Patent Application
20100152985
This invention concerns a method and a device for controlling of an automatic or automated motor vehicle clutch.
Automatic or automated clutches in motor vehicles are friction clutches, which are being engaged or disengaged by means of a pneumatic or a hydraulic actuator, while the movement in the opposite direction of a position is being achieved by a clutch spring. For instance, the actuator is being activated by a vehicle's control unit, through an insertion of a clutch controller, where the vehicle's control unit is receiving a signal, as an input parameter, which is correlating with the clutch's pedal movement (automated clutch), or, a signal being predetermined by a clutch control program. A displacement sensor, which is gathering the travel of a part which is being mechanically linked to the actuator, is providing a signal, serving as reference, to the vehicle control system. The travel signal is representing the actual level of the clutch's engagement, which is being analyzed by the vehicle control unit. Through the clutch's engagement and further signals, for instance, the rotation speed of the engine and/or rotation speed of the transmission's input shaft, the clutch's transfer of torque can be determined through the related functions.
Already known from DE 695 31 427 T2 is a clutch control system, where a sensor is capturing the position of the clutch's release fork, or the engagement, respectively, of a friction clutch, and being analyzed in a control unit, to determining the misuse of the clutch. This publication is not mentioning a measure or device for a situation, where a probe, or sensor, respectively, might be failing, resulting in a failure of the corresponding clutch control.
Because of functional safety, high demands are being placed on the displacement signal. Depending on the requirements of the functional safety, and/or the availability of the vehicle's functions, redundancies might occur. In general, redundancies are being accomplished by providing several, similar systems, therefore, in this case several displacement sensors being positioned in parallel, so that the functionality of a sensor, when failing, is being performed by another displacement sensor. This philosophy of redundancy has limitations, for instance, if a single part, which is following several redundant parts, is failing, and the redundancy of the duplicated parts is no longer being applicable.
With that in mind, it is this invention's task to creating a method and a device for controlling an automatic or automated vehicle's clutch, being activated by a pressure fluid actuator, having a displacement sensor which is capturing the degree of engagement, and providing a secure redundancy of the displacement sensor, in which the above mentioned disadvantages of the so called simple redundancy are not occurring.
The invention is being based on the knowledge that a redundancy needs to be working independently from the function which needs to be secured, avoiding hereby the above mentioned disadvantages.
Hereby, the invention is based on a method and a device, for controlling an automatic or automated clutch of a vehicle, by means of a pressure fluid operated actuator, in which the movement over distance of a part (actuator) is being captured by a displacement sensor, being linked with the actuator, and being entered as a control parameter into a clutch control, interacting with the vehicle's control unit.
To solve the task, it is being intended that a change in the actuator's pressure, over the distance, is going to be represented in a graph, and that the pressure in the actuator is being captured by the pressure sensor and being analyzed, as an additional control parameter, for the clutch control unit.
When being at a certain waypoint position of the clutch's actuator, and that thereby the clutch's engagement, under regular operation, is corresponding with a certain fluid pressure in the actuator, a so called diversity redundancy is herewith being created, so that the engagement, in addition, is also being captured through the actuator's fluid pressure. In case of a failure of the displacement sensor, the diversity redundancy is enabling at least an emergency functionality of the system.
In accordance with an embodiment of this invention, the actual pattern of the actuator's pressure, in the engagement movement and disengagement movement of the clutch, is being stored and is being compared to actuators waypoint, and that the named pressure-waypoint curve is being updated with the actual pressure values. The actualization of the pressure-waypoint curve is being provided during each activation of the clutch, or in predetermined intervals.
The method of this invention is providing, for instance, the option that the actual disengagement force curve is automatically being learned by the vehicle's control unit, and is later being used for optimizing the clutch control in conjunction with the vehicle's control.
A hysteresis during the reverse movement, or the stick-slip effects of the mechanical parts of the clutch control, are causing a deviation between the predetermined pressure of the captured, actual curve in the actuator and the captured waypoint position of the displacement sensor. The deviation, in accordance with a further embodiment of this invention, is being captured automatically by the vehicle's control, and the curve is being automatically modified, by way of reducing the effects or by cancelling them completely.
For implementing the method of this invention, a further pressure sensor is being provided, in addition to the displacement sensor, measuring the fluid pressure, and its output being connected to the vehicle's control unit, and storing a curve, showing the fluid pressure over the actuator's waypoints, so that the fluid pressure over waypoint curve is being used as a redundant parameter in the vehicle's control unit.
Beside the described redundancy functionality, the invention's method and the invention's device, respectively, are having additional advantages. For instance, the signals of the pressure sensors are being used for checking the plausibility of the displacement sensors, and vice versa, meaning that a discrepancy between the signals is pointing towards a malfunction, of either the displacement sensor or the pressure sensor.
In addition, a continuous checking of the clutch's disengaging force pattern is becoming possible, whereby, for instance, a checking is being performed, to determine if this disengaging force curve is staying within predetermined limit values.
Finally, the method is allowing a conclusion, in the case of a waypoint discrepancy between the displacement sensor, on one side, and the pressure signals on the other side, that the flow rates of the actuators, which are controlling the clutch's valve, have changed unintentionally and/or leakages have occurred in the pressure fluid system, so that effects are being monitored.
The invention is being further explained in the embodiment's example. For that purpose, a drawing is being added. The single figure is showing a schematically a device for controlling an automated or automatic clutch.
A clutch 4, being assigned to the transmission 2, is being activated by a fluid pressure drive actuator 6. The drive actuator 6 comprises a cylinder enclosure 8 and in it, an axially positioned and sliding piston 10, which is functionally being linked, by a piston rod 12, with the clutch 4. It is being assumed that the clutch 4 is an actively opening clutch, whereby it is being engaged, by a spring not being shown, and being disengaged by the drive actuator 6.
The drive actuator 6 is being shown in the present embodiment as a hydraulic actuator, which is being controlled through a valve configuration 14. For disengaging the clutch 4, a pump 16 is providing by suctioning from a tank 18 a hydraulic fluid, through the valve configuration 14 and a pressure fluid line 20 into the head chamber 22 of the cylinder enclosure 8, so that the piston 10, as in the drawing, is sliding over to the right, disengaging the clutch 4 by overcoming the force of a clutch spring. For engaging the clutch, the pressure fluid line 20 is being connected, through the valve configuration 14, to the return line 24, so that the piston 10, under the force from the not shown clutch spring, is sliding to the left, and the hydraulic fluid, residing in the head chamber 22, is being moved, through the pressure fluid line 20, the valve configuration 14, and the return line 24, back into the tank 18.
The valve configuration 14 is being controlled by a vehicle control 26, which comprises the interaction with the related clutch control. The vehicle control system 26 is receiving, for its part, an input signal (automated clutch) through a clutch pedal, being operated by the driver, or, depending on input characteristics such as the engine's torque, selected gear, vehicle's speed, similar signals having been generated (automatic clutch).
The movement of the piston rod 12 is being captured by a displacement sensor 28, later being entered into the vehicle control system 26 with the clutch control, and being processed in it. In addition, the hydraulic fluid pressure inside the head chamber 22 is being captured by the pressure sensor 30, a derived signal also being entered into the vehicle control system 26, whereby it is being analyzed in the previously described manner.
In the vehicle control system 26, a nominal characteristic curve 32 is being deposited, which is indicating the nominal fluid pressure, as a function of the waypoint position of the piston rod 12. As long as an actually measured fluid pressure is matching the nominal fluid pressure, the system is working accordingly. The deviation of the actually measured fluid pressure from the nominal fluid pressure is an indication of an irregularity of the system, which is pointing out, for instance and as previously being described, possible leakages of the system or a necessity for a newly optimization of the clutch control.
As long as the pressure sensor 30 and also the displacement sensor 28 are working without interrupts, the plausibility of their measured values can be monitored in the vehicle control system 26. During a failure of the displacement sensor 28, the pressure sensor 30 is providing through a curve 32 a related to the waypoint information, derived from the measured pressure, so that at least an emergency drive function is being maintained.
| Number | Date | Country | Kind |
|---|---|---|---|
| 10 2007 024 794.1 | May 2007 | DE | national |
This application is a National Stage completion of PCT/EP2008/055131 filed Apr. 28, 2008, which claims priority from German patent application serial no. 10 2007 024 794.1 filed May 26, 2007.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/EP08/55131 | 4/28/2008 | WO | 00 | 11/18/2009 |
