DE19747925A1 - Motor vehicle with automatic transmission and/or clutch control - Google Patents

Abstract

A car has a device for the automated operation of a clutch in the drive train. There is a control unit for the automated clutch operation which is in communication with an ASR electronic unit which gives a control signal when a slip situation is active. During automated operation of the clutch when a control signal is present for the electronics indicating ASR activity, the control unit controls the torque transmitted by the clutch by means of the actuator from the actual value of the transmitted torque upwards to a maximum value of it.

Description

The invention relates to a motor vehicle with a device for automated actuation of an assembly, such as one Transmission and / or a torque transmission system, such as clutch, in the drive train of a motor vehicle with at least one control unit for Control of the automated actuation of the clutch with at least an anti-slip control electronics is in signal connection with at least an actuator that can be controlled by the at least one control unit. Farther The invention relates to a related method.

Anti-slip control systems are generally known. For example, you are through the DE magazine article Auto & Technik, Issue 1, 1992, pp. 104 to 112 known. These systems pick up on a wheel slip situation the engine torque by means of a throttle valve control or on the Braking power of individual wheels using the anti-lock braking system. This will make the The drive power of the slipping wheels is reduced and the slippage is reduced.  

Such motor vehicles are described, for example, by DE 43 16 421 and EP 0 259 634 known. EP 0 259 634 discloses a targeted one Activation of a clutch to disengage the clutch if one Anti-slip control is active. DE 43 16 421 discloses that the clutch in the case of an active anti-slip control remains in its position or slows down compared to the usual operating speed or is disengaged. The above procedures and procedures of devices with active anti-slip control have the disadvantage that on the one hand, the drive connection between the engine and the drive train is opened is and thus possibly no more drive torque is present and thereby possibly putting the vehicle in a safety-critical situation advised when a driver's performance request despite active Anti-slip regulation is desired. Furthermore, it can be disadvantageous if the clutch is held in its current position, if one Anti-slip control is activated or if the clutch is slower than without An anti-slip control activity is concluded. this has the disadvantage that an increased slip built up in the area of the clutch or it is only reduced slowly. This creates possibly increased wear and / or increased Energy input, for example, in the area of the friction surfaces of the clutch.

Another disadvantage is that in an operating situation with active Anti-slip control and a control or regulation of the clutch in one Clutch position between the fully engaged position and the  fully disengaged position, see DE 195 04 847, the Both regulations or controls (anti-slip regulation and Clutch position control or control) interfere with each other and it Vibrations in the regulation and control behavior comes.

The object of the invention is a device with an automated Unit, such as a clutch and / or a transmission for one To create a motor vehicle with at least one anti-slip control, which at advantageous safety behavior, however, the lowest possible load (thermal and / or mechanical load) of the unit, such as the Clutch. Furthermore, it is an object of the invention to Device to create the disadvantages of the prior art at least reduced. It is also the task to control the control behavior of the automated clutch and related control unit such to design that mutual disturbances of the respective regulations or Controls are reduced or prevented.

According to the invention this is achieved in that the control unit at a automated actuation of a clutch in the presence of a Activity-indicating control signal of the anti-slip control, which by the Torque transferable by means of the actuator of the current controlled value of the transmissible torque to a maximum value of the transferable torque controls.  

In a motor vehicle with a device for automated actuation a clutch in the drive train, with a drive unit, one Gearbox and a clutch, such as a friction clutch, with a control unit for controlling the automated actuation of the Coupling with sensors and possibly other electronic units, such as engine electronics, ABS electronics and / or one Anti-slip control electronics, is in signal connection, the Anti-slip control electronics a control signal when active in a Output slip situation with an actuator that can be controlled by the control unit to actuate the clutch, this can be according to another inventive Thoughts can also be achieved in an advantageous manner if at a automated actuation of the clutch in the presence of a Control signal of the anti-slip control, which indicates that the Anti-slip control is active, the control unit disengages from the current Controls engagement position to a fully engaged engagement position.

It is advantageous if, in addition to the automated actuation of the clutch also an automated actuation of the transmission by means of an actuator and a control unit controlling the actuator is controllable. A Automated actuation can be fully automatic Gear change process or a driver's desired and of at least an actuator-controlled switching and / or selection process.  

It can also be useful if a control of increasing the torque transmitted by the clutch or the actuation of the Clutch for setting a clutch position to the engagement position by means of the control unit and the actuator if there is an activity indicating control signal of the anti-slip control at one speed which is equal to or greater than the speed at which a Control without the presence of a control signal of the anti-slip control is controllable.

It is particularly useful to control the increase of the Torque transferable clutch when there is an activity indicating control signal of the anti-slip control at one speed which is equal to or greater than the speed at which a Control without the presence of a control signal of the anti-slip control is controllable, even if the absence of such a control signal transmissible torque or the clutch engagement position in the essential would not be changed.

Furthermore, it can be advantageous if the transferable is activated Torque or the engagement position of the torque transmission system in the presence of a control signal indicating an activity Anti-slip control takes place at a speed that is equal to or greater  is the speed, which is a control without the presence of a Control signal of the anti-slip control (ASR) can be controlled, even if the transferable torque without the presence of such a control signal or the engagement position of the torque transmission system in the essential would not be changed.

It is also advantageous if a control of the increase of the Torque transferable clutch when there is an activity indicating control signal of the anti-slip control with a predetermined Speed that is equal to or greater than the speed that with a control without the presence of a control signal Anti-slip control is controllable, even if there is no such Control signals the transmissible torque or the engagement position of the Coupling essentially not changed in the current operating range would be.

Furthermore, it is expedient if the control unit does so Torque transmission system transferable torque during a Activates anti-slip control activity to a maximum value or drives the clutch engaged, at least as long as none of them deviating control signal is present, for example, during a switching operation.  

It is also expedient if the control unit generates an anti-slip control activity, a control signal for engaging the clutch only at an engine speed n _mot <a predeterminable speed. This predeterminable speed (engine speed) can be, for example, a limit speed in the range from 1200 1 / min to 2000 1 / min.

It can also be advantageous if the control unit generates an anti-slip control activity, a control signal for engaging the clutch at an engine speed n _mot <idling speed plus a predeterminable value (n _mot <idling speed + VALUE). This value of VALUE can be, for example, in the range from 200 rpm to 1000 rpm.

Furthermore, it can be advantageous according to the invention if the control unit a control signal to engage the clutch only at one of the Anti-slip control generated and / or transmitted control signal generated and in the presence of the control signal of the control unit, the actuator is controlled and the clutch engages.

It is expedient if the control unit generates a control signal for engaging the clutch only in the case of a control signal generated and / or transmitted by the anti-slip control and in the presence of an engine speed n _mot <a predeterminable engine speed (n _mot <VALUE_n) and when the control signal is present Control unit of the actuator is controlled and the clutch engages.

It is also advantageous if the control unit is present a control signal which indicates the activity of an anti-slip control signals and / or in the presence of a signal indicating termination an activity of an anti-slip control signals the transferable Torque of the clutch to one of the current operating positions controls adjusted value. The current operating position is based on this at least some of the signals, such as the engine speed, the Transmission input speed, the transmission output speed, of the in the transmission gear engaged, accelerator pedal actuation, vehicle speed, engine torque and other vehicle signals.

It is also useful if this is in one of the operating positions adjusted value driven transmissible torque a value in essentially in a range between a minimum value and a Assumes maximum value.

It is advantageous if the minimum value is essentially zero and the Maximum value is essentially the maximum value that can be set.  

According to a further inventive concept, in a method for controlling a torque that can be transmitted from a clutch of a motor vehicle by means of a device for the automated actuation of a clutch, with a control unit for controlling the automated actuation of the clutch, which has an anti-slip control electronics that emits a control signal. if it is active in a slip situation, has a signal connection, with an actuator that can be controlled by the control unit for setting torque that can be transmitted by the clutch and is controlled by the control unit, particularly advantageous if the control unit performs the following steps when an clutch is actuated automatically:

• - Evaluation of whether the control unit is an activity of the Control signal indicating anti-slip control is present,
• - If this signal is present, the control of the clutch transmissible torque by means of the actuator from the current controlled value of the transmissible torque to a maximum value of the transmissible torque.

According to a further idea according to the invention, it can be useful be when using a method to control an aggregate finds which actuates or controls an above-mentioned device.

The invention is explained in more detail with the aid of the figures, in which:

Fig. 1 is a schematic illustration of a vehicle with an inventive device,

Fig. 2 is a diagram and

Fig. 3 is a block diagram.

Fig. 1 shows a motor vehicle 1 with a drive unit 2, such as engine and / or hybrid propulsion system and / or electric motor, with a torque transmitting system 3, such as clutch, and a gearbox 4, wherein the transmission comprises a drive shaft 5 is arranged downstream of which by means of a Differentials 6 drives two drive shafts 7 a and 7 b, which in turn drive the driven wheels 8 a and 8 b.

The torque transmission system 3 is shown as a friction clutch on a flywheel 9 with a pressure plate 10 , clutch plate 11 , release bearing 12 and release fork 13 , the release fork being acted upon by means of an actuator 15 with a master cylinder 16, a pressure medium line 17 , such as a hydraulic line, and a slave cylinder 18 . The actuator 15 is shown as a pressure-medium-actuated actuator which has an electric motor 19 which actuates the master cylinder piston 20 via a transmission (not shown), so that the torque transmission system, such as clutch, can be engaged and disengaged via the pressure medium line 17 and the slave cylinder 18 . Furthermore, the actuator housing comprises the control unit 50 with electronics for actuating and controlling the actuator 15 , that is to say the power electronics and the control electronics. The actuator is provided with a sniffer bore 21 which is connected to a reservoir 22 for the pressure medium. The control unit is thus integrated in the actuator 15 , but it can also be installed in a separate housing. The control unit 50 also controls the actuator 60 for the automated actuation of the transmission. The actuator 60 contains, for example, electric motors and gears for actuating shift elements of the transmission 4 inside the transmission. The gears convert the rotational movement of the electric motor output shaft into an actuation movement. A gear detection sensor 31 is arranged on the transmission 4 of the vehicle or on the actuator 60 , which at least detects the currently engaged gear position and forwards it to the control unit 50 .

The gearbox can be operated manually by means of a shift lever or by means of of an actuator that can be actuated by a control unit can be actuated automatically be.

The motor vehicle 1 with an automated transmission 4 has an actuation element 30 , on which at least one at least one shift intention sensor or transmission selection sensor 32 is arranged, which detects a shift intention of the driver or a driver-side transmission actuation and forwards this information to the control unit. Furthermore, the vehicle is equipped with at least one speed sensor 33 , which detects the speed of the transmission output shaft or the wheel speeds. Furthermore, a throttle valve sensor 34 is arranged, which detects the throttle valve position, and a speed sensor 35 , which detects the engine speed.

The gear detection sensor 31 detects the position of gearbox-internal shifting elements or the gear engaged in the gearbox 4 , so that at least the gear engaged is registered by the control unit 50 by means of the signal. Furthermore, when using an analog sensor, the movement of the transmission-internal shifting elements can be detected, so that an early detection of the next gear engaged can be carried out.

Furthermore, the control unit 50 can also consist of two or more individual control units, which can also be arranged in different housings.

The actuator 15 is fed by a battery 40 , the at least one actuator 15 , 60 having a permanent power connection. Furthermore, the device has a generally multi-stage ignition switch 41 , which is generally actuated by means of the ignition key, whereby the starter of the internal combustion engine 2 is switched on via the line 42 . A signal is forwarded to the electronics unit of the actuator 15 via the line 43 , after which the actuator 15 is activated when the ignition is switched on. The device has a sensor or switch 44 , which is, for example, a brake pedal switch, which is likewise connected to the control unit via line 45 and at the same time switches brake light 47 , for example, via line 46 . If the brake is now actuated when the ignition is not switched on, that is to say when the switch 41 is open, the switch 44 closes and the control unit of the actuator 15 is activated via the connection 45 , so that when the shift lever is actuated before the ignition is switched on, the torque transmission system can react and the clutch can be disengaged in time.

The illustrated embodiment is not only a pressure medium actuated device limited, rather devices with pure mechanical power transmission to disengage the torque appropriate in use cases. Such devices operate a releaser or a release bearing directly or via a Linkage or via a flexible connection.

The control unit 50 of the automated torque transmission system and / or the automated transmission is in signal connection with a control unit 100 of an anti-slip control via a signal connection 102 .

Furthermore, the control unit 50 can be in signal connection with a control unit 101 of an anti-lock braking system ABS and / or with a control unit of a traction control. The control units are connected to sensors and / or other electronic units via the signal connections 143 , 14 and / or 105 .

For example, if the control unit 100 of the anti-slip control controls a targeted brake actuation and / or an engine torque intervention, the control unit 100 sends a signal indicating an activity to the control unit 50 . The control unit 50 in turn generates a control signal when this signal is present and when a suitable engine speed is present, which indicates that the anti-slip control is active.

If this signal is present, the control unit controls that of the Torque transmission system transferable torque or the Engage position of the torque transmission system according to the above described features.

FIG. 2 shows a diagram in which a transferable clutch torque 201 and a signal 202 are plotted as a function of time t. The signal 202 indicates whether an anti-slip control is considered active by the control unit 50 , such as, for example, when the anti-slip control ASR is active and when the engine speed is sufficiently high.

In the time range between t ₀ and t ₁ , the ASR system is not active and the transmittable clutch torque 201 is controlled to a value between a torque of zero and a maximum torque depending on the requirement and the applied engine torque, in the manner of a torque tracking. At time t ₁ , the TCS control is activated and the transmittable clutch torque is increased to the maximum value, which is achieved at t _{max value} . The ASR system is active between t _{max value} and t ₂ and the transferable clutch torque is controlled to the maximum value. At time t ₂ , the anti-slip control is deactivated and the transmittable clutch torque 201 is reduced to a value associated with the operating situation.

The speed with which the coupling between t ₁ and t _{max value} is closed, from a maximum value between the current speed v and _current of a predetermined speed v determined _handicap. If v is _currently above v _{specification} , the clutch is closed with v _currently until v is _currently less than v _{specification} and then the clutch actuation is connected at speed v _{specification} .

Curve 202 shows a signal ASR_Aktiv signaling an activity of an anti-slip control. This ASR_Aktiv 202 signal is zero when there is no ASR activity and essentially not equal to zero or equal to a predeterminable value such as one when there is ASR activity.

The present invention further relates to the earlier application DE 195 04 847, the content of which expressly corresponds to the disclosure content of the present application.

The device according to the invention has the advantage that the For example, slip occurring on the wheel is not or only slightly on the Clutch occurs and the control units of the anti-slip control and the clutch and / or transmission actuation is not mutually significant to disturb.

Fig. 3 shows an inventive block diagram 300 for controlling the transmissible by the clutch torque. In block 301 , the control process is started, for example, in a subroutine of the control program. This start can be controlled by an event, such as by a signal generated by the control unit, which is generated, for example, by comparing wheel speeds if the wheel speeds have a predeterminable slip and a predeterminable differential speed among themselves. The procedure can also be called up repeatedly in the time cycle of the main program. This can take place every 10 ms to 100 ms, for example.

In block 302 , the current operating situation of the vehicle is determined on the basis of at least some of the vehicle data, engine speed, engine torque, transmission input speed, transmission output speed, vehicle speed, accelerator pedal position, transmission ratio, brake actuation, etc. The torque that can be transmitted by the clutch is determined in block 303 from these data or signals, which are detected by means of sensors or determined by other electronic units and transmitted to the control unit.

In block 304 , this torque that can be transmitted by the clutch is set or adjusted by the actuator using a control signal.

In block 305 , the signal transmitted by the anti-skid control electronics is detected, which indicates an activity of the anti-skid control system or indicates no activity of this system. This signal is evaluated in block 306 and an inquiry is made as to whether there is activity of the anti-slip control system. If this is not the case, the process continues at block 304 . It could also continue at 302 or 303 . If there is activity, a query is made in block 307 as to whether the engine speed is less than a limit value of the engine speed. If so, the process continues to block 304 . It could also continue at 302 or 303 . If there is a speed that is greater than the limit value, the torque that can be transmitted by the clutch is increased to the maximum value at a speed that is at least the normal actuation speed in block 308 . A maximum actuation speed can also be selected.

In block 309 , a query is made as to whether a slip situation is still present and / or whether the anti-slip control is still active. If this is the case, the process continues at block 308 and the clutch continues to be engaged or held, otherwise the process continues at block 302 and the torque that is normal for the clutch in the current operating situation is controlled. If this is the case, for example, in the case of a control method with torque tracking in an operating situation in which only part of the maximum transferable torque is available as an engine torque, the clutch can be partially opened again so that only a torque that can be transferred by the clutch is applied using the torque tracking method. like clutch torque, which is within a tolerance band around the current engine torque.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The  The applicant reserves the right to do so, so far only in the description and / or to claim disclosed features.

Relationships used in subclaims point to the others Training the subject of the main claim by the features of respective subclaim; they are not a waiver of education development of an independent, objective protection for the characteristics of the to understand related subclaims.

However, the subjects of these subclaims also form independent ones Inventions that are one of the items of the previous sub have independent design.

The invention is also not based on the embodiment (s) of the Be limited writing. Rather, numerous Ab are within the scope of the invention Changes and modifications possible, especially such variants, Elements and combinations and / or materials, for example, by Combination or modification of individual in connection with that in the general description and embodiments as well as the claims described features and elements contained in the drawings ten or process steps are inventive and can be combined Characteristics of a new item or new procedural steps  or process step sequences, also in so far as they are manufacturing, testing and Concern working procedures.

Claims (16)

1. Motor vehicle with a device for the automated actuation of a unit, such as a clutch, characterized by its special design and mode of operation in accordance with the present application documents. 2. Motor vehicle with a device for the automated actuation of a Coupling in the drive train, with a control unit for controlling the automated actuation of the clutch with a Anti-skid control electronics that give a control signal when in a slip situation is active, is in signal connection with one of the control unit controllable actuator for setting the Torque transferable clutch, characterized in that the Control unit with an automated actuation of a clutch presence of a control signal indicating an activity of the Anti-slip control, the torque that can be transmitted by the clutch by means of the actuator from the currently controlled value of the  transferable torque to a maximum value of the transferable Torque controls. 3. Motor vehicle with a device for the automated actuation of a Coupling in the drive train, with a drive unit, one Transmission and a clutch, such as a friction coupling, with a control unit for controlling the automated Actuation of the clutch, that with sensors and possibly others Electronic units, such as engine electronics, ABS electronics and / or an anti-slip control electronics, is in signal connection, wherein the anti-slip control electronics a control signal when active in outputs a slip situation with one from the control unit controllable actuator for actuating the clutch, characterized records that with an automated actuation of the clutch a presence of a control signal of the anti-slip control, the indicates that the anti-slip control is active, the control unit the Clutch from the current engagement position to a complete indented position controls. 4. Motor vehicle in particular according to one of claims 1, 2 or 3, characterized in that in addition to the automated actuation of the Coupling also an automated actuation of the transmission by means of  an actuator and a control unit controlling the actuator is. 5. Motor vehicle in particular according to one of the preceding claims, characterized in that a control of increasing the of the clutch transmissible torque by means of the control unit and of the actuator in the presence of a control signal indicating an activity the anti-slip control takes place at a speed that is the same or greater the speed, which is a control without Presence of a control signal of the anti-slip control is controllable. 6. Motor vehicle in particular according to one of the preceding claims, characterized in that a control of increasing the of the clutch transmissible torque when a one is present Activity-indicating control signal of the anti-slip control with a Speed that is equal to or greater than the speed which when activated without the presence of a control signal Anti-slip control can be controlled, even if there is no one such control signals the transmissible torque or The engagement position of the clutch cannot be changed essentially would.   7. Motor vehicle in particular according to one of the preceding claims, characterized in that a control of increasing the of the clutch transmissible torque when a one is present Activity-indicating control signal of the anti-slip control with a Predeterminable speed that is equal to or greater than Speed is that when a control is not present Control signals of the anti-slip control can be controlled, even if without The presence of such a control signal is the transmissible torque or the clutch engagement position in the current operating range in essential would not be changed. 8. Motor vehicle in particular according to one of the preceding claims, characterized in that the control unit from the clutch transferable torque during an activity Antislip control controls to a maximum value or the Activates clutch engaged, at least as long as none of them deviating control signal, for example during a switching operation is present. 9. Motor vehicle in particular according to one of the preceding claims, characterized in that the control unit generates a control signal for engaging the clutch only at an engine speed n _mot <a predeterminable speed if there is an activity of the anti-slip control. 10. Motor vehicle in particular according to one of the preceding claims, characterized in that the control unit generates a control signal for engaging the clutch at an engine speed n _mot <idle speed plus a predeterminable value if there is an activity of the anti-slip control. 11. Motor vehicle in particular according to one of the preceding claims, characterized in that the control unit provides a control signal for Only engage the clutch with one of the anti-slip controls generated and / or transmitted control signal generated. 12. Motor vehicle in particular according to one of the preceding claims, characterized in that the control unit generates a control signal for engaging the clutch only in the case of a control signal generated and / or transmitted by the anti-slip control and in the presence of an engine speed n _mot <a predeterminable engine speed. 13. Motor vehicle in particular according to one of the preceding claims, characterized in that the control unit upon presence  a control signal which indicates the activity of an anti-slip control signals and / or in the presence of a signal which a End of anti-slip control activity signals that transferable torque of the clutch to one of the current ones Operating position adjusted value controls. 14. Motor vehicle in particular according to claim 13, characterized in that the is driven to a value adapted to the operating position transmissible torque a value in a range between one Minimum value and a maximum value. 15. Motor vehicle in particular according to claim 13, characterized in that the minimum value is essentially zero and the maximum value of the is the maximum value that can be set. 16. A method for controlling a torque which can be transmitted from a clutch of a motor vehicle by means of a device for the automated actuation of a clutch, with a control unit for controlling the automated actuation of the clutch, which has an anti-slip control electronics unit which emits a control signal when it is active in a slip situation , is in signal connection with an actuator which can be controlled by the control unit for setting torque which can be transmitted by the clutch and is controlled by the control unit, characterized in that the control unit carries out the following steps when an automatic clutch is actuated:

• Evaluating whether the control unit has a control signal indicating an activity of the anti-slip control,
• - In the presence of this signal, the control of the torque that can be transmitted by the clutch by means of the actuator from the currently controlled value of the transmissible torque to a maximum value of the transmissible torque.