Motor vehicle with an automated torque-transfer system

• US 6,612,416 B2
• Filed: 12/14/2001
• Issued: 09/02/2003
• Est. Priority Date: 12/14/2000
• Status: Expired due to Fees

• Current Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG
• Original Assignee: LuK Lamellen und Kupplungsbau Beteiligungs KG
• Inventors: Kneissler, Markus, Henneberger, Klaus, Küpper, Klaus, Schnäbele, Jens
• Primary Examiner(s): Schwartz, Christopher P.
• Application Number:
  US10/017,477
• Publication Number:
  US 20020074207A1
• Time in Patent Office: 627 Days
• Field of Search: 477/166, 192/3.63, 192/4.A, 192/84.6, 192/220, 743/35, 744/731.2, 303/122, 180/246
• US Class Current: 192/220
• CPC Class Codes: B60K 28/10 responsive to conditions relating to the vehicle
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/10 including control of change-speed gearings
• CPC Class Codes: B60W 10/18 including control of braking systems
• CPC Class Codes: B60W 10/184 with wheel brakes
• CPC Class Codes: B60W 2050/021 Means for detecting failure or malfunction
• CPC Class Codes: B60W 2520/28 Wheel speed
• CPC Class Codes: B60W 2540/12 Brake pedal position
• CPC Class Codes: B60W 2540/16 Ratio selector position
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: B60W 30/18063 Creeping
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: F16D 2500/10412 Transmission line of a vehicle
• CPC Class Codes: F16D 2500/30401 On-off signal indicating the engage or disengaged position of the clutch
• CPC Class Codes: F16D 2500/3069 Engine ignition switch
• CPC Class Codes: F16D 2500/30806 Engaged transmission ratio
• CPC Class Codes: F16D 2500/3111 Standing still, i.e. signal detecting when the vehicle is standing still or bellow a certain limit speed
• CPC Class Codes: F16D 2500/31426 Brake pedal position
• CPC Class Codes: F16D 2500/31433 Brake pedal position threshold, e.g. switch
• CPC Class Codes: F16D 2500/3144 Accelerator pedal position
• CPC Class Codes: F16D 2500/50215 : Brake pedal
• CPC Class Codes: F16D 2500/50224 : Drive-off
• CPC Class Codes: F16D 2500/5108 : Failure diagnosis
• CPC Class Codes: F16D 2500/5114 : Failsafe
• CPC Class Codes: F16D 48/06 : Control by electric or electronic means, e.g. of fluid pressure
• CPC Class Codes: F16H 59/54 : dependent on signals from the brakes, e.g. parking brakes
• CPC Class Codes: F16H 61/12 : Detecting malfunction or potential malfunction, e.g. fail safe in control of hydrostatic gearing F16H61/4192; Circumventing or fixing failures

Abstract

A motor vehicle has an automated clutch (2) and/or an automated transmission (3) that are operated by an actuator (11, 8) through control commands of a control device (7). At least some of the control commands depend on sensor input indicating whether or not the brakes of the motor vehicle are applied. To detect the actuation of the brakes, the motor vehicle uses two brake sensors or switches (71, 72) rather than only one, thereby providing an additional margin of safety in the operation of the vehicle.

Claims

1. A motor vehicle comprising:

a power train with an engine and a torque-transfer system that comprises at least one of an automated clutch and an automated transmission;

at least one actuator operable to actuate the torque-transfer system;

a control device operable to control the at least one actuator;

a brake;

a brake-actuating device operable to apply the brake;

two brake sensors, each of the two brake sensors being independently operable to monitor the brake-actuating device, and each of the two brake sensors providing its own brake-sensor signal to the control device indicating whether or pot the brake is applied;

wherein the control device generates an actuator-control signal depending on the brake-sensor signals and thereby directs an activity of the at least one actuator depending on the brake-sensor signals.

2. The motor vehicle of claim 1, wherein the control device generates the actuator-control signal if both of the brake-sensor signals indicate that the brake is applied.

3. The motor vehicle of claim 1, wherein the control device generates the actuator-control signal if both of the brake-sensor signals indicate that the brake is not applied.

4. The motor vehicle of claim 1, wherein the control device generates the actuator-control signal if one of the two brake-sensor signals indicates that the brake is applied.

5. The motor vehicle of claim 1, wherein the control device generates the actuator-control signal if one of the two brake-sensor signals indicates that the brake is not applied.

6. The motor vehicle of claim 1, wherein the brake sensors comprise switches and the brake-sensor signals comprise binary signals.

7. The motor vehicle of claim 6, wherein the switches comprise a first switch and a second switch that are triggered sequentially, and wherein the control device generates an error signal and starts an emergency program if the second switch indicates that the brake is applied while the first switch indicates that the brake is not applied.

8. The motor vehicle of claim 6, wherein the switches comprise a first switch and a second switch that are triggered sequentially, and wherein the control device generates an error signal and starts an emergency program if the first switch indicates that the brake is applied while the second switch continues to indicate that the brake is not applied.

9. The motor vehicle of claim 1, wherein the control device is further operable to generate an engine-control signal causing the engine to be started or canceling a flag that prevents the engine from being started, and wherein the control device is prevented from generating said engine-control signal, unless at least one of the brake-sensor signals indicates that the brake is applied.

10. The motor vehicle of claim 9, wherein the torque transfer system comprises the automated clutch, and wherein the control device is further prevented from generating said engine-control signal unless and until the automated clutch is in a disengaged condition.

11. The motor vehicle of claim 9, wherein the torque transfer system comprises the automated transmission, and wherein the control device is further prevented from generating said engine-control signal unless and until the automated transmission is in a neutral position.

12. The motor vehicle of claim 1, further comprising a gas pedal;

wherein the motor vehicle is capable of a crawl-speed movement during which the gas pedal is not applied, the automated transmission has a gear engaged, and the automated clutch has a controlled degree of clutch engagement; and

wherein the control device generates a signal blocking said crawl-speed movement, unless at least one of the brake-sensor signals indicates that the brake is not applied.

13. The motor vehicle of claim 1, wherein the vehicle further comprises wheels turning at a wheel-rpm rate and means for detecting the wheel-rpm rate, and wherein the control device generates a locked-wheel signal indicative of a locked condition of at least one of the wheels if the wheel-rpm rate of at least one of the wheels is detected to be substantially zero and if at the same time at least one of the two brake-sensor signals indicates that the brake is applied.