Automatic clutch with emergency strategy for speed sensor failure

• US 6,058,792 A
• Filed: 03/25/1999
• Issued: 05/09/2000
• Est. Priority Date: 09/25/1996
• Status: Expired due to Fees

• Current Assignee: Daimler Chrysler Company LLC (Stellantis NV)
• Original Assignee: Daimler Chrysler Company LLC (Stellantis NV)
• Inventors: Grass, Thomas, Kosik, Franz
• Primary Examiner(s): Marmor, Charles A.
• Assistant Examiner(s): Lund, Scott
• Application Number:
  US09/269,285
• Time in Patent Office: 411 Days
• Field of Search: 477/906, 74/335, 74/336 R, 701/62, 701/63
• US Class Current: 74/335
• CPC Class Codes: B60W 2510/0241 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: F16D 2500/10412 Transmission line of a vehicle
• CPC Class Codes: F16D 2500/1082 Manual transmission
• CPC Class Codes: F16D 2500/30406 Clutch slip
• CPC Class Codes: F16D 2500/30415 Speed of the input shaft
• CPC Class Codes: F16D 2500/30426 Speed of the output shaft
• CPC Class Codes: F16D 2500/30806 Engaged transmission ratio
• CPC Class Codes: F16D 2500/3101 Detection of a brake actuation by a sensor on the brake brake pedal actuation F16D2500/31426
• CPC Class Codes: F16D 2500/5108 Failure diagnosis
• CPC Class Codes: F16D 2500/5112 Using signals from redundant sensors
• CPC Class Codes: F16D 2500/5114 Failsafe
• CPC Class Codes: F16D 2500/7041 Position
• CPC Class Codes: F16D 48/066 Control of fluid pressure, e.g. using an accumulator F16D48/062, F16D48/068 take precedence
• CPC Class Codes: F16H 2061/1284 the failing part is a sensor
• CPC Class Codes: Y10S 477/906 Means detecting or ameliorating the effects of malfunction or potential malfunction
• CPC Class Codes: Y10T 74/19251 Control mechanism

Abstract

An automatic clutch between a motor vehicle engine and drive train with a manually shifted gearbox disposed on the clutch output side. Rotational speed differences between the clutch input and output detected by sensor technology are taken into consideration when the clutch is engaged. If the signals from the sensing elements for the rotational speed on the output side fail, replacement signals are calculated from other parameters.

Claims

1. An automatic clutch arranged between an engine and a drive train of a motor vehicle having a transmission on an output side of the clutch, comprising:

an adjusting unit which releases and engages the clutch;

a control unit including a plurality of sensors, said control unit controlling the adjusting unit, the plurality of sensors factoring predetermined parameters into account and including signalling devices signalling a transmission state and a rotational speed state of the clutch, said control unit controlling the engaging of the clutch as a function of differences in the rotational speed between an input and an output of the clutch, a substitute signal being generated if a speed signal fails to be obtained on the output side;

wherein, when the speed signal on the output side of the clutch fails to be obtained, a speed (U_after) of the clutch output occurring after a change of the transmission state and before engaging the clutch, which is released during a respective transmission state change, is determined from a speed (U_before) of the clutch input coinciding with an engine speed and determinable before releasing the clutch for the transmission state change, as well as from a transmission ratio (a_before) before the transmission state change and a transmission ratio (a_after) after the transmission state change.

2. The automatic clutch according to claim 1, wherein the determination of the speed (U_after) of the clutch output occurring after the transmission state change occurs in accordance with the following:

space="preserve" listing-type="equation">a.sub.before U.sub.after =a.sub.after U.sub.before,

where a_before is the transmission ratio before the transmission state change, U_after is the speed of the clutch output occurring after the change of the transmission state and before engaging the clutch, a_after is the transmission ratio after the transmission state change, and U_before is the speed of the clutch input coinciding with the engine speed and determinable before releasing the clutch for the transmission state change.

3. A method of operating an automatic clutch arranged between an engine and a drive train of a vehicle having a transmission, an adjusting unit serving to release and engage the clutch in accordance with a control system including a plurality of sensors, the method comprising the acts of:

determining whether a speed signal on an output side of the clutch is not obtained; and

determining a speed (U_after) of the output side of the clutch occurring after a transmission stage change and before engagement of the clutch, which is released during the transmission stage change, from a speed (U_before) of an input side of the clutch coinciding with an engine speed and determinable before releasing the clutch for the transmission stage change, as well as from a transmission ratio (a_before) before the transmission stage change and a transmission ratio (a_after) after the transmission stage change in accordance with the following;

space="preserve" listing-type="equation">a.sub.before U.sub.after =a.sub.after U.sub.before,

where a_before is the transmission ratio before the transmission stage change, U_after is the speed of the output side of the clutch occurring after the transmission stage change and before engagement of the clutch, a_after is the transmission ratio after the transmission stage change, and U_before is the speed of the input side of the clutch coinciding with the engine speed and determinable before releasing the clutch for the transmission stage change.

4. An automatic clutch arranged between an engine and a drive train of a motor vehicle having a transmission which is arranged on an output side of the clutch, comprising:

an adjusting unit which serves for releasing and engaging the clutch and is controlled by a system of sensors taking predetermined parameters into account, the system of sensors having signalling devices for signalling a state of the transmission as well as signalling devices arranged on an input side and the output side of the clutch for sensing rotational speed and controlling the engaging of the clutch as a function of differences in speed between the input and output sides of the clutch, a substitute signal being generated if a speed signal fails to be obtained on the output side,

wherein the transmission is adapted to be manually shifted between different transmission stages and is provided with a sensor for sensing a respectively selected transmission stage, the clutch being automatically released when there is a change of transmission stages, and

further wherein, when the speed signal on the output side fails to be obtained, a speed (U_after) of the output side of the clutch occurring after the change of transmission stages and before engaging of the clutch, which is released during the change of transmission stages, is determined from a speed (U_before) of the input side of the clutch coinciding with an engine speed and determinable before releasing of the clutch for the change of transmission stages, as well as from a transmission ratio (a_before) before the change of transmission stages and a transmission ratio (a_after) after the change of transmission stages, corresponding to

space="preserve" listing-type="equation">a.sub.before U.sub.after =a.sub.after U.sub.before,

where a_before is the transmission ratio before the change of transmission stages, U_after is the speed of the output side of the clutch occurring after the change of transmission stages and before engaging of the clutch, a_after is the transmission ratio after the change of transmission stages, and U_before is the speed of the input side of the clutch coinciding with the engine speed and determinable before releasing of the clutch for the change of transmission stages.

5. The clutch as claimed in claim 4, wherein the system of sensors has a signalling device for an actuated service brake of the motor vehicle and, when the substitute signal is generated in the case of a service brake being actuated continuously before and after the last release of the clutch, a drop-in-speed gradient which remains the same during use of the brake is taken as a basis for the speed of the output side the clutch.

6. The clutch as claimed in claim 5, wherein the gradient of the drop in speed of the output side of the clutch on brake actuation is determined from a drop in engine speed caused by the brake actuation before releasing the clutch.

7. The clutch as claimed in claim 6, wherein an automatic engine control is provided which has the effect, when the clutch is engaged, of making the engine speed match at least one of the speed of the output side of the clutch and a speed represented by the substitute signal.

8. The clutch as claimed in claim 5, wherein an automatic engine control is provided which has the effect, when the clutch is engaged, of making the engine speed match at least one of the speed of the output side of the clutch and a speed represented by the substitute signal.

9. The clutch as claimed in claim 4, wherein an automatic engine control is provided which has the effect, when the clutch is engaged, of making the engine speed match at least one of the speed of the output side of the clutch and a speed represented by the substitute signal.