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GB2454076A - Method of and control unit for recognising faulty clutch operation - Google Patents

Method of and control unit for recognising faulty clutch operation Download PDF

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Publication number
GB2454076A
GB2454076A GB0819085A GB0819085A GB2454076A GB 2454076 A GB2454076 A GB 2454076A GB 0819085 A GB0819085 A GB 0819085A GB 0819085 A GB0819085 A GB 0819085A GB 2454076 A GB2454076 A GB 2454076A
Authority
GB
United Kingdom
Prior art keywords
clutch
torque
drive unit
drive
recognising
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
GB0819085A
Other versions
GB0819085D0 (en
GB2454076B (en
Inventor
Felix Reber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of GB0819085D0 publication Critical patent/GB0819085D0/en
Publication of GB2454076A publication Critical patent/GB2454076A/en
Application granted granted Critical
Publication of GB2454076B publication Critical patent/GB2454076B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/02—Ensuring safety in case of control system failures, e.g. by diagnosing, circumventing or fixing failures
    • B60W50/0205—Diagnosing or detecting failures; Failure detection models
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
    • B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/08—Electric propulsion units
    • B60W2510/081—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30401—On-off signal indicating the engage or disengaged position of the clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/51—Relating safety
    • F16D2500/5108—Failure diagnosis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/70442—Output shaft speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1208—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures with diagnostic check cycles; Monitoring of failures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/12—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures
    • F16H2061/1256—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected
    • F16H2061/1276—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes
    • F16H2061/128—Detecting malfunction or potential malfunction, e.g. fail safe; Circumventing or fixing failures characterised by the parts or units where malfunctioning was assumed or detected the failing part is a friction device, e.g. clutches or brakes the main clutch
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

A method of recognising faulty operation of a clutch 6 with relatively movable clutch elements arranged between a first drive unit 3, e.g. a combustion engine, and a second drive unit 4, e.g. an electric motor. The method comprises providing a torque by the second drive unit 4, actuating the clutch 6 to cause the clutch elements to be moved into a measuring point setting in which the clutch elements are in contact, but do not transmit torque, detecting whether after movement to the measuring point setting there is transmission of torque from the second drive unit 4 to the first drive unit 3 via the clutch 6 and recognising a fault in operation of the clutch 6 if there is a defined level of torque transmitted via the clutch 6. The clutch may be a hydraulically operated friction clutch between an engine and motor of a hybrid vehicle. A control unit may have a data processor programmed with a computer program containing program code which when executed performs the method.

Description

METHOD OF AND CONTROL UNIT FOR RECOGNISING FAULTY CLUTCH
OPERATION
The present invention relates to a method of and a control unit for recognising faulty operation of a clutch, especially a setting clutch arranged between two drive units.
In motor vehicles which can be driven by several drive units, for example vehicles with hybrid drive, the several drive units can be arranged at a drive train and coupled together by clutches. The or each clutch is opened or closed depending on the respective mode of operation of the vehicle.
In the case of the hydraulic clutches, in particular, it is possible that due to faulty functioning of the clutch the clutch discs in opened state are not completely separated from one another and torque is transmitted therebetween. If the two clutch discs rotate at different speed this can lead to a dragging and consequent wear of the discs. In addition, friction heat then arises, which can destroy the clutch and other components arranged thereat.
It is therefore desirable to recognise faulty functioning of the clutch, particularly faulty functioning which could lead to further of components.
The present invention therefore has the object of making possible the diagnosis of a clutch for connecting two drive units, so that the functioning of the clutch can be checked.
According to a first aspect of the present invention there is provided a method of recognising a fault of a clutch with clutch elements which are movable relative to one another and arranged between a first drive unit and a second drive unit, the method comprising the steps of providing a torque by the second drive unit, controlling the clutch in drive so that the clutch elements are moved into a setting which corresponds in the orderly state of the clutch with a measuring point setting corresponding with the setting of the clutch elements in which in the orderly state of the clutch the clutch elements bear against one another, but no torque is transmissible between the clutch elements, establishing after setting of the measuring point setting whether a torque is transmitted from the second drive unit to the first drive unit via the clutch and recognising a fault of the clutch if it is established that a specific torque is transmitted via the clutch.
The above method has the advantage that a diagnosis can be carried out at any time with the clutch opened. In this manner it is possible to recognise a defect of the clutch in good time and to initiate appropriate emergency running measures so as to ensure safety of the vehicle and prevent damage to or destruction of vehicle components. In addition, maintenance can be simplified, because a fault can be recognised and correspondingly signalled.
For preference, provision can be made to establish whether the specific or defined torque is transmitted via the clutch when the first drive unit is at standstill prior to actuation of the clutch, wherein it is further established that the torque is transmitted if after actuation of the clutch the first drive unit is moved by the drive of the second drive unit. In particular, it can be established that the torque is transmitted if after actuation of the clutch the first drive unit is moved by the drive of the second drive unit at a speed exceeding a threshold value.
The steps of the method can, in a preferred example thereof, be performed a predetermined time after switching-off of the first drive unit and/or a predetermined time after opening of the clutch.
In one example of the method it can be detected whether a torque is transmitted via the clutch when the first drive unit prior to actuation of the clutch is driven at a rotational speed, wherein it is established that the torque is transmitted if after actuation of the clutch the movement of the first drive unit by the drive of the second drive unit changes by, in particular, a predetermined threshold value.
The second drive unit can be torque-regulated, a fault of the clutch being recognised if the rotational speed of the second drive unit changes on movement to the measuring point setting.
According to a second aspect of the present invention there is provided a control unit for recognising a fault of a clutch with clutch elements movable relative to one another, wherein the clutch can be arranged between a first drive unit and a second drive unit, the control unit being constructed so as to control the clutch in drive, so that the clutch elements are moved into a measuring point setting which in the orderly state of the clutch corresponds with the setting of the clutch elements in which in the orderly state of the clutch the clutch elements bear against one another, but no torque is transmissible between the clutch elements, so as to detect whether a torque is transmitted via the clutch and so as to recognise a fault of the clutch when a torque is transmitted via the clutch.
According to a third aspect of the present invention there is provided a device for recognising a fault of a clutch, the device comprising a first drive unit and a second drive unit, a clutch with clutch elements which are movable relative to one another and arranged between the first dnve unit and the second drive unit so that the drive units can be coupled together in order to apply a torque to a common drive train, and a control unit according to the second aspect of the invention.
The first drive unit can comprise a combustion engine and the second drive unit an electric motor.
According to a fourth aspect of the present invention there is provided a computer program which contains a program code which when it is executed on a data processing unit executes the above method.
An example of the method and an embodiment of the control unit of the present invention will now be more particularly described with reference to the accompanying drawings, in which: Fig. 1 is a block diagram of a drive train with two drive units, which can be coupled by way of a clutch able to be monitored with respect to its function by a method exemplifying the invention; Fig. 2 is a schematic view of the clutch of Fig. 1; and Fig. 3 is a flow chart showing steps in performance of a diagnostic method exemplifying the invention.
Referring now to the drawings Fig. 1 shows a drive system 1 for, for example, a motor vehicle, in which a drive train 2 can be driven by two drive units 3 and 4. The first drive unit 3 can be, for example, an internal combustion engine and the second drive unit 4 an electric motor. The drive train 2 can be driven not only by a selectable one of the drive units 3 and 4, but also by both drive units together. A clutch 6 is arranged between the first drive unit 3 and the second drive unit 4. During operation exclusively by the second drive unit 4, i.e. the electric motor, the clutch 6 is preferably opened so that the second drive unit 4 does not have to entrain the first drive unit 3, which would lead to loss of power due to friction and the like. During operation by way of the first drive unit 3, i.e. the combustion engine, the clutch 6 is closed and the second drive unit 4, i.e. the electric motor, is switched to be passive so that this is driven merely by way of the first drive unit 3.
Alternatively, the second drive unit 4 can be operated as a generator so as to supply the vehicle on-board power source with current.
It addition, a transmission 5 with a gearshift clutch (not shown) disposed therein is provided. The combustion engine 3, electric motor 4 and clutch 6 are controlled by way of a suitable control unit 7.
The clutch 6 is illustrated in detail in Fig. 2. The clutch 6 comprises a transmitter cylinder 61 in which a transmitter piston 63 adjustable by way of a spindle drive 62 exerts pressure on a hydraulic fluid 64. The transmitter cylinder 63 is connected by way of a suitable duct with a receiver cylinder 66, in which a further piston 67 is moved by the pressure of the hydraulic fluid 64. The piston 67 is coupled with a clutch disc 68 which can be moved in direction towards and away from a further clutch disc 69. Arranged in the transmitter cylinder 63 are a pressure sensor 70 for determining a force F by which the first clutch disc 68 is pressed onto the second clutch disc 69 and a position sensor 71 for detecting the position of the first clutch disc 68. The force and position of the first clutch disc 68 are determined by controlled actuation of the spindle drive 62 by way of the control unit 7. The control unit 7 causes the clutch 6 to be opened and closed depending on the respectively selected mode of operation of the drive system 1, so that the drive system 1 can, for example, operate the motor vehicle by way of the combustion engine, the electric motor or both.
Defective or faulty operation of the clutch 6 can arise if, for example, air or the like is present in the hydraulic fluid 64, so that a direct coupling between the spindle drive 62 and the first clutch disc 68 is no longer guaranteed. In the case of electric motor operation of the drive system 1 such a fault can have the result that, although the clutch 6 is actuated by the control unit 7 so as to be fully opened, the clutch discs 68, 69 bear against one another and a torque is transmitted. However, since for co-rotation of the combustion engine a break-loose moment, for example 100 Nm, is necessary the fault can cause the clutch discs 68, 69 to rub against one another and transmit a moment without a co-rotation of the combustion engine occurring. The rubbing of the clutch discs 68, 69 against one another causes wear and generates friction heat, which can lead to damage of further components in the drive system 1.
In order to recognise such a fault case in good time the control unit 7 can execute a diagnostic process. The diagnostic process can, for example, be carried out on each occasion of switching over from a combustion engine operation to electric motor operation, i.e. in a state in which the combustion engine has just been switched off and the drive power is now provided entirely by the electric motor. In this case of switching over, the clutch 6 is so controlled in drive that the clutch discs 68, 69 are completely separated from one another.
The flow chart of Fig. 3 clarifies the method sequence, which follows thereupon, for diagnosis of the clutch 6. Diagnosing of the clutch 6 is started, for example, on each occasion the clutch 6 is opened, i.e. the combustion engine 3 is decoupled. Diagnosing of the clutch 6 can also be carried out at regular time intervals or at predetermined points in time. Moreover, provision can be made for carrying out diagnosis of the clutch 6 only when the last diagnosis covers at least a predetermined time period such as, for example, a time period in a range between one hour and one day, or when no fault was recognised in a preceding diagnosis.
After the starting of the diagnostic process in a step Si, the clutch discs 68, 69 are initially moved, under the control of the control unit 7, so that the first clutch disc 68 lies at the position of the measuring point. The measuring point is learnt by a preceding measuring point adaptation and corresponds with a setting of the clutch disc 68 in which the clutch discs are in contact, but there is still no transmission of torque. Learning of the measuring point is carried out in a conventional method separate from this diagnostic process and is performed periodically or at specific points in time. When the clutch 6 is opened the clutch discs 68, 69 are separated from one another by way of the measuring point, wherein the spacing of the clutch discs 68, 69 in opened state is known through knowledge of the measuring point and through knowledge of the position of the piston in the transmitter cylinder 61.
For checking of the clutch 6 the spindle drive 62 is now actuated in a step S2 so that, assuming a correct position of the measuring point, there is movement to the measuring point. In the case of orderly or fault-free functioning of the clutch 6 the first clutch disc 68 is now located at the measuring point and no torque is transmitted.
In a step S3 it is checked whether there has been movement to the measuring point or whether this was exceeded. If the clutch 6 is defective and the measuring point is exceeded on movement to the supposed measuring point, a moment is transmitted.
Faulty functioning of the clutch 6 can then be detected through co-rotation of the combustion engine 3 due to the torque transmitted by way of the clutch. If in the step S3 after movement to the measuring point in the step S2 it is established that the combustion engine 3 begins to co-rotate, then this is recognised by the control unit 7 in a step 54 and a fault report issued.
The output of the fault report can take place as a notification to the driver. Alternatively or additionally, emergency running measures can be instigated to prevent damage of further components of the vehicle and/or corresponding fault information can be stored in a memory of a vehicle control unit.
If it is established in the step S3 that the combustion engine 3 does not co-rotate after movement to the measuring point it could still be the case that the measuring point in the step S2 was slightly exceeded and a torque was transmitted. However, the transmitted torque may then be smaller than the break-loose moment or the moment required for drive of the combustion engine. This can be established in a step S5 still as freedom of the clutch 6 from fault, since this does not have the consequence of a serious fault in functioning of the clutch 6. This is because, on actuation to produce the opened state of the clutch, the adjustment path between the clutch discs 68, 69 is selected to be such that these are always separated from one another.
The above-described method can also be performed when the combustion engine 3 is running, in which case operating parameters of the engine, for example its rotational speed, have to be known so as to be able to conclude, from a change in the operating parameters on movement of the clutch 6 to the supposed measuring point in accordance with the step S2 and on the basis of transmission of torque, faulty functioning of the clutch 6.
Alternatively, in the case of a torque-regulated electric motor 4 which rotates at a rotational speed when the clutch 6 is opened, a faulty clutch 6 can also be concIuded if the rotational speed of the electric motor 4 changes on movement to the measuring point.

Claims (12)

1. A method of recognising the presence of a fault in operation of a clutch with relatively movable clutch elements arranged between two drive units, the method comprising the steps of causing one of the drive units to provide a torque, actuating the clutch to cause the clutch elements to move into a setting which in a fault-free state of the clutch corresponds with a measuring point setting in which the clutch elements in that state have a setting in which they lie against one another, but torque is not transmissible therebetween, detecting whether after movement to the measuring point setting a torque is transmitted by way of the clutch from said one drive unit to the other drive unit and recognising the presence of a fault in the clutch operation if it is established that a specific such torque is transmitted.
2. A method according to claim 1, wherein the step of detecting is camed out when said other drive unit is at standstill prior to actuation of the clutch and the step of recognising comprises establishing that the torque is transmitted if after actuation of the clutch the said other drive unit is moved by the said one drive unit.
3. A method according to claim 2, wherein it is established that the torque is transmitted if after actuation of the clutch said other drive unit is moved by said one drive unit at a speed exceeding a threshold value.
4. A method according to claim 2 or claim 3, wherein steps thereof are performed a predetermined time after switching-off said other drive unit and/or a predetermined time after opening of the clutch.
5. A method according to claim 1, wherein the step of detecting is carried out when said other drive unit is driven at a rotational speed prior to actuation of the clutch and the step of recognising comprises establishing that the torque is transmitted if after actuation of the clutch the movement of said other drive unit by said one drive unit changes.
6. A method according to claim 5, wherein it is established that the torque is transmitted if the change is by a predetermined threshold value.
7. A method according to any one of the preceding claims, wherein said one drive unit is regulated in torque and the step of recognising comprises recognising the presence of a fault in the clutch operation if the rotational speed of that drive unit changes on movement of the clutch elements into the setting corresponding with the measuring point setting.
8. A control unit for recognising the presence of a fault in operation of a clutch with relatively movable clutch elements positionable between two drive units, the control unit comprising means to actuate the clutch to cause the clutch elements to move into a setting which in a fault-free state of the clutch corresponds with a measuring point setting in which the clutch elements in that state have a setting in which they lie against one another, but torque is not transmissible therebetween, means to detect whether a torque is transmitted by way of the clutch and means to recognise the presence of a fault in the clutch operation if a torque is transmitted by way of the clutch.
9. A drive system comprising two drive units, a clutch with relatively movable clutch elements arranged between the drive units and actuable to couple the drive units to allow application of torque to a common drive train, and a control unit according to claim 8.
10. A drive system according to claim 9, wherein the drive units comprise a combustion engine and an electric motor.
11. A computer program containing a program code which when it is executed by data processing apparatus performs a method according to any one of claims 1 to 7.
12. Data processing apparatus programmed with a computer program containing a program code which when it is executed by the apparatus performs a method according to any one of claims 1 to 7.
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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010046185A1 (en) * 2008-10-20 2010-04-29 Robert Bosch Gmbh Clutch system

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0550993A2 (en) * 1992-01-06 1993-07-14 Eaton Corporation Incipient clutch control systems
GB2335244A (en) * 1997-11-19 1999-09-15 Luk Getriebe Systeme Gmbh A method of testing an automated clutch
US7286922B1 (en) * 1994-02-23 2007-10-23 Luk Getriebe-Systeme Gmbh Method of and apparatus for transmitting torque in vehicular power trains

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0550993A2 (en) * 1992-01-06 1993-07-14 Eaton Corporation Incipient clutch control systems
US7286922B1 (en) * 1994-02-23 2007-10-23 Luk Getriebe-Systeme Gmbh Method of and apparatus for transmitting torque in vehicular power trains
GB2335244A (en) * 1997-11-19 1999-09-15 Luk Getriebe Systeme Gmbh A method of testing an automated clutch

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2010046185A1 (en) * 2008-10-20 2010-04-29 Robert Bosch Gmbh Clutch system

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GB2454076B (en) 2009-09-30

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