DE19819780A1 - Automatic clutch for vehicle - Google Patents

Abstract

An automatic clutch in the power train of a vehicle is controlled in response to readings from sensors which monitor the position of the gear selector control, the position of the clutch control linkage and other parameters. If any sensor fails a failsafe programme provides preset values to enable the vehicle to be driven to a repairer. The failsafe mode can be a standby mode of control which provides sufficient driving control to move the vehicle to safety. If, for instance the gearshift sensor fails a programmed sensor value is generated by the sensor on the gearbox.

Description

The invention relates to a device for control or emergency operation control an engagement state of an automatically actuated clutch in Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox connected to it Switching element for the selection of the gear ratio, with one of a tax unit controllable actuation unit with a drive for actuation, such as Engaging and / or disengaging the clutch, at least one sensor being provided is, which detects the position of the transmission-side switching element and a A sensor is provided which detects the position of the shift lever.

Such devices are known from DE-OS 195 48 799. At Failure of a sensor or in the event of a defect or malfunction of a sensor for detection the engaged gear or a driver's actuation of the shift lever As a switching intention signal, the automated failures can be uncomfortable Clutch come.  

For example, if the sensor for detecting the position of the shift lever is defective, can no longer switch intent due to the missing signal can be detected. For example, is a sensor for the detection of an inserted one Gear is defective based on a position of a transmission-side switching element or disrupted, the gear detection cannot work correctly and gear dependent Processes such as engaging or disengaging the clutch, for example in a Starting process or switching process are not with the desired comfort carried out.

An object of the present invention is to provide an above-mentioned device to create which, in the event of a temporary or complete failure, at least one Sensor for example for the detection of a position of a transmission Switching element or a shift lever a safe control or regulation of the Coupling engagement state guaranteed. Another object of the invention is that despite the failure of such a sensor, the comfort of the automated coupling system are essentially maintained can.

Furthermore, it is the object of the invention in the event of a sensor or sensor failure Signals to create an emergency control, by means of which the vehicle is safe and can be operated without great loss of comfort if possible.  

This is achieved according to the invention in that in the event of failure or defect at least one sensor has a predeterminable replacement value instead of a sensor value of the control unit is used to control the engagement state.

This can also be achieved according to the invention in that in the event of failure or defect of at least one sensor the control unit in an emergency operating mode switches in which the faulty or nonexistent signal of the sensor is not needed or used.

It is particularly advantageous if at least one sensor takes place in the event of failure of the nonexistent or faulty sensor value is a predefinable one Substitute value is read from a memory and used for control becomes. The substitute value can, for example, be in a table or in a characteristic curve be stored and read out from the memory by the control unit will.

Furthermore, it is useful if, in the event of failure, at least one sensor instead of the nonexistent or incorrect sensor value one sensor value of another Sensor is used for control. It is useful if the Range of values of one sensor towards the range of values of the other replacing sensor is converted and thus the replacement value of the Sensor signal can take substantially the same value as the value of the failed sensor.  

It is advantageous if a sensor for detecting a longitudinal path fails of the shift lever as a substitute value is a sensor value of a sensor for detection a longitudinal path of a transmission-side switching element is used. As Longitudinal path of the shift lever or the transmission-side switching element is one Movement defined within shift lanes. As a crossroad, one accordingly Movement across the shift lanes, i.e. a movement to select Switching lanes.

It is also expedient if a sensor fails to detect a Longitudinal path of a transmission-side switching element as a substitute value is a sensor value a sensor for the detection of a longitudinal path of a shift lever is used becomes.

According to a further inventive concept, it can be useful if a sensor for detecting a lateral path a predeterminable substitute value is used in case of failure of a transmission-side switching element which is substantially in the value range of a sensor value of the shift gate of the gears 1/2 3/4 or 5/6 or R is. With a different shift gate, values from further shift gates can also be used.

According to a further idea according to the invention, it may be expedient if at least two sensors can be specified in the event of failure or error Substitute values are used for control, which are essentially in  Value range of the sensor values of the first gear or a higher gear, like the second to sixth gear.

It can also be advantageous if, in the event of failure or defect or malfunction Sensor engages the clutch when engaging the clutch maximum transmissible torque is engaged.

Furthermore, it can be useful if a signal from a sensor from the Control unit is filtered and a movement of a shift lever based on a Comparison of the filtered sensor signal with an unfiltered signal is done in a difference between these signals is found, the Clutch is disengaged when such a difference is greater than one specifiable limit is. It is also useful if a signal of a Sensor is filtered by the control unit and a movement of one Shift lever based on a comparison of the filtered sensor signal with a with a different time constant filtered signal in which there is a difference between these signals, the clutch being disengaged, if such a difference is greater than a specifiable limit. It is useful if the filter is a PT1 filter.

It is also advantageous if the clutch is engaged or disengaged in this way takes place that the torque transmitted by the clutch as a function of Accelerator pedal actuation path is selected.  

It is useful if the torque that can be transmitted by the clutch is one is a linear function of the accelerator pedal travel.

It is also advantageous in a further exemplary embodiment of the invention if the torque that can be transmitted by the clutch exceeds a first predefinable threshold of an accelerator pedal actuation as a linear function of the Time is increased and / or if the value falls below a second predefinable threshold accelerator pedal actuation is reduced as a linear function of time.

It is useful if the slope of the increase or decrease in torque transmitted by the clutch as a function of Accelerator pedal actuation path is controlled.

According to a further inventive idea, it is in a device for Automated control or emergency operation control of an engagement state actuatable clutch in the drive train of a motor vehicle with an engine and a transmission with a gear lever and one that is operatively connected to it transmission-side switching element for selecting the transmission ratio, with one of a control unit controllable actuation unit with a drive for Operating, such as engaging and / or disengaging, the clutch is advantageous if there is a failure or defect of at least one wheel speed sensor of a wheel or one Signal of a wheel speed of a wheel, a substitute value is used, which represents a wheel speed of another wheel.  

Furthermore, according to another inventive concept, it can be used in a Device for the control or emergency operation control of an engagement state an automatically actuated clutch in the drive train of a Motor vehicle with an engine and a transmission with a gear lever and an associated gear-side switching element for selection of the Gear ratio, with a controllable by a control unit Actuating unit with a drive for actuation, such as on and / or Disengaging the clutch can be advantageous if at least in the event of failure or defect a sensor indicating an activity of an auxiliary unit or one such signals as a substitute value is a non-existent activity representative value is used.

It can also be the case with a device for control or emergency operation control an engagement state of an automatically actuated clutch in Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox connected to it Switching element for the selection of the gear ratio, with one of a tax unit controllable actuation unit with a drive for actuation, such as Engaging and / or disengaging, the clutch may be useful if in the event of failure or Defect at least one snapshot of an auxiliary unit indicating sensor or such a signal as a substitute value a one not present value of the snapshot is used.  

It is advantageous in a device for control or emergency operation control an engagement state of an automatically actuated clutch in Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox connected to it Switching element for the selection of the gear ratio, with one of a tax unit controllable actuation unit with a drive for actuation, such as Engaging and / or disengaging the clutch, if at least in the event of failure or defect a sensor indicating a service brake application or such Signals as a substitute value a value representing an existing actuation is used.

Furthermore, it can be useful if in a device for control or automated operation control of an engagement state actuatable clutch in the drive train of a motor vehicle with an engine and a transmission with a gear lever and one that is operatively connected to it transmission-side switching element for selecting the transmission ratio, with one of a control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch in the event of failure or defect at least one sensor indicating service brake actuation or of such a signal as a substitute for a signal from another sensor, such as one Brake light switch is used.

It is also advantageous if, in the event of failure or defect, at least one Parking brake actuation sensor or such a signal  as a substitute value, a value that represents a non-existing actuation is used.

It is also expedient if at least one sensor fails or is defective or a signal of the engine speed and / or the engine torque and / or the accelerator pedal actuation and / or the throttle valve position and / or at least individual wheel speeds the torque that can be transmitted by the clutch engaged gear and brake is not applied.

It is particularly advantageous if that which can be transmitted by the clutch Torque is increased up to the maximum transmissible torque.

It is useful if the torque that can be transmitted by the clutch is steady, is increased linearly or in another functional context.

According to a further idea according to the invention, it is with a device for controlling or emergency operation control of an engagement state Automatically operated clutch in the drive train of a motor vehicle with an engine and a transmission with a gear lever and one with it functionally connected gear-side switching element for selection of the Gear ratio, with a controllable by a control unit Actuating unit with a drive for actuation, such as on and / or Disengaging, the clutch is useful if at least in the event of failure or defect a sensor or a signal of the engine speed and / or the  Engine torque and / or the accelerator pedal actuation and / or the Throttle valve position and / or at least individual wheel speeds, at There is a shift lever movement and / or one inserted in the transmission Neutral range and / or with the brake applied and / or with one Engine speed less than a predefinable limit that is generated by the clutch transmissible torque is reduced.

It is also advantageous if the specifiable limit value of the engine speed in Range is 800 to 1500 rpm, preferably 1000 rpm.

The invention is explained by way of example with reference to the figures.

It shows:

Fig. 1 is a schematic representation of a vehicle,

Fig. 1a is a schematic representation of a drive train

FIG. 1b is a switching gate,

FIG. 2a is a block diagram,

FIG. 2b shows a block diagram,

Fig. 3a shows a block diagram and

FIG. 3b is a block diagram.

Fig. 1 shows schematically a motor vehicle 1 with a motor 2, as the internal combustion engine. Furthermore, a clutch 3 and a transmission 4 are contained in the drive train of the motor vehicle. In this embodiment, the clutch 3 is arranged in the power flow between the engine and the transmission, a driving torque of the engine being transmitted via the clutch to the transmission and from the transmission 4 on the output side to an output shaft 5 and to a downstream axis 6 and to the wheels 6 a .

The Fig. 1 also shows a device for controlling or regulating the Einrückzustandes a clutch, such as in particular an automated clutch. In the following, the engagement state is understood to mean the engagement position of the clutch between two end positions. In one end position essentially no torque is transmitted from the clutch and in the other end position a maximum torque is transmitted from the clutch. The engagement state can also be characterized by the torque that can be transmitted by the clutch.

In a further exemplary embodiment of the invention, the device can also by means of an emergency operation control if one sensor or another fails Operated component of the automated clutch, the control unit the device detects the defect or failure and converts it into a Emergency operation control switches over.

The clutch can be designed as a friction clutch, such as a dry friction clutch, multi-plate clutch, magnetic powder clutch or torque converter lock-up clutch. The clutch can be a self-adjusting, wear-compensating clutch. The transmission 4 is shown as a manual transmission, such as a multi-speed transmission.

According to the idea of the invention, the transmission can also be an automated manual transmission, which can be shifted automatically by means of at least one actuator. In the following, an automated manual transmission is to be understood as an automated transmission which is shifted with an interruption in the tractive force and the shifting operation of the transmission ratio is carried out by means of at least one actuator. Furthermore, an automatic transmission can also be used, an automatic transmission being a transmission essentially without interruption of tractive power during the switching operations and which is generally constructed by means of planetary gear stages. Furthermore, a continuously variable transmission, such as a conical pulley belt transmission, can be used. The automatic transmission can also be designed with a torque transmission system 3 arranged on the output side, such as clutch or friction clutch.

The clutch can also be used as a starting clutch and / or reversing kit clutch for reversing the direction of rotation and / or safety clutch with a targeted controllable transmissible torque. The clutch can be a dry friction clutch or a wet friction clutch, which runs in a fluid, for example.  

The clutch 3 has a drive side 7 and an output side 8 , wherein a torque is transmitted from the drive side 7 to the output side 8 by a clutch disc 3 a by means of the pressure plate 3 b, the plate spring 3 c and the release bearing 3 e and the flywheel 3 d is subjected to force. For this loading, the release lever 20 is actuated by means of an actuating unit 90 , such as actuator 13 b.

The control or regulation of the engagement state of the clutch 3 takes place by means of a control unit 13 . The control unit can include the control electronics 13 a and the actuation unit 90 . In another advantageous embodiment, the control unit can only comprise the control electronics 13 a. The actuation unit is accommodated in another housing. The control unit 13 can contain the control and power electronics for controlling the electric motor 12 of the actuator 13 b. In this way it can advantageously be achieved, for example, that the system requires the installation space for the actuator with electronics as the only installation space.

The actuation unit 13 b consists essentially of a drive 12 , such as an electric motor, the electric motor acting on an output element via a gear 12 a, such as a worm gear or spur gear or crank gear or threaded spindle gear. This output element can be a master cylinder 11 . The output element can also be a linkage or another connection.

The movement of the output part of the actuator or the actuation unit 13 b, such as the master cylinder piston 11 a, is detected with a clutch travel sensor 14 , which detects at least the position and / or the speed and / or the acceleration of a variable which is proportional to the position or engagement position or the speed or acceleration of the clutch. The speed and / or the acceleration can also be calculated from the position as a function of time. The engagement position or the engagement state thus characterizes the torque that can be transmitted by the clutch, since this transmissible torque is coupled to the engagement position or the engagement state via the clutch characteristic curve.

The master cylinder 11 is connected to the slave cylinder 10 via a pressure medium line 9 , such as a hydraulic line. The output element 10 a of the slave cylinder is operatively connected to the release lever or release means 20 , so that movement of the output part 10 a of the slave cylinder 10 causes the release means 20 to be moved or tilted to control the torque that can be transmitted from the clutch 3 .

The force applied to the pressure plate or the friction linings can be controlled in a targeted manner via the position of the disengaging means 20 , such as a disengagement fork or central release device, the pressure plate being able to be moved between two end positions and can be set and fixed as desired. One end position corresponds to a fully engaged clutch position and the other end position corresponds to a fully disengaged clutch position. To control a transferable torque, which is, for example, less or greater than the engine torque currently present, a position of the pressure plate 3 b can be controlled, for example, which is in an intermediate region between the two end positions. The clutch can be fixed in this position by means of the targeted actuation of the disengaging means 20 . However, it is also possible to control transmissible clutch torques that are defined above the engine torques currently pending. In such a case, the currently occurring engine torques can be transmitted, the torque irregularities in the drive train being damped and / or isolated in the form of, for example, torque peaks.

To control, such as control or regulation, the engagement state of the Coupling sensors are still used, which at least temporarily monitor relevant sizes of the entire system and control them supply the necessary state variables, signals and measured values, which of the Control unit to be processed, one signal connection to another Electronic units, such as a motor electronics or Electronics of an anti-lock braking system (ABS) or an anti-slip control (ASR) can be provided and can exist. Detect the sensors for example speeds, such as wheel speeds, engine speeds, the position of the load lever, the throttle position, the gear position of the transmission, a Switching intent and other vehicle-specific parameters.  

Fig. 1 shows that a throttle sensor 15, an engine speed sensor 16 and a speedometer sensor 17 find use and forward measured values or information to the control unit. The electronics unit, such as the computer unit, of the control unit 13 a processes the system input variables and forwards control signals to the actuator 13 b.

The transmission is designed as a step change transmission, the translation stages are changed by means of a shift lever or the transmission is operated or operated by means of this shift lever. Furthermore, at least one sensor 19 b is arranged on the shift lever 18 of the transmission, which detects the longitudinal path of the shift lever, the intention to shift and / or the gear position and forwards it to the control unit. The sensor 19 a is articulated on the transmission and detects the current gear position and / or an intention to shift. The shift intention detection using at least one of the two sensors 19 a, 19 b can take place in that the sensor is a force sensor which detects the force acting on the shift lever or on a gear element. If a force threshold is exceeded, the signal is evaluated as an intention to switch. Furthermore, the sensor can also be designed as a displacement or position sensor, the control unit recognizing an intention to switch from the change in the position signal over time. Likewise, an intention to shift can be recognized if a predefinable threshold value for the shift lever position is exceeded, or if a differential path between the transmission-side element and the shift lever reaches or exceeds a predefinable limit value. For this purpose, a differential path is calculated as the difference between the shift lever-side and transmission-side sensor values.

The sensor 19 b detects a position or a movement of the shift lever. The sensor can be a displacement sensor, such as a potentiometer or a Hall sensor or another sensor, which detects at least the longitudinal path of the shift lever when moving along the shift gates. Furthermore, a second sensor, not shown, can be arranged, which detects the transverse path of the shift lever.

The sensor 19 a detects a position or a movement of a transmission-side switching element 80 , such as, for example, a central shift shaft or of shift rods in the transmission or of coupling elements connected to it. The sensor can be a displacement sensor, such as a potentiometer or a Hall sensor or another sensor, which detects at least the longitudinal path of the transmission-side switching element during a movement along the switching lanes. Furthermore, a second sensor is advantageously arranged, which detects the transverse path of the transmission-side switching element.

The control unit is at least temporarily in signal connection with all sensors and evaluates the sensor signals and system input variables in such a way that the control unit issues control or regulation commands to the at least one actuator 13 b depending on the current operating point. The drive element 12 of the actuator, such as an electric motor, receives from the control unit, which controls the clutch actuation, a manipulated variable as a function of measured values and / or system input variables and / or signals from the connected sensors. For this purpose, a control program is implemented as hardware and / or software in the control unit, which evaluates the incoming signals and calculates or determines the output variables on the basis of comparisons and / or functions and / or characteristic maps.

The control unit 13 has advantageously implemented a torque determination unit, a gear position determination unit, a slip determination unit and / or an operating state determination unit or is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or software, so that the torque of the drive unit 2 of the vehicle 1 , the gear position of the transmission 4 and the slip which prevails in the area of the clutch and the current operating state by means of the incoming sensor signals of the vehicle can be determined. The gear position determination unit determines the currently engaged gear at least on the basis of the signals from the sensors 19 a and / or 19 b. The sensors are articulated on the shift lever and / or on gearbox-side or gearbox-internal adjusting means, such as a central shift shaft or shift rod, and detect them, for example the position and / or the speed of these components.

Furthermore, a load lever sensor 31 can be arranged on the load lever 30 , such as an accelerator pedal, which detects the load lever position. Another sensor 32 can act as an idle switch, ie when the accelerator pedal, such as a load lever, this idle switch 32 is switched on and when a signal is not actuated, it is switched off, so that digital information can be used to detect whether the load lever, such as the accelerator pedal, is actuated becomes. The load lever sensor 31 detects the degree of actuation of the load lever.

Fig. 1 shows, in addition to the accelerator pedal 30 as the load lever, and in related sensors, a brake actuator 40 to actuate the service brake or the Fixed parking brake as the brake pedal, hand lever or hand or foot-operated actuator of the parking brake. At least one sensor 41 is arranged on the actuating element 40 and monitors its actuation. The sensor 41 is designed, for example, as a digital sensor, such as a switch, which detects that the actuating element is actuated or not actuated. With this sensor, a signal device, such as a brake light, can be in signal connection, which signals that the brake is actuated. This can be done for both the service brake and the parking brake. However, the sensor can also be designed as an analog sensor, such a sensor, such as a potentiometer, determining the degree of actuation of the actuating element. This sensor can also be in signal connection with a signal device.

The control unit controls or regulates the clutch engagement position or the Engagement state of the clutch, essentially that of the clutch transferable torque, by controlling the position of the  Clutch actuator, such as release bearing, or the drive of the Actuator. Through this control and one essentially parallel position determination, such as calculation, the target position is controlled. From the data of the engagement state at the time before the adjustment of the State of engagement and based on the drive power, the respective travel path and thus the respective current position or the current engagement state be determined.

In an emergency-controlled operation of the actuation unit, it is advantageous if the engagement process and / or the disengagement process with a smaller one Drive power or power is as in normal operation. At a Engaging process and / or disengaging process, it is expedient to drive power and / or to reduce current supply to the drive, it is also advantageous to do this to perform during at least one time period so that the Actuating unit with an emergency control not with a full one Power or power moves against a stop or end stop. Is this the case, the lifespan of the actuation system drops considerably because the Design of the components of the actuation system usually not for such high Loads are carried out and at least individual components of the Actuator unit would be mechanically destroyed in the long run.

It is used to determine the current engagement position or state the current position is calculated based on the data of the respective drive power in the respective engagement position. The change in the current position is included  a function of the engagement position itself, since the one acting in each engagement position Force of the clutch is essentially different. The drive power will thereby during an engagement and / or disengagement process as a function of the respective Indent position selected.

If, for example, a sensor for detecting the engagement state is present, then the failure or an error of the sensor can be recognized, for example, thereby be that the sensor signal has a plausible range of values, which is usually taken in normal operation, has left. Likewise, a mistake of the sensor can be detected if for a predetermined time, such as the duration of at least two clock rates of the processor, the data of the sensor cannot be renewed or the sensor does not provide any new data. It is provided that the processor reads clocked sensor signals and / or receives. For example, if the clock rate is 10ms, it is useful if the Sensor is considered faulty if at least 20ms no signals or no new signals are received. If a sensor error is detected, a flag or status bit is set in a memory of the control unit, that a There is an error. If the pale is no longer available at a later date, can the relevant flag or status bit are deleted.

The Fig. 1a shows a schematic representation of a drive train 100 of a vehicle with an engine 101, a clutch 102 and a transmission 102. The clutch is actuated by an actuation unit 104 , such as an actuator, the actuation unit 104 being controlled by a control unit 105 with an internal microprocessor with memory 13 c, see FIG. 1. The transmission has a transmission-side switching element 106 which is actuated via a connection 107 by means of an operating element 108 , such as a shift lever. The gear lever is shifted and a gear is selected or a neutral range is selected using the shift lever. The shift lever and / or a transmission-side shift element is moved or actuated within shift gates 150 or across the shift gates within the selection path 151 .

This is illustrated, for example, by FIG. 1b, which shows a shift pattern, such as an expanded H shift pattern with gear positions 1 to 5 and reverse gear R.

The sensor 109 detects at least the position or the longitudinal path of the shift lever 108 essentially along the shift gates 150 . The sensor 110 essentially detects the position or the longitudinal path of a transmission-side shift element 106 along the shift gates 150 . The sensor 111 detects the position or the transverse path of a transmission-side switching element 106 along the selection path 151 . A sensor 109 a preferably detects the transverse path of the shift lever.

The control unit 105 can contain a memory and a filter, by means of which data and signals, for example from sensors or from a data bus (CAN bus), are filtered and possibly further processed. In one embodiment, the filter is implemented as an electronic component. In a further exemplary embodiment, the filter is implemented as part of a control method in which the data or signals are processed within the microprocessor.

The Fig. 1a shows a transmission speed sensor 112. If the engine speed sensor 16 in FIG. 1 fails, the control unit recognizes this, for example, from the missing signal or from a sensor signal outside a predeterminable plausibility range. In such a case, the control unit 105 can calculate the engine speed by means of the gear speed and the gear ratio inserted. The gearbox input speed is then equal to the gearbox output speed multiplied by the gear ratio. This speed is then equal to the engine speed. The engine speed can also be calculated from a vehicle speed signal or wheel speed signal and the respective total drive train ratio.

FIG. 2a shows a block diagram 200 for illustrating a sequence of use of a device according to the invention for controlling an engagement state of a clutch. The method is started in block 201 . In block 202 , the sensor signal is read in by the control unit and checked whether it is faulty or outside a predeterminable value range, such as the plausibility range. If this is the case, the signal from the sensor or the sensor itself is regarded as faulty. This check can be carried out, for example, by comparing the signal with the limit values of the plausible value range. If the signal is within these limits, the signal is not faulty. If there is no signal or there is no signal for a specifiable period of time or the signal is outside the limit values of the plausible range of values, the signal is considered to be faulty.

The signal can be a sensor signal for recognizing the gear engaged. Likewise, the sensor signal can be a speed signal, such as engine speed or Transmission input speed or an engine torque signal.

If the signal is not faulty, the method is ended at block 205 and control of the engagement state of the clutch is continued by means of the non-faulty signals.

If the signal at 202 is faulty, a substitute value or a substitute signal is read from the memory of the control unit in block 203 in an emergency operation control and used to control the engagement state of the clutch, see block 204 . The method is then ended at 205 . The emergency operation control is continued at least until the error is no longer present. If, for example, the sensor for detecting the longitudinal path or transverse path of the shift element on the transmission side is defective, a value can be used as a substitute value which represents the shift gate of the gears 1-2. By switching the control to an emergency operation control, the faulty signal is replaced by a replacement value. As a result, the entire system does not fail, but the vehicle can continue to be operated with a slight loss of comfort. The faulty signals are not used in the emergency operation control.

The use of a substitute value for control can also be used in the event of two sensors failing. In this case, FIG. 2a is modified in such a way that when the sensor signals are read in, it is determined that the signals from two sensors are faulty and replacement values for these sensor signals are then read out from the memory. It is advantageous if these substitute values represent an engaged first gear.

FIG. 2b shows a block diagram 210 for illustrating a procedure of using a device according to the invention for controlling a Einrückzustandes a clutch. The method is started in block 211 . In block 212 , the sensor signal S _{sensor_1 of} the sensor Sensor_1 is read in by the control unit and checked whether it is faulty or outside a predeterminable value range, such as the plausibility range. If this is the case, the signal from the sensor or the sensor itself is regarded as faulty. This check can be carried out, for example, by comparing the signal with the limit values of the plausible value range. If the signal is within these limits, the signal is not faulty. If there is no signal or there is no signal for a specifiable period of time or the signal is outside the limit values of the plausible range of values, the signal is considered to be faulty.

If the signal is not faulty, the method is ended at block 215 and control of the engagement state of the clutch is continued using the non-faulty signals.

If the signal S _{sensor_1 is defective} at 212 , a substitute signal S _{sensor_2 of} the sensor Sensor_2 is used in an emergency operation control in block 213 , this substitute signal originating from another sensor. This signal is used to control the engagement state of the clutch, see block 214 . The method then ends at 215 .

For example, sensor 109 on the shift lever is available as sensor Sensor_1 or Sensor_2. If this sensor signal is defective as the Sensor_1 signal, the sensor signal of the transmission-side sensor 110 , 109 can be used as the Sensor_2 signal or vice versa, the two sensors used each detecting a longitudinal path of the shift lever and the transmission-side switching element.

FIG. 3a shows a block diagram 220 for using a device according to the invention. The control process is started in block 221 . In block 222 , a sensor signal S _{sensor_1 is} read out by the control unit and filtered by means of the control unit. The filter generates a filtered signal S _{sensor_f} .

In block 223 , the control unit compares whether the amount of | S _{sensor_1} -S _{sensor_f} | is greater than a specifiable limit. If this is not the case, the clutch remains essentially in its current engagement state and the method is ended in block 225 . If the difference in block 223 is greater than the predefinable limit value, an intended shift is detected by the driver based on a shift lever movement and the clutch is disengaged in block 224 before the method is ended in block 225 .

In Fig. 3b, an embodiment is illustrated for controlling the device according to the invention in a block diagram 230th A method is started at 231 . In block 232 , a sensor signal S accelerator pedal of a sensor of the accelerator pedal _actuation , such as the accelerator pedal _{actuation path} , is read out. The sensor can be arranged or articulated on the throttle valve or on the accelerator pedal or on a linkage between the throttle valve and the accelerator pedal. Such a sensor can be a potentiometer or a Hall sensor or another sensor.

In block 233 , the clutch is controlled to engage or disengage. The rate or speed of the engagement or disengagement process is controlled depending on the accelerator pedal actuation, such as the degree of actuation of the accelerator pedal and / or the rate of change of the accelerator pedal actuation. If, for example, the accelerator pedal is withdrawn very quickly, the disengagement process also takes place quickly. When engaging, the clutch can be closed up to the maximum transmissible torque, ie completely.

It is advantageous if the transmissible torque is a linear function the accelerator pedal actuation. Likewise, the clutch can be exceeded when a Threshold values for accelerator pedal actuation are closed and if the limit is undershot a limit of the accelerator pedal actuation, the clutch can be opened.

According to FIGS. 2a and 2b can be 99 b, 99 c, 99 d used in case of failure or defect of a wheel speed sensor 99 a is an equivalent value of another wheel speed sensor. The same applies to the failure or defect of a sensor 98 a, which detects the activity of an auxiliary unit 98 . In this case, a substitute value can be set that represents an active auxiliary unit or a non-active auxiliary unit. For example, a power steering pump or an air conditioning system that can be driven on the engine side can be regarded as an auxiliary unit.

If the failed sensor is a brake actuation sensor, either a Substitute value can be used or it will be sent to another sensor, such as one Brake light switch, resorted to. The brake can be a parking brake like Handbrake, or a service brake.

Likewise, in the event of a failure or defect, at least one sensor or one Signals the engine speed and / or the engine torque and / or the Accelerator pedal actuation and / or the throttle valve position and / or at least individual wheel speeds by an emergency operation control from the clutch Transmittable torque with gear engaged and the brake not applied  increase. It is useful if the clutch transferable torque increased up to the maximum transferable torque becomes. It is also advantageous if that which can be transmitted by the clutch Torque steady, linear or in another functional context is increased.

The engine torque can be checked in such a way that the signal sent by the engine control or the specific signal is checked as follows:

• - It is checked whether the engine torque signal is above a maximum possible Signal is present. In this case there must be an error in the torque value.
• - This is done by a parallel mathematical model Engine torque based on engine data such as engine speed and Throttle valve angle and if necessary using Engine maps determine the engine torque. Then the data compared with the transmitted engine torque. If there is a deviation greater than a predeterminable value, the engine torque is regarded as faulty.
• - Correlations between the throttle valve signal and the engine torque may be carried out using maps. If the values according to the map are not available, the engine torque signal rated as incorrect.

In a device for control or emergency operation control of a Engagement state of an automatically actuated clutch in the drive train of a motor vehicle with an engine and a transmission with a shift lever and an associated gear-side switching element for selecting the Gear ratio, with a controllable by a control unit Actuating unit with a drive for actuation, such as on and / or Disengaging, the clutch can also at least one in case of failure or defect Sensor or a signal of the engine speed and / or the engine torque and / or the accelerator pedal actuation and / or the throttle valve position and / or at least individual wheel speeds when there is a shift lever movement and / or a neutral range inserted in the transmission and / or when actuated Brake and / or at an engine speed less than a predefinable limit value, the torque transmitted by the clutch can be reduced. It is advantageous if the specifiable limit value of the engine speed in the range 800 to 1500 rpm, preferably 1000 rpm.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The The applicant reserves the right to add more, so far only in the description and / or Drawings 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 attainment  an independent, objective protection for the characteristics of the return 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 exemplary embodiments of the description limited. Rather, numerous changes are within the scope of the invention and modifications possible, in particular such variants, elements and com combinations and / or materials, for example by combination or Modification of individual in connection with that in general Description and embodiments and the claims described and features or elements or method contained in the drawings steps are inventive and can be combined to create a new one Subject or new process steps or process step sequences lead, also insofar as they relate to manufacturing, testing and working processes.

Claims (28)

1. A device for controlling or Notbetriebssteuerung a Einrückzustandes an automatically actuable clutch in the drive train of a motor vehicle having an engine and a transmission, with a controllable by a control unit actuating unit with a drive for operating as input and / or disengagement of the clutch in due to its special design and mode of operation in accordance with the present application documents. 2. Device for control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, at least one Sensor is provided, which the position of the transmission Switching organ detected and a sensor is provided which the position  of the shift lever detected, characterized in that in the event of failure or Defect at least one sensor a predeterminable replacement value instead of one Sensor value from the control unit for controlling the engagement state is used. 3. Device for control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, at least one Sensor is provided, which the position of the transmission Switching organ detected and a sensor is provided which the position of the shift lever detected, characterized in that in the event of failure or Defect at least one sensor the control unit in an emergency mode switches in which the faulty or nonexistent signal of the Sensor is not needed or used. 4. The device according to claim 2, characterized in that in the event of failure at least one sensor instead of the nonexistent or faulty one Sensor value read a prescribable replacement value from a memory is used and used for control.   5. The device according to claim 2, characterized in that in the event of failure at least one sensor instead of the nonexistent or faulty one Sensor value a sensor value of another sensor for control is used. 6. The device in particular according to claim 5, characterized in that if a sensor fails to detect a longitudinal path of the shift lever a sensor value of a sensor for the detection of a Longitudinal path of a transmission-side switching element is used. 7. The device in particular according to claim 5, characterized in that in the event of a sensor failure to detect a longitudinal path of a transmission-side switching element as a substitute value a sensor value of a sensor is used to detect a longitudinal path of a shift lever. 8. The device in particular according to one of the preceding claims, characterized in that if a sensor fails to detect a Transverse path of a transmission-side switching element a predeterminable replacement value is used, which is essentially in the value range of a sensor value Shift gate of gears 1/2, 3/4 or 5/6 or R is. 9. The device in particular according to one of the preceding claims, characterized in that in the event of failure or error of at least two Prescribable substitute values can be used for the control, which are in the  essentially in the range of the sensor values of the first gear or a higher gear, such as the second to sixth gear. 10. The device in particular according to one of the preceding claims, characterized in that in the event of failure or defect or malfunction of a Sensor engages the clutch when engaging the clutch maximum transmissible torque is engaged. 11. The device in particular according to one of the preceding claims, characterized in that a signal from a sensor from the Control unit is filtered and a movement of a shift lever based a comparison of the filtered sensor signal with an unfiltered Signal occurs in which a difference between these signals is found the clutch will be disengaged if such a difference is greater than a specifiable limit. 12. The device in particular according to one of the preceding claims, characterized in that a signal from a sensor from the Control unit is filtered and a movement of a shift lever based a comparison of the filtered sensor signal with one with another Time constant filtered signal occurs in which there is a difference between these signals is detected, the clutch being disengaged when such a difference is greater than a predefinable limit.   13. The apparatus according to claim 11 or 12, characterized in that the Filter is a PT1 filter. 14. The device in particular according to one of the preceding claims, characterized in that an engagement or disengagement of the clutch in such a way that the torque that can be transmitted by the clutch is as Function of the accelerator pedal actuation path is selected. 15. The apparatus according to claim 14, characterized in that the of the Torque transmission is a linear function of the clutch Accelerator pedal travel is. 16. The apparatus according to claim 14, characterized in that the of the Clutch transmissible torque when exceeding a first Predeterminable threshold of an accelerator pedal actuation as a linear function of the Time is increased and / or if a second predeterminable value is undershot Threshold of accelerator pedal actuation reduced as a linear function of time becomes. 17. The apparatus according to claim 16, characterized in that the slope the increase or reduction of the transferable from the clutch Torque is controlled as a function of the accelerator pedal travel.   18. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect at least one Wheel speed sensor of a wheel or a signal of a wheel speed of a wheel a substitute value is used, which is a wheel speed of a represents another wheel. 19. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect at least one activity an auxiliary unit indicating sensor or such a signal as a substitute value, a value that represents a non-existing activity is used.   20. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect at least one a Snapshot of an auxiliary unit indicating sensor or of such a signal as a substitute value is a non-existent one Value representing the snapshot is used. 21. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect at least one a Service brake actuation sensor or such Signals as a substitute value representing a present operation Value is used.   22. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect at least one a Service brake actuation sensor or such Signals as a substitute a signal from another sensor, such as one Brake light switch is used. 23. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect at least one a Parking brake actuation sensor or such Signals as a substitute value for an operation that is not available representative value is used.   24. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect of at least one sensor or a signal of the engine speed and / or the engine torque and / or the accelerator pedal actuation and / or the throttle valve position and / or at least individual wheel speeds that can be transmitted by the clutch Torque is increased when the gear is engaged and the brake is not applied. 25. The device according to claim 24, characterized in that the of the Clutch transferable torque up to the maximum transferable Torque is increased. 26. The apparatus according to claim 24 or 25, characterized in that the Torque that can be transmitted by the clutch continuously, linearly or in one other functional relationship is increased. 27. Device for the control or emergency operation control of a Engagement state of an automatically actuated clutch in the Drive train of a motor vehicle with an engine and a transmission  with a gear lever and a gearbox on the gearbox side Switching element for selecting the gear ratio, with one of one Control unit controllable actuation unit with a drive for Actuate, such as engaging and / or disengaging, the clutch, thereby characterized in that in the event of failure or defect of at least one sensor or a signal of the engine speed and / or the engine torque and / or the accelerator pedal actuation and / or the throttle valve position and / or at least individual wheel speeds, if there is one Shift lever movement and / or one inserted in the transmission Neutral range and / or with the brake applied and / or with one Engine speed less than a predeterminable limit value, which of the Clutch transferable torque is reduced. 28. The apparatus according to claim 27, characterized in that the Predefinable limit of the engine speed in the range 800 to 1500 1 / min, is preferably 1000 1 / min.