JP2002213331A - Operating method and adjusting device of drive train - Google Patents

Abstract

PROBLEM TO BE SOLVED: To ensure high safety in starting a vehicle engine in adjusting devices 30, 30' for a drive train of an automobile with an automatic transmission 10 connected to an output side of the vehicle engine through a clutch 6. SOLUTION: Control modules 31, 31' for monitoring occurring error, and a first switching element 20 are mounted, and a starter 18 mounted for driving the vehicle engine in accordance with the demand, can be started in a starting process through the switching element. A control unit mounted corresponding to the first switching element 20, inhibits the enabling operation of the first switching element 20 when an error message occurs to the control modules 31, 31' and/or when a clutch 6 is released and the transmission of the torque is not necessarily impossible, and/or when a transmission 10 is not certainly in a neutral position.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive train adjusting device for an automobile in which an automatic transmission is connected via a clutch to a rear stage of a vehicle engine, and a method of operating the drive train.

[0002]

2. Description of the Related Art The drive train of motor vehicles can use so-called automated gearshifts and / or clutches with automated coupling functions. Normally, in the case of an automated switching transmission arranged between a vehicle engine and a drive unit driven by the vehicle engine, for example, a wheel set, the gear shift can be automated, that is, depending on the setting of the driver. Can be run without. This usually means, for example, road conditions,
This is done depending on operating conditions such as vehicle speed, vehicle acceleration or other parameters.

Alternatively or additionally, such a drive train in a motor vehicle can be provided with a clutch with an automated coupling function. In the case of this type of clutch, the power transmission connection between two members for transmitting a force, for example, the input side connection member and the output side connection member, is performed via an adjustment member which can be controlled by a control unit. Thus, for this type of drivetrain, the transmission of torque from the vehicle engine to the drive unit or wheelset is:
It is done exclusively through automated and switchable components. No manually operable control element is provided in this case, which can switch between torque transmission between the vehicle engine and the drive unit and separation between the vehicle engine and the drive unit.

[0004] A starter is usually provided to start a vehicle engine of an automobile. This is responsible for driving the vehicle engine on demand during the start-up process, until the vehicle engine reaches the idling state in an appropriate manner and maintains it autonomously. During this type of starting process, it must generally be taken into account that the vehicle engine is completely separated from the drive unit in terms of torque transmission. The purpose of such a separation is to enable the vehicle engine to reach a stable idling state in a short period of time, and on the other hand, the risk that arises when the drive train is closed when starting the vehicle engine. This is to surely avoid the possibility of the situation. Such risks are, for example, the possibility that the motor vehicle may take a short period of uncontrolled or uncontrolled movement when the vehicle engine is started if the drive train is closed.

[0005] In the case of a motor vehicle with a conventionally designed drive train, for example, the coupling of the torque from the vehicle engine to the drive unit takes place via at least one manually operable insert-connected component. In the case of a motor vehicle with a suitable drive train, the separation between the vehicle engine and the drive unit during the starting process is ensured by the aforementioned manually operable components. In contrast, for a drive train with multiple components or exclusively automated components, the risk of starting with the drive train closed increases.

[0006]

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle drive train adjusting device of the type described in which a particularly high degree of safety is ensured even when the vehicle engine is started. In addition to this, it is also an object to provide a drive train operating method which is particularly suitable for such an adjusting device.

[0007]

According to the invention, the object is achieved by providing a control module for monitoring the errors which occur and a first switching element, via which the starting process is performed. A starter provided to drive the vehicle engine as required can be activated, and a control unit is provided corresponding to the first switching element, and the control unit controls the control module by the control unit. The problem is solved by a drive train adjustment device, characterized in that the enabling operation of the first switching element is blocked when an error message occurs.

[0008] A further object is to provide a starter provided for driving a vehicle engine on demand during a starting process, which can be started via a switching element, and when an error message occurs to the control module, The problem is solved by a method of operating a drive train, characterized in that the switching element is blocked to deactivate the starter.

[0009]

In this case, the control module can be configured as a CPU having a microprocessor, for example, and can be provided as an engine control module and / or a transmission control module.

The dependent claims show advantageous embodiments of the invention.

A consideration on which the present invention is based is that a high degree of safety can be ensured even when the vehicle engine is started in the following manner. That is, the enabling action for activating the starter depends on the identification that the drive train is not closed, i.e. the drive train is not in a state suitable for transmitting torque from the vehicle engine to the drive set. It depends on the identification of things. In order to ensure that the effects of errors in the measurement processing or in the engine management itself are also eliminated, safety measures should be taken against this identification in terms of error monitoring. In order to ensure this, the safeguarded identification should be designed using a control module or an engine control module which monitors itself for any errors that occur. In this case, the actuation of the activation of the starter basically depends on whether it is possible at all to identify that the control module is active and thus the drive train is closed.

In this case, the first switching element that can start the starter can be a starter relay. This can be connected via its current lead-out (so-called ground) or via its current lead (so-called positive pole) in the electrical mechanism of the vehicle.

Advantageously, the control module or the engine control module is designed to reliably identify the errors that have occurred due to the repetitive checking of its functional health on a proper basis, based on an analysis of the checking function.
For this purpose, the control module is advantageously designed to determine the first control data set using a check function based on the input data set. In this case, the monitoring module assigned to the control module determines a second control data set using a check function based on the input data set, wherein the monitoring module and / or the control module determines the first control data set as a second control data set. Based on the comparison of the second set of control data, diagnostic information on the presence of safety-critical errors is provided.

In order to further increase the safety against inadvertent starting of the vehicle engine when the drive train is closed, the starting of the starter is advantageously designed in a redundant or two-channel manner. I have. For this purpose, preferably, in addition to the first switching element, a second switching element capable of activating the starter is provided, in which case both the first switching element and the second switching element are enabled. Only when is the starter activated. According to a further advantageous embodiment, the control unit assigned to the second switching element is prevented from activating the second switching element when an error message occurs for the control module. It is designed to be.

According to one particularly advantageous embodiment, the adjusting device is configured as follows. In other words, it is provided that the starter for the start-up process is enabled in dependence on the identification of a clearly disengaged clutch in the drive train, i.e. the absence of the power transmission. To this end, the clutch is advantageously provided with a clutch sensor, whereby the first and / or
Alternatively, the control unit assigned to the second switching element is designed such that when the clutch sensor detects that the clutch is closed, the first or second switching element is not enabled. In this case, the clutch sensor is preferably designed as an absolute sensor, which emits the measured value characterizing the degree of clutch closure. Here, in particular, absolute sensors can be formed on the basis of optical sensors, for example, using display elements with barcodes or gray scales. In this case, the clutch sensor is preferably arranged spatially in the immediate vicinity of the clutch in order to be able to identify mechanical faults very reliably without errors.

On the basis of the so-called post-motion characteristics of the clutch, it is possible to determine with very high reliability whether the clutch is in a power transmission state, ie, whether the drive train is closed. According to this, when a power transmission state occurs in a clutch member that should be held in a state where there is no torque, this is relatively strongly braked due to the initial movement. On the other hand, if there is no power transmission state, that is, if the drive train is open,
The clutch member, which is held substantially without torque, is relatively weakly braked due to the initial movement. On this basis, the clutch sensor is advantageously configured to determine the post-motion characteristic of the energized clutch drive motor in order to identify that the drive train is accidentally closed. In this case, the clutch sensor can be embodied, for example, as a speed sensor, with which the time-dependent characteristic of the drive shaft for the clutch can be determined.

To further increase safety, the clutch sensor is preferably error-protected by an auxiliary sensor, again as a redundant configuration. Here, the auxiliary sensor is preferably configured as a relative sensor, in order to sufficiently eliminate common error factors for the clutch sensor and the auxiliary sensor. According to a relative sensor of this type, for example, a Hall sensor, an output signal is formed in accordance with a change in the detected measurement amount.

According to a further advantageous embodiment, the adjusting device is additionally or alternatively configured as follows. In other words, the starter for the starting process is configured to be enabled depending on the identification that the transmission in the drive train is clearly open, that is, that it is not in the power transmission state. For this purpose, the control module is preferably connected on the input side to a sensor for determining the position of the shift element for the automatic transmission. In this case, depending on whether a shift member of the automatic transmission that can be reliably determined to be open is detected, for example, a so-called “neutral” position is detected, Can be enabled.

With respect to the method, the above-mentioned problem is solved as follows. That is, when an error message occurs to the engine control module, a switching element that can start a starter provided to drive the vehicle engine on demand during the starting process is blocked, and the starter is deactivated. .

Advantageously, this switching element is also blocked when a clutch sensor provided for the clutch detects that the clutch is closed, so that the starter is deactivated. According to a further advantageous embodiment for determining whether the clutch is closed,
The supply of the control current moves the clutch actuator from the starting position to the first final position, and the supply of a control current of the same magnitude but in the opposite direction further moves the clutch actuator from this first final position to the second final position. At this time, if the deviation between the second final position and the departure position is greater than a predetermined allowable threshold, it is determined that the clutch is closed, and the switching element provided corresponding to the starter is blocked.

According to an alternative preferred embodiment, a control current is supplied to the clutch motor in the direction of disengagement of the clutch motor in order to determine whether or not the clutch is closed, and after the current supply, the clutch motor member is switched off. The time characteristic of the number of revolutions is monitored, and diagnostic information about the clutch being closed is obtained by comparing the time characteristic of the number of revolutions with the reference progress characteristic.

According to another advantageous embodiment, when the transmission is in power transmission, the switching element is blocked and the starter is deactivated. In order to determine whether such a power transmission state has occurred, the shift member of the transmission is preferably moved to a neutral position on a shift path, where the first extreme position is shifted to a second position.
If the deviation between at least one of the reached extreme positions and each reference value is larger than a predetermined allowable value, it is determined that the transmission is in the power transmission state.

The advantages achieved by the invention are, in particular, the fact that the drive train is in power transmission by setting selected conditions and, depending on the conditions, enabling the starter for the starting process. When this is detected, a high level of safety and reliability can be realized before the start-up process is introduced. Thus, the risk or imminent danger posed by the closing of the drive train, which may possibly occur when starting the vehicle, can be kept very low. In this case, particularly suitable conditions are set to determine that the engine module or the CPU itself is operating normally and that the clutch is open, that is, torque transmission is not possible. Determining and / or determining that the transmission is in a "neutral" position.

Next, embodiments of the present invention will be described in detail with reference to the drawings. In FIGS. 1 and 2, the same parts are denoted by the same reference numerals.

[0025]

1 shows a drive train 1 according to FIG. 1 having a vehicle engine 2 which is connected via an input shaft 4 to a clutch 6. The clutch 6 is connected on the output side to an automatic transmission 10 via a shaft 8, and the automatic transmission itself is connected on the output side or driven side via a drive shaft 12 to a drive unit 14 of a motor vehicle, for example a drive wheel set. It is connected. The clutch 6 is configured as a clutch having an automated coupling function. Similarly, the automatic transmission 10 is configured as a transmission with an automated transmission function, i.e., in this embodiment is configured as an automated stepped transmission, and includes a plurality of predefined transmissions. The gears are assigned a fixed ratio of the rotational speeds of the input shaft 4 and the drive shaft 12, respectively, when the clutch 6 is closed.

The vehicle engine 2 is further connected to a starter shaft 16, which can be driven by a starter 18. The starter 18 is provided for driving the vehicle engine 2 on demand during the start-up process, and can itself be started by the first switching element 20. In this case, the first switching element 20 is configured as a starter relay and supplies its current when starting the starter 18, i.e. during the start-up process.
8 by contacting with a current supply in the vehicle represented by a connection point 22, for example a vehicle battery.

In order to prevent an undesired or premature start-up process, for example, to prevent a previous start-up process in which a safety-relevant component is positively identified as being usable in vehicle control, a first switching operation is performed. A first control unit 24 is associated with the element 20. In this case, the first control unit 24 is configured as a starter relay, and suppresses the suppression signal U via the signal line 26 via the first switching element in order to suppress or deactivate the start-up process of the starter 18. 29. The first switching element 20 is blocked by the suppression signal U,
As a result, when this signal is present, starter 1
8 cannot be started. Only when such a suppression signal U is not present at the first switching element 20 is this switching element turned on, whereby the starter 1
8 is in contact with a connection point 22 with a cable connection designed in a manner suitable for the relatively high current strength required during the starting process.

An adjusting device is provided for the drive train 1 for control. The adjusting device 30 is designed, for example, for controlling the automatic transmission 10 and has a control module 31 as a kind of central component. This is set, for example, so as to perform the adjustment by transmitting a switching command S corresponding to a current gear ratio desired for the current driving situation to the automatic transmission 10. For this purpose, the control module 31 is connected on the output side via a signal line 32 to a select actuator 34, which controls the automatic transmission 10 with the parameters set for entering the desired gear, for example, a shift path. Gives the position of the shift finger at. In addition, the control module 31 is connected via a signal line 36 to a shift actuator 38 which, in order to complete the gear setting for the corresponding positioning of the shift finger in the shift path, enters the assigned gear position. Lock-in the shift finger.

Furthermore, the adjusting device 30 is designed, for example, for controlling the clutch 6 which can be driven in an automated manner. For this purpose, the control module 31 is connected via a signal line 40 to a clutch actuator 42 associated with the clutch 6. At that time, the clutch actuator 42 sets the position of the operation member of the clutch 6 depending on the operation command SB transmitted to the control module 31. In this case, the clutch 6 can be configured, for example, in a slip-controlled manner,
According to the friction value between the two clutch members set based on the operation command SB, the clutch slip defined by the rotational speed difference between the shaft 8 and the input shaft 4 is adjusted, and the clutch slip is controlled according to the reference amount.

In addition, a regulating device 30 can be provided for controlling the engine in a manner not shown. In this case, the control module 31 is connected to the vehicle engine 2 as a kind of engine control module for setting operation parameters depending on the operating point.

On the input side, the control module 31 is connected via a plurality of further signal lines, represented by arrows 50, to a plurality of measurement sensors, not shown in detail.

The regulating device 30 is designed to comply with high safety standards, especially when the vehicle engine 2 is started.
The control module 31 recognizes that starting the vehicle engine 2 when the drive train 1 is closed can only be controlled with restrictions and thus may cause undesired movement of the risky vehicle. Is connected on the output side via a signal line 52 to a first control unit 24 which is provided for suppressing the starting process on demand. In this case, the control module 31
Is designed as follows. In other words, during the switch-on process which is triggered by the driver and causes the vehicle engine 2 to start, first, the inhibition signal SP is sent to the first control unit 24. Thereby, the control unit 24 sends the suppression signal U to the first switching element 20. In this way, start-up of the starter 18 is prevented, and thus the introduction of a start-up process is initially prevented.

On the other hand, the control module 31 ensures that the drive train 1 is opened, that is to say that transmission of torque from the vehicle engine to the drive unit 14 is not possible. This can be done, for example, by the control module 31 releasing the clutch 6 and / or setting the automatic transmission 10 to the neutral position. Only after positively confirming that the drive train 1 is open, that is to say that transmission of torque from the vehicle engine 2 to the drive unit 14 is not possible, the control module 31 does not start the first control unit. It stops sending the blocking signal SP to 24, so that it no longer sends the suppression signal U to the first switching element 20, so that the starter 18 is enabled for the starting process.

As an alternative to this, the control module 3
1 can also be designed to send an enable signal to the first control unit 24. In this case, the control module 31 does not provide any signal to the control unit 24 immediately after the start-up process has been introduced, and the control unit sends a suppression signal U to the first switching element 20 accordingly. If it is positively confirmed that the drive train 1 is open, the control module sends an enable signal in connection therewith to the first control unit 24, in response to which the first control unit 24 The transmission of the suppression signal U is stopped. Therefore, also in this case, the starter 18 can be enabled only after it is confirmed that the drive train 1 is open.

The control module 31 is designed as follows. That is, it is determined whether the drive train 1 is open, that is, whether the transmission of torque from the vehicle engine to the drive unit 14 is reliably eliminated, whether the clutch 6 is closed or the automatic transmission 10 This is performed based on the determination as to whether or not the vehicle is in the transmission state. In other words, the only time that the starter 18 is activated via the first switching element 20 is when the clutch is identified as disengaged and the automatic transmission 1 is activated.
Only when 0 is identified as not in power transmission.
Otherwise, that is, when the clutch 6 is identified as closed and / or the automatic transmission 10 is identified as being in power transmission, the control module 31 continues to output the blocking signal SP to the first control unit 24. As a result, the first control unit 24 sends the suppression signal U to the first switching element 20. In this way, clutch 6 is identified as closed and / or
Alternatively, the starter 18 is prevented from being enabled when the automatic transmission 10 is not in the power transmission state.

In order to determine whether the clutch 6 is closed or released, a clutch sensor 54 is provided corresponding to the clutch. This sensor is configured as an absolute value sensor and monitors the position of the operating member of the clutch 6. The clutch sensor 54 is connected to the control module 31 via a signal line 56,
This module is supplied with measurement parameters representing the position of the operating member of the clutch 6. If this measurement parameter deviates from the reference value stored in the control module 31 by more than an acceptable range, the clutch 6 is identified as closed and the blocking signal SP is output to the first control unit 24. Starter 1 by sending to
8 is prevented from being enabled.

According to a more sensitive method for determining whether or not the clutch is closed, the electric motor drive of the clutch 6, not shown in more detail, operates in one set direction in a predetermined time interval. Is energized. The drive is then energized in the opposite direction over the same time interval. If the clutch 6 is completely released without any problems, the operating member of the clutch 6, which can be moved by the electric motor drive, should again assume the starting position before energization. By determining the final position and comparing it with the departure position, it is possible to clearly determine whether the clutch 6 is open or closed.

Alternatively, the clutch sensor 54 may be configured to determine the post-motion characteristics of the electric drive unit associated with the clutch 6. In this case, the electric drive of the clutch 6 is energized in order to determine whether the clutch 6 is closed, that is, whether to prevent the starter 18 from being enabled. After the energization, the post-motion characteristic of the drive motor, that is, the time-lapse characteristic of the number of rotations is obtained. By comparing this transition characteristic with the reference transition characteristic stored in the control module 31, it is possible to derive diagnostic information as to whether or not the clutch 6 is closed.

The clutch sensor 54 is error-protected by an auxiliary sensor 58 which is connected in parallel with the logical point of view. In various forms of redundancy, an auxiliary sensor 58 is arranged on the clutch actuator 42 as a relative sensor, ie as a Hall sensor. With this configuration, it is possible to identify that the clutch 6 is closed on an independent path, that is, by eliminating a common cause of error.

In the shift path, the individual extreme positions of the shift fingers there are determined in order to identify whether the automatic transmission 10 is in power transmission or open in a neutral position. . To determine whether a power transmission condition exists, the shift finger is first moved to the shift path by the shift actuator 38. There, the shift finger is first moved by the select actuator 34 to a first extreme position in the shift path, and then to a second extreme position. In both extreme positions, the select actuator 34
The extent to which the shift finger has actually reached the first or second extreme position as set is determined on the basis of and the sensor arrangement assigned to it. If the actually reached extreme value position is separated from the set extreme value position by a predetermined allowable value or more, the automatic transmission 10 is determined to be in the power transmission state.

To further increase the protection against unwanted starter enable operations or unchecked starter enable operations, the adjusting device 30 itself is a kind of protected design, configured as a system for monitoring the errors that occur. I have. For this purpose, the regulating device 30 has, in addition to the control module 31, a monitoring module 60 assigned to it, which comprises
Is monitored for errors.

Control module 31 for monitoring errors
Determines a first control data set K1 using a check function, based on an input data set which can include a plurality of vehicle operating data transmitted via signal lines symbolically represented by arrows 50, for example. Using the same check function from the same input data set, the monitoring module 60 determines a second control data set K2. Under the condition that the first control data set K1 and the second control data set K2 should be equal if both the control module 31 and the monitoring module 60 are functioning properly, the monitoring module 60 then compares the control data sets K1 and K2. However, this comparison can also be made by the control module 31.

When a deviation is confirmed by comparing the control data sets K1 and K2, it is determined that the control module 31 or the adjusting device 30 is malfunctioning. It is designed to ensure that the starting process is not introduced in such a case. For this purpose, even if a malfunction of the regulating device 30 or the control module 31 is detected, a blocking signal SP is transmitted therefrom to the first control unit 24, so that the first switching element 20 and thus the starter 1
8 is reliably prevented.

The drive train 1 according to FIG.
In this case, the enabling operation for the activation of the starter 18 takes place only when there is no error message regarding the availability and reliability of the regulating device 30 and in particular its control module 31, while the drive train is opened. That is, only when a positive recognition is obtained that the torque cannot be transmitted from the vehicle engine 2 to the drive unit 14. Such a positive recognition can be obtained by a message that the clutch 6 is disengaged and / or by a message that the automatic transmission 10 is not in power transmission.

The drive train 1 'according to FIG. 2 is likewise designed according to this design concept. However, as an additional measure to increase the certainty in the suppression of undesired or unchecked start-up processes, the drive train 1 'is provided with redundant start-up suppression for the starter 18. In this case, a second switching element 80 is provided in addition to the first switching element 20 in a kind of redundant design, via which the starter 18 can be activated for the introduction of a starting process. In this case, the second switching element 80 is connected in series to the first switching element 20 with respect to the current path to be enabled,
As a result, only when both the first switching element 20 and the second switching element 80 are enabled is the start of the starter 18, that is, the current supply inside the vehicle represented by the input side of the starter 18 and the connection point 22. And the contact connection is made.

Similarly to the configuration of the first switching element 20, a second control unit 82 is assigned to the second switching element 80. In this case, the second control unit 82 is also configured as a starter blocking relay, so as to suppress the starting process or to deactivate the starter 18 via a second switching element via a signal line 84. 80
To send the suppression signal U to This suppression signal U blocks the second switching element 80 so that the starter 18 does not become active when this signal is present. Second
Only when such a suppression signal U does not exist or arrive at the switching element 80, the switching element can be conductively connected, whereby the starter 18 is in contact with the connection point 22.

The adjusting device 30 'assigned to the drive train 1' has a control module 31 '. This means that, in addition to the terminals also provided at the control module 31, via a signal line 86 at the output, a second control unit 8 provided to suppress the starting process on demand.
2 are also connected. At that time, the control module 31 '
Is constructed as follows, as in the embodiment according to FIG. That is, when the switch-on process is triggered by the driver to start the vehicle engine 2, first, the inhibition signal SP is sent to both the first control unit 24 and the second control unit 82. As a result, the control units 24 and 82 send the suppression signal U to the first switching element 20 or the second switching element 80, respectively. In this way, the starter 18 is prevented from being enabled and the start-up process is also prevented for the time being. As in the case of the embodiment according to FIG.
Is enabled only when the error in is no longer present, this is with sufficient security, ie that the clutch 6 is disengaged and / or that the automatic transmission 10 is not in power transmission. When the drive train 1 'is determined to be open in accordance with the general recognition.

[Brief description of the drawings]

FIG. 1 is a diagram showing a drive train of an automobile.

FIG. 2 is a diagram showing a drive train of an automobile.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Drive train 2 Vehicle engine 4 Input shaft 6 Clutch 8 Shaft 10 Automatic transmission 12 Drive shaft 14 Drive unit 16 Starter shaft 18 Starter 20 Switching element 24 First control unit 30 Adjustment device 34 Select actuator 38 Shift actuator

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification FI FI Theme Court ゛ (Reference) F02N 11/08 F02N 11/08 X (72) Inventor Wolfgang Haas Germany Schuttgart Unterlander Strasse 25 (72) Inventor Andreas Frank Germany Sindelfingen Lindenstrasse 15 (72) Inventor Thomas Meier Germany Federal Republic of Illingen Hauptstrasse 21 F-term (reference) 3G084 BA28 CA01 DA27 DA30 DA31 EA11 EB22 FA06 3G093 AA05 BA10 BA11 BA10 CA10 DB14 DB20 EB00 EB01 EC02 FA11

Claims (16)

[Claims] 1. An adjusting device (3) for a drive train (1, 1 ') of an automobile in which an automatic transmission (10) is connected via a clutch (6) at a stage subsequent to a vehicle engine (2).
0, 30 '), a control module (31, 3) for monitoring the error that occurs.
1 ') and a first switching element (20), via which the starter (20) is provided for driving the vehicle engine on demand during the starting process. 18) can be activated, and a control unit (24) is provided corresponding to the first switching element (20), and the control unit causes the control module (31, 31 ') to receive an error message. The drive train adjusting device according to claim 1, wherein the enable operation of the first switching element (20) is prevented when the condition (1) occurs. 2. The control module (31, 31 ′).
Determines a first control data set (K1) using a check function based on the input data set, and a monitoring module (60) provided corresponding to the control module (31, 31 ') A second control data set (K2) is determined using a check function based on the set, and the monitoring module (60) and / or the control module (31, 31 ') determine the first control data set (K1) The second control data set (K
2. The adjusting device according to claim 1, wherein diagnostic information regarding the presence of a safety-critical error is supplied based on the comparison with (2). 3. As a kind of redundant design, a second switching element (80) is provided in addition to the first switching element (20), and the starter (18) is activated via the switching element (80). 3. The adjusting device according to claim 1, wherein the starter is capable of being activated only when both the first switching element and the second switching element are enabled. 4. A control unit (24) is provided corresponding to the second switching element (80), and the control module (31, 31 ') is provided by the control unit (24).
4. The adjusting device according to claim 3, wherein the enabling operation of the second switching element is blocked when an error message occurs. 5. A control device (24) assigned to said first and / or second switching element (80),
When it is determined that the clutch (6) is closed by the clutch sensor (54) provided corresponding to the clutch (6), the first or second switching element (20, 8).
5. The adjusting device according to claim 1, wherein the enabling operation of (0) is prevented. 6. The adjusting device according to claim 5, wherein the clutch sensor is configured as an absolute sensor. 7. The adjusting device according to claim 5, wherein the clutch sensor (54) is configured to determine a post-motion characteristic of the driving engine (2) of the clutch (6) after power supply. 8. The adjusting device according to claim 7, wherein the clutch sensor (54) is error-protected by an auxiliary sensor (58). 9. The adjusting device according to claim 8, wherein the auxiliary sensor is configured as a relative sensor. 10. The control module (31, 31 ′).
Is connected on the input side to a sensor for determining the position of the shift member for the automatic transmission (10).
10. The adjustment device according to any one of claims 1 to 9. 11. A method for operating a drive train (1) of an automobile in which an automatic transmission (10) is connected via a clutch (6) at a stage subsequent to the vehicle engine (2), wherein the vehicle engine is required in a starting process. The starter (18) provided for driving according to the switching element (2)
0, 80), and when an error message occurs to the control module (31, 31 '), the switching element (20, 80) is blocked and the starter (18) is deactivated. A method for operating a drive train, comprising: 12. When the clutch sensor (54) provided corresponding to the clutch (6) detects that the clutch (6) is closed, the switching element (20, 8).
12. The method according to claim 11, wherein the starter (18) is deactivated by blocking 0). 13. To determine whether the clutch (6) is closed, the clutch actuator (42) is moved from the starting position to the first final position by supplying a control current, and the same size, When the control current is supplied in the reverse direction, the first final position is moved to the second final position. If the deviation between the second final position and the starting position is larger than a predetermined allowable threshold, the clutch (6) is activated. 13. The method of claim 12, wherein the method determines that it is closed. 14. In order to determine whether the clutch (6) is closed or not, a control current is supplied to the clutch motor in a direction in which the clutch (6) is released. 13. The method according to claim 12, wherein the time characteristic is monitored and diagnostic information is determined by comparing the speed characteristic with a reference course characteristic. 15. When the transmission (10) is in a power transmission state, the switching element (20, 80) is blocked to make the starter (18) inactive. The method of claim 1. 16. The shift member of the transmission (10) is moved to a shift path, where it is moved to a first extremal position, then to a second extremal position, and one of the reached extreme positions is individually and individually. 16. The method of claim 15, wherein if the deviation of the transmission from the reference value is greater than a predetermined tolerance, it is determined that the transmission is in a power transmission state.