be connected to the vehicle, and is arranged substantially externally.

A clutch function safety connection device (KFSV device) is located in the vehicle for housing the KFS device. This KFSV device makes a connection between the KFS device and the clutch respectively the clutch actuation arrangement. The KFSV device can be run in this case in any way. Thus, for example, it can be designed as a socket or as a signal generator - signal receiver combination, which makes a contactless and wireless connection to the KFS device.

The method according to the invention therefore makes it possible to carry out an economical and constructively less expensive diagnosis of a clutch or a clutch actuation arrangement.

In a preferred embodiment of the method according to the invention, a first gripping point is determined in a first instant. This can be achieved for example by controlling the actuator, where the position of the actuator, in which a predetermined fixed engagement intensity is present on the clutch, is the gripping point. The intensity of fixed engagement, which can be expressed for example with a corresponding torque of an input shaft of the gearbox, which can be measured, is given in this case as a determined quantity, where however the position of the actuator, which must be approached in the presence of this intensity of fixed commitment, can vary according to the chemical and / or physical quantities of the components. For example, gas in the fluid of the hydraulic path could affect the temperature dependence of the fluid and minimal temperature changes would result in a modified tapping point. But also manufacturing tolerances of newly inserted components (in case of repair) can result in a modified gripping point.

If the gripping point is detected again in a second instant and compared with the first gripping point, then based on the difference it can be established that or whether a change in the friction arrangement has occurred, which limits, varies or eliminates functionality.

A method according to the invention achieves remarkable and surprising advantages, which manifest themselves for example in the fact that workshops can guarantee customers, with a considerably reduced effort, an optimal functionality of their clutch arrangements, and can adjust these in particular also in optimal way. In addition, workshops can detect and subsequently replace components with impaired functions, for example worn parts, with little effort.

In addition, a method according to the invention has the advantage that it is very flexible and different impairments of the functionality of a clutch can occur, so that a corresponding - possibly necessary - repair can be carried out in a simple manner.

Thus, for example, the tightness of a hydraulic arrangement of a clutch arrangement can be diagnosed in a simple manner with a further preferred embodiment of a method according to the invention.

In this case, the clutch is first of all rapidly disengaged, which can be accomplished, for example, by actuating the actuator of a clutch arrangement. Starting from this disengagement state, the approach of which is first of all particularly sensible to each determination of the gripping point, a first gripping point is determined and stored. A new disengagement of the clutch - however preferably with a lower speed - this can be determined for example by a speed of 4 mm / second of the actuator - causes the fluid to flow in front of defective, worn or dirty sealing elements, so that it is a corresponding pressure build-up is prevented or disturbed and the dynamic pressure is therefore not sufficient for the necessary contact of the seal. A new subsequent learning or a new determination of a second gripping point therefore causes a position of the actuator, which in the case of dirty, damaged or worn sealing elements, differs from the first gripping point, since the approach of the first gripping point is occurred with high speed and therefore a potential disturbance point (gasket not working) acted as a restriction, which caused a dynamic pressure and therefore a pressure of the sealing element (sealing). It is particularly sensible to prevent compensation processes, at least between the rapid disengagement and the determination of the second gripping point, since this would cause an unwanted normalization - therefore an unwanted correction of the gripping point - and the disturbances would no longer be clearly recognizable. . In the event of a difference in the gripping point, an error message is preferably provided.

Preferably, a kind of self-learning system is also provided, which detects and stores certain differences in the tapping point and associates them with errors and disturbances actually present - entered - so that, for example, the workshop staff can be "offered" directly certain disturbances potentials, when a difference in the tapping point is determined. If the proposal does not correspond to the actual situation, the workshop staff can enter the actually correct association for example in an intelligent command, so that the quality of the proposal permanently improves.

Preferably, the gripping point is fixed at 6 Nm of torque transmission of the clutch, where this must not represent any limitation of the object of the invention.

For this method, a traversing speed of 4 mm / s is proposed (previously) as a slow traversing speed. Other slow travel speeds are also offered. However, a travel speed of 4 mm / s is, for example, particularly advantageous when a clutch actuation arrangement has a dirty post-suction valve with a particle size below 200 μπ \, since then the post-suction valve it is first opened without pressure and from a travel speed of 4 mm / s the dynamic pressure is sufficient to close the valve.

According to a further embodiment according to the invention, a method for checking sealing elements is carried out in a shortened way:

According to this embodiment according to the invention, a clutch is disengaged at a defined slow speed up to the gripping point plus offset - for example at the aforementioned speed - and then the separation of the clutch is checked.

Offset in this case is a certain path of the actuator, which, added to the gripping point, must be traversed theoretically to ensure a separation of the clutch (for example with a clearance of 0.5 mm). A separation of the clutch is theoretically ensured when the clutch no longer transmits any momentum according to its own characteristic curve.

If, in the case of this movement of the actuator, sealing elements having a disturbed function do not retain the fluid in accordance with their function, the clutch, in the position of the actuator "gripping point plus offset", has not actually separated and continues to transmit a moment, so that it can be deduced that there is a disturbance of the sealing elements.

Preferably, the temperature of the clutch is low in these methods for checking the sealing elements. It should be below 100 ° C. In this case, the temperature of the clutch is preferably detected by a sensor. The type and arrangement of the gaskets, the functionality of which can be controlled according to the invention, are substantially not limited.

Thus for example a wear or a failure of the lip seal on the hydraulic pump or the central disconnector, the failure of the aluminum sleeve on the hydraulic pump, the failure of a hydraulic pump plunger, the failure of a quadrangular ring seal on the central disconnector , failure of a round seal on the hydraulic pump and failure or fouling of the post-intake valve, and failure of a 0 ring seal on the quick-release clutch manifest as a deviation of the tapping point, as well as other leaks.

Such embodiments for monitoring sealing elements ο their diagnosis have significant advantages.

These advantages become clear in particular in view of the fact that the driver of a vehicle with an automatic clutch as a rule has no reproducible influence on the clutch operation and can therefore only register damaged sealing elements indirectly - if he can -, such as for example due to increased exchange rates, and as a rule too late. In fact, if an engagement does not take place in time and damaged sealing elements are not replaced, this can cause the vehicle's gears to no longer be changed or even the gearbox to be completely destroyed.

However, since disturbances in modern vehicles can often no longer be easily recognized - as previously reported - and therefore, especially in the case of clutches, leaks are often not accessible to an optical check and in addition, for example, leaks in the clutch housing are detectable. The embodiment according to the invention for the detection of disturbances of the sealing elements has the surprising advantage only with a very high effort that similar tests can be carried out with low effort. Thus, for example, a KFS device, arranged outside the vehicle, can carry out the steps of the method according to the invention.

According to a further sensible refinement of the invention, the recognition of damaged hydraulic elements of a clutch arrangement is made possible.

In this case, a first gripping point is first determined and stored - substantially corresponding to the previous description. Preferably, this gripping point is marked by a transmissible clutch moment of 9 Nm. Subsequently the clutch is pushed up to the maximum pressure respectively up to the gripping point, which can be very close to each other, since the spring force of the clutch in these states is relatively low. Preferably this takes place again by means of a control of the actuator according to the preceding explanation. In the case of the operating point thus approached, the clutch is held for a predetermined time interval, preferably 10 or 12 minutes or 14 minutes or 16 minutes or 18 minutes, particularly preferably 15 minutes, so that substantially in the hydraulic arrangement a maximum of pressure and consequently the maximum fluid losses occur in the damaged components (potentially). A subsequent determination of a second gripping point as well as a comparison of this magnitude with the first gripping point shows whether disturbances are present, i.e. in particular whether hydraulic elements are damaged, since the difference in the gripping point is affected by a modified length of the column of fluid, so the fluid - unwanted - has left the hydraulic path.

In this case it must be ensured that the length of the fluid column is not changed by other influences. Such influences can be for example a high temperature of the clutch (for example above 100 ° C), of the engine or of the environment or fluctuations of this temperature. Whether or to what extent active measures are to be taken here often depends on the installation situation of the hydraulic arrangement.

If the clutch arrangement can perform a compensating process, such a process must also be suppressed; since this must keep the column of fluid substantially at a constant value.

The procedure is preferably terminated by issuing an error or OK message.

According to a further preferred embodiment according to the invention, damaged hydraulic elements can be determined in a short process. According to the previous representation, in this case the clutch is moved up to a maximum pressure respectively the gripping point, held there for a predetermined time interval (preferably 10 minutes or 12 minutes or 14 minutes or 16 minutes or 18 minutes, particularly preferably 15 minutes) before the clutch is subsequently opened up to the gripping point plus offset and a clutch separation is checked - corresponding to the above description. The length of the fluid column in this case must not be influenced again by other parameters - such as temperature or compensation processes.

These processes according to the invention are advantageous in that, for example, the following damages are detectable: damage to the pump body or to the central disconnector, to the aluminum sleeve of the hydraulic pump body, to a hose or pipe, to the seal, of the quick-release clutch, as well as problems with screw connections or the presence of transverse forces on the lip seal on the hydraulic pump on the secondary side, which leads to a loss of fluid.

The difficulties described above in the event of repairs or routine interventions can be easily overcome and malfunctions during the operation of a vehicle, such as uncontrolled starting of the vehicle or throttling, can be prevented by adequate prevention.

A further embodiment according to the invention makes it possible to automatically ventilate a hydraulic clutch actuation device.

According to this embodiment according to the invention, a gripping point is detected and stored. Subsequently the hydraulic path - for whatever reason - is opened. Such an opening is for example necessary when repairs of any kind are to be carried out. Thus, for example, in the case of (necessary) replacements of hydraulic elements or seals, it may be necessary to open the path. After opening the hydraulic path this must be refilled with a fluid, if fluid was drained first. This filling is advantageously carried out with a pressure, which is in a predetermined range. Thus, for example, it can be predetermined that the filling pressure amounts to a maximum of 1.5 bar, since a higher pressure can cause the fluid to foam after releasing the pressure and air bubbles form at a later time (after filling). Thus the stiffness of the hydraulic path would become correspondingly reduced and the transmission behavior would be adversely affected. In particular, the consequence may be that the clutch does not disengage completely or disengages insufficiently.

After filling, it is checked whether pressure can be established in the hydraulic path, which is obtained by approaching a certain position of an element, for example a position of the regulator, which can be for example 18 mm, where pressure is established when a pipe hydraulic hose for example lengthens and becomes more rigid in this case.

By following a so-called aeration ramp, which essentially consists of the steps "slow clutch opening", "maintaining the clutch in this open state", "fast closing of the clutch" and "keeping the clutch closed", the path is aerated.

In case of slow opening, an air bubble potentially present in the hydraulic path remains substantially stationary, therefore it does not move. Keeping the clutch open, it then rises slowly and then from the sudden, rapid closure is then dragged with the fluid in the direction of the hydraulic pump. Potential air bubbles are thereby removed from the hydraulic path.

For example, they can leave the hydraulic path through the compensation opening. But any other correspondingly arranged opening is also considered.

Subsequently, the new gripping point is determined and compared with the old one, so that it can be determined whether the stiffness, which the hydraulic path had before opening, is re-established.

The stroke of the hydraulic pump or the stroke of the governor can here amount to 18 mm. However, it is also considered, for example, to approach a complete stroke or a grip point plus a stroke.

With regard to the "gripping point plus stroke" position, the stroke is defined as the path of the actuator, which is to be moved from the "gripping point plus offset" actuator position, in order for the clutch to separate safely.

In this regard, it should be emphasized that the actuator is particularly advantageous as a reference component, but other components are also considered as a reference component. For example, the hydraulic pump can also represent the reference component. This basically applies to all embodiments according to the invention.

The path, which at least the gas bubble can travel in the case of the aeration ramp described above, is determined by the path by which the disconnector is moved, since this path corresponds to the displaced fluid column. However, it is necessary that the clutch is disengaged too much and collides with, for example, an intended stop. Depending on the position of the air bubble and / or depending on the length of the duct, a different number of passages of the ventilation ramp may make sense.

Thus, for example, in the case of a line length of 1300 mm and a stroke of the central disconnector of 1 mm, approximately 35 sensible strokes may be required in each case, which in the case of a ventilation ramp duration of 16 s means that the ventilation should be performed for about 10 minutes. Naturally, these are only exemplary values, which must not limit the process according to the invention.

It may also be particularly sensible to apply an additional vacuum and thus increase the volume of a potentially present gas bubble (since the product between pressure and gas volume is constant).

Therefore the efficiency of the aeration process can be increased. It may also make sense to avoid longer pipe lengths with increasing route sections, as aeration is significantly more difficult due to such configurations. This concerns in particular a constructive measure, which can be taken into account in particular in the case of a device according to the invention, which is, moreover, suitable for carrying out a method according to the invention.

Such a method according to the invention is particularly advantageous, since it makes it possible to ventilate the system in a simple and substantially automatic way in the workshop and thus makes an expensive vacuum - under pressure filling system, which is usually used by manufacturers during the workshop, superfluous in the workshop. the manufacture of the vehicle for aeration, and yet makes possible the necessary stable operation of the release system after an opening of the hydraulic path.

According to a further embodiment of the method according to the invention, an (indirect) stiffness measurement can be carried out in a hydraulic path of a clutch, since the position of the gripping point is determined before and after an aeration process - which it can be carried out for example according to the aforementioned manner.

If the tapping point positions are then compared to each other outside a tolerance limit, a repetition of the aeration process is respectively sensible, since there is then too much air in the hydraulic path.

When setting the tolerance limit, the maximum determination errors must be taken into account in principle, i.e. measurement inaccuracies. If the hydraulic components, the actuator or the clutch have been replaced, the widths of the tolerance range of the rigidity of these elements must also be taken into account, which are usually dependent on the manufacture, where with regard to the displacement caused by this of the position of the point The pressure in the system certainly serves as a reference quantity.

It is sensible to read the old position of the gripping point (before aeration) from a control device, in which this was previously memorized, and to determine a new position of the gripping point by engaging a gear from the neutral position with simultaneous brake application.

Preferably, according to the preceding steps, further ventilation ramps are traversed and the gripping point is determined again. When no longer any change in stiffness or change in the position of the gripping point can be established, a successful aeration and a stable (in the future) operating mode of the clutch arrangement can be started.

It makes sense to ensure that the filling of the path has taken place with vacuum, without pressure or with only reduced overpressure, since this increases the "effective base stiffness" (therefore not only the temporary one). The aeration ramps are preferably also traversed with depression or without pressure.

Such a method according to the invention is particularly advantageous, since it can prevent the clutch from splitting insufficiently in the absence of stiffness in the transmission path or the engagement and disengagement from happening suddenly. In addition, a too weak or too intense slow advancement of the clutch can be avoided.

According to a further sensible embodiment according to the invention, the smooth opening process of a post-suction valve can be controlled.

In this case according to the invention, the hydraulic pump is brought into a position which is arranged directly behind the compensation hole, so that the secondary cavity of the hydraulic pump can form a flow or current connection with the liquid compensation vessel. The hydraulic path is then opened to the outside. Various possibilities are considered for opening the hydraulic path. For example, the hydraulic path can be opened in such a way that a pipeline, i.e. for example the connection device, is separated or divided. In a further step of the method according to the invention, a pressure filling device is connected and the pressure at which the post-suction valve is opened is then measured. According to a further embodiment of the method according to the invention, the opening function of the post-suction valve is controlled by simulating a filling with the aid of a special predetermined ramp.

In this case, a first gripping point is first determined or learned and stored. Subsequently, the hydraulic pump is started from the point of taking the most stroke, so that the clutch is disengaged.

A subsequent opening of an aerator, which can be arranged for example on the disengagement device, makes it possible for the clutch to close more and more, as the fluid flows out. This outflow causes the clutch to close substantially completely, since substantially no more pressure is exerted on the clutch by the drive arrangement and is therefore only under the effect of the spring.

The hydraulic pump is then retracted in such a way that a compensation hole is not released. Thanks to the pressure difference thus established, the post-suction valve opens and the fluid flows from the secondary cavity into the primary cavity. Sensibly this process of the hydraulic pump return is repeated several times, so that a correspondingly large total amount of fluid flows.

In a further step then the hydraulic pump is started from the most stroke point and it is checked whether the clutch has separated. A clutch separation can be easily checked by visual inspection, since an unsuccessful separation brings with it a torque transmission to the gearbox input shaft. However, it can also be particularly sensible to determine the separation, for example by means of a torque sensor, for example the output shaft of the gearbox. But other possibilities of separation control, such as an energy control or temperature monitoring on the clutch, can also make sense. Such measures are particularly suitable for the detection of small differences between names and actual.

Instead of "to grip point plus stroke", it can also make sense to determine a second grip point at a later time, which is then compared with the first grip point.

Furthermore, in the case of the aforementioned method for checking the functionality of the post-suction valve, it should be ensured that air enters the hydraulic path.

These embodiments of the invention for checking the functionality of a post-suction valve are advantageous in that they can detect in a simple way - and from the outside - errors, such as for example a dirty post-suction valve, a membrane worn (of the post-intake valve) or incorrect assembly of the post-intake valve.

In a further preferred embodiment of the method according to the invention, the functionality of the closing process of a post-suction valve can be controlled. The method steps which are sensible for this purpose substantially correspond to those which are shown above in the context of the preferred embodiment of a method according to the invention for checking the tightness of sealing elements of a hydraulic arrangement.

Here, in the event of a quick disengagement of the clutch, a dynamic pressure is established on the post-intake valve; in case of slow disengagement the post-suction valve closes only when it is working; otherwise a pressure compensation takes place.

Also the abbreviated method, shown above, can be used for the functional control of the closing process of the post-suction valve.

In this regard, it should be mentioned that the concept "control" as well as concepts derived therefrom are to be understood in a broad sense in the sense of the invention and in particular include the concepts of control and regulation in the sense of the DIN standard. It is further pointed out that the interaction or combination of the individual characteristics according to the invention makes sense in any combination as desired.

For the skilled person it is clear that in addition to the embodiments of the invention represented here, a plurality of further modifications and embodiments, which are included in the invention, are conceivable. The invention is not limited in particular only to the embodiments represented here.

An advantageous filling process and an aeration process are characterized by claim 176. In this case the slow process at the end of the process is of great importance, since in the case of the fast process during filling it may occur that the seals of the receiving cylinder rise from the their sealing counter-surface. Thanks to the slow process at the end of the sequence, these sealing surfaces are placed again.

The invention is illustrated in more detail with the help of Figures 1 to 13. In this case:

Figure 1 shows a schematic view of the exemplary embodiment according to the invention of a motor vehicle according to the invention,

Figure 2 shows a partial schematic view of an exemplary embodiment of a motor vehicle according to the invention,

Figure 3 shows a partial, exemplary development of a method according to the invention for the realization of an exemplary embodiment of a motor vehicle according to the invention with a clutch arrangement,

Figure 4 shows an exemplary schematic representation of the pressure dependencies on the regulator path in case of different configurations of a stop in a clutch arrangement, Figure 5 shows a schematic partial view of an exemplary embodiment of a motor vehicle according to invention,

Figure 6 shows a schematic, exemplary path-time function which traverses an actuator of a vehicle clutch arrangement in a first embodiment of the method according to the invention,

Figure 7 shows a schematic, exemplary path-time function which traverses an actuator of a vehicle clutch arrangement in a second embodiment of the method according to the invention,

Figure 8 shows a schematic, exemplary path-time function which traverses an actuator of a vehicle clutch arrangement in a third embodiment of the method according to the invention,

Figure 9 shows a schematic, exemplary path-time function which traverses an actuator of a vehicle clutch arrangement in a fourth embodiment of the method according to the invention,

figure 10 shows a view of the hydraulic arrangement,

Figure 11 shows a schematic, exemplary path-time function of a filling process,

figure 12 shows an embodiment example of a motor vehicle according to the invention

And

Figure 13 shows a further example of embodiment of a motor vehicle according to the invention.

Figure 1 shows a motor vehicle according to the invention in partial view. The motor vehicle has a clutch actuation arrangement 1 for actuating a clutch not shown.

As part of the actuation arrangement of the clutch 1 on the clutch side, a receiving cylinder and piston arrangement is provided, the piston 10 of which engages in the clutch - possibly via coupling elements not shown.

To the receiving cylinder 12, which accommodates the plunger 10 in a movable way, is joined a connection device, which is made here in the form of a flexible tube 14 and which represents a connection between the interior of the receiving cylinder 10 and the interior of the pump. hydraulic pump 16. The hydraulic pump 16 movably houses the plunger, the plunger of the pump 18, which includes the pusher 20, which engages in an actuator The partial cavity of the hydraulic pump 16, cavity facing the receiving cylinder-plunger arrangement and delimited by the pump piston 18, represents a primary cavity 24; the second partial cavity of the hydraulic pump 16 represents the secondary cavity 26.

The primary cavity 24, the hose 14 and the partial cavity, joining the hose 14, of the absorber cylinder 12 form a hydraulic path, which is filled with a fluid, here with a liquid 28.

In order to avoid unintentional liquid displacements or not controlled within the hydraulic arrangement or by the hydraulic arrangement, sealing elements 30 are provided at the correspondingly endangered points, which are indicated here by way of example at various points.

The actuator 22 serves to control the movement of the pump plunger 18. It has an electric motor 32 with an output shaft of the electric motor 34, which engages in a transmission 36 for the conversion of the rotational movement of the shaft. of the electric motor 34 in a linear movement, with which the piston of the pump 18 is stressed.

The electric motor 32 can be controlled by means of an electric motor control device 38, so that by means of the couplings already mentioned by sending a signal from the electric motor control device 38 it is possible to control the intensity of engagement of the clutch - and moreover also the compensation processes.

These control processes take place according to a determined characteristic 40, deposited in the electric motor control device 38, which is present with different markings, adapted to certain operating states.

In the piston 42 of the hydraulic pump 16 there is a compensating opening 44, which houses a compensating valve 46. This compensating valve is opened without pressure but closes in the event of a certain pressure difference between the primary cavity 24 and the secondary cavity. 26, so that there is no current connection between these cavities. Closing takes place upon a piston movement of the piston 30 in the "clutch opening" direction controlled by dynamic pressure or speed controlled. This means that in the case of a clutch opening process, the piston is displaced and therefore in a cavity under pressure, such as the primary cavity, a dynamic pressure is established, which causes the valve to close.

Opening takes place when the hydraulic pump 16 is relatively far back, the clutch is therefore in an engagement position and the pressure difference is substantially eliminated.

The secondary cavity 26 has a liquid compensation opening 48, which is arranged outside the displacement area 47 and which via a compensation connection device, here in the form of a compensation hose 50, makes a connection with the liquid compensation vessel 52. There is constant pressure in this.

The displacement zone 47 is the part of the skirt surface of the hydraulic pump 16 which can be traveled by the piston 42.

When the compensation valve is open, the hydraulic path can also absorb a reproducible amount of fluid.

The compensation valve 46 closes again in the event of a second pressure difference between the primary cavity 24 and the secondary cavity 26. This pressure difference is generated by the return movement of the pump piston 18, since a dynamic pressure is established here. Preferably, the return movement of the pump piston 18 is started starting from a determined position, for example a determined actuator position, and carried out with a defined speed at least until the opening of the compensation valve 46.

Finally, all combinations of the characteristics described here as basic elements are to be considered as sensible.

Furthermore, a switch 60 may be provided at the first end of the secondary cavity, which automatically opens the valve in case of actuation, such as by means of a lever.

The invention relates to a motor vehicle with a clutch, a clutch actuation arrangement, a hydraulic control device for controlling the first hydraulic arrangement and at least one compensation device for preventing and / or limiting and / or compensating for an actuation of the car clutch. - initiated, not controlled, or a movement of the vehicle or a self-initiated, not controlled, variation of the transmission behavior, as well as a method for controlling a motor vehicle.

Figure 2 shows a motor vehicle according to the invention in partial view. The motor vehicle has a clutch arrangement 101, which includes a clutch actuation arrangement 110 as well as a clutch 112.

The clutch 112, which can be actuated or controlled by the actuation arrangement of the clutch 110, has a disengagement device which can carry out different engagement intensities of the clutch 112. The magnitude of the moment that can be transmitted to an output shaft depends on this engagement intensity. of the clutch 118 from an input shaft of the clutch 116, for example an output shaft from the engine.

If the actuation arrangement of the clutch 110 does not apply any adjustment signals to the clutch 112, the latter is in the state of maximum engagement intensity, which is achieved by means of a known spring arrangement, not shown.

At least one component of the clutch 120 shown schematically is movably arranged. To secure this component against overshooting, a stop 122 is provided, which is mounted here on the clutch housing 124.

The actuation arrangement of the clutch 110 is in connection via a coupling point with the clutch 112 respectively with the release device.

Coupling elements 126 can be arranged at the clutch-side end of the actuation arrangement, which are basically designed in any desired manner.

If such coupling elements 26 are provided, they are joined by a hydraulic arrangement included in the clutch actuation arrangement 110, which comprises a receiving cylinder and plunger arrangement, a connecting device, which is shown here as a connecting hose 128 , as well as an arrangement of hydraulic pump and plunger and in which - indicated herein by way of example - seals 129 prevent unwanted flow through nicks or passages.

The plunger of the hydraulic pump 132, included in the hydraulic pump and plunger arrangement and movably housed in the pump cylinder 30, engages in a pressure generation control device, which here has an actuator 134, and therefore generates a mechanical coupling on the inlet side of the hydraulic arrangement as well as the piston of the receiving cylinder 138, movably housed in the receiving cylinder 136, performs a mechanical coupling on the outlet side with the coupling elements 126.

The actuator 134 has a transmission 140, which converts a rotation movement, induced in the transmission 140 by the electric motor 141 through the shaft 144, into a linear movement, with which the plunger of the hydraulic pump 132 is stressed.

The electric motor 142 is driven by an electric motor control device 146.

The plunger of the hydraulic pump 132 has a compensation opening, which is formed here as a compensation hole 148. Via the compensation hole 148 as well as a compensation connection device, which is shown here as a compensation hose 150 connecting to the hole compensation 148 substantially outside the plunger of the hydraulic pump 132, a current connection can be made between the interior of the hydraulic pump 130 and the liquid compensation vessel 152. The pressure in the liquid compensation vessel 152 preferably corresponds to the pressure environment.

The position of the compensation hole 148 defines three substantially different zones 156, 158, 160 for the plunger of the hydraulic pump 132.

In a first zone 156, the piston of the hydraulic pump 132 is arranged inside the hydraulic pump 130 between the compensation hole 148 and the clutch side end 162 of the piston of the hydraulic pump 132, so that between the liquid compensation container 152 and the secondary cavity 164 exists a current connection; in a second zone 158 there is no current connection between the liquid compensation vessel 152 and the interior of the hydraulic pump 130, since the plunger of the hydraulic pump 132 covers the compensation hole 148; in a third zone 160 the piston of the hydraulic pump 132 is arranged inside the hydraulic pump 130 between the compensation hole 148 and the actuator end 166 of the piston of the hydraulic pump 132, so that between the liquid compensation vessel 152 and the primary cavity 168 exists a current connection.

For adjusting the engagement intensity of the clutch 112, the electric motor control device 146 controls the electric motor 142 according to a predetermined characteristic 170. This regulating movement of the electric motor 142 via the shaft 144 and the pusher respectively the plunger of the hydraulic pump 132, is transmitted to the fluid, which is preferably a liquid 172. The column of liquid, which moves under this effect, applies a force on the piston of the absorber cylinder 138, the pusher of which by means of the coupling elements 126 opens the clutch 112 more and more, respectively the release device overcoming the force of the spring not shown, therefore the intensity of engagement of the clutch 112 varies.

Attention is drawn to the fact that the feature 170 is flexible and orientates itself on the desired intensity of engagement of the clutch 112 in each case.

A return of the actuator 134, controlled by the electric motor control device 146, brings the clutch 112 more and more into engagement under the effect of the spring force.

A too strong pressure increase in the secondary cavity 164 can be avoided in this case by the post-suction valve 173, located at the front end of the hydraulic pump 130, which in the case of a defined pressure difference between the primary cavity 168 and the cavity 164, for example in the case of a pressure difference of 75 mbar ± 50 mbar, opens, where the pressure in the secondary cavity is greater and in the case of an excess pressure determined in the primary cavity 168, for example in the case of a excess pressure of 300 mbar ± 50 mbar, it closes again.

At instants controlled in particular by the electric motor control device 146, the compensation processes are respectively carried out, to bring the volume of liquid in the hydraulic path to a constant predetermined measurement, respectively to ensure that this predetermined measurement is maintained.

For this purpose, the plunger of the hydraulic pump 132, controlled by the actuator 134, is moved to the third zone 160, so that the pressure in the liquid compensation vessel 152 substantially corresponds to the pressure in the hydraulic path.

Subsequently, the plunger of the hydraulic pump 132 is moved more and more in the direction of the first zone 158. As long as the plunger of the hydraulic pump 132 is still in the third zone 160, the volume of liquid displaced therefrom is pushed substantially into the liquid compensation vessel 152, since the piston of the receiving cylinder 138 is biased with a force, which derives substantially from the clutch spring, and therefore there is minimal resistance in the direction of the liquid compensation vessel.

With the increasing path of the plunger of the hydraulic pump 132, this reaches the second zone 158 and thus prevents the displaced liquid 172 from escaping into the liquid compensation vessel 152.

At the instant in which the compensation hole 148 is completely closed for the first time, the desired constant volume of liquid is in the hydraulic path, since the pressures present at this moment on the piston of the receiving cylinder 138 are always the same, at each repetition of this process. Therefore, also the position of the plunger of the receiving cylinder 138 - and therefore also the length of the liquid column (between the compensation hole 148 and the position of the plunger of the receiving cylinder 138) - is the same at each repetition. There is therefore also a reproducibility.

With increasing movement in the direction of the first zone 156, and therefore within it, more and more pressure is established in the hydraulic path, if - or until - the possibility of eliminating the pressure is respectively provided.

In order to protect the clutch 112 and / or the actuation arrangement of the clutch 110 from overload and / or to eliminate disturbances of the substantially reversible clutch 112, and / or of the actuation arrangement of the clutch 110, an overload safety device 174 is also provided, 176, 178, 152, 186, 188.

The elastic stop element 174, arranged on the stop 122, prevents in this case a sudden impact of the clutch 112 or of the release device against the stop 122. Thus, an overload of the actuator 134 or a destruction of components of the clutch.

An arrangement for volume absorption represents a further component of the overload safety device. This volume absorption arrangement has an overpressure safety valve 176, which is basically closed, but opens however if a certain pressure in the primary cavity 168 is exceeded and thus makes it possible to use the absorption hose 178 via the absorption hose 178. flow of liquid 172 from the hydraulic path into the liquid compensation vessel 152. As a result of this possibility of discharge, the length of the liquid column is reduced or the pressure does not increase, so that the clutch 112 is not disengaged or is disengaged further only in minimum mode depending on the arrangement of the overpressure relief valve 176.

A corresponding arrangement 176, 178, 152 can also be arranged at other points, such as for example at points 180 or 182.

It is also possible that a separate volume collection vessel, not shown here, is provided in place of the liquid compensation vessel 152.

As a further component of the overload safety device, a connecting hose 128 with minimal elasticity is provided. Under the effect of an increasing fluid pressure in the direction of the arrow 184, the boundary surface of the connecting hose 128 moves outwardly and forms a boundary surface with enlarged cross section 186.

In this case - depending on the material of the hose - the relationship between the pressure of the hydraulic path and the flow cross section of the connecting hose 128 can be configured substantially in any way. The wall material of the connection hose 128 can also be selected in such a way that the boundary surface is substantially unchanged up to a certain reaction pressure and when this reaction pressure is reached, a sudden or functional increase in cross-section is caused. .

Such configurations can prevent, for example, a collision with the stop 122.

It should be noted that other components can also be executed or are executed with similar flexibility. For reasons of visibility, however, this is not illustrated in more detail for each element. In particular, the overall elasticity of the components can be adapted. However, it must be ensured that the elasticity of the components is not as high as desired and in particular does not exceed a certain maximum elasticity, as this would be detrimental to the adjustment accuracy.

A further component of the overload safety device in this embodiment is a part of the electric motor control device 146.

The electric motor controller 146 includes an overload protection feature 188, which - depending on the desired protection - displays different markings, so it is very flexible.

According to a marking of the overload protection characteristic 188, the actuator 184, in the event of a desired disengagement of the clutch 112, is not controlled on full stroke, but on the gripping point plus stroke. This provides for example a protection against a too strong disengagement of the clutch 112 and against a too weak disengagement of the clutch 112.

According to a further marking of the overload protection characteristic 188, the signals of which can usually be respectively superimposed on the signals of the characteristic 170, the signal of the characteristic 170 is temporarily amplified, when the introduction of energy into the clutch 112 exceeds a value. introduction of predetermined maximum energy. A disengagement of the clutch 112 is therefore made possible despite the introduction of increased maximum energy. The overload protection feature 188 then further instructs that a compensation process is subsequently initiated as quickly as possible.

According to a further marking of the overload protection characteristic 188, a nominal value for the actuator path is corrected from this, a nominal value which is imposed by the characteristic 170 on the actuator 184 and / or is controlled, when the actuator 134 has not reached the nominal value after a predetermined time interval, or an already reached nominal value, not predetermined by the characteristic 170 or the overload protection characteristic 188, has changed and the actuator 134 cannot reach the nominal value again.

The overload safety device can also consist of parts of the markings represented here simplified or can be supplemented by other markings.

Figure 3 shows the partial and exemplary development of a method according to the invention for the realization of an exemplary embodiment of a motor vehicle according to the invention with clutch arrangement 101 and overload safety device.

According to this embodiment of a method according to the invention, the clutch arrangement 101 of a motor vehicle is first of all roughly pre-dimensioned. In particular, those components are selected as components of this step, which were stressed at least temporarily with a force during operation of a ready clutch arrangement 108, so that their respective elasticity stiffness would affect the transmission behavior of the clutch arrangement. 101.

Subsequently, for these components - possibly taking into account the gross dimensioning of the clutch 112 - a maximum and minimum overall elasticity is fixed, which can be reached in a maximum or minimum way as the sum of the individual elasticities.

The individual elasticity is then calculated from the individual elasticities of the components, which would actually exist in the prepared arrangement in the case of assembly according to the rough pre-dimensioning.

If the total effective elasticity should be less than the maximum overall elasticity, a comparison is made between the total effective elasticity and the minimum overall elasticity. If the effective overall elasticity were to be even greater than the minimum overall elasticity, all the components of the complete friction arrangement 101 are definitively defined and all dimensions and arrangements are definitively fixed.

Subsequently, the clutch arrangement 101 is mounted corresponding to this final determination, so that a clutch arrangement 101 is realized with the overload safety device existing in the elasticity of the components, during whose operation a sudden impact against a stop is avoided, for example. 122.

If, however, the effective overall elasticity should be less than the minimum overall elasticity, it is checked whether it is constructively possible or sensible to replace the individual components by means of components of the same type of greater elasticity. Should this be possible, at least one component of the coarse component selection is replaced with a component of the same type with higher elasticity.

Otherwise, at least one buffer element or at least one spring element is selected, which must also be accommodated in the roughly determined arrangement.

If the effective overall elasticity should already be greater than the maximum overall elasticity, at least one component is replaced with a lower elastic component.

Regardless of which components have been replaced or re-housed, it is subsequently checked whether constructional variations of the clutch arrangement 101 become necessary due to the new or replaced elements.

Such constructive variations may be necessary, for example, because a new component has different dimensions from the old one, in which it is located, or because in the arrangement according to the rough pre-dimensioning there is not sufficient space for an additionally selected component.

If constructional changes are necessary, start again with a pre-dimensioning step, otherwise the procedure is performed again starting with the step that establishes the minimum and maximum overall elasticity, where in the latter case the values of the overall elasticity minimum and maximum coincide most of the time with those of the previous cycle.

This cycle, with respect to various these cycles, is passed through until the elasticities are adapted or sufficiently optimized, and a corresponding clutch arrangement 101 with overload safety device is mounted.

Figure 4 shows an exemplary representation of the pressure dependencies on the regulator path in case of different configurations of a stop in the clutch arrangement.

The pressure trend along the path of the regulator firstly follows a first partial curve trend 290. This is usually determined by a very concrete execution of the clutch arrangement 101, where for example the elasticities present in the transmission path are marked. the type of components etc.

When the Belleville washer is already against the stop 122, which corresponds to position 292, and then, for example, the path of the regulator is increased by an expansion of the fluid caused by the temperature, the pressure at the stop 122 without safety device against overload, the second partial curve 294 would follow, since the sudden blocking by the stop 122 substantially prevents further disengagement of the regulator.

If the stop 122 (hypothetically) did not exist, the pressure - path dependence of the regulator would substantially follow a third partial curve 296, which would be a simple extension of the first partial curve 290.

By arranging an overload safety device in the form of an elastic stop element 174 on the stop 122, respectively by executing the path in an elastic way, starting from position 292 a gentle ascent takes place, as illustrated by the fourth 298, fifth 200 and sixth 202 trend of partial curve.

In this case the fourth partial curve trend 298 describes the pressure increase in the release system in the case of a predetermined minimum overall elasticity, while the fifth partial curve trend 200 represents the pressure increase in the event of a maximum overall elasticity. predetermined.

The sixth course of the partial curve 202 represents the pressure increase in the case of a nominal or average overall elasticity.

It should be noted that the numerical values are here only for illustrative purposes.

Finally, all combinations of the characteristics described here as basic elements are to be considered as sensible.

The invention relates to a motor vehicle with a motor vehicle drive, a gearbox, a clutch arrangement as well as at least one overload safety device for protecting the clutch and / or the clutch operating arrangement from overload and / or for eliminating of substantially reversible clutch disturbances, and / or the clutch actuation arrangement, as well as a procedure for avoiding and / or compensating for overload disturbances to ensure and / or re-establish the functionality of a clutch arrangement and / or for protection of clutch components from damage, as well as a method for creating an overload-safe clutch arrangement.

Figure 5 shows a partial schematic view of an exemplary embodiment of a motor vehicle according to the invention.

The motor vehicle has a clutch actuation arrangement 301 for actuating a clutch not shown.

As part of the clutch actuation arrangement 301, a receiver cylinder and piston arrangement is provided on the clutch side, the receiving cylinder piston 310 of which engages in the clutch - possibly via coupling elements not shown.

A connection device is joined to the receiving cylinder 312, movably housing the piston 310, which is here made in the form of a flexible tube 314 and which represents a connection between the interior of the receiving cylinder and the interior of the hydraulic pump 316. Hydraulic pump 316 movably accommodates a plunger, the hydraulic pump plunger 318, which includes a pusher 320, which engages in an actuator 322.

The partial cavity of the hydraulic pump 316, cavity facing the piston-receiving cylinder arrangement and delimited by the hydraulic pump piston 318, represents a primary cavity 324; the second partial cavity of the hydraulic pump 316 represents the secondary cavity 326.

The primary cavity 324, the flexible tube 314 and the partial cavity, joining the flexible tube 314, of the receiving cylinder 312 form a hydraulic path, which is filled with a fluid, here with a liquid. At the front end of the hydraulic pump 316 there is a post-suction valve 330, which opens respectively in the case of certain pressure differences between primary cavity 324 and secondary 326, closes again and thus makes it possible to compensate for pressure between primary cavity 324 and secondary 326 in specific operating states .

In the boundary wall of the hydraulic pump 316 there is a compensation opening, made here as a compensation hole 332, by means of which a connection of the interior of the hydraulic pump 316 with a liquid compensation vessel 336 can be made by means of a connection and compensation device, here a compensation hose 324, joining the compensation hole 332 outside the hydraulic pump 316. Compensation processes can be carried out through this unit to keep the liquid column constant in the hydraulic path.

In order to avoid unintentional or non-controlled liquid displacements within the hydraulic arrangement or outside the hydraulic arrangement, sealing elements 338 are provided at correspondingly endangered points, which are indicated here by way of example at various points.

The actuator 322 serves for the control and movement of the plunger of the hydraulic pump 318. It has an electric motor 340 with an electric motor output shaft 342, which engages in a transmission 344 for the conversion of the rotational movement of the 'output shaft of the electric motor 342 in a linear movement, with which 10 plunger of the hydraulic pump 318 is hit.

The electric motor 340 can be controlled by means of an electric motor control device 346, so that by means of the couplings already mentioned by sending a signal from the electric motor control device 346 it is possible to control the intensity of engagement of the clutch - and moreover also the compensation processes. These compensation processes take place according to a determined characteristic 348 deposited in the electric motor control device 346, which is present in different markings adapted to certain operating states.

The actuation arrangement of the clutch 301 and / or the clutch have a coupling point 350, by means of which a connection can be made with a device which ensures the function of the clutch (device KFS) 352. This connection can basically be configured either via a body connection device and contactless.

The body connection device here has a coupling arrangement with a plug 354 and a socket 353 for accommodating the plug 354, a first conductor 358 for connecting the plug 354 with the KFS 352 device as well as a second conductor 360 for the connection of the bush 356 with the electric motor control device 346.

In particular, intermediate elements, not shown, can be arranged within the second conductor 360. The arrangement of plug 354 and socket 356 can also be replaced by another device for making a connection. Similarly, the conductors 358 and 360 can be replaced at least partially by other elements, such as for example a chip.

For storage of detected or pre-entered data, the KFS 352 device features a memory device 362.

In addition, the KFS 352 has a safety feature of the clutch function 364.

The clutch function safety feature 364 may have several markings, each serving for diagnosis and / or monitoring and / or adjustment of the functionality of the actuation arrangement of the clutch 301 respectively of the clutch.

Thus with this marking of the clutch function safety feature 364 it is possible to check for example the functionality of sealing elements 38, the functionality of hydraulic components or the functionality of the post-suction valve 330. This control possibility applies not only to to the elements represented in figure 5. For reasons of visibility in figure 5 only a part of the controllable elements is represented.

The markings of the clutch function safety feature 364 also make it possible to control a process of aeration of the hydraulic path as well as a measurement of the stiffness of the hydraulic path.

The characteristics can be predetermined in this case for example by an electronic data processing program.

Figure 6 shows an exemplary schematic path-time function which traverses the actuator 322 of a vehicle clutch arrangement in a first embodiment of the method according to the invention.

According to this embodiment of the method according to the invention, which is suitable for example for leak testing in the event of worn, dirty or damaged sealing elements 338, the actuator 322 is first disengaged in a first step 480 with a speed defined, which here amounts to 4 mm / s, where the hydraulic pump 316 exceeds in this case the compensation hole 332. The relatively low speed of the actuator ensures that the quantity of fluid in the hydraulic path also actually has the desired constant value. In a second step 482 the actuator 322 is further disengaged with high speed. Since already at this moment no liquid compensation can take place between the liquid compensation vessel 336 and the primary cavity 324, and due to the high speed, potentially worn, dirty or damaged sealing elements 338 can form a relatively high dynamic pressure, so that the volume of liquid in the hydraulic path remains substantially constant, the maximum path of the actuator, which is reached in the event of a completely disengaged clutch, is also determined by the total volume of original liquid of the hydraulic path .

In a third step 484 as well as in a fourth step 486 the gripping point is learned and maintained.

Subsequently the actuator 322 in a fifth phase 488 is brought back to its initial position, so that it in a sixth phase 490 - now possibly with a lower speed, here of 3 mm / s - can be disengaged again in the position it assumed at the end. of the second step 482. After the compensation hole 332 has been passed here again, fluid can then flow in front of damaged, dirty or worn sealing elements 338, since no sufficient dynamic pressure can be established. This reduces the volume for the liquid in the hydraulic path.

Subsequently in a sixth phase 492 and in an octave 494 the gripping point is again learned and maintained.

If the sealing elements 338 are functional, this second determined gripping point coincides with the first (variation 496).

However, if fluid can escape from the hydraulic path, the liquid column is reduced, so that the actuator 322 must be disengaged more (variation 398) to reach the position of the gripping point than in the case of variation 496.

Figure 7 shows an exemplary schematic path-time function which travels the actuator 322 of a vehicle clutch arrangement in a second embodiment of the method according to the invention.

This embodiment is particularly suitable for tracking down damaged hydraulic elements of a clutch arrangement.

In the case of this embodiment, the first step 510, the second 512 and the third 514 substantially coincide with the steps from the first 480 to the third 484 of the previously described first embodiment

In a fourth step 516, the actuator 322 is held in the gripping point position for a longer period of time. In this phase 516 a very high pressure is present, so that a relatively large quantity of liquid in the event of damage to hydraulic elements, can escape from the hydraulic path.

In the fifth phase 518 the actuator 322, avoiding compensation processes, is further disengaged before the gripping point is again learned and held (briefly) in the sixth phase 520 and in the seventh 522.

In analogy with the first embodiment, a reduced quantity of fluid caused by damage to hydraulic elements in the hydraulic path involves a displacement of the gripping point.

Figure 8 shows an exemplary schematic path-time function which travels the actuator 322 of a vehicle clutch arrangement in a third embodiment of the method according to the invention.

This embodiment is particularly sensible for the ventilation of a hydraulic path.

In a first step 640 the actuator 322 is disengaged at a relatively low speed, here 1.8 mm / s, so that the clutch opens. An air bubble, which is potentially found in the liquid 328 of the hydraulic path, remains substantially stationary due to the reduced speed, therefore its position substantially does not change.

Subsequently in a second step 642 the actuator 322 is held for a determined period of time in its final position of the first step 640, so that the air bubble slowly rises.

In the following third step 644, the actuator 322 is rapidly moved back to its original position so that its clutch closes again. In this case the air bubble is drawn in the direction of the hydraulic pump 316 with the column of liquid rapidly moving.

In the fourth stage 646 the actuator 322 remains stationary in the final position of the third stage 644, so that the clutch remains closed and the air bubble slowly rises.

A multiple repetition of these four phases 640, 642, 644 and 646, by means of which the air bubble moves at least by a path corresponding to the stroke of the disconnector, causes the air bubble at some time to complete the path necessary for abandoning the hydraulic path.

Figure 9 shows an exemplary schematic path-time function which traverses the actuator 322 of a vehicle clutch arrangement in a fourth embodiment of the method according to the invention.

This embodiment is particularly suitable for controlling the functionality of the opening process of the post-suction valve 330.

The first phase 760, in which the actuator 322 is controlled in such a way that the hydraulic pump is moved to the stroke point, as well as the second phase 762, the third 764 and the fourth 766 correspond in this case substantially again to the phases from the first 280 to the fourth 286 of the first embodiment in figure 4.

After learning of the gripping point the actuator 322 is moved in a fifth phase back to the gripping point plus stroke, before in a sixth phase 770 the actuator 322 substantially does not change its position, while the aerator is opened and then the liquid 328 is discharged from the hydraulic path.

A ramp 772 is substantially traveled, which is substantially constituted by a multiple repetition of the return of the actuator 322 in a seventh step 774 with respective subsequent new disengagement in an eighth step 776.

In this case, fluid flows from the secondary cavity 326, so that the hydraulic path fills again more and more with liquid 328.

In the manner already described above, the gripping point is learned and maintained subsequently in a ninth step 778 or tenth 780.

Only when the tapping point is unchanged with respect to the first, it is possible to start from a correct functioning opening of the post-suction valve 330.

Finally, all combinations of the features described here as basic elements make a lot of sense.

Particularly advantageous is the commissioning of a hydraulic path in connection with an automated clutch control, in which the filling and aeration of the hydraulic path takes place in a targeted manner by actuation of the clutch as engagement and disengagement. The temporal constancy of the transmission function of the hydraulic path is of decisive importance for the quality of clutch control and therefore for ride comfort when using an automated clutch. The transmission function is substantially influenced by the stiffness of the individual components. Higher air volumes should therefore be eliminated from the transmission path already on commissioning. In the following, a distinction is made between a first start-up and a new start-up.

In the case of a piston path of the hydraulic pump, the air is pushed downwards, liquid is sucked in during the return stroke through the post-suction valve 330, the air bubble remains stationary. When the pre-travel, pause, return stroke, pause phases are correctly adapted to each other, then the release system can be fully ventilated in just a few strokes. The commissioning of the hydraulic path can therefore take place within just a few seconds. This takes place in the case of the automated commissioning of the hydraulic drive path without additional aids with a special filling process. Aeration and filling from top to bottom overcoming the natural direction of air lift are obtained by means of the post-suction valve. This is achieved when the actuator stroke of the plunger, the travel speed of the plunger, the pause times and pause duration, and the number of actuator strokes, the amount of fluid in the compensation vessel and in the transmission path are adapted according to the invention. Quick runs and short breaks are advantageous.

In the case of a first commissioning and in the case of a new commissioning of the automated clutch with hydraulic path, it is necessary to ventilate and fill the hydraulic drive path.

If we start from the fact that the air bubble was below the compensation hole, then aeration is favored if a current of fluid "drags" the air bubble. The compensation gap determines the magnitude of this fluid current, since in the case of a slow stroke, starting from the zero point to approximately the center of the compensation hole, the fluid escapes from the compensation hole, and no pressure. The angle of inclination determines the direction of movement of the air bubble. In the case of an inclination angle of less than 5 °, there is a danger that the air bubble remains adherent to the wall, the reaction cannot take place, as the air bubble does not move towards the compensation hole. The diameter of the compensation hole is approximately 1 mm. In the case of very small holes there is the danger that the surface tension of the air bubble is so great that it cannot escape through the compensation hole only thanks to its lift.

To ensure the functionality of the ventilation ramps, the following parameters can be changed:

1. Increase the compensation clearance 2. Increase the swivel angle 3. Increase the diameter of the compensation hole 4. Reduction of the surface tension 5. Reduction of the unused volume (dead volume) in the hydraulic pump.

An increase in the compensation clearance reduces the useful stroke of the actuator. Increasing the compensation gap also leads to an increase in the modulation limit and therefore reduces the bandwidth of the modulation field.

Aeration and filling from top to bottom overcoming the natural direction of the air lift: filling through the post-suction valve and aeration through the aerator on the receiving cylinder. The air is pushed down to a certain extent against the direction of lift at each stroke of the actuator. During the return stroke, fluid is drawn in through the post-suction valve. The break between the individual runs must be kept as short as possible.

Figure 10 shows a clutch actuation arrangement 800 with a reservoir of fluid 801, such as a receptacle, with a partial reservoir 802 for a supply of the brake 802 and a partial reservoir 803 for a supply of the clutch within a body. A vessel therefore consists of two partial vessels, which are separated from each other by a dividing wall 801a. Reservoir 803 is connected through a line of fluid 805, such as a hydraulic line, with a hydraulic pump 810.

The hydraulic pump 810 has a cylindrical cavity 811, in which a plunger 812 is axially displaceable by means of a drive 813. The drive consists for example of an electric motor, which includes a cascade-connected transmission, which converts the rotary motion crankshaft in an axial movement of the plunger. The drive 813 is signaled to an electronic control unit 840 with memory and signal inputs and signal outputs, where the drive 813 is controlled specifically by the control unit. The release system also has a receiving cylinder 850, which houses an axially displaceable piston 852 in a cylindrical cavity 851. The plunger has an output member 853, which operates the clutch. For aeration the receiving cylinder has an aeration device 854, such as an aeration screw. However, there is a fluid connection 860 between the hydraulic pump 810 and the receiving cylinder.

For aeration and filling of the hydraulic arrangement with a fluid, the piston 812 of the hydraulic pump 810 is initially moved to the open clutch position, then completely in the direction of the receiving cylinder, see figure 11 in t1. Subsequently, the container 802/803 is filled through the filling opening 804. The aeration opening of the aeration device 854 of the receiving cylinder is then opened, for example by unscrewing a screw, see Fig. 11 to t2 ·

Subsequently, the control unit controls a plurality of strokes of the piston of the hydraulic pump, so that in the event of the piston advancing into the position corresponding to an open clutch, a displacement of the fluid in connection 860 results. of the plunger in the position corresponding to a closed clutch, the fluid column is not withdrawn by opening the post-suction valve in the piston 812, but instead fluid flows through the open post-suction valve into the cylindrical cavity 811 in front of the piston . When the piston is subsequently moved into the position corresponding to an open clutch, the fluid is moved back into connection 860. In this case, the hydraulic connection is filled step by step and the air in it is removed from the ventilation opening. The filling process is repeated so long / so often until connection 860 is filled with fluid, see t 2 to t3. At the end of the filling process the aeration hole is closed (tj), the plunger is moved back again (from t4 to t5), then it is advanced once again (from tg to tg) and then it is slowly brought back in the closed clutch position (tg to t7). The procedure of a filling process according to the invention is shown in figure 11, in which the path of the plunger of the hydraulic pump is represented as a function of time. Advantageous is a method of filling a device of an automated clutch, with a fluid reservoir, a hydraulic pump with axially movable piston, a receiving cylinder with axially movable piston, a fluid connection between the hydraulic pump and the receiving cylinder, as well as a aeration device on the absorber cylinder, in which the following procedure steps are carried out:

- moving the plunger of the hydraulic pump to a position close to the receiving cylinder,

- filling the fluid reservoir,

- opening the aeration device of the receiving cylinder, - moving the plunger of the hydraulic pump to a position away from the receiving cylinder,

- multiple displacement of the plunger of the hydraulic pump to a position close to the receiving cylinder and subsequently to the position away from the plunger of the hydraulic pump,

- moving the plunger of the hydraulic pump to a position close to the receiving cylinder,

- closing the ventilation device,

- moving the plunger of the hydraulic pump to a position away from the receiving cylinder and subsequently to a position close to the plunger of the hydraulic pump and

- slow movement of the plunger of the hydraulic pump to a position away from the receiving cylinder.

During the rapid movement of the plunger of the hydraulic pump in the direction "open clutch" and "close the clutch", on the one hand, as explained above, the column of fluid in line 860 is carried and, on the other hand, during the rapid return, fluid compensation is obtained by means of the post-suction valve.

Figure 12 shows a vehicle 1201 with a drive assembly 1202, such as an internal combustion engine or hybrid drive arrangement with an internal combustion engine and an electric motor, with a torque transmission system, such as a clutch, 1203 and a gearbox 1204, where an actuation axis 1205 is arranged downstream of the gearbox, which by means of a differential 1206 drives two actuation shafts 1207a and 1207b, which in turn drive the driven wheels 1208a and 1208b. The torque transmission system 1203 is represented as a friction clutch with flywheel 1209, thrust plate 1210, clutch disc 1211, release bearing 1212 and release fork 1213, where the release fork is stressed by means of an actuator 1215 with a hydraulic pump 1216 of a pipeline of pressurized media, such as a hydraulic pipeline 1217, and a receiving cylinder 1218. The actuator is shown as an actuator operated by pressurized media, which has an electric motor 1219, which through a transmission drives the plunger of the hydraulic pump 1220, so that the torque transmission system can be engaged and disengaged via the pressurized media line 1217 and the receiving cylinder 1218. Furthermore, the actuator 1215 comprises the electronics for operating and controlling the actuator, that is, the power electronics as well as the control electronics. The actuator is provided with a compensation hole 1221, which is connected to a reservoir 1222 for the pressurized medium.

The vehicle 1201 with the gearbox 1204 has a gear change lever 1230, on which a gear recognition sensor 1231 and a change intention sensor 1232 are arranged, which detects a change intention of the driver based on the movement of the gear lever, respectively according to the force fed. Furthermore, the vehicle is equipped with a speed sensor 1233, which detects the number of revolutions of the drive shaft of the gearbox or the number of wheel revolutions. Also arranged is a throttle sensor 1234, which detects the position of the throttle valve, and a speed sensor 1235, which detects the engine speed.

The gear recognition sensor 1231 detects the position of switching elements inside the gearbox or the gear engaged in the gearbox, so that at least the gear engaged is registered by the control unit by means of the signal. Furthermore, in the case of an analog sensor, the movement of the switching elements inside the gearbox can be detected, so that an early recognition of the next gear engaged can be performed.

The actuator 1215 is powered by a 1240 battery. In addition, the device has the ignition switch 1241, which is usually multistage, which is usually operated by means of the ignition key, where therefore the starter motor of the internal combustion engine 1202. A signal is passed through the conductor 1243 to the electronic unit of the actuator 1215, after which, for example, when the ignition is switched on, the actuator is activated.

Figure 13 shows a schematic representation of a drive chain of a motor vehicle with a drive unit 1601, such as an internal combustion engine or engine, and a torque transmission system 1602, such as a friction clutch, a dry friction clutch or wet friction clutch, a 1603 gearbox as well as a 1604 differential, 1605 drive shafts and 1606 wheels driven by the drive shafts. Unrepresented speed sensors can be arranged on the wheels which detect the wheel speeds. The speed sensors can also functionally belong to other electronic units, such as an anti-lock braking system (ABS). The drive unit 1601 can also be configured as a hybrid drive with for example an electric motor, a flywheel with one-way joint and an internal combustion engine.

The torque transmission system 1602 is executed as a friction clutch, where the torque transmission system can also be executed for example as a magnetic powder clutch, ring clutch or torque converter with converter overrun clutch or another clutch. Furthermore, a control unit 1607 and an actuator 1608 shown schematically can be recognized. The friction clutch can also be performed as a self-adjusting clutch, compensating for wear.

The torque transmission system 1602 is mounted on or connected to a flywheel 1602a, where the flywheel can be a split flywheel with primary and secondary mass, with a damping device between the primary mass and the secondary mass, on which a starting crown 162b is arranged. The torque transmission system has a 1602c clutch plate with friction linings and a 1602d thrust plate as well as a 1602e clutch cover and a 1602f disc spring. Furthermore, the self-adjusting clutch also has means that allow a displacement and adjustment of wear, where there is a sensor, such as a force or distance sensor, which reveals a situation, in which an adjustment is necessary and in which it can be a revelation also performed.

The torque transmission system is actuated by means of a disengagement device 1609, such as a central disengagement operated by pressurized medium, such as hydraulics, where the disengagement device can support a disengagement bearing 1610 and engages and disengages the clutch by bias. However, the disconnector can also be designed as a mechanical disconnector, which actuates, stresses or serves a release bearing or a comparable element.

Actuator 1608, as a drive unit, controls via a mechanical link or a pressurized media line 1611 or a transmission path, such as a hydraulic line, mechanical or hydraulic disconnector or 1609 central disconnector for engagement or disengaging the clutch. The actuator 1608 further actuates with its at least one output element, or with several output elements, the gearbox for co-mutation, where for example a central drive shaft of the gearbox is actuated by the output element or elements exit. The actuator therefore actuates switching elements inside the gearbox for the insertion, extraction or change of gear stages or gear ratios, such as a central drive shaft or control rods or other control elements.

The actuator 1608 can also be implemented or provided as an actuator with change cylinders, which is arranged inside the gearbox. The shift cylinder actuates, by means of its own driven rotation, elements guided in guides, such as shift elements, for changing gears. Furthermore, the actuator for changing gears can also contain the actuator for operating the torque transmission system, where in this case an operative connection with the clutch disengagement is required.

The control unit 1607 is connected to the actuator via the signal connection 1612, so that control signals and / or sensor signals or operating status signals can be exchanged, passed or interrogated. In addition, the signal connections 1613 and 1614 are available, via which the control unit is at least temporarily in signal connection with further sensors or electronic units. Such other electronic units can be, for example, the electronics of the engine, an electronics of the anti-lock system or an anti-skid electronics. Further sensors can be sensors which characterize or generally detect the operating status of the vehicle, such as for example engine or wheel speed sensors, throttle valve sensors, gas pedal position sensors or other sensors. The signal connection 1615 establishes a connection to a data bus, such as a CAN bus, via which system data of the vehicle or other electronic units can be made available, since the electronic units are usually connected networked with each other by means of computer units.

An automated gearbox can be shifted or it can be subjected to a gear change in such a way that this is initiated by the driver of the vehicle, wherein, for example, by means of a switch, it gives a signal to shift up or down. low. Furthermore, by means of an electronic gearshift lever, a signal can be made available which indicates which gear the gearbox is to shift into. However, an automated gearbox can also automatically perform a gear change by means of, for example, characteristic values, characteristic curves, characteristic ranges and on the basis of sensor signals at certain predetermined points, without the driver having to initiate a gear change.

The vehicle is preferably equipped with an electronic gas pedal 1623 or a load lever, where the gas pedal 1623 controls a sensor 1624, by means of which the electronics of the engine 1620 controls or regulates for example the fuel supply, the ignition point, the injection time or the throttle position via the signal line 1621 of the engine 1601. The gas pedal 1623 electronic with sensor 1624 is in signal connection with the electronics of the engine 1620 via the line 1625. The electronics of the engine 1620 are in signal connection via the signal line 1622 with the control unit 1607. In addition, a control electronics of the gearbox 1630 can also be in signal connection with the units 1607 and 1620 A control of the throttle valve with an electric motor is suitable for this purpose, where the position of the throttle valve is controlled by means of the engine electronics. In the case of these systems, a direct mechanical connection with the gas pedal is no longer necessary or appropriate.

Attention is drawn to the fact that the interaction or combination of the individual characteristics according to the invention makes sense in any combination.

It should also be mentioned that the concept "to control" as well as concepts derived therefrom are to be understood in a broad sense in the sense of the invention and in particular include the concepts of regulation control in the sense of the DIN standard.

For the skilled person it is clear that in addition to the embodiments of the invention shown here, a plurality of further embodiments which fall within the invention are conceivable. The invention in particular is not limited to the embodiments represented here.

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.

References used in sub-claims refer to the further implementation of the subject matter of the main claim by means of the characteristics of the respective sub-claim; 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 previous sub-claims.

Furthermore, the invention is not limited to the exemplary embodiments of the description. On the other hand, numerous variations and 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 modifying individual characteristics or elements or process steps, described in connection with the general description and embodiments as well as in the claims and contained in the drawings, and by means of combinable characteristics lead to a new object or to new process steps or sequences of process steps, also with regard to manufacturing, testing and working processes.

Claims (128)

CLAIMS 1. Motor vehicle with - a clutch, which is substantially arranged between an actuation of the motor vehicle, such as an internal combustion engine, and a gearbox for the insertion of at least two gearbox positions different from each other, where the clutch can assume at least two states with different intensity of engagement, and where the state of intensity of engagement also determines the magnitude of the mechanical quantity that can be transmitted by the friction; - a clutch actuation arrangement; where the actuation arrangement of the clutch and / or the clutch has a hydraulic arrangement which is fillable with a fluid; - a hydraulic control device for controlling the hydraulic arrangement; And - at least one compensation device to prevent and / or limit and / or compensate for an uncontrolled, self-started clutch actuation, or a movement of the vehicle or a self-started, non-controlled variation of the transmission behavior, where the transmission behavior is a functional relationship between the states, such as the positions, of an element of the hydraulic control device and the intensity of engagement present in these respective states. 2. Motor vehicle according to claim 1, characterized in that the fluid is a liquid and the hydraulic arrangement has a system section, which presents - a pressure generation device, in which the fluid can be put under pressure; - a kinetic device, which is operable by means of the fluid: e - a connection device for generating a current connection between the pressure generating device and the kinetic device. 3. Motor vehicle according to claim 2, characterized in that the pressure generating device comprises a plunger (plunger of hydraulic pump) movable in a cylinder (hydraulic pump) and the kinetic device comprises a plunger (plunger of the receiving cylinder) movable in a cylinder (receiving cylinder), where the pressure generating device is coupled with the kinetic device via the connecting device, such that a predetermined position of the plunger of the hydraulic pump substantially corresponds to a predetermined position of the plunger of the receiving cylinder, where the piston of the receiving cylinder is directly or indirectly coupled with the clutch. 4. Motor vehicle according to claim 3, characterized in that - the plunger of the hydraulic pump has a pusher and a plunger, which divides the internal cavity of the hydraulic pump cylinder into two partial cavities, where the partial cavity facing the clutch is a primary cavity and the remaining cavity is a secondary cavity; And - at the front end of the plunger there is a post-suction valve, which opens in the case of a first pressure difference between primary cavity and secondary cavity, and closes in the case of a second pressure difference between primary cavity and cavity secondary. 5. Motor vehicle according to one of claims 2 to 4, characterized by a device for regulating the quantity of fluid, from which the quantity of fluid present in the system section can be kept substantially constant. 6. Motor vehicle according to one of claims 3 to 5, characterized in that the piston of the hydraulic pump has a compensation hole with compensation valves, so that a current connection can be generated between the primary cavity and the secondary cavity. 7. Motor vehicle according to claim 6, characterized in that the compensation valve is the post-suction valve. 8. Motor vehicle according to one of claims 3 to 7, characterized in that the hydraulic pump - piston arrangement has a displacement zone, where the displacement zone is the partial inner skirt surface of the hydraulic pump, which can be covered by the piston of the hydraulic pump. Motor vehicle according to one of claims 3 to 8, characterized in that the hydraulic pump - piston arrangement has a liquid compensation opening in the wall of the hydraulic pump, where the liquid compensation opening in the secondary cavity is arranged outside the displacement area. 10. Motor vehicle according to one of claims 3 to 9, characterized in that the pusher of the hydraulic pump is at least partially a hollow pusher, which has at least two openings, where a first opening is a compensation opening arranged at the end facing towards the primary cavity of the hydraulic pump, in which opening there is a compensation valve, which opens in the case of a first pressure difference between the primary cavity and the cavity inside the pusher, and closes again in the case of a second pressure difference , and the second opening is a liquid compensation opening, which is arranged in a pusher position which at no time penetrates the plunger of the hydraulic pump. 11. Motor vehicle according to claim 10, characterized in that the liquid compensation opening extends axially with respect to the piston pusher of the hydraulic pump or through the shell surface. Vehicle according to one of claims 9 to 11, characterized in that a liquid connection joins the liquid compensation opening outside the hydraulic pump-plunger arrangement, which forms a current connection with a vessel compensation of the liquid filled with a liquid, in which there is substantially a constant pressure, for example ambient pressure, where the liquid of the liquid compensation vessel has a higher potential energy than the fluid in the hydraulic pump. 13. Motor vehicle according to one of the preceding claims, characterized in that the hydraulic control device has an actuator, which has an electric motor with an electric motor output shaft and at least one transmission for converting a rotational movement into a movement linear, where by means of the transmission a rotation movement of the output shaft of the electric motor is convertible into a linear movement of the hydraulic pump. 14. Motor vehicle according to one of the preceding claims, characterized by an electric motor control device for controlling the number of revolutions of the output shaft of the electric motor. Motor vehicle according to one of the preceding claims, with a hand brake and / or a foot brake, characterized in that the compensation device has at least one (first) sensing device for detecting the operating state of the hand brake and / or the foot brake and / or gearbox of the vehicle. 16. Motor vehicle according to one of the preceding claims, characterized in that the compensation device has at least one (second) detection device for detecting a self-initiated clutch closing process. Motor vehicle according to one of the preceding claims, characterized in that the compensation device has at least one (third) detection device for detecting the presence of a driver of the vehicle ready for travel. 18. Motor vehicle according to claim 17, characterized in that the (third) detection device for detecting the presence of a driver of the vehicle ready for travel comprises a seat sensor in the driver's seat. 19. Motor vehicle according to one of the preceding claims, characterized in that the compensation device has at least one (fourth) detection device for detecting the outside temperature and / or the rate of change of the outside temperature. Motor vehicle according to one of the preceding claims, characterized in that the compensation device has at least one compensation control device for controlling the length or position of the fluid column in the hydraulic path. 21. Procedure for the control of a motor vehicle, where the motor vehicle presents - a drive device, such as an internal combustion engine, for the generation of a vehicle drive quantity; - a gearbox for converting an input quantity of the mechanical gearbox into an output quantity of the mechanical gearbox; - a clutch substantially arranged between the actuation and gearbox device, from which a mechanical quantity can be transmitted and from which at least two states with different intensity of engagement are assumed, where the state of intensity of engagement also determines the magnitude of the mechanical quantity that can be transmitted by the clutch; And - a clutch actuation arrangement with a hydraulic arrangement, which can be filled with a fluid, such as a liquid, for operating the clutch, where - the intensity of the clutch engagement can be influenced by a movement of the fluid; - the density of the fluid is temperature dependent, so that the fluid moves at least partially in the event of a temperature change; And - the fluid is exposed at least temporarily to different temperatures with the step - application of a compensation signal to avoid or reduce the influence, caused by fluctuations in the fluid temperature, on the magnitude of the mechanical quantity actually transmitted by the clutch. Method according to claim 21 for operating a device according to one of claims 1 to 20. Method according to one of claims 21 or 22 for maintaining a constant quantity of liquid in the hydraulic path, in addition with the steps: - disengagement of the actuator, so that the clutch closes and the pressure in the hydraulic path decreases, where the compensation valve opens when the pressure difference between the primary and secondary cavity falls below a predetermined value, so that a pressure compensation between the constant pressure of the secondary cavity and the pressure of the primary cavity, so that the pressure in the primary cavity swings towards the pressure of the secondary cavity, and where the pressure in the secondary cavity is less than that in the primary cavity; and - engagement of the actuator, where the compensation valve closes again in the case of a second predetermined pressure difference between the primary cavity and the secondary cavity, so that the volume of liquid in the hydraulic path is substantially constant. Method according to one of claims 21 or 22 for maintaining constant the quantity of liquid in the hydraulic path, and further with the steps: - disengagement of the actuator, so that the clutch opens and increases the pressure in the hydraulic path, where the compensation valve closes when the pressure difference between the primary and secondary cavity exceeds a predetermined value, so that a pressure compensation between the constant pressure of the secondary cavity and the pressure of the primary cavity, and where the pressure in the secondary cavity is less than that in the primary cavity; And - engagement of the actuator, where the compensation valve opens again in the event of a descent below a second predetermined pressure difference between the primary cavity and the secondary cavity. Method according to claim 23 or 24 in addition with step: - maintaining the actuator for a predetermined time interval in the engaged and / or disengaged position before the actuator is re-engaged, so that this time interval is also available for pressure compensation. Method according to one of claims 21 to 25, characterized in that the actuator is disengaged to such an extent that the turning point up to which the actuator is actually disengaged corresponds to a predetermined position of the actuator and / or the hydraulic pump. 27. Method according to claim 26, characterized in that the predetermined position is the "grip point plus stroke" position, where the grip point is the position of the actuator, in which the clutch transmits a predetermined moment, for example 9 Nm, and the gripping point plus stroke is the position of the actuator, which is to be approached from the gripping point of the actuator to ensure a safe separation of the clutch, for example in the case of a 0.5 mm play. 28. Method according to one of claims 21 to 27 for avoiding a self-started starting of the vehicle, where the temperature oscillation from a higher temperature value decreases to a lower temperature value, so that the fluid in the hydraulic path contracts, with the steps: - establishing or memorizing when the vehicle is initially substantially in a rest position; - check if the clutch closes and / or the vehicle starts moving and / or the fluid in the hydraulic path contracts; - check if the gearbox of the vehicle is in a position in which a moment can be transmitted from the gearbox of the vehicle (gear engaged) when the clutch starts to close and / or the vehicle starts moving; - determine the braking state of the motor vehicle when a gear is engaged, where the vehicle has a foot brake and / or a hand brake where the braking state is determined by whether and when which brakes are in a engagement position; And - apply a compensation signal when no brake is applied or only the hand brake is applied. Method according to claim 28, characterized in that the step "applying a compensation signal" comprises the step "increasing the stroke of a reference component of the clutch actuation arrangement, for example the stroke of the actuator" when not no brake is applied, so that the clutch is further disengaged. 30. Process according to claim 29, with the step: - engine shutdown when the reference component has reached its maximum stroke. Method according to one of claims 28 to 30, characterized in that the step "monitoring the contraction of fluid" comprises the steps: - determination of the gripping point in a first instant, where the gripping point is the position of a reference component of the clutch actuation arrangement, for example the path of the actuator, in which the clutch transmits a predetermined moment, for example 9 Nm; - determination of a second gripping point in a second instant; - comparison between first and second gripping point; And - establish that the fluid has contracted when the second gripping point is greater than the first gripping point. Method according to one of claims 28 to 31, characterized in that the step "monitoring whether the vehicle starts moving" comprises the step "monitoring the idle speed and / or the engine torque". 33. Method according to one of claims 28 to 32, with the step: - engine shutdown when the handbrake is applied and the foot brake is not activated. 34. Process according to claim 33, characterized in that the shutdown of the engine is started when the driver of the vehicle leaves the vehicle, and / or when the predetermined time interval from the application of the handbrake has elapsed, and / or when the vehicle starts moving and / or when the clutch moves in the direction of an engagement position. 35. Method according to one of claims 21 to 34 with the step: - application of the signal for the variation of the length of the fluid column, so that engagement of the clutch is prevented or made reversible. Method according to one of claims 21 to 35, characterized in that the method is started when the rate of change of the external temperature or the temperature of the fluid column exceeds a predetermined maximum value. Method according to one of claims 21 to 36, characterized in that the steps are performed by an automatic control device. 38. Method according to one of claims 21 to 27 for operating a motor vehicle according to one of claims 1 to 20. 39. Motor vehicle with - a motor vehicle drive, with an internal combustion engine; - a change for the generation of at least one mechanical output quantity starting from at least one mechanical input quantity; - a clutch arrangement, which has a clutch arranged between the vehicle drive and the gearbox, from which at least two states with different engagement intensity can be assumed, and a clutch actuation arrangement with at least one component of the actuation device of the clutch for the regulation of at least two states different from each other; And - at least one overload safety device for protecting the clutch and / or the clutch actuation arrangement from overload and / or for the elimination of substantially reversible disturbances of the clutch and / or the clutch actuation arrangement. 40. Motor vehicle according to claim 39, characterized in that the overload safety device is at least partially included in the clutch and / or clutch actuation arrangement. 41. Motor vehicle according to one of the preceding claims, characterized in that the overload safety device is at least partially comprised in a clutch actuation control device. 42. Motor vehicle according to claim 39, characterized in that the clutch actuation device has a hydraulic arrangement from which a fluid can be absorbed. 43. Motor vehicle according to one of the preceding claims, characterized in that the hydraulic arrangement has a system section, which comprises - a pressure generation device, in which the fluid can be placed under pressure; - a kinetic device, which is operable by means of the fluid; And - a connection device for generating a current connection between the pressure generating device and the kinetic device. 44. Motor vehicle according to claim 43, characterized by a pressure generation control device by means of which the pressure generation device can be controlled. Motor vehicle according to one of claims 43 to 44, characterized in that the pressure generating device comprises a piston (piston of the hydraulic pump) movable in a cylinder (hydraulic pump) and the kinetic device comprises a piston (piston of the cylinder receiver) movable in a cylinder (receiving cylinder), where the pressure generating device is coupled via the connection device with the kinetic device, so that a predetermined position of the piston of the hydraulic pump substantially corresponds to a predetermined position by the piston of the cylinder receiving. 46. Motor vehicle according to one of claims 43 to 45, characterized by a device for adjusting the elasticity of the fluid, from which the elasticity and / or the quantity of fluid present in the system section can be kept substantially constant. 47. Motor vehicle according to claim 46, characterized in that - the fluid is a liquid; - the fluid elasticity adjustment device has a liquid compensation vessel, where the potential energy of the liquid in the liquid compensation vessel is substantially greater than the potential energy of the liquid in the section of the system; And - a compensating opening is provided in the wall of the pressure generating device, which is connected via a compensating connection with the liquid compensation vessel. 48. Motor vehicle according to claim 47, characterized in that the pressure of the liquid in the liquid compensation vessel is substantially equal to the ambient pressure. 49. Motor vehicle according to one of claims 47 to 48, characterized by a hydraulic gearbox arrangement, from which at least three states are assumed, where in a first state there is a current connection between the liquid compensation vessel and the section of the system , in a second state this current connection is closed and in a third state there is a current connection between the liquid compensation vessel and a neutral pressure zone of this section of the system. 50. Motor vehicle according to claim 49, characterized in that the hydraulic gearbox arrangement comprises the hydraulic pump. 51. Motor vehicle according to one of claims 43 to 50, characterized in that the pressure generation device can be controlled substantially by means of a controlled or non-controlled actuator, where the actuator is a device supported in a movable manner at least partially, from which a control quantity is applicable to the hydraulic arrangement, which is included in the clutch actuation device and is arranged between the actuator and the clutch. 52. Motor vehicle according to claim 51, characterized in that the actuator has an electric motor with an output shaft of the electric motor and at least one actuator for converting a rotational movement into a linear movement, where by means of the actuator a Rotary motion of the output shaft of the electric motor is convertible into a linear motion of the hydraulic pump. 53. Motor vehicle according to one of the preceding claims, characterized in that the overload safety device substantially has a disengagement speed adaptation device, by means of which the clutch disengagement speed can be influenced directly or indirectly from a path of predetermined disengagement and / or starting from a predetermined intensity of commitment. 54. Motor vehicle according to claim 53, characterized in that the disengagement speed adaptation device controls the disengagement speed of the clutch at least temporarily and / or according to a predetermined (first) characteristic, so that the disengagement speed trend is substantially continuous. 55. Motor vehicle according to one of the preceding claims, characterized in that the overload safety device substantially has a device for adapting the disengagement position, by means of which the disengagement position of the clutch can be influenced directly or indirectly starting from a path of predetermined disengagement. 56. Motor vehicle according to claim 55, characterized in that the disengagement position adaptation device controls the disengagement position at least temporarily and / or timed according to a predetermined (second) characteristic, so that the disengagement progression is substantially continuous. 57. Motor vehicle according to one of the preceding claims, characterized in that the transmission ratio according to a (third) predetermined characteristic can be controlled by means of the at least one overload safety device, where the transmission ratio is the ratio between the actual disengagement path and a state difference and / or position of a drive arrangement component, and where the state difference is the difference between a quantity that determines the momentary state of the drive arrangement component and a reference quantity that determines a reference state. 58. Motor vehicle according to one of the preceding claims, characterized in that the overload safety device has at least one elastic element. 59. Motor vehicle according to one of the preceding claims, characterized in that the overload safety device has at least one buffer element to prevent, reduce or delay over time the overload on at least one component of the clutch and / or of the clutch actuation arrangement. 60. Motor vehicle according to claim 59, characterized in that the at least one buffer element comprises at least one device for absorbing volume. 61. Motor vehicle according to claim 60, characterized in that a current connection can be generated between the at least one volume absorption device and the hydraulic path and between the at least one volume absorption device and the hydraulic path A current connection can be generated and a valve, such as an overpressure control valve, is arranged between the at least one volume absorption device and the hydraulic path. 62. Motor vehicle according to one of the preceding claims, characterized in that the sum of the elasticity of the elements of the transmission path and / or of the fluid is greater than a predetermined minimum elasticity and is less than a predetermined maximum elasticity, where the transmission path it is composed of a plurality of elements of the clutch and / or of the clutch actuation arrangement, which during operation are stressed at least temporarily by force or pressure. 63. Motor vehicle according to one of the preceding claims, characterized in that the clutch has at least one stop for limiting and / or fixing the maximum release position, where the stop is arranged for example in the clutch or in the release device. 64. Motor vehicle according to claim 63, characterized in that at least a part of the overload safety device is substantially arranged on the stop. Motor vehicle according to one of claims 62 to 64, characterized in that the sum of the elasticities of the elements of the transmission path is determined at least partially by the elasticity of an articulation of the hydraulic pump to an actuator or to a pedal system; and / or the elasticity of a hydraulic pump; and / or the elasticity of a connection device; and / or the elasticity of a central disconnector; and / or the elasticity of elements for volume absorption; and / or the elasticity of at least one stop. 66. Motor vehicle according to one of the preceding claims, characterized in that the at least one overload safety device has a reaction point, which is dependent on the time or on a time-varying operating parameter of the clutch arrangement and activates the device safety against overload. 67. Motor vehicle according to claim 66, characterized in that the reaction point depends on the pressure in the hydraulic path and / or on the position of a component of the drive arrangement and / or on the release path. 68. Motor vehicle according to one of the preceding claims, characterized in that the overload safety device has a memory device. 69. Motor vehicle according to one of the preceding claims, characterized in that the clutch is an automatically actuable clutch. 70. Motor vehicle according to one of the preceding claims, characterized in that the clutch can be operated by means of a pedal arrangement. 71. Procedure to avoid and / or compensate for overload disturbances to ensure and / or re-establish the functionality of a clutch arrangement and / or to protect clutch components from damage, where the clutch arrangement has - a clutch, which is substantially arranged between an actuation, such as an internal combustion engine, and a gearbox, and from which at least two different states of different engagement intensity can be assumed from each other; And - a clutch actuation arrangement for controlling the intensity of engagement of the clutch; - with the steps: - applying an overload correction signal to the clutch and / or clutch actuation arrangement. Method according to claim 71, characterized in that the clutch actuation arrangement has a hydraulic arrangement that can be filled with a fluid. 73. Process according to claim 72, characterized in that the hydraulic arrangement comprises a system section which has - a pressure generating device in which the fluid is pressurized; - a kinetic device, which is operable by the fluid; And - a connection device for generating a current connection between the pressure generating device and the kinetic device. 74. Process according to claim 73, characterized in that the pressure generating device comprises a plunger (plunger of the hydraulic pump) movable in a cylinder (hydraulic pump) and the kinetic device comprises a plunger (plunger of the receiving cylinder) movable in a cylinder (receiving cylinder), where the pressure generating device is coupled with the kinetic device via the connecting device in such a way that a predetermined position of the piston of the hydraulic pump substantially corresponds to a predetermined position of the piston of the receiving cylinder. Method according to claim 74, characterized in that the arrangement of the drive has an actuator, where the actuator is a device for controlling the plunger of the hydraulic pump and has a drive for generating a rotary output movement as well as an actuator for converting a rotary motion into a translational motion. 76. Process according to one of claims 32 to 75, characterized in that - the fluid is a liquid; And - the clutch actuation arrangement has a device for adjusting the elasticity and / or the quantity of fluid, by means of which the quantity of fluid and / or the elasticity of fluid in the system section can be substantially maintained at a constant value. 77. Process according to claim 76, characterized in that - the fluid elasticity adjustment device has a liquid compensation vessel, where the potential energy of the liquid in the liquid compensation vessel is substantially greater than the potential energy of the liquid of the system section; And - A compensating opening is provided in the wall of the pressure generating device, which is connected via a compensating connection to the liquid compensation vessel. 78. Method according to one of claims 71 to 77, in addition with the step: command of the disengagement of the clutch and / or of the actuator to prevent a sudden stop or impact of the clutch or of a disengagement of the clutch arrangement against stopping , where the stop is provided to limit the disengagement path of the clutch and is arranged on the clutch or on the disengagement device. 79. Method according to one of claims 71 to 78 for overload protection of a clutch arrangement, which has a clutch and an actuation arrangement for actuating the clutch, where - different engagement positions can be assumed by the clutch, where different engagement positions substantially correspond to a different disengagement path of the clutch; And - the clutch actuation arrangement has at least one component, which is supported at least partially in a movable manner, in addition with the pitch: control of the gear ratio of the clutch arrangement according to a predetermined (third) characteristic, where the gear ratio is the ratio of the actual release path to a state difference of a component of the drive arrangement (component of the drive arrangement), and where the difference in state is the difference between a quantity which determines the momentary state of the component of the drive arrangement and a reference quantity which determines a reference state. 80. Method according to one of claims 71 to 79, in addition with the step: over or under control of at least one component of the drive arrangement for limiting the disengagement path of the clutch. 81. Method according to claim 80, characterized in that the step "over or under control of at least one component of the actuation arrangement for limiting the disengagement path of the clutch" comprises the step for controlling the actuator on "gripping point plus stroke "for the separation of the clutch dove - the gripping point is the state of the reference component, such as the disengagement path of the actuator, in which a fixed and / or selected intensity of engagement of the clutch is given (intensity of fixed engagement); - the "grip point plus stroke" position is made up of the "grip point plus offset" position and a difference in status of the reference component, which must be moved to ensure safe clutch separation; And - the offset is a value for the state of the reference component, which is necessary starting from the gripping point to theoretically ensure the separation of the clutch, where a predetermined clearance is given, for example 0.5 mm. 82. Method according to claim 81, characterized in that the step "overriding or undercontrol of at least one component of the drive arrangement for limiting the disengagement path of the clutch" comprises the command step of the actuator on "gripping point plus offset "when the vehicle is stationary and a gear is engaged, where - the gripping point is the state of the reference component, such as the disengagement path of the actuator, in which a fixed and / or selected intensity of engagement of the clutch is given (fixed intensity of engagement); And - the offset is a value for the state of the reference component, which is necessary starting from the gripping point to theoretically ensure a separation of the clutch, where a predetermined clearance is given, for example 0.5 mm. 83. Method according to one of claims 81 to 82, in addition with the step: determination of the gripping point. 84. Method according to one of claims 73 to 83, in addition with the step: control of the elasticity of the fluid and / or the amount of fluid, so that the elasticity and / or the amount of fluid in the system section are kept substantially constant. 85. Process according to claim 84, moreover with the step: commanded starting and execution of compensation processes at predetermined instants, where a compensation process is substantially a process for keeping constant the quantity of fluid present in a system section and where from plunger of the hydraulic pump, at least three states can be assumed, where in a first state there is a current connection between the liquid compensation vessel and the system section, in a second state this current connection is closed and in a third state there is a power connection between the liquid compensation vessel and a neutral pressure zone of this system section. 86. Process according to claim 85, characterized in that the instants in which a compensation process is started are controlled as a function of the temperature of the fluid. 87. Method according to one of claims 75 to 86 with steps: - determination and / or predetermination of a nominal value (first nominal value) for the path of the actuator and / or a position of the actuator; - application of an actuator path adjustment variable to achieve and / or theoretically reach the nominal value for the actuator path and / or an actuator position; - comparison of the nominal value with the actual actuator path and / or the actual actuator position (actual value); And - correction of the nominal value (according to the nominal value). 88. Method according to claim 87, characterized in that the step "determining and / or predetermining the nominal value for the path of the actuator and / or an actuator position" comprises the steps - determination and / or predetermination of a nominal position of the clutch; - consideration of the theoretical transmission behavior of the transmission path; and - calculation of the nominal value for the actuator path and / or the actuator position taking into account the nominal position of the clutch as well as the theoretical transmission behavior of the transmission path. 89. Method according to one of claims 87 to 88, characterized in that the step "correction of the nominal value" comprises the step reduction of the nominal value in the measure, with which the expansion of the fluid has led to a nominal-effective deviation of the position of the actuator and / or the path of the actuator. 90. Process according to one of claims 87 to 89, further characterized by the steps: - predetermination of a maximum number of tests or a maximum time interval for reaching the first nominal value; . - detection of the actual number of tests or the actual time interval for reaching the first nominal value; And - predetermination of the second nominal value when the actual number of tests or the actual time interval exceeds the predetermination. 91. Method according to one of claims 85 to 90 with the step: commanded increase of the actuator stroke (overlap correction signal) in predetermined instants to increase the separation safety of the clutch. 92. Method according to one of claims 71 to 91 with the steps - consideration of a first clutch characteristic curve, where the clutch characteristic curve is a functional and / or relational connection between the clutch release path and the position of a variable position component of the clutch arrangement, such as an actuator position or a disengagement position, and where the first clutch characteristic curve is a nominal characteristic and / or a theoretical characteristic and / or a stored characteristic; - predetermination of a desired position of the clutch; - consideration of information, which is indicative of an effective clutch behavior, different from the first characteristic curve of the clutch; - application of the signal, which according to the first characteristic curve would move the clutch to a desired position, and superposition of an overlap correction signal on the clutch and / or the clutch actuation arrangement, so that the predetermined, desired clutch position is basically actually achieved. 93. Process according to claim 92, characterized in that the information considered includes the introduction of energy into the clutch and / or the temperature of the clutch. 94. Method according to claim 93, further with the step: - determination and monitoring of the thermal energy in the clutch; and - determining the overload correction signal as a function of the momentary thermal energy state of the clutch when the clutch is to be disengaged. 95. Method according to claim 94, further with the step: - determining a maximum energy value for the thermal energy in the clutch; And - disengagement of the clutch at least for a short time, when the thermal energy in the clutch has reached the predetermined maximum value. 96. Method according to one of claims 78 to 90, in addition with the steps: - predetermination of an adjustment interval that must elapse between two compensation processes at the most; - detection of the time that has actually elapsed since the last compensation process; - receiving a predetermined regulation signal according to a fourth characteristic; - determination of the difference between the time interval detected until the regulation signal is received, and the regulation interval; - carrying out a method according to one of claims 91 to 95 when the difference is greater than zero and the clutch is in engagement. 97. Method according to claim 96, further with the step: predetermining the overload correction signal as a function of the difference determined according to a fifth characteristic. 98. Method according to one of claims 91 to 97, in addition with the step: the fastest possible subsequent start-up of a compensation process, where the compensation process is a process for resetting a predetermined amount of fluid in a system section. 99. Method for making an overload-safe clutch arrangement, where the clutch arrangement has a clutch or clutch actuation arrangement, and the clutch actuation arrangement has a fluid-filled hydraulic arrangement, with the steps: - rough pre-dimensioning of the clutch arrangement; - fixing of a minimum overall elasticity of the transmission path and / or of the fluid, where the transmission path is composed of a plurality of elements of the clutch transmission path and / or of the clutch actuation arrangement, which during operation are stressed at least temporarily by force or pressure, and where the overall elasticity is composed of the individual elasticities of the elements of the transmission path and / or of the fluid; - final sizing of the clutch arrangement by selecting the elements of the transmission path and / or of the fluid, so that the sum of the individual elasticities of the elements of the transmission path and / or of the fluid is greater than the predetermined minimum overall elasticity; And - assembly of the elements of the transmission path. 100. Process according to claim 99, further with the steps: - fixing a maximum overall elasticity of the transmission path and / or of the fluid; And - final sizing of the clutch arrangement by selecting the elements of the transmission path and / or of the fluid, so that the sum of the individual elasticities of the elements of the transmission path and / or of the fluid is less than the predetermined maximum overall elasticity. 101. Method according to one of claims 99 to 100, characterized in that the step "final dimensioning of the friction arrangement" comprises at least one of the steps: - take into account the individual elasticities of an articulation of the hydraulic pump to an actuator or to a pedal system; and / or - take into account the single elasticity of a hydraulic pump; and / or - take into account the single elasticity of a connection device; and / or - take into account the single elasticity of a central disconnector; and / or - taking into account the individual elasticities of elements for volume absorption; and / or - take into account the single elasticity of at least one stop. 102. Method according to one of claims 71 to 98 for operating a motor vehicle according to one of claims 38 to 70. 103. Method according to one of claims 99 to 100 for manufacturing a motor vehicle according to one of claims 39 to 70. 104. Procedure for diagnosing and / or monitoring and / or adjusting the functionality of a vehicle, where the vehicle includes - a vehicle drive, such as an internal combustion engine, for generating a mechanical drive output quantity of the vehicle; - a gearbox for the generation of at least one output quantity of the mechanical gearbox starting from at least one input quantity of the mechanical gearbox, where the value of the input quantity of the mechanical gearbox can be converted into a value of the output quantity of the mechanical gearbox, which is greater than the value of the input quantity of the mechanical gearbox, and / or less than the value of the input quantity of the mechanical gearbox and / or equal to the value of the input quantity of the mechanical gearbox; - a clutch, which is arranged between the vehicle drive and the gearbox, and is adjustable between at least two states with different intensity of engagement, and - at least one clutch actuation arrangement with at least one clutch actuation device for adjusting the at least two clutch states, different from each other, where the clutch actuation device has at least one component of the actuation arrangement, from which a plurality of substantially different states can be assumed, with the steps: - preparation of a device that ensures the function of the clutch (KFS device), where the KFS device is an integral component of the vehicle and / or can be coupled at least partially and at least temporarily with the vehicle through a separable connection; - activation of the KFS device; - control of the at least one component of the actuation arrangement according to a characteristic substantially predetermined by the device KFS. 105. Method according to claim 104 for diagnosing and / or monitoring and / or adjusting the functionality of a clutch arrangement of a vehicle, where the clutch arrangement has a clutch and a plurality of states with intensity can be assumed from the clutch of different commitment, also with the steps: - determination and / or selection of a commitment intensity substantially determined by friction (fixed commitment intensity); - selection of at least one reference component, which is a component of the drive arrangement and from which different states can be assumed, where a concrete assumed state is determined by the intensity of commitment and by at least one chemical and / or physical characteristic of at least one of the components of the drive arrangement and / or from the coupling and / or arrangement of several components of the drive arrangement relative to each other; - detection or predetermination of a first state of the reference component in the presence of the fixed engagement intensity at a first instant ((first) gripping point) according to a first partial characteristic of the predetermined characteristic; - at least temporary and at least partial variation of the physical and / or chemical characteristics of at least one component of the drive arrangement; - detection or predetermination of at least a second state of the reference component. in the presence of the intensity of fixed engagement in a second instant ((second) gripping point) according to a second partial characteristic of the predetermined characteristic; - comparison of the first gripping point with the second gripping point. . 106. Process according to claim 105, further with step: memorization of the first and / or second gripping point. 107. Method according to one of the preceding claims, characterized in that - the step "controlling the at least one component of the actuation arrangement according to a substantially predetermined characteristic by the device KFS" comprises the step: "controlling an actuator", where - the actuator is a device supported in an at least partially movable manner, from which a control quantity is applicable to a hydraulic arrangement with a fluid, which arrangement is comprised in the clutch actuation device and is arranged between the actuator and the clutch; the hydraulic arrangement has a pressure generating device, such as a plunger and cylinder arrangement (hydraulic pump and plunger arrangement of the hydraulic pump), in which the fluid is pressurized; - the hydraulic arrangement has a kinetic device, which is operable by the fluid e - the hydraulic arrangement has a connection device for generating a current connection between the pressure generating device and the kinetic device, - where the pressure generation device is substantially in connection with the actuator and the kinetic device is in connection with the clutch substantially directly or indirectly through coupling elements and / or - the step "selection of at least one reference component, which is a component of the drive arrangement and from which different states can be assumed, where the concrete state assumed is determined by at least one chemical and / or physical characteristic of at least one of the components of the actuation arrangement and / or the coupling and / or the arrangement of several components of the actuation act relative to each other "comprises the step" selection of the actuator as reference component ". 108. Process according to claim 107, characterized in that - the pressure generation device has an arrangement of hydraulic pump and plunger of the hydraulic pump, where the plunger of the hydraulic pump is substantially coupled to the actuator, the hydraulic pump has in its shell surface at least a first opening and from the hydraulic pump a fluid is absorbable; - the kinetic device has a second arrangement of piston and cylinder (arrangement of receiving cylinder and piston of the receiving cylinder), where the second piston is in substantially direct or indirect connection with the clutch, the receiving cylinder in its shell surface has at least one second opening and a fluid can be absorbed from the absorber cylinder; And - a fluid can be absorbed by the connection device and the connection device joins at least one first and at least one second opening. 109. Method according to one of claims 107 and 108, characterized in that the actuator has a transmission for converting a rotational movement into a translational movement, where the actuator element, which performs the translational movement, is directly coupled and / or indirectly with the plunger of the hydraulic pump, so that the rotation movement is converted into a translational movement of the plunger of the hydraulic pump. 110. Method according to one of claims 107 to 109, characterized in that the actuator has a device for generating a rotational movement, such as an electric motor. 111. Method according to one of claims 107 to 110, with the step: control of the device for the generation of a rotation moment for the generation of a predetermined torque trend at the output of the device for the generation of a rotation movement. 112. Method according to one of claims 105 to 111 with at least one of the steps: - control of the reference component according to a third partial characteristic during the time interval (third time interval) which lies between the first and second instant; and / or - control of the reference component according to a fourth partial characteristic during a time interval (fourth time interval), which is located before the first instant; and / or - control of the reference component according to a fifth partial characteristic during a time interval (fifth time interval) which is after the second instant. 113. Method according to one of the preceding claims for the leak test with regard to the functionality of at least one sealing element of a hydraulic arrangement, where the hydraulic arrangement has at least one sealing element, which prevents a flow of fluid within the arrangement hydraulic arrangement or from the hydraulic arrangement to the environment at the sealing point, and where the hydraulic arrangement is at least partially a part of a clutch actuation device, with the steps: - determination of the gripping point in a first instant, where the gripping point is the state of the reference component, in which a fixed and / or selected intensity of engagement of the friction is given (fixed intensity of engagement); - arrangement of the gripping point in a memory device, where the memory device is included in the clutch actuation arrangement and / or in the KFS device and / or in a central engine control unit and / or in a control device of the actuator; - disengagement of the clutch with a predetermined speed, where the predetermined speed is substantially reduced, for example 4 mm / s; - determination of a gripping point in a second instant; - comparison of the first gripping point (deposited) with the second gripping point; And - determination of the difference between first and second gripping point. 114. A method according to one of claims 104 to 112 for a seal test as regards the functionality of at least one sealing element of a hydraulic arrangement, where the hydraulic arrangement is at least a part of a clutch actuation device, with the steps : - disengagement of the clutch with a predetermined speed, where the predetermined speed is substantially reduced, for example 4 mm / s, until it has reached the gripping point plus offset, where the offset is a value for the state of the reference component , for example of the path of the actuator, which is necessary starting from the gripping point to theoretically ensure a separation of the clutch, where a predetermined clearance is given, for example 0.5 mm; And - control of clutch separation. 115. Method according to one of claims 113 to 114, in addition with the step: selection or fixing of the fixed engagement intensity at 6 Nm, where this value corresponds to a torque transmitted by the clutch. 116. Method according to one of the preceding claims for detecting damage to hydraulic elements "which are included in a hydraulic arrangement, where the hydraulic arrangement is at least a part of a clutch actuation device, with the steps: - determination of the gripping point in a first moment; - deposition of the gripping point in a memory device, where the memory device is included in the clutch actuation arrangement and / or in the KFS device and / or in a central engine control unit; - disengagement of the clutch substantially up to the gripping point and / or substantially up to the maximum pressure; - maintaining the clutch in this disengaged state for a predetermined holding time; - determination of the gripping point in a second instant; and - comparison of the first (deposited) gripping point with the second gripping point. 117. Process according to claim 116, further with the steps: - depositing at least one difference between the gripping points or an interval of difference between the gripping points in a memory and association of the respective difference between the gripping points filed with at least one source of potential error and / or deposition of a difference between the grip points actually determined in a memory and association with the source of error effectively conditioning the difference between the grip points; - repetition of steps according to claim 116; - comparison of the difference between the gripping points determined with the differences between the gripping points deposited; - selection of the differences between the gripping points deposited, which substantially coincide with the difference between the gripping points determined; - indication of the error sources associated with the differences between the selected gripping points; - determination of the actual error source; - checking if the difference between the grip points determined in the memory is associated with the actual error source; - formation of a (new) interval in the memory, when a difference between the tapping points determined in the memory is not associated with the actual error source, where the lower interval limit number is replaced by the determined tapping point, when the old limit of the lower interval is greater than the difference between the determined tapping points, and where the upper interval limit is replaced by the difference between the determined tapping points, when the old upper interval limit is smaller than the difference between the tapping points determined; and - association of the new interval to the actual error source. 118. Method according to one of claims 104 to 115 for detecting damage to hydraulic elements, which are included in a hydraulic arrangement, where the hydraulic arrangement is at least a part of a clutch actuation device, with the steps: - disengagement of the clutch substantially up to the maximum pressure and / or up to the gripping point, where the gripping point is the state of the reference component, in which a fixed and / or selected intensity of engagement of the clutch is given (intensity fixed commitment); - maintaining the clutch in this disengaged state for a predetermined maintenance period; And - further disengagement of the clutch up to the gripping point plus offset, where the offset is a value for the state of the reference component, for example of the actuator path, which is necessary starting from the gripping point to theoretically ensure separation of the friction, where a predetermined play is given, for example 0.5 mm. 119. Method according to one of claims 116 to 118 in addition with the step: predetermination of the maintenance period to substantially 15 minutes. 120. Method according to one of claims 116 to 118, in addition with the step: selection or determination of the fixed engagement intensity at 9 Nm, where this value corresponds to a torque transmitted by the clutch. 121. Method according to one of the preceding claims for the automatic ventilation of a substantially hydraulic clutch actuation device, characterized by the steps: - determination of a first gripping point in a first instant; - depositing the first gripping point in a memory device, where the memory device is included in the clutch actuation arrangement and / or in the KFS device and / or in a central engine control unit; - execution of works in the hydraulic path and / or opening of the hydraulic path and / or filling of the hydraulic path with a fluid and subsequent closure of the hydraulic path, where the hydraulic path is substantially the hydraulic arrangement; - starting an aeration ramp, where the aeration ramp is for example a path-time function, substantially fixed according to a predetermined characteristic, of a reference component; - determination of a second gripping point in a second instant; And - comparison of the first (deposited) gripping point with the second gripping point. 122. Process according to claim 121, further with step: examine whether pressure can build up in the hydraulic arrangement before the step "starting the ventilation ramp" is performed. 123. Process according to claim 122, characterized in that the step "examining whether pressure can build up in the hydraulic arrangement" comprises the steps - approaching a predetermined position, where the regulator substantially assumes a predetermined value, for example 18 mm e - maintenance of the predetermined position for a predetermined time interval. 124. Method according to one of claims 121 to 123, characterized in that the "ventilation ramp" step comprises the steps: - actuation of the reference component according to the predetermined characteristic, so that the clutch opens substantially slowly and an air bubble in the fluid remains substantially stationary; - keep the clutch (open) for a predetermined time interval, so that the air bubble rises slowly; - actuation of the reference component according to the predetermined characteristic, so that the clutch closes substantially rapidly and the air bubble is dragged into the fluid; and - keeping the clutch closed so that the air bubble rises substantially slowly. 125. Method according to claim 124, characterized in that the reference component is an actuator, which is moved with a speed of 1.8 mm / s substantially along an actuator path of 18 mm, and in that the clutch is kept open substantially for 5 s. 126. Method according to one of claims 124 to 125, characterized in that the reference component in the event of slow opening of the clutch is moved to full stroke or to the gripping point plus stroke, where the "gripping point plus stroke" position it consists of the "gripping point plus offset" position and a status difference of the reference component or an actuator path, which must be traversed to ensure safe clutch separation. 127. Method according to one of claims 121 to 126, characterized in that the path of the aeration ramp lasts substantially 16 s. 128. Method according to one of claims 121 to 126, characterized by a multiple path of the aeration ramp, for example several times in sequence during a predetermined time interval, which is for example 10 minutes. 129. Method according to one of claims 121 to 126, further with the steps: - check whether the hydraulic arrangement has been filled with a maximum pressure of 1.5 bar of absolute pressure e - repetition of the filling process, if the filling pressure was above 1.5 bar. 130. Process according to claim 121 to 129 in addition with the step: application of a vacuum to the hydraulic arrangement. 131. Method according to one of the preceding claims for measuring the stiffness of a substantially hydraulic clutch actuation device, characterized by the steps: - determination of the gripping point in a second instant; - reading an old gripping point from a memory device, where the memory device is comprised in the clutch actuation arrangement and / or in the KFS device and / or in a central engine control unit. 132. Process according to claim 131, further with the step: - engagement of a gear from the neutral position with simultaneous brake activation, to determine the second position of the gripping point. 133. Method according to one of claims 131 to 132 in addition with the step: determination of the difference between the old and the new tapping point. 134. Process according to one of claims 131 to 133, further with steps: - fixing of a maximum allowed deviation, where the maximum allowed deviation corresponds to the error in determining the maximum position of the gripping point and where the error in determining the maximum position of the gripping point is substantially caused by measurement errors, when not components of the clutch and / or clutch actuation arrangement have been replaced, and where the maximum allowable deviation is composed of errors of determination and the sum of the tolerance range widths of the stiffnesses of the replaced components, when clutch components have been replaced and / or the clutch actuation arrangement, where the stiffness tolerance field widths are substantially caused by manufacturing tolerances of the replaced elements; And - check if the difference between the old and the new tapping point is within the allowed deviation. 135. Method according to one of claims 131 to 134, further with the step: new execution of the aeration process, if the difference between the old and new tapping point is greater than the permissible deviation. 136. Process according to one of the preceding claims, further with the steps: - travel along further aeration ramps during a predetermined time interval; - new determination of the gripping point (third gripping point); and - determination and / or indication that an aeration has been performed sufficiently, when the second and third gripping points substantially coincide, where these gripping points substantially coincide when the deviation is within the measurement accuracy. 137. Method according to one of claims 131 to 136, in addition with the step: aeration of the hydraulic arrangement between the first and old determination of the gripping point. 128. Method according to claim 137, characterized by aeration of the hydraulic arrangement according to one of claims 121 to 130. 139. Method according to one of claims 131 to 138, in addition with the steps: - initial check whether filling has taken place of the hydraulic arrangement with depression, without pressure or with reduced overpressure; - repetition of filling when the filling pressure was greater than a reduced overpressure. 140. Process according to one of claims 108 to 139, characterized in that - the fluid is a liquid; - the fluid quantity regulating device has a liquid compensation vessel, where the potential energy of the liquid in the liquid compensation vessel is substantially greater than the potential energy of the liquid in the system section; and - a compensation hole is provided in the cylinder wall of the hydraulic pump, which via a compensation connection is in connection with the liquid compensation vessel either directly or via a compensation connection device, such as a hose. 141. Method according to one of claims 108 to 140 for controlling the functionality of the opening process of a post-suction valve, where the liquid is arranged at the front end of the plunger of the hydraulic pump; - from the liquid it is possible to make a connection between a primary and a secondary cavity of the receiving cylinder, where the primary cavity and the secondary cavity are partial cavities of the receiving cylinder, which are separated from each other by the piston of the receiving cylinder, so that a an increase in the volume of the primary cavity substantially causes a corresponding reduction in the volume of the secondary cavity and vice versa, and where the primary cavity is arranged substantially on the side, facing the clutch, of the receiving cylinder; in steps: - moving the hydraulic pump to a position directly behind the compensation hole; - opening of the hydraulic path to the outside; - connection of a pressure filling device, so that the post-suction valve opens under the pressure established in the hydraulic arrangement; and - determination and / or measurement of the pressure at which the post-suction valve opens. 142. Method according to one of claims 108 to 140 for controlling the functionality of the opening process of a post-suction valve, where the post-suction valve - is arranged at the front end of the plunger of the hydraulic pump; - from the post-suction valve a connection can be made between a primary cavity and a secondary cavity of the receiving cylinder, where the primary cavity and the secondary cavity are partial cavities of the receiving cylinder, which are separated from each other by the piston of the receiving cylinder, so that an increase in volume of the primary cavity substantially causes a corresponding volume reduction of the secondary cavity and vice versa, and where the primary cavity is arranged substantially on the side, facing the clutch, of the receiving cylinder; with the steps: - determination of a first grip point in a first instant; - deposition of the first gripping point in a memory device, where the memory device is included in the clutch actuation arrangement and / or in the KFS device and / or in a central engine control unit; - displacement of the hydraulic pump to the most stroke point, so that the clutch is disengaged (definitely); - opening of an aerator, so that the clutch closes and the fluid flows through the aerator, until the clutch is closed; and - return, at least once, of the hydraulic pump precisely to such an extent that the compensation hole is not yet cleared, so that the post-suction valve opens and fluid flows through the post-suction valve; - move the hydraulic pump to a multiple stroke gripping point and check the clutch separation or determine a second gripping point at a later time and compare the second gripping point with the first gripping point. 143. Process according to claim 142, further with the steps: - preventing air from entering the hydraulic path; and / or - repeat the step "return at least once of the hydraulic pump just to such an extent that the compensation hole is not yet cleared" several times. 144. Method according to one of claims 104 to 143 for controlling the functionality of the closing process of a post-suction valve, where the post-suction valve - is arranged at the front end of the plunger of the hydraulic pump; and - from the post-suction valve a connection can be made between a primary cavity and a secondary cavity of the receiving cylinder, where the primary cavity and the secondary cavity are partial cavities of the receiving cylinder, which are separated from each other by the plunger of the receiving cylinder, so that an increase in the volume of the primary cavity substantially causes a corresponding reduction in the volume of the secondary cavity and vice versa, and where the primary cavity is arranged substantially on the side, facing the clutch, of the receiving cylinder, with the steps: - determination of a first grip point in a first instant, where a grip point is the state of the reference component, in which a fixed and / or selected intensity of engagement of the friction is given (fixed intensity of engagement); - deposition of the first gripping point in a memory device, where the memory device is included in the clutch actuation arrangement and / or in the KFS device and / or in a central motor unit and / or in a control device of the actuator; - disengagement of the clutch with a predetermined speed, where the predetermined speed is substantially reduced, for example 4 mm / s; - determination of a gripping point in a second instant; and - comparison between the first (deposited) gripping point and the second gripping point; and - determination of the difference between the first and second gripping points. 145. Method according to one of claims 104 to 142 for controlling the functionality of the opening process of a post-suction valve, where the post-suction valve - is arranged at the front end of the plunger of the hydraulic pump; and - from the post-suction valve a connection can be made between a primary cavity and a secondary cavity of the receiving cylinder, where the primary cavity and the secondary cavity are partial cavities of the receiving cylinder, which are separated from each other by the plunger of the receiving cylinder, so that an increase in volume of the primary cavity substantially causes a corresponding reduction in volume of the secondary cavity and vice versa, and where the primary cavity is arranged substantially on the side, facing the clutch, of the receiving cylinder; with the steps: - disengagement of the clutch with a predetermined speed, where the predetermined speed is substantially reduced, for example 4 mm / s, until the gripping point plus offset is reached, where the offset has a value for the state of the reference component, for example of the actuator path, which is necessary starting from the gripping point to theoretically ensure a separation of the clutch, where a predetermined clearance is given, for example 0.5 mm; and - checking the clutch separation. 146. Method according to one of claims 144 to 145, in addition with the step: selection and determination of the intensity of engagement fixed at 6 Nm, where this value corresponds to a torque transmitted by the clutch. 147. Method according to one of claims 104 to 146, further characterized in that the clutch actuation device is a hydraulic arrangement filled with a fluid, where the hydraulic arrangement has a system section which includes a pressure generating device, in which the fluid can be placed under pressure; - a kinetic device, which is operable by the fluid; and - a connection device for generating a current connection between the pressure generating device and the kinetic device, where a displacement of fluid in the pressure generation device causes a displacement of the fluid in the kinetic device, and where the liquid , extending from the pressure generating device to the kinetic device, forms a column of fluid, with the pitch: ensuring that the length of the liquid column does not vary substantially due to temperature. 148. Process according to one of claims 104 to 147, further characterized by the steps: - predetermination of a maximum engine temperature; and - ensuring that the engine temperature does not substantially exceed the predetermined engine temperature. 149. Process according to one of claims 104 to 148, characterized by the steps: - predetermination of a substantially reduced maximum friction temperature, for example of 100 ° C; and - ensuring that the predetermined friction temperature is not exceeded at least in the time interval between the determination of grip points, which are compared with each other. 150. Method according to one of claims 107 to 149, further with the step: preventing the compensation process, where a compensation process is substantially a process for keeping constant the amount of fluid present in a system section, and where the piston of the hydraulic pump, at least three states can be assumed, where in a first state there is a current connection between the liquid compensation vessel and the system section, in a second state this current connection is closed and in a third state there is a connection current between the liquid compensation vessel and a neutral pressure zone of this system section. 151. Method according to one of claims 104 or 105, or one of claims 105 or 106 and one of claims 107 to 112, or one of claims 113 or 115 to 117 or 119 to 140 or 142 to 144 or 146, or according to one of claims 113 or 115 to 117 or 121 to 140 or 142 to 144 or 146 or one of claims 147 to 150, and in addition with the step: issuing an error message if the comparison between the points has indicated a deviation, and / or when the deviation is greater than the sum of the predetermined measurement errors, where the error signaling occurs for example acoustically and / or optically and / or as an indication of at least one possible error source . 152. Method according to one of claims 105 to 151, in addition with the step: disengaging the clutch up to the maximum value before approaching or determining a gripping point, when a gripping point is to be approached or determined. 153. Method according to claim 152, characterized in that the clutch is disengaged substantially rapidly when it is released up to the maximum value. 154. Method according to one of the preceding claims, characterized in that the clutch is substantially an automatic clutch. 155. Procedure for diagnosing and / or monitoring and / or adjusting the functionality of a vehicle and / or a vehicle clutch and / or a vehicle clutch actuation arrangement with the wheelbase: activation of a control device arranged substantially outside the vehicle, so that the procedure for diagnosing and / or monitoring and / or adjusting the functionality of a vehicle and / or a vehicle clutch and / or a clutch actuation arrangement of a vehicle is carried out substantially automatically 156. Method according to claim 155 for carrying out a method according to one of claims 104 to 154. 157. Motor vehicle with - a motor vehicle drive, such as an internal combustion engine, for generating of a mechanical drive quantity of a motor vehicle; - a change for the generation of at least one mechanical output quantity starting from at least one mechanical input quantity, where the value of the mechanical input quantity can be converted into a value of the mechanical output quantity, which is greater than the value of the mechanical input quantity and / or is less than the value of the mechanical input quantity and / or is equal to the value of the mechanical input quantity; - a clutch, which is substantially arranged between the drive of the motor vehicle and the gearbox, and can be set between at least two states with different engagement intensity, where the clutch comprises at least one clutch actuation device with at least one component of the device actuation of the clutch for the regulation of at least two states different from each other; and - at least one connection device for ensuring clutch function (KFSV device), connected to the clutch or clutch actuation arrangement, from which a device for ensuring clutch function (KFS device) can be directly or indirectly housed for the diagnosis and / or monitoring and / or adjustment of the functionality of the actuation device or clutch. 158. Motor vehicle according to claim 157, characterized in that the clutch or clutch actuation arrangement is directly and / or indirectly coupled to the KFSV device. 159. Motor vehicle according to one of claims 157 to 158, characterized in that the clutch actuation arrangement has a hydraulic arrangement, from which a fluid can be absorbed, whereby the KFS device can diagnose and / or monitor and / or adjust the functionality of at least one of the clutch actuation components, which determine the functionality of the clutch, and / or the adaptation of at least two clutch actuation components relative to each other and / or the quantity or composition of fluid filling. 160. Motor vehicle according to one of claims 157 to 159, characterized in that the KFS device has at least one memory unit. 161. Motor vehicle according to one of claims 158 to 160, characterized in that the hydraulic arrangement has a system section, which comprises - a pressure generation device, in which the fluid can be put under pressure; - a kinetic device, which is operable by the fluid; and - a connection device for generating a current connection between the pressure generating device and the kinetic device. 162. Motor vehicle according to one of claims 157 to 161, characterized by a device for regulating the quantity of fluid, from which the quantity of fluid present in the system section can be substantially kept constant. 163. Motor vehicle according to one of claims 157 to 162, characterized by a pressure generation control device, by means of which the pressure generation device can be controlled. 164. Motor vehicle according to one of claims 161 to 163, characterized in that the pressure generating device comprises a plunger (plunger of the hydraulic pump) movable in a cylinder (hydraulic pump), and the kinetic device comprises a plunger (plunger of the receiving cylinder), movable in a cylinder (receiving cylinder), where the pressure generation device is coupled via the connection device with the kinetic device in such a way that a predetermined position of the piston of the hydraulic pump substantially corresponds to a predetermined position of the receiving cylinder plunger. 165. Motor vehicle according to one of claims 161 to 164, characterized in that the pressure generating device has at least one fluid pressure outlet and the kinetic device has at least one fluid pressure inlet, and the connecting device forms a flow channel between this fluid pressure outlet and this fluid pressure inlet. 166. Motor vehicle according to one of claims 161 to 165, characterized by a pressure generation control device for controlling the pressure generation device. 167. Motor vehicle according to one of claims 162 to 166, characterized in that - the fluid is a liquid; - the fluid quantity regulating device has a liquid compensation vessel, where the potential energy of the liquid of the liquid compensation vessel is substantially greater than the potential energy of the liquid in the system section; and - a compensating opening is provided in the wall of the pressure generating device, which is in connection via a compensating connection with the liquid compensation vessel. 168. Motor vehicle according to claim 167, characterized in that the pressure of the liquid in the liquid compensation vessel is substantially equal to the ambient pressure. 169. Motor vehicle according to one of claims 167 to 168, characterized by a hydraulic switching arrangement, from which at least three states are assumed, where in a first state there is a current connection between the liquid compensation vessel and the system section ; in a second state this current connection is closed and in a third state there is a current connection between the liquid compensation vessel and a neutral pressure zone of this system section. 170. Motor vehicle according to claim 169, characterized in that the hydraulic switching arrangement is the hydraulic pump and plunger arrangement. 171. Motor vehicle according to claim 169, characterized in that a position of the hydraulic pump is substantially convertible into a predetermined position of a clutch release device. 172. Motor vehicle according to one of claims 161 to 171, characterized in that the pressure generation device can be controlled substantially by means of a controlled or not controlled actuator, where the actuator is a device supported in an at least partially movable way, from which a control quantity is applicable to a hydraulic coupling with a fluid, which is included in the clutch actuation device and is arranged between the actuator and the clutch. 173. Motor vehicle according to claim 172, characterized in that the actuator has an electric motor with an electric motor output shaft and at least one transmission for converting a rotary movement into a linear movement, whereby a rotary movement by means of the transmission the output shaft of the electric motor is convertible into a linear movement of the hydraulic pump. 174. Motor vehicle according to one of claims 157 to 173, characterized in that the KFS device is at least partially separable from the motor vehicle and / or is available substantially outside the vehicle. 175. Method according to one of claims 104 to 156 for operating a motor vehicle according to one of claims 157 to 174. 176. Process for filling a device of an automated clutch, with a fluid reservoir, a hydraulic pump with piston axially movable, a receiving cylinder with axially movable piston, a fluid connection between the hydraulic pump and the receiving cylinder, as well as an aeration device on the receiving cylinder, characterized in that the following procedure steps are carried out: - displacement of the plunger of the hydraulic pump to a position close to the receiving cylinder, - opening the aeration device of the receiving cylinder, - multiple displacement of the plunger of the hydraulic pump to a position close to the receiving cylinder and subsequently to a position away from the plunger of the hydraulic pump, - displacement of the plunger of the hydraulic pump in a vic position to the receiving cylinder and closing the aeration device, - moving the plunger of the hydraulic pump to a position away from the receiving cylinder and then to a position close to the plunger of the hydraulic pump, and - slow moving the plunger of the hydraulic pump to a position away from the receiving cylinder.