DE102012212653A1 - Control unit for controlling clutch of vehicle-inch, has base or transmission signal that is configured to represent current vehicle torque of wheel of vehicle - Google Patents

Abstract

The control unit (110) that is adapted to force and to determine a control signal (120) for driving/or torque transmission through an inch clutch (130) using a communication signal (147). The communication signal with a current vehicle force is represented by wheel (140) of a vehicle (100). A base (150) or the transmission signal is configured to represent a current vehicle torque of wheel of vehicle. Independent claims are included for the following: (1) a method for the control of an inch clutch of vehicle; and (2) a computer program for the control of an inch clutch of a vehicle.

Description

The present invention relates to a control unit and to a method for controlling an inch clutch of a vehicle according to the main claims.

On traction drives via a hydrostatically driven gearbox or in a hydrostatic power split stepless powershift transmission or on traction drives with hydrodynamic powershift transmissions or electric drives, there is the so-called inch function. In the case of an additional brake pedal when the pedal is actuated, the tractive force of the traction drive is changed from 100% to 0%, and the service brake is additionally activated. In inching machines, the inching function is used to regulate the ground speed to a standstill while the engine speed remains the same in driving conditions where a high engine speed is required for the hydraulic pump connected to the auxiliary drive. Such driving conditions, in particular with the wheel loader, can be, for example: small on the level when approaching a truck with simultaneous lifting of the blade, inchen in the heap so that the full hydraulic power for filling and lifting the blade is available and Inchen when driving on a ramp where the blade for subsequent tilting while driving can be raised. When driving on the ramp and then restarting the ramp, it is necessary that when starting (releasing the pedal) so much pulling power is present, so that the vehicle starts and does not roll back.

Against this background, the present invention provides an improved control unit and method for driving an inch clutch according to the main claims. Advantageous embodiments will become apparent from the dependent claims and the description below.

The present invention provides a control unit for controlling an inch clutch of a vehicle, characterized in that the control unit is adapted to determine a drive signal for driving a force and / or torque transmission via the inch clutch using a transmission signal Transmission signal represents an actual vehicle force that acts on at least one wheel of the vehicle to a floor traveled by the vehicle or wherein the transmission signal represents a current vehicle torque that represents at least one wheel of the vehicle on a floor traveled by the vehicle and / or wherein the transmission signal represents a braking force in a brake of the vehicle.

Also, the present invention provides a method of driving an inch clutch of a vehicle, characterized in that the method comprises the steps of:
Reading a transmission signal representative of a current vehicle force acting on at least one wheel of the vehicle on a ground traveled by the vehicle or representing a current vehicle torque acting on at least one wheel of the vehicle on a ground traveled by the vehicle and / or wherein the transmission signal represents a braking force in a brake of the vehicle; and
Determining a drive signal to drive a force and / or torque transfer across the inch clutch using the transmit signal.

A device or controller may be an electrical device that processes sensor signals and outputs control or data signals in response thereto. The device or control unit may have one or more suitable interfaces, which may be formed in hardware and / or software. For example, in a hardware configuration, the interfaces may be part of an integrated circuit in which functions of the device are implemented. The interfaces may also be their own integrated circuits or at least partially consist of discrete components. In a software training, the interfaces may be software modules that are present, for example, on a microcontroller in addition to other software modules.

A computer program product with program code which can be stored on a machine-readable carrier such as a semiconductor memory, a hard disk memory or an optical memory and is used to carry out the method according to one of the embodiments described above if the program is installed on a computer or a device is also of advantage is performed.

An inch coupling may be understood to mean a device in which, by means of an additional (inch-clutch) pedal, the tractive force of the travel drive is changed within a normalized range between 1 and 0, for example. In this case, by operating the pedal, a force and / or torque transmission via the inch clutch can be changed, for example, by artificially inducing slip in the inch clutch, so that a force and / or torque transmission via the inch clutch targeted can be controlled. A vehicle force can be understood to mean an actual force that is transmitted from a chassis or wheels of the vehicle to the floor traveled by the vehicle. Under A vehicle torque can be understood as a current torque that is transmitted from a chassis or the wheels of the vehicle to the floor driven by the vehicle.

The present invention is based on the recognition that in particular when driving off-road in a vehicle (such as an excavator, tractor or forklift) in different driving situations different forces act on the chassis or the wheels of the vehicle. For example, when driving uphill and then stopping the vehicle, a greater force or torque acts on the landing gear or wheels of the landing gear to prevent the vehicle from rolling back. On the other hand, if the vehicle is traveling in one plane and stops, it does not need so much force or no great torque to act on the chassis or the wheels since rolling back in the plane is usually not to be feared. If now by the inch clutch, an artificial slip in a drive of the vehicle are generated, for example, to hold up an engine speed of the drive motor to drive a hydraulic pump possible with high performance, but at the same time be driven slowly or not at all, in a non-compliance The current driving situation may cause a rollback. This is especially to be feared when the vehicle is in a slope, should stop and at the same time, for example, should drive a power take-off for lifting a blade with high power. If, for example, the control of the inch clutch is carried out independently of the current driving situation, and if the modulation of the force and / or torque transmission by actuating the pedal of the inch clutch is designed for in-plane driving, the vehicle could be driven roll back on a slope, as the slip in the inch clutch artificially generated by the control unit is too large to travel on the slope, so that the vehicle remains safely even in a slope. According to the approach presented here, the control of the inch clutch is now carried out in such a way that a transmission signal for determining the drive signal is taken into account, this transmission signal being a current vehicle force acting on at least one wheel of the vehicle on a vehicle-traveled ground Representing vehicle torque that represents at least one wheel of the vehicle on a vehicle traveled by the vehicle surface and / or that represents a braking force in a brake of the vehicle. In this way, information about the current situation with regard to traction from the vehicle to the traveled ground can be taken into account by the information contained in the transmission signal. This makes it possible to control the inch clutch much more precise, so on the one hand increases the ride comfort for the driver of the vehicle and on the other hand, a safety and a working speed can be increased by the use of the approach presented here.

This may mean, for example, that the opening of the brake and the structure of the traction should proceed so that there is an excess of traction on the wheel. When on the plane, it is advantageous if, upon actuation of the inter-pedal, the traction modulation with the overlap of the braking force is set so as not to interfere with the brake. In the previous systems, there is a setting of the overlap between torque of the drive and braking force. In order not to roll back on the slope, in conventional approaches inevitably on the level a little against the brake is required. This has the disadvantage that the brake wears and that the fuel consumption increases unnecessarily. With the approach proposed here, however, the control of the inch clutch can be adjusted so that wear of the brake is avoided or at least reduced as possible.

According to a particular embodiment of the present invention, the control unit may be configured to determine the drive signal using a signal representing a braking force in a brake of the vehicle. For example, such a signal may be formed based on the deflection of a corresponding pedal. Such an embodiment of the present invention offers the advantage that now also a current braking force in at least one brake of the vehicle in the control unit can be taken into account, so that the drive signal for driving the inch clutch can be determined such that by the inch clutch Force and / or torque transmission is made possible, which does not lead to a propulsion of the vehicle, which needs to be limited or eliminated by the brake. As a result, a wear of the brake can be reduced, in which the inch clutch is controlled such that a force and / or torque transmission is reduced so much that already achievable by the operation of the brake braking effect is taken into account.

According to an embodiment of the present invention, the control unit may be configured to further determine the drive signal using a position signal representing a displacement of an inch clutch pedal from a rest position. Such an embodiment of the present invention offers the advantage that the driver, with the familiar operation of the inch clutch pedal, can control the vehicle very precisely, the control unit, as an intermediary, controlling the actual activation of the inch clutch pedal. Coupling based on multiple input sizes. A driver, in particular an inexperienced driver, would then be able to perform such precise control of the inch clutch, taking into account the many variables to be taken into account, if only with a great deal of experience. As such, such an embodiment of the present invention offers the advantage that the control of the inch clutch is reproducible and reliable.

Also advantageous is an embodiment of the present invention wherein the control unit is configured to output a first drive signal value at a first position of an inch clutch pedal and at a first vehicle torque, and at the first position of the inch clutch pedal and at a first position second vehicle torque to output a second drive signal value when the second vehicle torque is greater than the first vehicle torque, wherein the second drive signal value represents a smaller torque to be output from the inch clutch, as the second drive signal value. In this case, a torque to be output by the inch clutch can be understood to mean a torque that is output at an output of the inch clutch. This may also be understood to mean a ratio (normalized, for example) between a torque received at the drive by the inch clutch and a torque output at the output of the inch clutch. Such an embodiment of the present invention provides the advantage that with equal displacement of the inch clutch pedal and current high vehicle torque transmitted from the chassis or wheels of the vehicle to the ground, higher torque transmission over inches is also achieved Clutch activated. In this case, it is namely recognized that in the current travel station, for example after a journey uphill and a subsequent stop of the vehicle, a high vehicle torque is required to prevent the vehicle from rolling back. In this case, the inch clutch should also be controlled such that the high vehicle torque is also during an active inch condition, as in a current driving situation in which low vehicle torque from the chassis or wheels of the vehicle on the Substrate is to keep the vehicle position or movement stable.

Also advantageous is an embodiment of the present invention wherein the control unit is configured to output a first drive signal value at a first position of an inch clutch pedal and at a first vehicle force, and at the first position of the inch clutch pedal and at a first position second vehicle force to output a second drive signal value when the second vehicle force is greater than the first vehicle force, wherein the second drive signal value represents a smaller force to be output from the inch clutch, as the first drive signal value. In this case, a force to be delivered by the inch clutch can be understood to mean a force which is output at an output of the inch clutch. This may also be understood to mean a ratio (normalized, for example) between a force received by the drive from the inch clutch and a force output at the output of the inch clutch. Again, the advantages of the preceding paragraph can be cited, with the focus now being on transmitting force rather than torque through the inch clutch.

Particularly simple in the technical implementation is an embodiment of the present invention, wherein the control unit is adapted to determine the drive signal using a characteristic that a relationship between a displacement of an inch clutch pedal from a rest position and a degree of force and or torque transmission via the inch clutch. For example, a normalized ratio between a force received at the drive of the inch clutch and a torque absorbed at the drive and a force output at the output of the output from the inch clutch can be referred to as a degree of force or torque transmission via the inch clutch Inch clutch torque delivered to be understood. By using such a characteristic, which is already stored for example in the control unit or represents one of several stored in the control unit characteristics, which is used depending on the current driving scenario, can be very easily perform the determination of the drive signal without large numerical computing power.

It is also advantageous embodiment of the present invention, wherein the control unit is designed to perform a variation of the characteristic for determining the drive signal such that a control of a change in the force and / or torque transmission via the inch clutch only at an enlarged or reduced deflection of the inch clutch pedal is started from the rest position. Such an embodiment of the present invention offers the advantage that an already predefined characteristic can be obtained, for example, by a kind of "parallel displacement" with respect to a degree of deflection of the inch clutch pedal from the rest position. Such a variation of the characteristic curve is technically also very simple to carry out, thus requiring no complex control unit for determining the drive signal.

According to another embodiment of the present invention, the control unit may be configured to perform a variation of the slope of the characteristic for determining the drive signal. Even such a variation or adaptation of the characteristic curve for taking into account the current driving state of the vehicle is technically very simple to carry out and thus likewise does not require a complex control unit for determining the drive signal. Also, a combination of the above approaches, namely a variation of the slope of the characteristic curve as well as a variation of the degree of deflection of the inch clutch pedal to change the force and / or torque transmission via the inch clutch done.

The invention will be described by way of example with reference to the accompanying drawings. Show it:

1 a schematic representation of a stacker with a control unit according to an embodiment of the present invention;

2A to C are diagrams explaining a procedure for adapting a characteristic in different driving situations;

3A to C diagrams for explaining a further procedure for adapting a characteristic curve in different driving situations; and

4 a flowchart of an embodiment of the present invention as a method.

In the following description of preferred embodiments of the present invention, the same or similar reference numerals are used for the elements shown in the various figures and similarly acting, wherein a repeated description of these elements is omitted.

1 shows a schematic representation of a truck 100 as a vehicle, a control unit 110 according to an embodiment of the present invention. The truck 100 is to be understood merely as an example of a vehicle; The vehicle could just as well be a tractor, a wheel loader or a similar excavator, especially if it is driven by a hydrostatic drive. The control unit 110 is designed to be a drive signal 120 output, by means of which a drive gear including the inch clutch 130 is controlled, which is driven for example via an oil pressure and a force or torque on at least one wheel 140 of the vehicle or forklift 100 transfers. Now to the current driving situation of the truck 100 above the ground is a sensor 145 provided, for example, detects a force from the wheel 140 of the vehicle 100 on a floor 150 transfers on which the forklift 100 drives and this size in a corresponding transmission signal 147 to the control unit 110 to transfer. Alternatively or additionally, the sensor 145 also detect a torque which is from the wheel 140 of the vehicle 100 on the ground 150 is transmitted and this size in the transmission signal 147 to the control unit 110 transfer. In the control unit 110 can now the drive signal 120 based on the transmission signal 147 be determined.

Shall now with the vehicle 100 be driven and operated at the same time a power take-off, for example in the form of lifting the lifting device 155 , can by the driver an inch pedal 160 be actuated, which thereby by a deflection x from a rest position 165 is moved out. This can be done via the drive signal 120 the inch clutch 130 put in an artificial slip, so that even at high engine power, for example, to an oil pump only a minor part of these benefits actually to propulsion of the truck 100 is used and much of the engine power (in the form of oil delivered) for operating the lifting device 155 can be used. The deflection x of the pedal 160 For example, by a sensor 170 detected and in a corresponding actuation signal 175 to the control unit 110 be transferred so that the control unit 110 also this artificial slip in the inch clutch 130 by a driver of the truck 100 can be controllable. Furthermore, the control unit 110 for the determination of the drive signal 120 another brake signal 180 Take into account which one by a brake 185 on the bike 140 represents exerted braking force. In this case, the brake can also be actuated by the pedal and, for example, only from a predetermined deflection value of the pedal 160 exert a braking force on the wheels from the rest position.

So now the control unit 110 from the signals available to her the drive signal 120 is determined in the control unit 110 for example, a characteristic 190 used, which is adapted or changed according to the recognized driving situation. Such an adaptation of the characteristic 190 will with reference to the following 2 and 3 including the corresponding subfigures explained in more detail.

The three part figures 2A to 2C of the 2 each show a diagram in which on the abscissa a normalized deflection x of the pedal 160 from the 1 is shown, wherein the left end of the abscissa a minimum deflection value and the right end of the abscissa represents a maximum deflection value. The ordinate shown in the left part of the respective subfigure is a normalized output torque y of the inch clutch 130 whereas, on the right-hand ordinate of the respective sub-figure, a value is likewise plotted against the value of a normalized brake pressure z. On the two ordinates of the subfigures 2A to 2C is at the lower end ever the minimum force or torque transmission and at the upper end represents the maximum force or torque transmission. In each of the subfigures is also a characteristic 200 plotted in a solid line showing the relationship between an output torque y of the inch clutch 130 and a deflection x of the pedal 160 represents. Furthermore, in each of the subfigures is a second characteristic 210 plotted in a dashed line, indicating the relationship between a braking pressure of the brake and a deflection x of the pedal 160 represents.

In the subfigures of 2 Now, the selection of the optimal point of intersection is made by adjusting the slope of the tensile force characteristic 200 presented in different driving scenarios. This characteristic 200 can, for example, the characteristic curve 190 from the 1 accordingly, in the control unit 110 for determining the drive signal 120 is used. In the 2A is a driving scenario shown, in which the vehicle is driving, for example, on a level ground, stop should operate under the lifting device. In this scenario, the driver can use the pedal 160 to pass through a deflection x, wherein first according to the characteristic curve 200 artificially slip in the inch clutch 130 is generated so that the output torque y at the output of the inch clutch 130 with increasing deflection x of the pedal 160 decreases. From a deflection x1 is additionally the brake 185 enabled to safely stop the vehicle 100 to ensure. At a certain deflection value x2 of the pedal 160 are equal to the propulsion of the vehicle caused by the output torque y2 100 and by the brake pressure in the brake 185 caused braking effect, causing the vehicle 100 an equilibrium point 230 achieved in which an overlapping center region of an output torque is achieved with a braking force in which the vehicle just stops. Upon further passage of the pedal 160 , that is, at a further increase in the deflection x of the brake pressure continues to increase, so that the brake 185 unfolds an increased braking effect, so that the vehicle, for example, can not be pushed away or pulled away.

2 B shows a diagram corresponding to the 2A , but now characteristic curve 200 is shown for a driving scenario in a slope, whereas the characteristic curve 210 for the development of the braking effect in relation to the deflection x of the pedal 160 remains unchanged, since this does not depend on the driving situation. It can be seen that the equilibrium point 230 between the output torque y2 'of the inch clutch and the braking effect already at a lower deflection x2 of the pedal 160 is reached. In this case, the downhill power acts as an additional braking force, so that the vehicle 100 already stops at less brake pressure. In such a driving situation, for example, by the sensor 145 due to the higher torque required on a slope on the wheels 140 can be detected, the slope of the characteristic 200 reduced, so this in the diagram 2 B steeper down points. This can ensure that the Gelichgewichtspunkt 230 already at one opposite the presentation 2A lower deflection x2 is achieved, whereby the lowest possible wear of the brake is expected.

2C shows a diagram corresponding to the 2A , but now characteristic curve 200 is shown for a driving scenario in a gradient, whereas the characteristic 210 for the development of the braking effect in relation to the deflection x of the pedal 160 remains unchanged, since this does not depend on the driving situation. In this case, it can also be seen that the equilibrium point 230 between the output torque of the inch clutch and the braking effect only at a large deflection x2 of the pedal 160 compared to the deflection x2 as shown 2A is reached. This means that only at a significantly greater deflection x of the pedal 160 a condition of the vehicle 100 can be reached, where it just stops.

In the usually fixed characteristic curve 210 representing the deflection x of the pedal 160 characterized in relation to a braking force or a braking effect, the control unit can now 110 in which the characteristic 200 is stored, this characteristic 200 adjust so that it has a lower (negative) slope, so a flatter course. In this case, can be an equilibrium point 230 reach, the first at a large deflection x2 of the pedal 160 is reached. This driving situation can also be via the sensor 145 be recognized, for example, a force or torque between the wheel 140 and the underground 150 captured and here at, for example, recognizes that the vehicle 100 is on a slope.

In other words, it can be in the control unit 1101 Adaptation of the characteristic 200 corresponding to a value of the transmission signal 147 reach, which represents the driving situation. For example, the curve 200 be adjusted so that they in the different driving scenarios with the same deflection x of the pedal 160 , For example, at the deflection position x2 different drive signal values y2 and y2 '', wherein each of these Ansteuersignalwerte a corresponding output torque y at the output of the inch clutch 130 equivalent. In particular, the control unit provides 110 thus, for example, at a predetermined deflection position x2 and a flatter course of the curve 200 larger drive signal values y2 '', as at the respective predetermined deflection position x2 and a steeper course of the characteristic 200 ,

Alternatively or additionally, not only the slope of the characteristic curve 200 but it can also be the starting point x3 of the proportional part of the characteristic curve 200 be changed, in which a change in the deflection x of the pedal 160 also causes a change in the output torque y at the output of the inch clutch. Such a possibility for changing the characteristic 200 is in the subfigures of 3 shown. The 3A shows a diagram showing a driving situation according to the in 2A represented represented driving situation in a plane. In order now to the equilibrium point 230 at a certain deflection x2 of the pedal 160 can now reach a starting point x3 of the proportional part of the characteristic 200 are shifted to a deflection value x, the significantly greater deflection of the pedal 160 represents, as the in 2A recognizable starting point of the proportional part of the characteristic 200 , Drives the vehicle 100 now in a slope, can at a lower deflection x2 (compared with the deflection x2 according to 2A ) the equilibrium point 230 be achieved. Now becomes the slope of the characteristic 200 kept constant, this displacement of the deflection value x2 towards a lower value of a deflection x can be achieved by the starting point x3 of the proportional part of the characteristic curve 200 is moved. Accordingly, even when driving the vehicle in a gradient, an equilibrium point 230 with large deflection value x2 and constant slope of the proportional part of the characteristic 200 be achieved in that the starting point x3 of the proportional part of the characteristic 200 is shifted to a larger deflection value x. Such a scenario is for example in the 3C representing a driving situation according to the in the diagram 2C illustrated driving situation corresponds.

4 shows a flowchart of a method according to an embodiment of the present invention as a method 400 for controlling an inch clutch of a vehicle. The procedure 400 includes a step of reading 410 a transmission signal representing an actual vehicle force acting on at least one wheel of the vehicle on a ground traveled by the vehicle or representing a current vehicle torque acting on at least one wheel of the vehicle on a floor traveled by the vehicle. Furthermore, the method comprises a step of determining 420 a drive signal for driving a force and / or torque transfer via the inch clutch using the transfer signal.

In summary, for example, the following can be noted. So that the overlap with the braking force is optimally set when inching for the different driving conditions, the overlap of the braking force and the traction should be different for the same pedal position. The required traction when driving on the plane is smaller than when driving on a slope. As a manipulated variable for the optimal overlap setting between tensile force and braking force, for example, the currently applied during actuation of the inching pedal pulling force is used. In vehicle or transmission electronics is the braking force characteristic 210 the lnch brake pedal filed. A vehicle or transmission electronics detects the currently applied tensile force when pressing the inching pedal and then selects the correct starting point with the same slope of the curves and / or the slope for the Zugkraftreduzierung to the optimum overlap point 230 between traction and braking force to the currently applied traction. The determination of the train force by the electronics can alternatively take place via the torque available on the drive motor by the engine electronics on the CAN, via the turbine torque available in the transmission electronics on the torque converter in the case of converter transmissions or the high pressure in the case of hydrostatic transmissions. This can be used on all vehicles which have an inching device. The main application, for example, the use of the control unit in a wheel loader and a forklift. In particular, with the control unit, a drive train with hydrostats such as axial piston hydraulic machines is controlled. This may be a hydrostatic-mechanical power split transmission or a pure hydrostatic transmission. From the measured high pressure, which acts on the hydrostat, or a corresponding pressure, which is determined by calculation, the tensile force is determined.

The embodiments described and shown in the figures are chosen only by way of example. Different embodiments may be combined together or in relation to individual features. Also, an embodiment can be supplemented by features of another embodiment.

Furthermore, method steps according to the invention can be repeated as well as carried out in a sequence other than that described.

If an exemplary embodiment comprises a "and / or" link between a first feature and a second feature, this can be read so that the embodiment according to one embodiment, both the first feature and the second feature and according to another embodiment, either only the first Feature or only the second feature.

LIST OF REFERENCE NUMBERS

100

Vehicle, forklift

110

control unit

120

control signal

130

Inch clutch, gearbox

140

wheel

145

sensor

147

transmission signal

150

Underground, ground

155

Lifting device, lifting arm

160

pedal

165

rest position

170

sensor

175

deflection signal

180

brake signal

185

brake

190

curve

200

Characteristic of the relationship between the deflection of the pedal and the output torque of the inch clutch

210

Characteristic of the relationship between the deflection of the pedal and the brake pressure

230

Equilibrium point

x

deflection

x1

Deflection of the pedal at the beginning of the use of the braking effect

x2

Deflection of the pedal when reaching the equilibrium point

x3

Starting point of the proportional part of the characteristic

y

output torque

y2 '

Output torque in the equilibrium point when driving in a gradient

y2 ''

Output torque in the equilibrium point when driving in a downhill

z

brake pressure

400

Method for controlling an inch clutch

410

Step of reading in

420

Step of determining

Claims (10)

Control unit ( 110 ) for controlling an inch clutch of a vehicle ( 100 ), characterized in that the control unit ( 110 ) is designed to generate a drive signal ( 120 ) for driving a force and / or torque transmission via the inch clutch ( 130 ) using a transmission signal ( 147 ), the transmission signal ( 147 ) represents an actual vehicle force that is dependent on at least one wheel ( 140 ) of the vehicle ( 100 ) on one of the vehicle ( 100 ) ground ( 150 ) or wherein the transmission signal represents a current vehicle torque that is from at least one wheel ( 140 ) of the vehicle ( 100 ) on one of the vehicle ( 100 ) ground ( 150 ) acts. Control unit ( 110 ) according to claim 1, characterized in that the control unit ( 110 ) is adapted to the drive signal ( 120 ) using a signal ( 175 . 180 ) determining a braking force in a brake ( 180 ) of the vehicle ( 100 ). Control unit ( 110 ) according to one of the preceding claims, characterized in that the control unit ( 110 ) is adapted to the drive signal ( 120 ) further using a position signal ( 175 ) which determines a deflection (x) of an inch pedal ( 160 ) from a rest position ( 165 ). Control unit ( 110 ) according to one of the preceding claims, characterized in that the control unit ( 110 ) is adapted to at a first position (x2) of an inch clutch pedal ( 160 ) and at a first vehicle torque ( 147 ) output a first drive signal value (y2) and at the first position (x2) of the inch clutch pedal ( 160 ) and at a second vehicle torque ( 147 ) output a second drive signal value (y2 ') if the second vehicle torque is greater than the first vehicle torque ( 147 ), wherein the second drive signal value (y2 ') is a smaller one of the inch clutch ( 130 ) torque to be output, as the first drive signal value (y2). Control unit ( 110 ) according to one of the preceding claims, characterized in that the control unit ( 110 ) is adapted to at a first position (x2) of an inch clutch pedal ( 160 ) and at a first vehicle force ( 147 ) output a first drive signal value (y2) and at the first position (x2) of the inch clutch pedal ( 160 ) and at a second vehicle power output a second drive signal value (y2 ') when the second vehicle force ( 147 ) greater than the first vehicle force ( 147 ), wherein the second drive signal value (y2) a smaller one of the inch clutch ( 130 ) to be delivered as the first drive signal value (y2). Control unit ( 110 ) according to one of the preceding claims, characterized in that the control unit ( 110 ) is adapted to the drive signal ( 120 ) using a characteristic curve ( 200 ) determining a relationship between a displacement (x) of an inch clutch pedal ( 160 ) from a rest position ( 165 ) and a degree of force and / or torque transmission via the inch clutch ( 130 ). Control unit ( 110 ) according to claim 6, characterized in that the control unit ( 110 ) is configured to determine the drive signal ( 120 ) a variation of the characteristic ( 200 ) such that a control of a change in the force and / or torque transmission via the inch clutch ( 130 ) only at an enlarged or reduced deflection (x) of the inch clutch pedal ( 160 ) from the rest position ( 165 ) is started. Control unit ( 110 ) according to claim 6 or 7, characterized in that the control unit ( 110 ) is configured to determine the drive signal ( 120 ) a variation of the slope of the characteristic ( 200 ). Method for controlling an inch clutch ( 130 ) of a vehicle ( 100 ), characterized in that the method ( 400 ) has the following steps: reading in ( 410 ) of a transmission signal representing an actual vehicle force acting on at least one wheel of the vehicle on a ground traveled by the vehicle, or representing a current vehicle torque acting on at least one wheel of the vehicle on a floor traveled by the vehicle; and determining ( 420 ) of a drive signal for driving a force and / or torque transmission via the inch clutch using the transmission signal. Computer program for carrying out or triggering the steps of the method ( 400 ) according to claim 9, when the computer program is stored on a control unit ( 110 ) is performed.

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