KR19980086771A - A device for controlling the connection state of a clutch - Google Patents

Abstract

The present invention relates to a device or an emergency operation control device for controlling the connected state of an automatically operated clutch.

Description

A device for controlling the connection of a clutch.

The present invention relates to a control unit having an engine and a gear box and including a shift member and a shift lever disposed in an active gear box for selecting a gear shift ratio and having a drive for operation such as disengagement and connection of the clutch The present invention relates to a device for controlling the connection state of a clutch that can be automatically operated in a drive train of an automobile and an emergency operation control device composed of an operation unit that can be controlled by a gearbox, And at least one sensor and a sensor for detecting the position of the shift lever.

Devices of the aforementioned type are already known from DE OS19548 799. The operation of the shift lever by the driver and the sensor for detecting the gear as a shift intent signal may cause a malfunction of the automatic clutch in the event of a fault or failure.

For example, if the sensor for detecting the position of the shift lever is faulty, the shift intention will no longer be detected because no signal is generated. In the case where a sensor for detecting gears connected from the position of the transmission member in the gearbox fails, the gear recognition function can not function and the gear-dependent process such as connection and disconnection of the clutch, Is not easily performed.

It is an object of the present invention to provide a clutch control device capable of controlling and adjusting the clutch connection state while maintaining high reliability in the case where at least one sensor for detecting the position of the shift member of the shift lever or the gear box is temporarily or completely failed, And to provide an apparatus of the same. Another object of the present invention is to maintain the convenience of the automatic clutch system even when the sensor fails.

It is also an object of the present invention to provide an emergency control device which serves to safely operate the vehicle without losing comfort as far as possible in the event of a signal or sensor failure.

According to the present invention, the above object is achieved because a predefined substitute value is used instead of the sensor value measured by the control unit for controlling the connected state when there is an abnormality in one or more sensors.

According to the present invention, the control unit is switched to the emergency operation mode in which the sensor does not use an erroneous signal when an abnormality or failure occurs in the sensor.

Predefined substitution values are preferably retrieved from memory and used to control instead of incorrect sensor values in the event of failure of one or more sensors. The replacement value may be stored in a table or property line and retrieved from the memory by the control unit.

Also, when there is an abnormality in the sensor, it is convenient to use the sensor value of the other sensor instead of the wrong sensor value. The value range of the sensor is switched to the value range of the replaced other sensor, so that the substitute value of the sensor signal is applied as the same value as the wrong sensor value.

The sensor value of the sensor for sensing the longitudinal path of the transmission member in the gear box is used as a substitute value when there is an abnormality in the sensor for sensing the longitudinal path of the shift lever. The longitudinal path of the transmission member or the shift lever in the gearbox is defined as the motion in the shift gate. A movement is made to select the shift gate across the shift gate along the transverse path.

It is convenient because the sensor value of the sensor for sensing the longitudinal path of the shift lever is used as a substitute value when there is an abnormality in the sensor for sensing the longitudinal path of the transmission member in the gearbox.

According to another aspect of the present invention, there is provided a shift control method for a shift range of a gear ratio shift sensor in which, when there is an abnormality in a sensor for sensing a lateral path of a transmission member in a gear box, the sensor value range, 1/2, 3/4, or 5/6 and R A pre-set replacement value placed on the other shift gate is used, and in the case of another selector gate, the value of the other shift gate can be used.

According to the present invention, it is advantageous that a preset alternative value, which lies in the range of the sensor value of the first gear or the second gear to the sixth gear in the case of abnormality in two or more sensors, is used for the control.

If the sensor is faulty or broken, it is convenient to connect the clutch with the maximum torque that can be transmitted by the clutch while connected.

When the signal of the sensor is filtered by the control unit and the gear lever is moved according to the comparison between the unfiltered signal and the filtered sensor signal, the difference between the filtered signal and the unfiltered signal is established, The clutch is advantageous because it is disengaged. The signal of the sensor is filtered by the control unit and the movement of the shift lever is generated according to the signal difference filtered at a certain time different from the filtered sensor signal so that the signal difference is established and the clutch is separated when the difference is more than the set threshold It is advantageous. The PT1 filter is preferred for the filter.

It is advantageous to connect and disconnect the clutch so that the torque that can be transmitted by the clutch is selected as the accelerator pedal actuation path function.

It is convenient if the torque that can be transmitted by the clutch follows the linear function of the accelerator pedal operating path.

In another embodiment of the present invention, the torque that can be transmitted by the clutch when the first set threshold of accelerator pedal operation is exceeded is increased with a linear function of time and is less than the second set threshold of the accelerator pedal .

Therefore, it is advantageous if the increase or decrease in the torque that can be transmitted by the clutch is controlled according to the function of the accelerator pedal operation path.

In the case where there is an abnormality in at least one of the wheel speed sensors and the signal, the speed of the other wheel is set to be lower than the speed of the other wheel And a control unit for controlling the connected state of the clutch, which can be automatically operated in the drive train of the vehicle, constituted by an operating unit that can be controlled by a control unit having a driving unit that operates to disconnect and connect the clutch And an emergency operation control device.

In the event that an abnormality is found in one or more sensors or signals indicative of the operation of the secondary assembly, including a transmission member and a shift lever on an actively connected gearbox to select a gear shift ratio in accordance with the present invention, Of the clutch can be automatically operated in a drive train of an automobile consisting of operating units that can be controlled by a control unit having a drive capable of disconnecting and connecting the clutch, It is advantageous to apply to an apparatus for emergency operation or an emergency operation control device.

If there is an abnormality in one or more sensors or signals indicative of the moment pickup of the secondary assembly, if a value indicative of a virtual moment pickup is used as a substitute value, control by a control unit having an actuator for connecting and disconnecting the clutch Which can be automatically operated in a drive train of an automobile composed of an engine and a gearbox having a transmission member and a shift lever of an actively connected gearbox to select a gearshift ratio The present invention is advantageous in the case where the present invention is applied to an apparatus or an emergency operation control apparatus.

Comprising at least one sensor indicative of brake operation or an operating unit capable of being controlled by a control unit having a drive body capable of disconnecting and connecting the clutch if a value indicative of an actual operation is used as a substitute value if there is an abnormality in the signal A gearbox having a shift member of an active gearbox and a shift lever for selecting a gear shift ratio, and an apparatus for controlling the connection state of a clutch that can be automatically operated in a drive train of an automobile, Devices.

If there is an abnormality in one or more sensors or signals indicative of brake actuation, signals from other sensors, such as a brake light switch, may be used as a substitute value, controlled by a control unit having a driver operable to disconnect and disconnect the clutch Which can be automatically operated in a drive train of an automobile composed of an engine and a gearbox having a transmission member and a shift lever of an actively connected gearbox to select a gearshift ratio And to be applied to an emergency stop control device.

It is advantageous if a value indicative of a virtual operation when an abnormality is found in one or more sensors or signals indicative of parking brake actuation is used as a substitute value.

Engine speed / engine moment / accelerator pedal operation / Throttle valve When the sensor and each wheel speed sensor are faulty, the torque that can be transmitted by the clutch increases when the gear is engaged and the brake is not activated.

It is particularly advantageous if the torque that can be transmitted by the clutch increases to a maximum torque.

It is preferable that the torque that can be transmitted by the clutch is linearly increased constantly.

According to the present invention, when there is an abnormality in the engine speed / engine moment / accelerator pedal actuation / throttle valve position and / or the respective wheel speed sensor and signal, and also in the neutral region connected to the shift lever moment / gear box / And an operating unit capable of being controlled by a control unit having an actuator capable of connecting and disconnecting the clutch when the engine speed is equal to or lower than a preset threshold value, A gearbox having a member and a shift lever, and an apparatus for controlling the connected state of a clutch that can automatically operate in a drive train of an automobile composed of an engine, and an emergency operation control device.

The threshold value of the set engine speed is in the range of 800-1500 per minute, and a speed of about 1000 per minute is preferred.

The present invention will be described in detail in the following examples with reference to the drawings.

1 is a schematic view of a motor vehicle,

1A is a schematic view of a drive train,

1B is a view showing a shift selector gate,

2A is a block circuit diagram,

2B is a block circuit diagram,

3A is a block circuit diagram,

3B is a block circuit diagram.

DESCRIPTION OF THE REFERENCE NUMERALS

1: car 2: engine

3: Clutch 3a: Clutch plate

3b: pressure plate

3c: Plate spring 3d: Flywheel

3e: Separated bearing 4: Gearbox

5: Output shaft 6: Axle

7: driving unit 8: output unit

9: Pressurizing medium line 10: Bell cylinder

11: master cylinder 12a: gear combination

13: Control unit 13a: Control electronics

13b: actor 15: throttle valve sensor

17: tacho sensor 18: shift lever

20: release lever 90: operation unit

1 is a schematic view of an automobile 1 having an engine 2, such as an internal combustion engine. The clutch 3 and the gear box 4 are accommodated in the drive train of the automobile. In this embodiment, the clutch is mounted in a direction in which power is applied between the engine and the gearbox, the driving moment of the engine being transmitted to the gearbox via the clutch and from the gearbox 4 of the output to the output shaft 5 And transmitted to the rear axle 6 and the wheel 6a.

Figure 1 shows a device for controlling and regulating the engagement of the clutch, in particular of the automatic clutch. The connection position of the clutch between the two end positions is determined by the connected state. Torque is not transmitted from the clutch at one end position and maximum torque is transmitted from the clutch at the other end position. The connected state can be characterized by the torque that can be transmitted by the clutch.

In the event of failure of the sensor or other component of the automatic clutch, the device according to the invention can be operated by emergency operation control, the control unit of the device detects an error and switches to the emergency operation mode.

The clutch may be formed of a friction clutch, such as a dry friction clutch, a multi-plate clutch, a magnetic clutch or a converter bridge clutch of a torque converter. The clutch is a self-adjusting wear-compensating clutch, and the gearbox 4 is shown as a manual transmission such as a step-change gear.

However, according to the present invention, the gearbox is an automatic transmission gear that can be automatically shifted by one actor. Also, an automatic gearbox can be used that does not interfere with the traction force during shifting, and the automatic gearbox generally consists of a planetary gear step. An unrestricted adjustable gear box, such as a cog pulley belt contact gear box, may also be used. The automatic gearbox has a torque transmission system (3) such as a friction clutch or clutch mounted on the output.

The clutch may be formed as a rotary set clutch for reversing the direction of rotation and a safety clutch having a transmittable torque that can be formed or controlled as a start clutch. The clutch is a wet friction clutch or a dry friction clutch operating in fluid.

The clutch 3 has a drive unit 7 and an output unit 8. The clutch disc 3a is supported by the flywheel 3d as well as the pressure plate 3b, the leaf spring 3c and the separation bearing 3e The torque is transmitted from the driving unit 7 to the output unit 8 because a force bias phenomenon occurs. With respect to the above-described biasing, the separation lever 20 is operated by an operation unit 90 such as an actor 13b.

Controlling or regulating the connected state of the clutch 3 is performed by the control unit 13. The control unit is composed of the control electronics 13a and the operation unit 90. [ In yet another advantageous form, the control unit may comprise only the control electronics 13a, and the operating unit may be housed in another housing. The control unit 13 may include a control and a power electronics for controlling the electric motor 12 of the actor 13b. The system thus advantageously requires a structural space for an actor with an electronic device as a single structural space.

The operation unit 13b basically includes a drive body 12 such as an electric motor which is connected to the output element via a gear combination 12a such as a worm gear, a spur wheel gear, a crank gear or a screw spindle gear It works. The output element is a master cylinder (11). The output element may be a load link device or other connecting device.

The motion of the output unit of the actuation unit 13b or the actor, such as the master cylinder piston 11a, is sensed by the clutch path sensor 14, which determines a value proportional to the position, connection position, speed or acceleration of the clutch It senses position, velocity or acceleration. The velocity or acceleration can be calculated from the position along the time function. The connection position or connection state therefore is characterized by the torque that can be transmitted by the clutch. This is because the transferable torque can be obtained according to the connection position or the connected state through the clutch characteristic line.

The master cylinder 11 is connected to the longitudinal cylinder 10 by a pressurizing medium line 9 such as a hydraulic line. The output element 10a of the longitudinal cylinder is actively connected to the disengaging lever or separator 20 so that the movement of the output 10a of the longitudinal cylinder 10 can be controlled so that the torque transmitted by the clutch 3 is Thereby moving or deflecting the separator 20.

Biasing of the pressure plate or friction lining can be controlled according to the position of the separating device 20, such as a separating fork or a centering member, wherein the pressure plate can be moved and fixed in all positions between the two end positions. One end position corresponds to the position of the fully engaged clutch and the other end position corresponds to the position of the fully disengaged clutch. The position of the pressure plate 3b is controlled to control the transmittable torque above or below the momentarily rising engine torque, which lies between the two end positions. The clutch can be secured in place by careful control of the separating device 20. [ However, a transferable clutch moment defined above an instantly rising engine moment can also be delivered. In this case, the actually rising engine moment can be transmitted, and the torque irregularity in the drive train is attenuated in the form of torque peak.

In order to control and regulate the connection of the clutch, a sensor is used which is processed by the control unit, provides the required measurement values, signals and control values for the control and temporarily senses the relevant values of the whole system, A signal connection is provided which is associated with another electronic unit such as an electronic unit or engine electronics of an anti-slip control system (ABS) or anti-slip control system (ASR). The sensor senses the wheel speed, the engine speed, the position of the load lever, the throttle valve position, the gear position of the gearbox, the shift intent and the vehicle characteristic value.

1 shows that not only the tacho sensor 17 but also the engine speed sensor 16 and the throttle valve sensor 16 are used and the measured value or information is transmitted to the control unit. An electronic unit of the control unit 13a, such as a computer unit, processes the system input value and transmits a control signal to the actor 13b.

The gearbox is formed by a step-change gearbox, wherein the shift ratio step is changed by the shift lever and the gearbox is operated or controlled by the shift lever. The one or more sensors 19b are mounted on the shift lever 18 of the gearbox to sense the longitudinal path of the shift lever, shift intention and gear position and transmit it to the control unit. The sensor 19a is attached to the gear box to sense the actual gear position and shift intent. Since the sensor is a sensor that senses a force acting on the gearbox element or the shift lever, at least one of the two sensors 19a and 19b is used to recognize the shift intention. If the force threshold is exceeded, the signal is evaluated as a shift intention.

However, the sensor may be formed as a path or position sensor, which senses the shift intention from the time-varying of the position signal. The shift intention will be detected if the threshold value that can be set for the shift lever position is exceeded, or if the difference path between the gearbox element and the shift lever reaches or exceeds the set threshold value. For this purpose, the difference path is determined as the difference between the sensor value of the gearbox and the sensor value at the shift lever.

The sensor 19b senses the movement or the position of the shift lever. The sensor is a path sensor, such as a potentiometer or an echo sensor or other sensor that senses the longitudinal path of the shift lever while moving along the shift gate. And a second sensor for sensing a lateral path of the shift lever.

The sensor 19a senses the movement or position of the transmission member 80 on the gearbox, such as a shift rod, a center selector shaft or other coupling element in the gearbox. The sensor is a path sensor, such as a potentiometer or an echo sensor, that senses along the longitudinal path of the transmission member in the gearbox while moving along the transmission gate. And advantageously a second sensor for sensing the lateral path of the transmission member in the gearbox.

The control unit is always connected with all sensors and evaluates the sensor signal and the system input value in such a manner that the control unit transmits a control or adjustment command to one or more actors 13b according to the actual operating position. The actuation element 12 of an actor, such as an electric motor, accepts a setpoint from a control unit that controls clutch operation according to the signal / system input or measured value of the attached sensor unit. For this purpose, a control program is executed in the control device as hardware and software for determining and calculating the output value from the comparison / function and / characteristic area and evaluating the input signal.

The control unit 13 is signal-connected to at least one of the units with an executed torque determination unit, a gear positioning unit, a slip determination unit, and an operation state determination unit. Since the unit is executed by a control program as hardware or software, it is possible to control not only the actual operating state of the automobile but also the slip predominant in the region of the clutch, the gear position of the gear box 4, Can be determined. The gear positioning unit senses the gears actually connected from the signals of the sensors 19a and 19b. Thus, the sensor is attached to the setting device and the shift lever within a gear box, such as a central selector shaft or a shift rod, which senses the speed and position of the component.

The load lever sensor 31 is also mounted on a load lever 30 such as an accelerator pedal that senses the load lever position. The other sensor 32 functions as an idling switch. That is, the idling switch 32 is turned on when the accelerator pedal is operated, such as the load lever, and the idling switch is turned off when the engine is in the non-operating state, so that it is possible to recognize whether the load lever such as the accelerator pedal operates through the digital information. The load lever sensor 31 detects the degree of operation of the load lever.

Figure 1 shows an embodiment of the invention in which, in addition to an accelerator pedal 30 such as a load lever, a brake pedal, a manual brake lever or a parking brake such as the operating element of a parking brake operated by hands and feet or a brake operating element 40 Sensor. One or more sensors 41 are mounted on the actuating element 40 and sense its actuation. The sensor 41 is formed as a digital sensor, such as a switch, which senses whether the actuating element is in an operating state or a non-operating state. When the brake is in operation, a signaling device, such as a brake light, is connected to the sensor to receive the signal. This is the process that takes place on the operating brake and the parking brake. However, a sensor can be formed as an analog sensor, such as a potentiometer, which determines the degree of operation of the actuating element. The sensor is also connected to a signal device to receive the signal.

The control unit controls or adjusts the connection state of the clutch or the clutch connecting position so as to control the torque that can be transmitted by the clutch through the control of the position of the clutch operating element such as the driving unit of the operating unit or the separating bearing. The ideal position is controlled by parallel positioning through the control procedure and calculation described above. Before adjusting the connected state, the correlated moving path and the correlated actual position or actual connected state can be determined from the data on the connected state and the driving force.

It is advantageous if the connecting process and the separation process are carried out at a driving force lower than that at the normal operation during the emergency operation of the operation unit. It is possible to reduce the power and driving force supplied to the driving body during the connection and disconnection process and to perform the above-described process during the first period, so that, in the case of the emergency-controlled control unit, the operating unit can be moved with a pulling force for stop or end stop It is not convenient. If so, then the form of the components of the operating system is difficult to withstand high loads and the individual parts of the operating unit can be mechanically permanently damaged, thus reducing the useful life of the automatic system considerably.

In order to determine the actual connection position or connection state, the actual position is determined from the data of the driving force at the position of the interlocking connection. Therefore, since the force of the clutch acting on each connecting position differs, the actual position change follows a function of the connecting position. The driving force is selected according to the function of the correlated link position during the connection and disconnection process.

If you have a sensor to sense the connected condition, the sensor signal will be outside the range of possible values that it occupies during normal operation, so you can recognize the sensor's fault. Thus, if the data of the sensor is not updated for a predetermined time, such as the duration of two or more bit ratios of the processor, or if the sensor does not generate new data, the sensor may be faulted. Therefore, it can be seen that the processor regularly receives and records the sensor signal. For example, if the bit rate is 10ms and no signal is received for 20ms and no new signal is generated, it is convenient to know that there is an error in the sensor. If the sensor detects an error, the status bit is set in the memory of the control unit to indicate that an anomaly exists. If there are no anomalies later, the correlation status bit can be canceled.

1A schematically shows a drive train 100 of an automobile having an engine 101, a clutch and a gear box. The clutch is controlled by an actuating unit 104, such as an actor, which is controlled by a control unit 105 having an internal microprocessor and a memory 13c as shown in Fig. The gearbox includes a transmission member 106 on the gear box, which is operated through a connecting portion 107 which is connected by an operating element 108 such as a shift lever. The gearbox is shifted by the shift lever, the gear is engaged, and the neutral zone is selected. The shift lever and the transmission member on the gear box operate or move within the selector path 151 across the transmission gate or within the transmission gate 150. [

This can be seen in FIG. 1B, which shows a developed view of the H-shift with the first gear to the fifth gear and the reverse gear R.

The sensor 109 senses the longitudinal path or position of the shift lever 108 along the shift gate 150. The sensor 110 senses the longitudinal path or position of the shift element 106 in the gearbox along the shift gate 150. The sensor 111 senses the lateral path of the transmission member 106 in the gear box along the selection path 151. [ The sensor 109a senses the lateral path of the shift lever.

The control unit 105 includes a memory and a filter, which may be filtered by a sensor or a data bus (CAN-bus) and processed in other ways depending on the data and the signal of the filter. The filter is formed as an electronic component. According to another embodiment, a filter is formed as part of a control processor, wherein the data or signal is processed in a microprocessor.

1A shows a gearbox speed sensor 112. Fig. When the engine speed sensor 16 of Fig. 1 fails, the control unit recognizes an error in the control unit from a wrong signal, that is, a sensor signal out of the settable range. In this case, the control unit 105 can obtain the engine speed by the gear speed ratio and gear speed to which the control unit 105 is connected. The gear input speed is then equal to the gear output speed multiplied by the gear shift ratio. This speed is equal to the engine speed. The engine speed can be obtained from the vehicle speed signal or the wheel speed signal and the driving rod overall speed change ratio.

2A is a block diagram 200 illustrating the path of the apparatus according to the present invention used to control the coupled state of the clutch. This process begins at block 201. [ At block 202, the sensor signal of the control unit is received and checked to see if it is out of the range of possible set values, such as possible range. If the set value is out of range, the sensor signal is considered to be wrong. A check is made by comparing this signal with the boundary value of the possible value area. If the signal is within the boundary value range, the signal is not false. If no signal is generated or a signal is not generated for a set period of time, or if a signal is out of bounds of the possible value range, the signal is regarded as a false signal.

The signal may be a sensor signal for recognizing the connected gear. The sensor signal may be a speed signal such as engine speed, gear input speed or engine moment signal.

If the signal is not erroneous, the above-described method ends at block 205 and control of the clutch engagement state is continued by the correct signal.

If the signal at block 202 is incorrect, a replacement value or alternate signal in the emergency operation control at block 203 is recovered from the memory of the control unit and used to control the coupled state of the clutch, as indicated at block 204. [ The process then ends at block 205. The emergency operation control is carried out until no further call is made. If there is an abnormality in the sensor for sensing the longitudinal or lateral path of the transmission element in the gearbox, a value indicative of the shift gate of gears 1-2 may be used as a substitute value. By switching the control to the emergency operation control, the erroneous signal is replaced by the replacement value. Therefore, the entire system can be stopped without stopping the vehicle. In emergency operation control, the wrong signal is not used.

Using alternate values for control can be used with two sensors stopped. In this case, FIG. 2A is modified to determine that the signals of the two sensors are erroneous upon inputting the sensor signal, and then a replacement value is retrieved from the memory for the sensor signal. It is therefore advantageous if the alternate value represents the connected first gear.

2B is a block diagram 210 for illustrating the progress of using the apparatus according to the present invention to control the connected state of the clutch. This process is initiated at block 211. At block 212, the sensor signal S _sensor-1 of sensor Sensor_1 is read by the control unit and checks whether it is out of the range of possible settable values, such as the possible area. In this case, the signal or sensor of the sensor is considered to be erroneous. A check is made by comparing the signal with the boundary value of the possible value range. And generates a correct signal if the signal is within the boundary value. If no signal is generated or if no signal is present for a set period of time, or if the signal is outside the boundary of the possible value range, the signal is considered to be false.

If not, the process ends at block 215 and continues to control the engaged state of the clutch by the correct signal.

If the signal S _sensor-1 is incorrect at block 212, then at block 213 an alternate signal S _sensor-2 of the _{sensor Sensor-2} is used in the emergency operation control so that the alternate signal originates from the other sensor. This signal controls the coupled state of the clutch, as shown in block 214. This process ends at block 215.

In the shift lever, the sensor 109 is used, for example, as the sensor Sensor-1 or Sensor-2. If the sensor signal as the Sensor-1 signal is wrong, the sensor signals of the sensors 110 and 109 are recalculated in the gearbox as the sensor-2 signal. Therefore, the two sensors used in the gearbox are shifted from the gearbox to the longitudinal direction of the transmission member and the shift lever Detect the path.

Figure 3a shows a block diagram 220 for use with an apparatus according to the present invention. The control process begins at block 221. [ At block 222, the sensor signal S _sensor-1 is recovered by the control unit and filtered by the control unit. The filter generates a filtered signal S _sensor-f .

In block 223, a comparison process by the control unit compares whether or not the value of [S _sensor-1 -S _sensor-f ] is equal to or greater than a predetermined threshold value. If the predetermined threshold value is not exceeded, the clutch is actually kept in a connected state and the process ends at block 225. If the difference exceeds a predetermined threshold value at block 223, the shifting intent by the drive body using the shift lever motion is sensed and the clutch is disengaged at block 224 before the process ends at block 225.

FIG. 3B is a block circuit diagram 230 showing an embodiment for controlling the apparatus according to the present invention. This process is initiated at block 231. At block 232, the sensor signal S _gaspedal of the accelerator pedal actuation sensor, such as the accelerator pedal actuation path, is retrieved. The sensor may be mounted on the throttle valve in a load link device or accelerator pedal between the accelerator pedal and the throttle valve. This type of sensor may be a potentiometer or an echo sensor or other sensor.

At block 233 the clutch is controlled to connect and disconnect. The speed of the connection and disconnection process is controlled according to the accelerator pedal operation, such as the variable speed of the accelerator pedal operation or the amount of operation of the accelerator pedal. For example, if the return of accelerator pedal operation occurs very quickly, the disconnection process occurs relatively quickly. During the connection, the clutch can be closed with a maximum torque that can be transmitted.

It is advantageous if the transmittable torque follows a linear function of the accelerator pedal operation. This way the clutch can be closed when it exceeds the threshold value of the accelerator pedal operation and the clutch can be opened when the threshold value of the accelerator pedal operation is below the threshold value.

Alternative values of the other wheel speed sensors 99b, 99c, 99d may be used when the wheel speed sensor 99a fails in accordance with Figures 2a and 2b. The same applies even when the sensor 98a detecting the operation of the secondary assembly 98 is abnormal. In this case, alternate values representing an inert secondary assembly or an active secondary assembly may be used. The secondary assembly is, for example, a temperature control device or a power steering pump that can be driven by a motor.

Alternative values may be used when there is a fault in the brake operation sensor or other sensors such as a brake light switch may be used as a reference. The brakes are parking brakes such as manual brakes or operating brakes.

A signal indicative of the respective wheel speed / throttle valve position / accelerator pedal actuation / engine moment / engine speed, or a torque that can be transmitted by the clutch when the gear is engaged and the brake is not active, Can be increased through emergency operation control. It is therefore convenient if the torque that can be transmitted by the clutch is increased to the maximum transmittable torque. Similarly, it is advantageous if the torque that can be transmitted by the clutch is increased linearly.

A check of the engine moment can be made such that the determined signal or the signal transmitted by the engine control unit is checked as follows.

● Check if the engine moment signal is above the maximum possible signal. There is an error in the moment value if it has a value greater than the maximum possible signal.

The engine moment is determined through a parallel mathematical model using the engine data, such as the throttle valve angle and the engine speed, and the applicable engine moment is determined by using the engine characteristic area. The data is then compared with the transmitted engine moment. The engine moment is judged to be erroneous if it deviates from a preset value.

By using the characteristic area, a correlation is established between the engine moment and the throttle valve signal where applicable. If this value does not exist along the characteristic area, the engine moment signal is evaluated as erroneous.

A gear box including an operating unit capable of being controlled by a control unit having a drive unit for operating such as connecting and disconnecting a clutch and having a shift member and a shift lever actively connected to select a gear shift ratio, In an apparatus for controlling an emergency operation of a clutch and a connected state that are automatically operated in a drive train of an automobile, signals of respective wheel speed / throttle valve position / accelerator pedal operation / engine moment / engine speed, So that the torque that can be transmitted by the clutch can be reduced when the shift lever movement is present and is connected to the neutral region in the gearbox and the brakes are activated and have engine speeds below a predetermined threshold value. Therefore, a predetermined boundary value of the engine speed is preferably in the range of 800-1500 per minute, preferably 1000 per minute.

Claims in accordance with the present application have been described in terms that do not infringe rights in order to provide greater protection. Applicants of the present invention have the rights to the detailed description and the features shown in the drawings.

The numbers used in the sub-concepts of the claims represent the forms with the themes of the higher concept through the features of each sub-concept, which should not be regarded as having no independent protection against the features of the sub-concepts described above.

The subject of the sub-concept forms an independent invention having a form independent of the subject matter of the claim.

The present invention is not limited to the embodiments described in the detailed description. Various modifications and changes may be made without departing from the scope of the present invention. This is accomplished through the combination and modification of the processes and the respective features and elements described in conjunction with the detailed description, the examples, and the claims and shown in the accompanying drawings, , New manufacturing processes and continuous manufacturing steps can be formed by combining these features as far as they relate to the test and fabrication process.

Claims (28)

And a control unit including a drive unit for performing operations such as connecting and disengaging the clutch, wherein the clutch unit includes a gear box and a clutch capable of automatically operating in a drive train of an automobile composed of an engine An apparatus for controlling a connected state in an emergency operation, the apparatus characterized by an operating method and apparatus according to the present application. And an operating unit that can be controlled by a control unit having an actuator for performing operations such as connecting and disengaging the clutch, wherein at least one sensor for detecting the position of the transmission member in the gearbox is provided, A sensor for detecting the position of the engine, and a connection state of a clutch capable of automatically operating in a drive train of a vehicle composed of an engine and a gearbox having a transmission member and a shift lever in an active gearbox for selecting a gear shift ratio Wherein the predetermined value is used instead of the sensor value by a control unit for controlling the connected state when there is an abnormality in the at least one sensor. And an operating unit that can be controlled by a control unit having a driving body for performing operations such as connecting and disengaging the clutch, wherein the at least one sensor senses the position of the transmission member in the gearbox, A gearbox having a shift member on an active gearbox and a shift lever, and a clutch operable in the drive train of an automobile composed of an engine, in order to select a gear shift ratio, Wherein the control unit is switched to the emergency operation mode in the event that there is an error in one or more sensors, wherein no virtual signal or error of the sensor is used in the emergency operation mode. 3. The apparatus of claim 2, wherein a predetermined replacement value is retrieved from the memory and used for control in place of the error sensor value if there is an error in one or more sensors. 3. The apparatus of claim 2, wherein the sensor value of another sensor is used for control instead of the error sensor value if there is an error in one or more sensors. 6. A shift control device according to claim 5, characterized in that the sensor value of the sensor for sensing the longitudinal path of the transmission member in the gearbox is used as a substitute value when there is an abnormality in the sensor for sensing the longitudinal path of the shift lever Device. 6. A shift control device according to claim 5, characterized in that the sensor value of the sensor for sensing the longitudinal path of the shift lever is used as a substitute value when there is an abnormality in the sensor for sensing the longitudinal path of the transmission member in the gearbox Device. 3. A shift control device according to one of the preceding claims, wherein a sensor for detecting the lateral path of the transmission member in the gearbox is provided with a sensor value range of 1/2, 3/4, or 5/6 or an R- Is used as the default replacement value. The method of one of the preceding claims, wherein if there is an error in more than one sensor, a pre-settable alternative value in the range of sensor values of the first gear or the second gear to the sixth gear is used for control Characterized in that. The apparatus of one of the preceding claims, wherein the clutch is connected to a maximum torque transferable by the clutch during connection when the sensor fails or is broken. Wherein the signal of the sensor is filtered by a control unit and the shift lever is moved according to a comparison between the filtered sensor signal and the unfiltered sensor signal to establish a signal difference, Lt; RTI ID = 0.0 > clutch < / RTI > Wherein the signal of the sensor is filtered by a control unit and the movement of the shift lever occurs according to a comparison of the filtered signals for a certain period of time different from the filtered sensor signal so that a signal difference is established, The clutch is disengaged. 12. An apparatus according to claim 11 or 12, characterized in that the filter is a PT1 filter. The apparatus of one of the preceding claims, wherein coupling and disengagement of the clutch are made such that the torque that can be transmitted by the clutch is selected in accordance with the function of the accelerator pedal actuation path. 15. The apparatus of claim 14, wherein the torque that can be transmitted by the clutch follows a linear function of the accelerator pedal actuation path. 15. The method of claim 14, wherein the torque that can be transmitted by the clutch when the first set threshold of accelerator pedal operation is exceeded is increased according to a linear function over time and is less than a second set threshold of accelerator pedal operation Lt; RTI ID = 0.0 > linear function. ≪ / RTI > 17. The device according to claim 16, wherein the increase or decrease in the torque that can be transmitted by the clutch is controlled as a function of the accelerator pedal actuation path. A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for controlling a connected state of a clutch that can automatically operate in a drive train of an automobile comprising a box and an engine, the apparatus comprising: a wheel speed sensor for detecting a wheel speed signal of a wheel, Lt; RTI ID = 0.0 > 1, < / RTI > A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for emergency operation control of a connected state of a clutch capable of automatically operating in a drive train of an automobile consisting of a box and an engine, the apparatus comprising: means for determining a virtual operation when an abnormality is detected in one or more sensors indicative of operation of a secondary assembly Is used as a substitute value. A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for emergency operation control of a connected state of a clutch capable of automatically operating in a drive train of an automobile consisting of a box and an engine, characterized in that when there is an abnormality in one or more sensors indicating a moment pickup of a secondary assembly, Wherein the mute pickup is used as a substitute value. A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for emergency operation control of a connected state of a clutch capable of automatically operating in a drive train of a vehicle consisting of a box and an engine, characterized in that, when there is an abnormality in at least one sensor indicating a brake operation, Value. ≪ / RTI > A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for emergency operation control of a connected state of a clutch that can automatically operate in a drive train of a vehicle comprising a box and an engine, the apparatus comprising: And the signal of the sensor is used as a substitute value. A shift member and a shift lever on an actively connected gearbox for selecting a gear shift ratio, the shift unit comprising an operation unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch An apparatus for emergency operation control of a connected state of a clutch capable of automatically operating in a drive train of an automobile comprising a gearbox and an engine, the apparatus comprising: a value indicative of a virtual operation in the event of an error in one or more sensors indicative of parking brake operation, Is used as a substitute value. A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for emergency operation control of a connected state of a clutch capable of automatically operating in a drive train of an automobile consisting of a box and an engine, characterized by comprising: means for controlling the respective wheel speed / throttle valve sensor / accelerator pedal operation / engine moment / And the torque that can be transmitted by the clutch increases when the gear is engaged and the brake is not activated when an abnormality is found in the signal or sensor indicating that the gear is engaged. 25. The apparatus of claim 24, wherein the torque that can be transmitted by the clutch is increased to a maximum transmittable torque. 25. Apparatus according to claim 24 or 25, characterized in that the torque which can be transmitted by the clutch is increased linearly and constantly. A gearbox having a transmission member on an active gearbox and a shift lever on an actively-connected gearbox for selecting a gearshift ratio, the gearbox comprising an operating unit that can be controlled by a control unit having a drive body for operation such as connecting and disconnecting a clutch, An apparatus for controlling an emergency state of a connected state of a clutch capable of automatically operating in a drive train of a vehicle composed of a box and an engine, the apparatus comprising: a wheel speed / throttle valve position / accelerator pedal operation / engine moment / The torque that can be transmitted by the clutch is reduced when the anomaly is detected in one or more sensors or signals indicating that there is movement of the shift lever and is connected to the neutral zone in the gearbox and the brakes are operated and the engine speed is below a set threshold Characterized in that. 28. The apparatus of claim 27, wherein the set threshold value of the engine speed is 800-1500 per minute, preferably 1000 per minute.