JPH10331870A - Engagement condition controller - Google Patents

Abstract

PROBLEM TO BE SOLVED: To surely carry out opening/closing loop control for a clutch engagement condition when a sensor system breaks down by operating a driving device for a clutch operation unit under a time control. SOLUTION: In operation of an automatic clutch, a switch from a position control method to a time control method is carried out when emergency control is required, that is, when position sensors 19a, 19b break down, and by means of time control of a driving device 12 in an operation unit 90, rotational torque transmitted from a clutch 3 is controlled. That is, the driving device 12 in the operation unit 90 is controlled in the clutch releasing direction. When one predetermined value of the engagement position of the clutch 3 is within a value range of 0-1200 in terms of a clock rate, the driving device 12 is operated at full power. When the vale of the engagement position is within a value range of 1200-2000, the driving device 12 is operated at 50% of the maximum power, and when the value is 2000, the power is reduced to zero.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a drive train for a motor vehicle having an engine, a transmission device and an operating unit with a driving device controlled by a control unit for operating such as engaging and / or disengaging a clutch. The present invention relates to an apparatus and method for controlling the connection state of an automatically operable clutch or controlling in an emergency.

[0002]

2. Description of the Related Art A device of this kind is known from German Patent Application DE-OS 40 11 850. Automobiles equipped with such a device usually have an internal combustion engine and an automatically controlled clutch for transmitting the driving moment. In this case, for control of the torque transmitted by the clutch, the position controller or the position control device performs closed-loop control or open-loop control of the position using the sensor signal of the sensor that detects the engagement state of the clutch. This sensor may be a distance sensor.

If the sensor for detecting the engagement is defective or damaged, the position control can no longer be changed quickly or the change in the torque transmitted by the clutch can no longer be carried out. The meshing state set as such can no longer be implemented as expected.

[0004]

SUMMARY OF THE INVENTION The object of the present invention is to provide a device and a method of the type mentioned at the outset in which the engagement of the clutch system in the event of an occasional or complete failure of the sensor system for the detection of the engagement. To ensure that the open or closed loop control is compensated for.

It is also an object of the present invention to provide an improvement in an apparatus and method of the type mentioned at the outset such that the comfort of an automatic clutch system can be substantially maintained despite such sensor failures. Is to do.

[0006]

The object is achieved according to the invention in that the drive of the operating unit is designed to be operated in a time-controlled manner. This time control is performed by controlling the drive device with time control as follows. That is to say that the drive output is controlled as a function of the time to achieve a predetermined meshing state achieved, for example, by the time-dependent current flow of the electric motor. Instead of using a position controller, a predetermined target position is achieved by means of an intended, time-controlled drive output. For example, if the motor is energized for a relatively short time during clutch engagement or disengagement and travels a relatively small distance, then if the motor is energized for a relatively long time, the distance traveled during clutch engagement or disengagement may be further increased Extend. This relatively long or relatively short current flow is merely an example here for the time-dependent open-loop control or closed-loop control of the drive unit output.

Automatically operable clutch engagement in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engagement and / or disengagement of the clutch. In a device for state control or emergency control, it is further advantageous that the drive of the operating unit comprises:
It is time-controlled to operate with less power during the meshing process than during the disengagement process.

According to another aspect of the present invention, an automobile having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engaging and / or disengaging a clutch. Device for controlling the engagement of an automatically operable clutch in a drive train or for emergency control, advantageously the drive of the operating unit operates with less than the maximum output during the engagement process It is operated in a time controlled manner. Due to this reduction of the drive output, a very accurate positioning of the meshing state can be achieved when a time-controlled clutch operation is performed. As a result, a smooth start and a smooth clutch connection at the time of shifting can be performed.

Furthermore, an automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operation such as connection and / or disengagement of the clutch. In a device for control of the meshing state or emergency control, the drive of the operating unit is advantageously
It is operated in a time-controlled manner during the meshing or disengaging process in such a way that it is operated at maximum power in a first phase and at relatively low power in further phases.

In this case, it is particularly advantageous if the device has a sensor for detecting the engagement of the clutch. By using this sensor, the time-controlled drive output for achieving the desired clutch engagement position is controlled.

[0011] It is likewise advantageous that the device has a sensor for detecting the engagement of the clutch, and that the engagement can be determined using a position controller or a position control device under the normal functioning of the sensor. Closed loop control or open loop control is performed.
This time-controlled open-loop control or closed-loop control of the drive output may be performed, for example, in the event of a sensor failure.

According to an advantageous embodiment of the invention, the drive is configured as an electric motor. According to another advantageous embodiment, the drive has a hydraulic unit with an electrically controllable valve. It is likewise advantageous for the drive to have an electromagnetic device.

[0013] It is furthermore advantageous for the output of the drive to be controlled by means of a time-controlled current flow, wherein the output of the drive is also reduced when the current flow of the drive is low. It is slight. In the concept of the slight current flow, the control by pulse width modulation can be interpreted as a small duty ratio. It can also be interpreted as a signal with suppressed amplitude.

[0014] More preferably, the current flow of the drive is effected by means of a time control, for example a time change, an amplitude modulation or a pulse width modulation.

[0015] Advantageously, the current flow or output of the drive is between 20% and the maximum current flow or the maximum output in at least one phase during the engagement or disengagement process.
80%, especially 30% to 60%, advantageously 40% to 50%
It is.

According to a further advantageous embodiment of the present invention, the control unit includes a time-controlled output data of the drive, for example a current or a target current, and a pre-clutch operation. The current clutch engagement state is determined using the engagement state data and the time-controlled output time data.

[0017] It is also advantageous that the control unit selects the output of the drive, for example the current flow, depending on the current engagement state or the engagement state before the clutch operation.

[0018] Advantageously, the control unit controls, eg modifies, the output of the drive as a function of the currently detected engagement.

According to a further consideration of the invention, it is advantageous if, during the engagement of the clutch, the engagement determined by the control unit corresponds to the engagement position at which clutch slip is detected. The drive is controlled at a reduced output and the clutch is further engaged in the presence of slip until substantially no slip is detected.

According to a further consideration, a switch to emergency control is performed in the event of a failure or defect of the sensor for detecting the engagement of the clutch or in the case of an improbable sensor signal. . The identification of such a failure, defect or error may be performed, for example, as follows.
That is, it may be identified by detection of a sensor signal that deviates from the area normally occupied when the sensor is operating normally. The fact that the sensor signal is outside such a normal range may be based, for example, on the sensor indicating an invalid value. A fault may also be identified as a fault if the signal is completely lost, for example due to a fault in the supply line, or rises to infinity.

[0021]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Next, the present invention will be described in detail with reference to the drawings.

FIG. 1 shows a vehicle 1 provided with a drive unit 2 such as a motor or an internal combustion engine.
Furthermore, a clutch 3 and a transmission 4 are shown in the drive train of this vehicle. In this embodiment, the clutch 3 is disposed in a power transmission path between the engine and the transmission. In this case, the driving torque of the engine is transmitted to the transmission via the clutch, and further transmitted from the output side of the transmission 4 to the output shaft 5, the rear-connected axle 6, and the wheels 6a.

FIG. 1 also shows a device for open-loop control or closed-loop control of the engaged state of a clutch, for example, an automatic clutch. In the following, this meshing state refers to a clutch meshing position between two end positions. In this case, the rotation torque is not substantially transmitted from the clutch at one end position, and the maximum rotation torque is transmitted from the clutch at the other end position. This meshing state may be characterized by the rotational torque transmitted from the clutch. In a normal strategy, the clutch control is advantageously performed by the phenomenon control, and, for example, the position control is accordingly performed. In an emergency strategy when the position sensor has failed, a time-controlled clutch control is preferably implemented instead of the phenomenon-controlled clutch control.

In yet another embodiment of the invention, the device may be activated by emergency control in the event of a sensor failure or by another component of an automatic clutch. In this case, the control unit of the device detects the defect or failure and switches to emergency control.

The clutch is constituted as a friction clutch, a disk clutch, a magnetic powder clutch or a converter lock-up clutch of a torque transmission system. The clutch is
A wear-compensating self-adjusting clutch may be used. The transmission 4 is shown as a manual transmission, for example a step-type transmission. However, in accordance with the considerations of the present invention, the transmission 4 may be an automatic transmission. In this case, automatic shifting can be performed using at least one actuator. Hereinafter, the automatic transmission means an automatic transmission. In this case, the shift is performed together with the interruption of the driving force, and the change of the gear ratio is controlled using at least one actuator. Further, in the present invention, full automatic may be applied. The full automatic transmission is a transmission in which the driving force is not interrupted at the time of a shift change, and is usually constituted by a planetary gear. Furthermore, the invention can also be used in transmissions which can be adjusted steplessly, for example in transmissions of the centrifugal pulley type. This automatic transmission can be configured with a torque transmission system 3 arranged on the output side, for example, a clutch or a friction clutch.

The clutch may be a starting clutch and / or a reverse clutch capable of reversing the rotational direction.
Alternatively, it may be constituted by a safety clutch or the like which can be controlled by an intended transmission torque. Further, the clutch may be a dry friction clutch or a wet friction clutch operating in a fluid.

The clutch 3 has a driving side 7 and a driven side 8. In this case, the torque is transmitted from the driving side 7 to the driven side 8 by applying a stress to the clutch disk 3a via the pressure plate 3b, the disc spring 3c, the release bearing 3e, and the flywheel 3d. For this load, the release fork 20 is operated using the operation unit 90 such as the actuator 13b.

Open-loop control or closed-loop control of the engaged state of the clutch 3 is performed using the control unit 13.
The control unit 13 includes an electronic control device 13a and an operation unit 90. In another advantageous embodiment, the control unit includes only the electronic control unit 13a, and the operating unit can be arranged in a separate housing. The control unit 13 includes control and power electronics for controlling the electric motor 12 of the actuator 13b. This achieves, for example, advantageously that the system requires, as the only structural space, a structural space for an actuator with an electronic control unit.

The operating unit consists essentially of a drive device 12, such as an electric motor. The electric motor 12 acts on the output member via a transmission (such as a worm gear, a spur gear or a crank gear or a threaded spindle gear). This output member may be the supply cylinder 11. The output member may also be a rod or other connecting member.

The movement of the output member of the actuator or operating unit, such as the supply cylinder piston 11a, is detected by the clutch distance sensor 14. This sensor detects the position or state of a parameter proportional to the clutch position or meshing position, meshing state, corresponding speed, acceleration, etc.
Detect speed or acceleration. The mesh position or mesh characterizes the rotational torque transmitted by the clutch thereby. This is because the transmitted torque is coupled to the meshing position or meshing state via the clutch characteristic curve.

The supply cylinder 11 is connected to the receiving cylinder 10 via a pressure medium line (for example, a hydraulic line) 9. The output member 10a of the receiving cylinder is operatively connected to a release fork or release means 20 as follows. That is, the output member 10 of the receiving cylinder 10
The movement of “a” is connected so as to act on moving or displacing the release means 20 for controlling the torque that can be transmitted from the clutch 3.

Through the adjustment position of the release means 20, such as a release fork or a main release mechanism, the stress load on the pressure plate of the respective friction lining is controlled as desired. In so doing, the pressure plate moves between the two end positions and can be arbitrarily set and fixed. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. For the control of the transmittable torque (for example, less or greater than the currently applied engine torque), for example, one position of the pressure plate 3b in the intermediate region between the two end positions is controlled. Is done. The clutch can be locked in this position by the desired control of the release means 20. However, the transmissible clutch torque determined via the currently occurring engine torque can also be controlled.
In that case, the currently generated engine torque is transmitted. In this case, the torque imbalance in the drive train is damped and / or separated, for example in the form of a torque peak.

Further, a plurality of sensors are used for control such as open-loop control or closed-loop control of the engaged state of the clutch. These sensors monitor, at least occasionally, the required parameters of the entire system and provide the state variables required for control, for example signals, measurements. These are processed by the control unit. In this case, other electronic units, such as an engine electronic control or an antilock system (ABS) or a drive slip control system (AS)
A connection for signal transmission to the electronic device of R) may be formed. These sensors detect, for example, rotational speeds such as wheel rotational speeds and engine rotational speeds, load lever positions, throttle valve positions, transmission shift positions, intended shifts, and other vehicle-specific characteristic quantities.

FIG. 1 shows that a throttle valve sensor 15, an engine speed sensor 16 and a tacho sensor 17 are used and the measured values or information are transferred to the control unit. An electronic unit (such as a computer unit) of the control unit 13a processes the system input characteristic amount and transfers a control signal to the actuator 13b.

The transmission is configured as a step-type transmission. In this case, the gear is switched by means of a shift lever, ie the transmission is operated by the shift lever. Further, an operation lever such as the shift lever 18 of the manual transmission is provided with at least one sensor 19b. It detects the desired gear position and / or gear position and transmits it to the control unit. Sensor 19
a is directed to the transmission and detects the current gear position and / or the desired gear. These two sensors 19
The identification of the desired shift speed using at least one of a and 19b is performed as follows. That is, a stress sensor is applied to this sensor, and the stress sensor detects the stress acting on the shift lever. Furthermore, this sensor may be configured as a distance sensor or a position sensor, in which case the control unit identifies the desired gear from the change in the position signal over time.

The control unit is connected to all sensors at least occasionally for signal transmission and evaluates sensor signals and system input quantities in the following manner. In other words, the control unit evaluates the control loop by sending an open-loop control command or a closed-loop control command to at least one actuator depending on the current operating point. The drive 12 of the actuator, for example an electric motor, receives a control variable from the control unit controlling the clutch operation, depending on measured values and / or system input variables and / or signals of the connected sensor system. . To this end, the control program in the control device is implemented as hardware and / or software. The program evaluates the signals involved and calculates or determines the output quantity based on comparisons and / or functions and / or characteristic maps.

The control unit 13 preferably has a torque detection unit, a gear position detection unit, a slip detection unit and / or an operating state detection unit, or is connected to at least one of these units for signal transmission. You. These units may be implemented by control programs as hardware and / or software. Thus, the torque of the drive unit 2 of the vehicle 1, the shift position of the transmission 4, the slip amount occurring in the clutch region, and the current operating state of the vehicle are detected using the sensor signals involved. The gear position detection unit determines the currently engaged gear based on the signals from the sensors 19a and 19b. In this case, the sensors are directed to adjusting means (eg, a main transmission shaft or a transmission rod) inside the shift lever and / or the transmission, and the position and / or speed of these, for example, components are detected. Furthermore, a load lever sensor 31 may be arranged on the load lever 30, for example on the accelerator pedal, which detects the load lever position.
Further, another sensor 32 may function as an idling switch, that is, the idling switch 32 is turned on under operation of a gas pedal such as a load lever, and is turned off when there is no operation signal. Thus, the presence or absence of the operation of the load lever such as the accelerator pedal can be identified by the digital information. The load lever sensor 31 detects an operation angle of the load lever.

FIG. 1 shows, in addition to an accelerator pedal 30 such as a load lever and a sensor group connected thereto, a brake operating member 4 for operating an operating brake or a fixed brake.
0, for example, a brake pedal, a handbrake lever, or an operating member of a manually operated or foot-operated fixed brake. At least one sensor 41 is arranged on the operating member 40 and monitors its operation. The sensor 41 is configured as a switch, for example, as a digital sensor, and in this case, the presence or absence of operation of an operation member is detected. A signaling device, such as a brake light, can be connected to this sensor, which signals a brake operation. This can be carried out for both active and stationary brakes. However, this sensor may be configured as an analog sensor. In this case, the degree of operation of the operation member is determined by a sensor such as a potentiometer. Such a sensor can also be connected to the signaling device.

The control unit performs open-loop control or closed-loop control of the engagement position or engagement state of the clutch. That is, the rotational torque transmitted from the clutch is substantially controlled by the time-controlled control of the drive unit of the operation unit. The target position is controlled by this time-controlled control and position detection substantially parallel at that time, that is, position calculation. Based on the data of the meshing state before the adjustment of the meshing state and the time-controlled drive output, the respective moving distance and the corresponding current position or the current meshing state are determined accordingly.

This is especially true in the following cases. That is, it may be the case that the position sensor fails or fails, or the signal of the sensor is lost.

In such a case in the operation of the automatic clutch, for example in the case of emergency control, a switch from the position control method to the time control method can be made. In this case, the drive output of the drive is time-controlled so that a predetermined position value is achieved on the basis of the current position detection value when setting the definite time of operation of the drive. This may be achieved as follows. That is, for example, it may be achieved by using the pulse rate or the clock rate of the flow of the drive device in a time-controlled manner.

In the case of a time-controlled operation of the operating unit, the engagement and / or disengagement process preferably takes place with less drive power than in the position control operation or in the normal operation. During the engagement and / or disengagement process, the drive output and / or the current flow are advantageously reduced, and more preferably this is performed for at least one period.
As a result, the operating unit does not respond to the stop or the end stop with full power or stress under time-controlled control. If this occurs, the operating system life will be significantly reduced.
This is because the design specifications of the components of the operation system are not normally applied to such a high load. Furthermore, the individual components of the component unit are mechanically destroyed over time.

For the determination of the current mesh position or the mesh state, the current position is calculated at the respective mesh position based on the data of the respective drive output. in this case,
The change in the current position is a function of the meshing position itself. This is because the clutch stress acting at each engagement position is substantially varied.

In this case, the drive output is selected as a function of the respective meshing position during the meshing and / or releasing process.

If, for example, a sensor is present for detecting the meshing condition, it can be identified in the event of a malfunction or defect of this sensor, for example, by: That is, the sensor signal can be identified by deviating from a reasonable value range. Similarly, a sensor error may indicate that the sensor data has not been modified for a predetermined period of time, for example, at least two or more clock or clock period durations (time periods or software interrupts) of at least 10 of the controller or processor. If not, or if the sensor did not send any new data, it is identified. In this case, it is assumed that the processor is clocked and reads and / or receives sensor signals. For example, if the clock rate is 2 ms, it is advantageously at least 20 m
If no signal is received during s or no new signal is received during this time, the sensor is considered to have failed. In this case, the sensor signal is preferably detected every 2 ms.

If a sensor defect is identified, a flag or status bit is set in memory indicating the presence of the error. In this case, the current mesh position or mesh state is set to the final value of the last clock rate. At this time, the sensor should still be operating normally at this point. The calculated meshing state is, for example, one value in a value range of 0 to 2000. In this case, these values can be arbitrarily selected. If the error occurs immediately after the vehicle ignition device is switched on, the value of the meshing state may be set to zero. This is because the clutch at the parking lock position is established on the assumption that the clutch is connected. 0-2000
May correspond to a distance of 0 to 20 mm of the clutch operating member.

Various requests may be simultaneously generated in the engagement or disengagement of the clutch. In this case, the disengagement of the clutch has a higher priority than the engagement of the clutch.

For example, the following conditions:-Desired gear shifting by the driver by operating the shift lever;-Selection of the neutral region of the transmission;-Stopping state (for example, when the transmission speed is the idling speed + W
If one of the following conditions is fulfilled, the actuation of the actuating brake: (1) the risk of stopping the engine (for example, the engine speed is less than 500 revolutions per minute) It is controlled in the direction of “release”. In other words, the drive of the operating unit is controlled in the direction of disengaging the clutch, for example, the current is passed. When the clutch is engaged, for example, as follows, that is, when the predetermined value of the engagement position is one of a value in a range of 0 to 1200, the drive device is fully engaged. Operated by power. The value of the meshing position is 1200 to 20
When in the value range between 00 and 00, the drive is operated at reduced power, for example 50% of the maximum power. Division of the entire value range into at least two regions may be performed by other division methods. Under a value of 2000, the output is reduced to zero.

The clutch is engaged when, for example, the following conditions exist.

When the engine has been ignited and the number of revolutions is 2 per minute
When the transmission speed is less than the idling speed and the value range is from 0 to 100, the drive output is, for example, the maximum drive output. Or the flow to the engine is controlled to 60% of the maximum flow. This advantageously leads to a reliable start of the frictional rotation of the drive from the rest position. Alternatively, it leads to a certain departure from the frictionally connected state at the rest position.

Substantially under a value of 100, the flow or drive output is reduced to 10%. This can advantageously achieve a slow passage of the point of engagement. This advantageously contributes to a gentle start of the vehicle and a smooth reconnection of the clutch after a shift.

When the value range is between 100 and 1600, the drive output or current increases linearly or non-linearly from 10% to 20%. This is advantageous when the disengagement stress of the clutch is different or when the clutch characteristic curve changes due to wear of the clutch.

In the value range between 1600 and 2000, the flow or drive power rises linearly or in another functional form from 20% to about 40%. This advantageously reaches a fully engaged state of the clutch.

During the meshing process or during the disengaging process, the actual meshing position is substantially always newly realized, detected or calculated.

If the clutch is engaged according to the calculated value of the meshing position during the meshing process and a slip occurs in the clutch area at that time, the clutch is further meshed until the slip disappears. This slip is calculated from the clutch input side rotation speed and the output side rotation speed.

FIG. 2 shows a block diagram 100 for describing the device and method according to the invention.
In block 101, an inquiry is made as to whether or not a clutch is connected. The method, for example, the routine, is already in an emergency state or emergency control state. The detection of the presence or absence of the clutch connection is performed based on the vehicle operation data. In this case, block 102 is a case where the answer to the inquiry is yes, and block 103 is a case where the answer is no. If the result of the inquiry in block 101 is yes,
The engagement of the clutch is performed in block 104 and subsequent blocks. If the result of the inquiry in block 101 is NO, the clutch is released in block 112 and subsequent blocks.

In the following, counters Zahler_1 and Zahler_2 are used. These counters are used as time counters for calculating the duration of the drive unit and detecting the position or the engagement state therefrom when the drive unit of the operation unit is operated. One counter Zahler_1 is used as a complete flow time counter, and the other counter Zahler_2 is used as a partial flow counter.
As a result, the time required for the complete and / or partial flow of the respective partial or full output drive is determined.

In block 104, an inquiry is made as to whether the counter Zahler_1 has a value greater than zero (> 0). If so, a positive response to this inquiry at block 106 results in the counter Zahler_1 being reduced by one increment (value 1) at block 107 (Za
hler_1 = Zahler_1-1). Subsequently, in block 111, the clutch is engaged under partial flow of the operating unit or the actuator motor. If the value of the counter Zahler_1 in block 104 is not greater than zero, a slip is detected in block 108, that is, the speed difference between the transmission input speed and the engine speed. If the slip amount is greater than 50 revolutions per minute, the routine proceeds to block 109, where the block 111 engages the clutch by partial flow. If the amount of slip is less than a predetermined value, for example, 50 revolutions per minute, at block 110, the clutch remains in its current position or disengaged accordingly.

If the clutch is released at block 103, then at block 112
It is queried whether Zahler_1 has a value less than the value 200 (which is a substantial average or partially engaged). If the value is smaller than the value 200, the counter Zahler_1 has the value 2
Incremented by 0 (Zahler_1 + 20). Second counter Zah
ler_2 is set to a value of zero or left untouched. In block 121, the clutch is released in a complete flow.

In block 112, the value of the counter is 2
If it is larger than 00 (in this case, it may be a limit value deviated by a predetermined amount from the final value), block 11
Proceed to 4 and at block 116 the counter Zahler_2
Is queried to determine if is less than the value 50. Value 50
If not, the counter Zahler_2 is decremented by the value 1 in block 119 (Zahler_2 = Zahle
r_2−1). Then, in block 120, the clutch is released by partial flow.

FIG. 3 shows an embodiment of the application of the device according to the invention or the method according to the invention. FIG. 3 shows a block circuit diagram 200. In block 201, a sensor error of a sensor for detecting the engagement state of the clutch is detected. Here it is queried whether this error is the first one or has already occurred at an earlier time. If it is the first time, at block 202 the counter Offnen_counter is set to the value of the clutch position "kist" at the preceding clock instant of the processor. Thereby, Offnen_counter = kist (t-Δt) Δt becomes
In the embodiment of FIG. 3, it is 10 * 2 ms. Continuing in block 203, the ignition of the vehicle is switched on using, for example, an ignition key, and it is interrogated as to whether the control unit and other vehicle devices are activated accordingly. If not switched on, the clutch is engaged. In block 204, the counter Schliess_counter
Is queried. If the value of this counter Schliess_counter is greater than 200, the current for actuator flow is set to zero (block 205).
The process ends at block 206. Block 2
In 04, the value of the counter "Schliess_counter" is 200
If so, a query is made at block 207 as to whether the vehicle has been delaunched. That is, for example, whether the idling switch is set to a value of zero, the accelerator pedal is operated and the engine speed is greater than a predetermined value, for example, 1500 revolutions per minute, and whether the gradient of the engine speed is greater than zero, Is greater than the engine idling speed, or the vehicle ignition is switched off and the engine speed is a predetermined value,
For example, an inquiry is made as to whether it is less than 200 revolutions per minute. If the result of this inquiry is no, proceed to block 205.

If the result of the inquiry is yes,
At block 208, a memory or flag, specifically the flag Flag_Schliessen, is set to one and the clutch is engaged. The counter Schliessn_counter is counted up by the value 1, and the adjustment operation direction is set to the direction of “connection”.

In block 209, the current i for the drive motor flow is set to a function of the counter Schliess_counter. That is, the respective current i can be variably selected as a function of the counter. This makes it possible, for example, to perform a quick connection process at first and then a slow connection at the end of the connection process.

At block 210, the counter Offnen_cou
nter itself is set as a function of the current i, so that the counter takes on a value representing one of the current positions.

In block 203, it is checked whether the vehicle ignition has been switched on.
In 1, the presence or absence of the operation of the brake, for example, the operation brake or the fixed brake, and whether or not the transmission rotation speed is smaller than the engine idling rotation speed + 200 r / min, or when the engine rotation speed is 500 r
/ min, whether a neutral gear position in the transmission is engaged, or whether a shift of the transmission shift lever is detected by a sensor as a gear shift request. Is done. If the result of this inquiry is no, proceed to block 204. If the result of this inquiry is yes, the clutch is released or released.

In block 212, the memory or flag Fl
ag_Schliessen = 1 or not, or counter Off
A query is made as to whether nen_counter is greater than a predetermined value 959. If the result is no, block 2
Proceed to 14. If yes, block 213
In, the counter Offnen_counter is set to the value 959. This advantageously does not cause a sticking condition when changing the direction of movement of the operating actuator.

In block 214, the memory or flag Flag_Schliessn is set to zero and the counter Offnen
_counter is set to zero and the adjustment direction of the operating unit is set to "release side".

At block 215, the counter Offnen_cou
An inquiry is made as to whether nter <2000. This position (Offnen_counter <2000) indicates, for example, whether it occupies one end position. If the result of this inquiry is no, in block 220 the current flowing to the actuator or operating unit is set to zero. This is because the clutch has already been released. In block 216, the counter is incremented by a predetermined value, for example, the value 8
Can be increased by zero. In block 217, an inquiry is made as to whether the counter Offnen_counter is less than the value 1200. If the result of this inquiry is no, then at block 219 the drive unit detects that the maximum
% Current flow. If the result of the inquiry at block 217 is yes, at block 218 the drive is operated at maximum flow rate.

FIG. 4 shows an operation unit, for example, an actuator 300. This actuator 30
0 has one driving device, for example, an electric motor 302 and a casing 301. The electric motor drives a worm gear drive via a motor output shaft. This worm gear drive is engaged with the worm gear 303. A push rod 304 is rotatably connected to the worm gear, and the push rod is operatively connected to a piston 305 of a hydraulic supply cylinder 306. The hydraulic supply cylinder 306 is connected to a hydraulic receiving cylinder 307 via a hydraulic section 308 for clutch operation.

In addition, a stress accumulator, for example a spring 311, is provided for supporting the electric motor.

The sensor 310 detects the position or angular position of the worm gear 303, and thereby detects the clutch release position. Because these are the members 304,
This is because they are mutually connected via 305, 308, and 307.

The claims set forth herein are proposals for an unprecedented new definition to obtain continued patent protection. Applicants further reserve only the features disclosed hereinbefore and / or only the features disclosed in the drawings.

In the application of the dependent claims, further features of the invention are suggested by the features of the respective dependent claims. However, these do not imply a waiver of the acquisition of independent protection of the subject matter in the features of the dependent claims.

However, the subject matter of these dependent claims also forms an independent invention having a configuration independent of the subject matter of the preceding dependent claim.

The present invention is not limited only to the embodiments described in this specification. On the contrary, many changes and modifications are possible within the scope of the invention. In particular, in such variations, elements and combinations and / or materials can be changed or modified. For example, an embodiment in a general specification and a description related to a claim, a modification related to an element, a feature, or a step included in a drawing, or a combination of a feature with a new object or a new step. Modifications, other manufacturing methods, inspection methods,
Modifications related to processing methods and the like are also possible.

[Brief description of the drawings]

FIG. 1 is a schematic diagram of a vehicle.

FIG. 2 is a flowchart illustrating a method according to the present invention.

FIG. 3 is a flowchart illustrating a method according to the present invention.

FIG. 4 is a block circuit diagram of an operation unit.

[Description of Signs] 1 vehicle 2 engine 3 clutch 4 transmission device 12 drive device 13 control unit 13a control electronics 13b operation unit 14 sensor

 ────────────────────────────────────────────────── ─── Continuing from the front page (71) Applicant 390023711 Robert Botsche Gesellyaft Mitsut Besjlenktel Haftung ROBERT BOSCH GESELL SCAFT MIT BESCHRAN KTER HAFTUNG Federal Republic of Germany Schuttgart (No. 1) (72) Inventor Martin Zimmermann, Germany Saasbach for Gersbergstrasse 1 (72) Inventor Rolf Mac, Germany Sinzheim Fluringsstraße 7a (72) Inventor Gephard Michelenfelder, Germany Federal Republic of lichtenau am Vu Arutohaku 21

Claims (19)

[Claims] 1. An automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engagement and / or disengagement of the clutch. A device for controlling the meshing condition of a vehicle or emergency control, characterized in that it has a specific configuration and mode of operation corresponding to the description herein. 2. An automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engagement and / or disengagement of the clutch. A device for controlling the meshing state of the above, wherein the driving device of the operating unit is operated in a time-controlled manner. 3. An automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engagement and / or disengagement of the clutch. An apparatus for controlling the engagement state or emergency control of the operation unit, wherein the driving device of the operation unit is operated in a time-controlled manner so as to be operated with less output during the meshing process than during the disengagement process. An apparatus for controlling a meshing state. 4. An automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engagement and / or disengagement of the clutch. A device for controlling the meshing state or emergency control, wherein the driving device of the operating unit is operated in a time-controlled manner so as to be operated with an output smaller than a maximum output during a meshing process. A device for controlling an engagement state, characterized in that: 5. An automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engaging and / or disengaging the clutch. Device for controlling the meshing or emergency control of the operating unit, wherein the drive of the operating unit is operated at maximum power during a first phase during a meshing or disengaging phase, and compared during a further phase. Apparatus for controlling the meshing state, characterized in that it is operated in a time-controlled manner so as to be operated with a low power. 6. The apparatus for controlling the engagement state according to claim 1, wherein the apparatus has a sensor for detecting the engagement state of the clutch. 7. The device according to claim 1, further comprising a sensor for detecting a meshing state of the clutch, wherein the meshing state is controlled by a position controller or a position control device under a normal function state of the sensor. 7. Open loop control.
Apparatus for controlling the engagement according to any one of the preceding claims. 8. The control for emergency control is performed in the event of a failure or defect of the sensor for detecting the engagement state of a clutch or in the case of an improbable sensor signal. Apparatus for controlling the engagement according to any one of the preceding claims. 9. The device for controlling the meshing state according to claim 1, wherein the driving device includes an electric motor. 10. The driving device according to claim 1, wherein the driving device includes a hydraulic unit having an electrically controllable valve.
An apparatus for controlling a meshing state according to any one of claims 8 to 13. 11. The device according to claim 1, wherein the driving device includes an electromagnetic device. 12. For controlling the output of the drive, the drive is activated by a time-controlled current flow;
12. The device for controlling the meshing state according to claim 1, wherein the output of the driving device is small when the current flowing through the driving device is small. 13. The device for controlling the meshing state according to claim 12, wherein the current flow of the driving device is performed by time control, for example, time change, amplitude modulation or pulse width modulation. 14. The current flow or output of the driving device is
20% to 80% of the maximum current or the maximum output in at least one phase during the engagement or disengagement process
The device for controlling the engagement according to any one of the preceding claims, wherein the percentage is between 30% and 60%, preferably between 40% and 50%. 15. The control unit converts time-controlled output data of the driving device, for example, a conduction current or a target conduction current, data of a meshing state before a clutch operation, and time data of a time-controlled output. Apparatus for controlling the engagement according to any of the preceding claims, wherein the apparatus is used to determine the current clutch engagement. 16. The control according to claim 15, wherein the control unit selects an output of the drive device, for example, a conduction current depending on a current meshing state or a meshing state before a clutch operation. Equipment. 17. The device for controlling the engagement according to claim 16, wherein the control unit controls, for example changes, the output of the drive as a function of the currently detected engagement. 18. The method according to claim 18, wherein the driving device is controlled with a suppressed output until a meshing state determined by the control unit corresponds to a meshing position where clutch slippage is detected during a clutch meshing process. 18. Apparatus according to any one of the preceding claims, wherein the clutch is further engaged in the event of a slip until substantially no slip is detected. 19. An automatically operable clutch in a drive train of a motor vehicle having an engine, a transmission, and an operating unit with a drive controlled by a control unit for operations such as engagement and / or disengagement of the clutch. A method for controlling the meshing state of a vehicle according to claim 1, wherein the driving device of the operating unit is operated in a time-controlled manner.