DE19824772A1 - Control system for operation of motor vehicle clutch - Google Patents

Abstract

The control system operates the drive of the operating unit using time control, to carry out automatic clutch operation e.g. engaging and disengaging. With an engagement operation, the drive is operated with a lower power, than with a disengagement operation. The drive of the operating unit is time controlled, such as that with an engagement or a disengagement operation. The drive is operated in one time phase with a maximum power, and in a second time phase with a lower power. A sensor detects the engagement condition of the clutch.

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 an actuation unit which can be controlled by a control unit and has a Drive for actuating, such as engaging and / or disengaging, the clutch.

Such devices are known from DE-OS 40 11 850. Motor vehicles with such devices usually have a Ver internal combustion engine and an automatically controlled clutch Transmission of the drive torque. It is used to control the Clutch transmissible torque a position control or control carried out by means of the sensor signal of a sensor which the Engagement state of the clutch is detected. This sensor can be a displacement sensor be.

For example, is the sensor for detecting the engagement state defective or disturbed, a position control can no longer be changed quickly or  no longer to change the transferable from the clutch Torque are carried out. The state of engagement to be set can therefore no longer be carried out specifically.

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 of the sensors Detection of the engagement state 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.

This is achieved in a device according to the invention in that the Drive of the actuating unit is operated in a time-controlled manner. This timing provides that the drive is controlled in such a time-controlled manner that the Drive power is controlled as a function of time that a particular one Predeterminable engagement state is reached, which is determined by a time-dependent Current supply is achieved, for example, by an electric motor. Instead of the Use of a position controller is thus controlled by the targeted time Drive power reaches a predetermined target position. For example, if The motor is supplied with less current, so there is less travel when engaging or disengaging traveled, the motor is powered for a longer time, there is another way to Move in or out. The longer or shorter energizing  stands here only as an example for a time-dependent control or regulation of the Power of the drive unit.

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 one of a Control unit controllable actuation unit with a drive for It continues to operate, such as engaging and / or disengaging the clutch advantageous if the drive of the actuation unit is operated in a time-controlled manner, such that the drive with a lower power during an engagement process is operated as in a disengagement process.

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 one from a control unit controllable actuation unit with a drive for actuation, such as on and / or Disengaging the clutch, useful when driving the Actuating unit is operated in a time-controlled manner, with an engagement process the drive is operated at a lower power than the maximum Power. By reducing the drive power, one can be essential more precise positioning of the engagement state can be achieved if a timed actuation of the clutch is carried out. Likewise, this can  a softer start-up or engagement when changing gears will.

Furthermore, it is 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 an actuation unit which can be controlled by a control unit and has a Drive, for actuating, such as engaging and / or disengaging, the clutch, advantageously, if the drive of the actuating unit is operated in a time-controlled manner such that when engaging or disengaging the drive in a first time phase a maximum output and in a further time phase with a lower one Performance is operated.

It is particularly advantageous if the device has a sensor for detection of the engagement state of the clutch. Using this sensor, the Timed drive power to achieve a desired one The engagement position can be checked.

It is also advantageous if the device has a sensor for detecting the Has engagement state of the clutch and the engagement state at proper function of the sensor using a position controller or a Position control is regulated or controlled. The time-controlled control or control of the drive power can, for example, if the sensor fails be performed.  

In an advantageous embodiment of the invention, the drive is as one Electric motor trained. In another according to the invention Embodiment can drive a hydraulic unit with electrical have controllable valves. It can also be useful if the Drive has an electromagnet.

Furthermore, it is particularly useful if to control the performance of the Drive the drive is operated with a time-controlled energization, with a lower power supply to the drive, the performance of the Drive is lower. A lower current can also be used understood lower duty cycle with a pulse width modulated control will. It can also be understood to mean an amplitude-reduced signal will. Furthermore, it is useful if the drive is energized time-controlled, such as time-varying, amplitude-modulated or pulse width modulated.

It is advantageous if the power supply or the power of the drive is included an engagement process or a disengagement process in at least one of the Time phases 20% to 80%, in particular 30% to 60% and advantageously 40% to Is 50% of the maximum current or power.

It is useful in a further embodiment of the invention Another idea according to the invention if the control unit by means of  the data of the time-controlled performance, such as current supply, the drive and the Engagement state before actuation of the clutch and the time of controlled power determines the current clutch engagement state.

It is also useful if the control unit, the performance, such as Power supply, the drive depending on the current state of engagement or of the engagement state before actuating the clutch.

Furthermore, it is expedient if the control unit detects the power of the drive controls how varies as a function of the current determined engagement state.

According to a further idea according to the invention, it is advantageous if at a clutch engagement process the drive with reduced power is controlled until the engagement state determined by the control unit corresponds to the indented position, with the slip of the Clutch is detected and the clutch continues if there is a slip is indented until the detected slip substantially disappears.

According to a further idea according to the invention, it is advantageous if at Failure or defect or with an implausible sensor signal from the sensor Detection of the engagement state of the clutch in an emergency operation control is switched. This recognition of a defect or failure or error can be done, for example, that the signal from the sensor outside an area that is usually occupied when the sensor  works properly. If the sensor signal is outside this range, can be assumed that the sensor shows a value that is not seems reasonable. For example, if the signal is defective The supply line fails completely or rises to an infinite value, a failure can occur can also be detected.

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. 2 is a block diagram,

Fig. 2a is a block diagram and

Fig. 3 shows a device for actuating a clutch.

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 the normal strategy, it can be advantageous if the clutch is controlled in an event-controlled manner and thus, for example, a position control is carried out. In an emergency strategy when a position sensor fails, a time-controlled clutch control is advantageously carried out instead of the event-controlled clutch control.

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 of 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 coupling can be a dry friction clutch or a wet friction clutch be, for example, running in a fluid.

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 actuating unit essentially consists of a drive 12 , such as an electric motor, the electric motor 12 acting on an output element via a gear, 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, such as the master cylinder piston 11 a, is detected with a clutch travel sensor 14 , which detects the position or position or the speed or the acceleration of a variable which is proportional to the position or engagement position or engagement state or the speed or clutch acceleration. 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 with the release lever or release means 20 connected so that movement of the output part 10 a of the slave cylinder 10 causes the release means 20 is also moved or tilted to control the torque transmitted by 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 the load lever, the throttle valve position, the gear position of the transmission, an intention to shift 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 transmission stages being changed by means of a shift lever or the transmission being operated or operated by means of this shift lever. Furthermore, at least one sensor 19 b is arranged on the operating lever, such as shift lever 18 , of the manual transmission, which detects 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 switching 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. 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.

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, depending on the current operating point, the control unit issues control or regulation commands to the at least one actuator. 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 it is in signal connection with at least one of these units. These units can be implemented by control programs as hardware and / or as software, so that by means of the incoming sensor signals, the torque of the drive unit 2 of the vehicle 1 , the gear position of the transmission 4 and the slip that prevails in the area of the clutch and the current operating state of the Vehicle can be determined. The gear position determination unit uses the signals from the sensors 19 a and 19 b to determine the currently engaged gear. The sensors are articulated on the shift lever and / or on 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 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 through a time-controlled control of the drive the actuator. Through this time-controlled control and a the essentially parallel position determination, such as calculation, will  Target position controlled. From the data of the state of engagement at the time before the adjustment of the engagement state and based on the time-controlled Drive power can be the respective travel path and thus the respective current one Position or the current engagement state can be determined.

This can be the case in particular if a position sensor has failed or is disturbed or a signal from such a sensor has failed. In one such case, such as an emergency operation control, the operation of a Automated clutch can go from a position control procedure to a timed procedures to be changed. The Drive power of the drive is timed so that when a specified time of the action of the drive based on a current one Position value a predeterminable position value is reached. This can also be the case can be achieved in that the pulse rate or clock rate, for example Current supply to the drive is used in a time-controlled manner.

In the case of a time-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 takes place as in a position-controlled operation or in normal operation. When engaging and / or disengaging it is expedient to increase the drive power and / or energize the drive reduce, it is also advantageous to do this during at least one time period perform so that the actuator at a timed Control not with full power or force against a stop or  End stop moves. If this is the case, the lifespan of the Actuating system significantly because the design of the components of the Actuating system is usually not carried out for such high loads and at least individual components of the actuation unit in the long run would be mechanically destroyed.

It is used to determine the current engagement position or the Engagement state the current position is calculated based on the data of the respective drive power in the respective engagement position. The change The current position is a function of the indent position itself, since the in force of the clutch acting in any engagement position essentially is different.

The drive power is used during an engagement and / or disengagement process Function of the respective engagement position selected.

If, for example, there is a sensor for detecting the engagement state, then so the failure or an error of the sensor can be recognized, for example, thereby that the sensor signal has left a plausible range of values. An error of the sensor can also be recognized if for a specifiable Time, such as the duration of at least two or more, such as ten, Clock rates of the controller (time cycles or software interrupts) or the Processor, the sensor data is not updated or the sensor does not provides new data. It is assumed that the processor is clocked  Reads and / or receives sensor signals. For example, if the clock rate is 2 ms, so it is useful if the sensor is considered faulty if no signals or no new signals are received for at least 20 ms. This is useful if the sensor signal is recorded every 2 ms.

If a sensor error is detected, a flag or is stored in a memory Status bit set that there is an error. In this case the current one Indent position or the current state of engagement to the last value of the last Clock rate set, at which point the sensor is still working properly should have worked. The calculated engagement state takes for example a value in the range of 0 to 2000, these values being arbitrary can be chosen. If the error occurs immediately after switching on the Vehicle ignition on, the value of the engagement state can be set to 0 be because it can be assumed that the clutch in the Parking lock position is closed. The value range 0 to 2000 can be one Correspond to the path of the clutch actuating element from 0 to 20 mm.

When moving in or out, different requirements can be met simultaneously occur, the disengagement of the clutch is given higher priority than that Engaging the clutch.

One of the conditions is:

• - driver's intention to shift by shift lever movement,
• - neutral range selected in the transmission,  
• - Stop like gearbox speed <idle speed + VALUE and Service brake applied;
• - Risk of stalling, such as engine speed <500 1 / min

for example, the actuator is in the "disengagement" direction Coupling controlled, that is, the drive of the actuator is in Controlled direction of disengagement of the clutch, such as energized. Is the clutch, for example, engaged so that the specific value of the Engagement position takes a value in the range of 0 to 1200, the drive is operated at full power. Is the value of the indent position in the range between 1200 and 2000, the drive is reduced Power, for example operated at 50% of the maximum power. The The entire range of values can also be divided into at least two areas with a different division. With a value of 2000, the power is zero reduced.

The clutch is engaged when, for example, one of the following conditions exists:

• - Ignition of the engine and speed <2001 / min (realization of a Parking lock, for example when the vehicle is switched off,
• - Gearbox speed <idle speed

In the value range 0 to 100, the drive power is, for example, 60% of the maximum drive power or the energization of the motor to 60% of the  controlled maximum current supply. This advantageously leads to a safe one Tearing the drive from the rest position and overcomes the static friction in the rest position.

Essentially at the value 100, the energization or Drive power reduced to 10%. This can advantageously be a slow one Realize driving through the gripping point. This has an advantageous effect soft starting of the vehicle or a soft re-engagement after a gear change.

In the value range from 100 to 1600 the drive power or the Current supply linear or non-linear increased from 10% to 20%. This is beneficial if there are different clutch release forces or because of Wear of the clutch changes the clutch characteristic.

In the value range from 1600 to 2000, the current supply or drive power increased from 20% to approx. 40% linearly or in another functional form. It is thus advantageously achieved that the clutch can also be fully closed is.

During the engagement or disengagement process, the current one Indent position essentially constantly updated and redefined or calculated.  

If the clutch is engaged during an engagement process according to the calculated value Engaged position closed and still slip occurs in the area Clutch open, the clutch is closed further until the slip disappears. The slip is determined from the clutch input speed and the Clutch output speed calculated.

FIG. 2 shows a block diagram 100 for illustrating a device and a method according to the invention. In block 101 it is queried whether the clutch is closed. The procedure is like the routine already in an emergency run or in an emergency operation control. The determination as to whether the clutch is closed can be made on the basis of vehicle operating data, the query being answered with yes in block 102 and answered with no in block 103 . If the question of block 101 is answered with yes, the clutch engages in block 104 and the following blocks. If the question of block 101 is answered with no, the clutch disengages in block 112 and the following blocks.

Counter Counter_1 and Counter_2 are used and described below, which are used as time counters, which when the drive of the Actuating unit calculate the duration of the drive or from it the Have position or engagement state determined. One counter counter_1 is used as the time counter for the full power supply and the counter Meter_2 as the counter for the Partial power supply used. This can save the necessary time  Full power supply and / or partial power supply or a partial or Full power drive can be determined.

In block 104 it is checked or queried whether the counter counter_1 assumes a value greater than zero (<0). If this is the case, since block 106 answers this query positively, the counter Counter_1 is reduced by one increment (by the value 1) to the value Counter_1 = Counter_1-1 in Block 107 . The clutch is then engaged at block 111 when the actuating unit or the actuator motor is partially energized. If the counter counter_1 is not greater than zero at block 104 , the slip, that is to say the speed difference between the transmission input speed and the engine speed, is detected in block 108 . If the slip is greater than 50 1 / min, see block 109 , the clutch is engaged in block 111 with partial energization. If the slip is not greater than the predeterminable value of 50 1 / min, see block 110 , the clutch is accordingly kept in its current position or the clutch is disengaged.

If the clutch is to be opened after Black 103 , a query is made in block 112 as to whether the counter Counter_1 assumes a value less than 200, such as an essentially medium value or with the clutch partially engaged. If this is the case, the counter Counter_1 is incremented by the value 20 to Counter_1 + 20. The second counter counter_2 is set to the value zero or left there. In block 121 , the clutch is disengaged when the vehicle is fully energized.

If the counter in block 112 is not less than 200, see block 114 , which can be a limit value that deviates from a final value by a predeterminable amount, a query is made in block 116 as to whether the counter counter_2 is less than the value 50. If this is the case, the counter_2 is decremented by a value 1 in block 119 , that is, counter_2 = counter_2-1 applies. Then in block 120 the clutch is disengaged with partial energization.

Fig. 2a shows a further embodiment of an inventive use of a device or a method according to the invention. Fig. 2a shows a block diagram of the 200th In block 201 , a sensor error of a sensor that detects an engagement state of the clutch is determined. It is asked whether this error has occurred for the first time or whether this error has occurred before. If this error occurred for the first time, in block 202 a counter open_counter is set to the value of the clutch position "kist" at the time of the previous clock of the processor. Thus, Open_counter = kist (t-Δt) Δt is 10.2 ms in the exemplary embodiment in FIG. 2a. The program then continues in block 203 . In block 203 it is queried whether the ignition of the vehicle is switched on, for example by means of an ignition key, and thus the control unit and other vehicle units are activated. If this is not the case, the clutch is closed. In block 204 , a counter closing_counter is queried. If the closing counter is not less than 200, the current for energizing the actuator is set to zero, see 205 , and the procedure is ended at 206 . If the closing counter is less than 200, in block 204 , a query is made in block 207 as to whether there is a start-up enable, i.e. for example the idle switch is set to 0 and the accelerator pedal is thus actuated and the engine speed is greater than a predeterminable value of, for example, 1500 rpm is and the gradient of the engine speed is greater than zero or whether the transmission input speed is greater than the engine idling speed or whether the ignition of the vehicle is switched off and the engine speed is less than a predeterminable value of, for example, 200 rpm. If this is not the case, the process continues in block 205 .

If this is the case, a memory or a flag, namely a flag_close, is set to one in block 208 , so that the clutch is to be closed. The Close_counter counter is increased by the value 1 and the actuator actuation direction is set to the "Close" direction.

In block 209 , the current i for energizing the drive motor is set to a function of the close_counter counter. This means that the respective current i is selected variably as a function of the counter, so that, for example, a fast closing process can initially take place and then a slower closing can take place at the end of the closing process.

In block 210 , an open counter is set as a function of the open counter itself and as a function of the current i, so that the counter assumes a value representing the current position.

If the ignition of the vehicle is switched on in block 203, a query is made in block 211 as to whether the brake, such as the service brake or the parking brake, is actuated and the transmission speed is less than the engine idling speed + 200 1 / min or whether the engine speed is less than a stall threshold, For example, 500 rpm, or whether the neutral gear is engaged in the transmission or whether a shift lever movement of the transmission shift lever is detected by a sensor as an intention to shift. If this is not the case, the process continues at 204 . If this is the case, the clutch is opened or disengaged.

In block 212 , it is queried whether a memory or flag assumes the value Flag_Close = 1 and whether a counter Open_counter is greater than a predeterminable value 959. If this is not the case, the process continues at block 214 . If this is the case, the counter Open_counter is set to the value 959 at block 213 . This is advantageous so that there is no sticking when the direction of the actuator movement changes.

In block 214 , the memory or the flag_close flag is set to zero, the open_counter counter is set to zero and the adjustment direction of the actuating unit is set to "open".

In block 215 , a query is made as to whether the counter Open_counter is <2000. This position (Open_counter <2000) can, for example, assume or represent an end position. If this is not the case, the current for energizing the actuator or the actuation unit is set to zero at 220 , since the clutch has already been disengaged. In block 216 , the counter is increased by a predeterminable value, for example 80. In block 217 , a query is made as to whether the counter Open_counter is less than 1200. If this is not the case, the drive is operated at 219 with a current supply of approx. 50% of the maximum current supply. If this is the case in block 217 , the drive is operated with the maximum current supply in block 218 .

Fig. 3 shows an operation unit such as an actuator 300 having an actuator, such as electric motor 302, and a case 301. The electric motor drives a worm via its motor output shaft. This worm meshes with a worm gear 303 . A push rod 304 is rotatably articulated on the worm gear 304 and is operatively connected to a piston 305 of a hydraulic master cylinder 306 . The hydraulic master cylinder is connected to a slave cylinder 307 via a hydraulic path 308 for actuating the clutch.

Furthermore, an energy store, such as a spring 311, is provided to support the electric motor.

The sensor 310 detects the position or angular position of the worm gear 303 and thus the disengagement position of the clutch, since these are coupled to one another via the connection 304 , 305 , 308 , 307 .

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 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 as well as the claims described and features or elements or method contained in the drawings steps are inventive and can be combined into one  new object or new process steps or process step follow consequences, also insofar as they relate to manufacturing, testing and working processes.

Claims (19)

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 an actuation unit that can be controlled by a control unit a drive for actuating, such as engaging and / or disengaging, the clutch, characterized in that the drive of the actuating unit is operated time-controlled.   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 an actuation unit that can be controlled by a control unit a drive for actuating, such as engaging and / or disengaging, the clutch, characterized in that the drive of the actuating unit is operated in a time-controlled manner in such a way that during an engagement process the Drive is operated with a lower power than one Disengagement process. 4. 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 an actuation unit that can be controlled by a control unit a drive for actuating, such as engaging and / or disengaging, the clutch, characterized in that the drive of the actuating unit is operated in a time-controlled manner in such a way that during an engagement process the Drive is operated with a lower power than the maximum Power. 5. 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 an actuation unit that can be controlled by a control unit  a drive for actuating, such as engaging and / or disengaging, the clutch, characterized in that the drive of the actuating unit is operated time-controlled, such that when one or Disengagement process of the drive in a first time phase with a maximum Performance and in a further time phase with a lower performance is operated. 6. Device according to one of the preceding claims, characterized characterized in that the device has a sensor for detecting the Has engagement state of the clutch. 7. Device according to one of the preceding claims, characterized characterized in that the device has a sensor for detecting the Has engagement state of the clutch and the engagement state at proper function of the sensor using a position controller or a position control is regulated or controlled. 8. Device according to one of the preceding claims, characterized characterized that in the event of failure or defect or an implausible Sensor signal from the sensor for detecting the engagement state of the Clutch is switched to an emergency operation control. 9. The device according to at least one of claims 1 to 8, characterized characterized in that the drive has an electric motor.   10. The device according to at least one of claims 1 to 8, characterized characterized in that the drive is a hydraulic unit with electrical controllable valves. 11. The device according to at least one of claims 1 to 8, characterized characterized in that the drive has an electromagnet. 12. Device according to one of the preceding claims, characterized characterized in that to control the power of the drive the drive is operated with a time-controlled energization, with one lower power supply to the drive, the power of the drive is lower is. 13. The apparatus according to claim 12, characterized in that the Energization of the drive time-controlled, as time-variable, amplitude modulated or pulse width modulated. 14. Device according to one of the preceding claims, characterized characterized in that the energization or the power of the drive an engagement process or a disengagement process in at least one the time phases 20% to 80%, in particular 30% to 60% and advantageous Is 40% to 50% of the maximum current or power.   15. The device in particular according to one of the preceding claims, characterized in that the control unit by means of the data of the time-controlled performance, such as current supply or target current supply, of the Drive and the engagement state before actuating the clutch and the time of the controlled power the current one Clutch engagement condition determined. 16. The apparatus according to claim 15, characterized in that the Control unit the performance, such as energization, of the drive depending the current engagement state or the engagement state before one Actuation of the clutch selects. 17. The apparatus according to claim 16, characterized in that the Control unit the power of the drive as a function of the current certain engagement state controls how varies. 18. Device in particular according to one of the preceding claims, characterized in that when the clutch is engaged Drive with reduced power is controlled until that of the Control unit determined engagement state of the engaged position corresponds, with the slip of the clutch in this engagement position is detected and if there is a slip the clutch continues is indented until the detected slip substantially disappears.   19. Method of controlling 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 an actuation unit that can be controlled by a control unit a drive for actuating, such as engaging and / or disengaging, the clutch, characterized in that the drive of the actuating unit is operated time-controlled.