192 clutches and power-stop control – Clutches – Operators
Reexamination Certificate
2000-05-08
2001-06-26
Marmor, Charles A (Department: 3681)
192 clutches and power-stop control
Clutches
Operators
C477S174000, C477S078000
Reexamination Certificate
active
06250448
ABSTRACT:
BACKGROUND OF THE INVENTION
The invention relates to a motor vehicle that is equipped with a device for automatically actuating a clutch in the drive train. The automated actuation of the clutch is directed by a control unit which, in turn, is responsive to a control signal from an electronic stability system (ESS). The control signal indicates when the electronic stability system is in action. The control unit controls an actuator that sets the magnitude of the torque that the clutch will be able to transmit. The invention further includes within its scope a process as performed by the inventive device.
Electronic stability systems for motor vehicles are generally known, for example from the DE publication “VDI-Report 1224”. An electronic stability system of the known state of the art includes, e.g., an anti-lock braking system (ABS), an anti-slip regulating system (ASR) and/or a traction-control system. Based on signals generated by sensors, the stability system keeps track of the moving or traveling condition of the motor vehicle and compares the sensor signals received with typical sensor data of traveling situations stored in the electronic memory of the system. This allows the system to make an assessment of the current traveling situation. In case the current traveling situation deviates from normal, non-critical conditions that are stored in memory, or if the current traveling situation resembles any critical conditions that are stored in memory, the electronic stability system will transmit commands to actuator systems at the vehicle wheels and/or the vehicle engine in order to get the vehicle back into a non-critical state from the existing situation that has been identified as critical. This can be accomplished, for example, by applying the brakes to at least individual wheels or by a controlled cutback of engine power. A wheel slippage situation is managed by adjusting engine torque through a throttle-valve control or by adjusting the braking force at individual wheels though an anti-lock braking system. This reduces the power transferred through the slipping wheels and thereby cuts back on the slippage. The electronic stability system further comprises a sensor to detect rotations of the vehicle about a vertical axis, i.e., situations where the vehicle is about to spin out of control, so that the stability system can effectively counteract the problem by a controlled steering maneuver.
OBJECT OF THE INVENTION
The object of the present invention is to provide an increase in occupant safety in a motor vehicle equipped with an automatically controlled clutch and an electronic stability system. Another object of the invention is to further develop the control characteristics of the automated clutch and electronic stability system and of the associated control units so as to reduce or prevent the possibility of mutual interference between the respective regulating and controlling functions and to thereby contribute to an increase in safety.
SUMMARY OF THE INVENTION
The invention meets the objective by providing an arrangement where, in a case where the clutch is automatically actuated and there is an electronic signal indicating that the electronic stability system is in action, the control unit by means of an actuator causes the clutch to increase its torque-transmitting ability from the currently set level to a maximum amount of torque. The term torque-transmitting ability, within the present context, means the amount of torque that the clutch or other torque-transmitting device will be able to transmit in its current operating condition or state of engagement.
According to a further concept of the invention, the objective is also met in an arrangement where, in a case where the clutch is automatically actuated and there is an electronic signal indicating that the electronic stability system is in action, the control unit causes the clutch to maintain its torque-transmitting ability at the currently set level.
According to a further concept of the invention, the objective is also met in an arrangement where, in a case where the clutch is automatically actuated and there is an electronic signal indicating that the electronic stability system is in action, the control unit by means of the actuator causes the clutch to reduce its torque-transmitting ability from the currently set level to a lower amount of torque.
It is further advantageous if, in addition to the automated clutch action, the system also allows an automatic transmission to be controlled by means of at least one actuator and a control unit directing the actuator.
In a further embodiment, it is of practical value if in the presence of an electronic signal indicating that the electronic stability system is in action, the control unit by means of the actuator causes the clutch to change its torque-transmitting ability at a rate of increase or decrease that is equal to or faster than the rate of change that can be effected by the control unit in the absence of said electronic signal.
It is likewise of practical value if in the presence of an electronic signal indicating that the electronic stability system is in action, the control unit by means of the actuator causes the clutch to change its torque-transmitting ability at a rate of increase or decrease that is slower than the rate of change that can be effected by the control unit in the absence of an electronic signal.
It is further practical if in the presence of an electronic signal indicating that the electronic stability system is in action, the control unit by means of the actuator causes the clutch to change its torque-transmitting ability at a rate of increase or decrease that is equal to or faster than the rate of change that can be effected by the control unit in the absence of an electronic signal, even if in the absence of said electronic signal, the torque-transmitting ability or state of engagement of the clutch would remain essentially unchanged.
According to a further concept of the invention, the foregoing objective is also met if in the presence of an electronic signal indicating that the electronic stability system is in action, the control unit by means of the actuator causes the clutch to change its torque-transmitting ability at a rate of increase or decrease that is slower than the rate of change that can be effected by the control unit in the absence of an electronic signal, even if in the absence of said electronic signal, the torque-transmitting ability or state of engagement of the clutch would remain essentially unchanged.
According to a further inventive concept, the foregoing objective is also met by an arrangement where, in the presence of an electronic signal indicating that the electronic stability system is in action, the control unit causes the clutch to work at its maximum torque-transmitting ability, or in its fully engaged condition, at least as long as there is no signal directing the clutch to disengage, e.g., for the purpose of shifting gears.
It is further advantageous if the control unit generates a signal to engage or disengage the clutch only in the presence of a control signal that is generated and/or transmitted by the electronic stability system.
It is particularly advantageous if, following the occurrence of a signal indicating that an electronic stability system is in action and/or in the presence of a signal indicating the termination of an activity of an electronic stability system, the control unit causes the clutch to adjust its torque-transmitting ability to the current operating situation.
It is advantageous in practice if the torque-transmitting ability, after it has been adjusted to the current operating situation, takes on a value that lies in a range between a minimum amount and a maximum amount of torque that the clutch is allowed to transmit.
Specifically, it is practical, if the minimum amount is essentially zero and the maximum amount is the maximum value that can be set.
The scope of the invention further includes a process of controlling the amount of torque that can be transmitted through th
Salecker Michael
Zimmermann Martin
Darby & Darby
LuK Lamellen und Kupplungsbau GmbH
Marmor Charles A
Rodriguez Saul
LandOfFree
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