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WO2011029670A1 - Procédé et dispositif pour améliorer la précision d'un couple d'un embrayage dans un système d'embrayage automatisé dans un véhicule à moteur - Google Patents

Procédé et dispositif pour améliorer la précision d'un couple d'un embrayage dans un système d'embrayage automatisé dans un véhicule à moteur Download PDF

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Publication number
WO2011029670A1
WO2011029670A1 PCT/EP2010/061188 EP2010061188W WO2011029670A1 WO 2011029670 A1 WO2011029670 A1 WO 2011029670A1 EP 2010061188 W EP2010061188 W EP 2010061188W WO 2011029670 A1 WO2011029670 A1 WO 2011029670A1
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
aktuatorstellweg
correction value
torque
predetermined
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.)
Ceased
Application number
PCT/EP2010/061188
Other languages
German (de)
English (en)
Inventor
Danny Mueller
Kaspar Schmoll Genannt Eisenwerth
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 WO2011029670A1 publication Critical patent/WO2011029670A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • 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
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • 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
    • 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
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • 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
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3026—Stroke
    • 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
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • 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
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30426—Speed of the output shaft
    • 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
    • F16D2500/501—Relating the actuator
    • F16D2500/5018—Calibration or recalibration of the actuator
    • 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
    • F16D2500/502—Relating the clutch
    • F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • 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
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50266—Way of detection
    • F16D2500/50275—Estimation of the displacement of the clutch touch-point due to the modification of relevant parameters, e.g. temperature, wear
    • 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
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables

Definitions

  • Clutch torque of a clutch in an automated clutch system in a motor vehicle in which an electromechanical actuator performs a predetermined Aktuatorstellweg and thus adjusts the clutch torque of the clutch via a hydraulic line system and an apparatus for performing the method.
  • the path is determined on the disengaging pressure plate, which is controlled on this release travel the friction torque on the clutch.
  • the clutch actuation is carried out by an actuated by a control unit electromechanical actuator whose forces are transmitted hydraulically to the clutch.
  • a displacement sensor is arranged on it, if possible.
  • an open hydraulic system which has a balancing bore on the electromechanical actuator (Schnüffelbeckleiterkeit)
  • it may due to centrifugal forces, which is due to the speed of the drive unit connected to the clutch to the rotating parts of the clutch to an unwanted movement at the disengaging Pressure plate come.
  • Such movements of the disengaging pressure plate can, in the case where there is no displacement sensor on the pressure plate, therefore, in the control a coupling process and thus in the adjustment of Aktuatorstellweges the electromechanical actuator are not taken into account.
  • the inventive method for improving the accuracy of a clutch torque of a clutch in an automated clutch system of a motor vehicle having the features of claim 1 has the advantage that the torque accuracy after suddenly changing system Eigen- shafts of the clutch, in which the travel of the clutch is no longer directly proportional to Aktuatorstellweg is adjustable, such as in a tension of the disengaging pressure plate is maintained.
  • the parameter representing the state of the clutch is the speed of the clutch.
  • the Anpressmechanik the clutch does not return to its initial position due to the rotational speed due to deflection due to friction, terminals and / or hysteresis, which is why on the path sensor contained in the electromechanical actuator no reliable conclusions can be drawn more about the clutch torque.
  • the speed thus causes a system critical condition, which is corrected by the correction factor.
  • the erratic deviation from the path-moment relationship due to the high speed is thus unproblematic.
  • the correction value is constant.
  • the correction value can simply be determined as a function of a preceding speed as a function of a preceding speed and is stored in the control unit for the clutch control before the start of a journey.
  • a correction value is immediately available at the start of travel of the vehicle, which is why when critical system properties occur, such as a high speed, for example, reacts immediately and the clutch torque can be corrected.
  • the correction value can be variably changed as a function of the parameter determined before opening and re-closing the clutch. This results in a smooth adaptation of the correction value to the respective preceding rotational speed value of the clutch, whereby the accuracy of the set clutch torque is increased, since the tension of the release system of the clutch can assume different states at different speeds.
  • the correction value is determined from an actuator travel, which is determined at a predetermined clutch torque.
  • the behavior of the clutch over the service life and the occurring clutch wear is taken into account. Therefore, the determination of the correction value is repeated at regular intervals to re-examine the behavior of the described speed effect.
  • the correction value is determined by after requesting a
  • Aktuatorstellweg is measured and from the first, second and third Aktuatorstellweg the correction value is determined.
  • the correction value can be quantified and can be used for system diagnostics. In such a
  • the determination of the correction value for diagnostic purposes can be done at any time during the drive of the vehicle. Therefore, any changes in the system characteristics of the coupling can be reacted immediately. In addition, it is possible to carry out the determination of the correction value within the scope of regular workshop intervals.
  • the coupling designed as a disconnect clutch which in the closed state connects a drive train of the motor vehicle which is driven by a first drive unit to a second drive unit, is controlled in such a way that the second drive unit is coupled to the first drive unit to determine the parameter and after exceeding the predetermined value by the parameter, the clutch is opened, wherein the vehicle is driven only by the first drive unit and after re-coupling the second drive unit to the first drive unit, whereby the vehicle is driven by both drive units, the current Aktuatorstellweg means the correction value is pre-controlled.
  • the inventive method can also be used without problems in hybrid vehicles, where the Trennkupp- ment of the two drive units is designed as a friction clutch.
  • a further development of the invention relates to a device for improving the accuracy of a clutch torque of a clutch in an automated clutch system in a motor vehicle, in which an electromechanical actuator performs a predetermined Aktuatorstellweg and thus sets the clutch torque of the clutch via a hydraulic line system.
  • an electromechanical actuator performs a predetermined Aktuatorstellweg and thus sets the clutch torque of the clutch via a hydraulic line system.
  • an association between the actuation travel path and the clutch torque is stored in the control device, wherein the control device controls the electromechanical actuator for setting the Aktuatorstellweges.
  • the control of the clutch takes place on the basis of a clutch characteristic which assigns the desired clutch torque Aktuatorstellweg, which is output by the control unit to the electromechanical actuator.
  • a displacement sensor is arranged in the electromechanical actuator, which is connected to the control unit for determining the actual Aktuatorstellweges.
  • the control unit detects whether the desired Aktuatorstellweg, which was issued to set a required clutch torque from the control unit to the electromechanical actuator, has actually been set.
  • the electromechanical actuator and the clutch are arranged spatially separated and connected to each other via at least one line containing a hydraulic fluid. Due to the spatial separation of electromechanical actuator and clutch, the individual components can be much easier to implement in the overall design of a vehicle, since they can be arranged to save space.
  • the clutch is designed as a disconnect clutch, which connects or decouples the drive train of the vehicle, which is driven by an electric motor, with an internal combustion engine.
  • Such separating clutches are used in hybrid vehicles and form a central element for driving the vehicle there.
  • the separating clutch wegsensorlos is designed as a friction clutch. A waiver of a displacement sensor on the disengaging pressure plate simplifies the design of the separating clutch crucial.
  • FIG. 1 schematic representation of a parallel hybrid
  • FIG. 1 Schematic representation of an automated coupling system
  • FIG. 4 shows a schematic flowchart for the method for improving the accuracy of the clutch torque
  • FIG. 5 is a schematic flow diagram for an adaptation method of the
  • FIG. 1 shows a hybrid vehicle designed as a parallel hybrid.
  • an electric motor 1 is arranged on the drive shaft 2 of an internal combustion engine 3.
  • the internal combustion engine 3 is connected to the electric motor 1 via a separating clutch 4.
  • the electric motor 1 leads to a starting element, for example a torque converter 6, which is connected to a transmission 7 and assumes the function of a starting clutch.
  • the gear 7 is guided to an axis 8, on which the wheels 9, 10 are arranged, which are driven by the drive train described.
  • the second axle of the vehicle is also driven.
  • the electric motor 1 is powered by a high-voltage battery 1 1 with energy, which is connected via an inverter 12 to the electric motor 1.
  • the electric motor 1 and the internal combustion engine 3 are controlled by a control unit 13.
  • the control unit 13 comprises a memory 14 in which characteristic curves for different operating parameters and correction values are stored.
  • a speed sensor 15 Before the output of the electric motor 1 is located on the drive shaft 2, a speed sensor 15 which is connected to the control unit 13.
  • the automated coupling system 16 containing the separating clutch 4 is shown in more detail in FIG.
  • the control unit 13 is connected to an electrohydraulic actuating element 18 via a communication network 17, which may be designed, for example, as a CAN bus.
  • This electro-hydraulic actuator 18 has an electrical circuit 19 and a hydraulic
  • the hydraulic master cylinder 20 wherein the electrical signals output from the controller 13 are converted into a movement of the hydraulic master cylinder 20 of the electro-hydraulic actuator 18, so that the hydraulic fluid in the hydraulic master cylinder 20 is moved by means of a piston 21 in the overall hydraulic system, the hydraulic master cylinder 20 is connected to a hydraulic line system 22.
  • the hydraulic line system 22 connects the electro-hydraulic actuator 18 to the separating clutch 4, which are both arranged spatially separated in the vehicle, the hydraulic control signals of the electro-hydraulic actuator 18 via the hydraulic line system 22 to the clutch 4 further given and executed by this.
  • the total hydraulic system includes the hydraulic master cylinder 20, a slave cylinder (not shown in the drawing), the line system 22 consisting of rigid and flexible lines, and connecting pieces of the lines which are not further differentiated.
  • the electrohydraulic control element 18 has a compensation opening 23 (sniffer hole) which is opened or closed during the movement of the piston 21 of the master cylinder 20 and in the open state is in communication with a compensation tank, not shown, of the hydraulic system. During the movement of the piston 21 from its rest position, this compensation opening 23 is run over, whereby the connection between the surge tank and the hydraulic line system 22 is interrupted. From this position, the construction of a pressure in the separating clutch 4.
  • the separating clutch 4 is mechanically designed so that it is closed without pressure.
  • a displacement sensor 24 which determines the travel of the piston 21 from a zero position, is arranged on the hydraulic master cylinder 20.
  • the displacement sensor 24 is connected via the communication network 17 with the
  • Control unit 13 connected.
  • the separating clutch 4 has a non-illustrated cover-fixed Primaausschreiber with pulled or depressed hydraulic actuation.
  • the actuator travel is corrected with the correction value in block 107 and the travel of the central disengagement piston 25 is set with this corrected actuator travel travel (block 108).
  • an adaptation method for the correction value is explained, which can be carried out while the vehicle is traveling.
  • an arbitrary point on the torque actuator travel path characteristic is selected.
  • this may be the touch point, which represents the point where the clutch begins to transmit a clutch torque.
  • Under the clutch torque is understood to mean the torque transmitted by the clutch.
  • a speed of the drive train preferably 0 rpm, is set over a defined period of time, which is below the value of the limit speed for the mechanical stresses.
  • a first Aktuatorstellweg is measured in block 203, which adjusts at the touch point of the clutch 4.
  • the speed is then increased to a value above the threshold speed to set the effect, and again a second Aktuatorstellweg under the same boundary conditions (speed, torque) as measured in block 201, which is necessary to the identical clutch torque of block 201 to reach, which is required for the setting of the touch point.
  • a full clutch stroke is performed, that is, the closed separating clutch 4 is opened and then closed again (block 205).
  • the behavior of the speed effect is monitored at multiple speed reference locations such as 4000, 5000, 6000 rpm over the life of the clutch and the clutch wear, and the correction value adjusted.

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  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Electromagnetism (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé pour améliorer la précision d'un couple d'un embrayage dans un système d'embrayage automatisé d'un véhicule à moteur, selon lequel un actionneur électromécanique (18) effectue une course de réglage prédéfinie et règle ainsi le couple d'un embrayage (4) par l'intermédiaire d'un système de conduits hydrauliques (22). Pour garantir la précision du couple, également en fonction de propriétés systémiques de l'embrayage changeant brusquement dans lesquelles la course de réglage de l'embrayage ne peut plus être réglée de manière directement proportionnelle à la course de réglage de l'actionneur, un paramètre représentant l'état de l'embrayage (4) est surveillé lorsque l'embrayage est fermé et, après dépassement d'une valeur prédéfinie du paramètre, une valeur de correction est appliquée à la course de réglage de l'actionneur lorsque l'embrayage (4) est à nouveau fermé.
PCT/EP2010/061188 2009-09-14 2010-08-02 Procédé et dispositif pour améliorer la précision d'un couple d'un embrayage dans un système d'embrayage automatisé dans un véhicule à moteur Ceased WO2011029670A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009029414.7 2009-09-14
DE102009029414A DE102009029414A1 (de) 2009-09-14 2009-09-14 Verfahren und Vorrichtung zur Verbesserung der Genauigkeit eines Kupplungsmomentes einer Kupplung in einem automatisierten Kupplungssystem in einem Kraftfahrzeug

Publications (1)

Publication Number Publication Date
WO2011029670A1 true WO2011029670A1 (fr) 2011-03-17

Family

ID=42945439

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2010/061188 Ceased WO2011029670A1 (fr) 2009-09-14 2010-08-02 Procédé et dispositif pour améliorer la précision d'un couple d'un embrayage dans un système d'embrayage automatisé dans un véhicule à moteur

Country Status (2)

Country Link
DE (1) DE102009029414A1 (fr)
WO (1) WO2011029670A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110799372A (zh) * 2017-06-26 2020-02-14 舍弗勒技术股份两合公司 用于在考虑电机转速情况下补偿混合动力分离离合器的离合器力矩的方法及控制和调节装置

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102012021211B4 (de) * 2012-10-24 2016-04-07 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Verfahren zum Ermitteln eines Einstellparameters in einer hydraulischen Aktuatoranordnung für einen Kraftfahrzeugantriebsstrang und Verfahren zum Betätigen einer Reibkupplung eines Kraftfahrzeugantriebsstranges
JP2016222151A (ja) * 2015-06-01 2016-12-28 アイシン精機株式会社 クラッチ特性学習装置
DE102016203634B4 (de) 2016-03-07 2023-10-12 Schaeffler Technologies AG & Co. KG Verfahren zur Inbetriebnahme eines automatisierten Kupplungssystems

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1818559A1 (fr) * 2006-02-10 2007-08-15 Toyota Jidosha Kabushiki Kaisha Dispositif et procédés de commande pour embrayage automatique
DE102007025501A1 (de) * 2007-06-01 2008-12-04 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung einer Kupplung
DE102008057656A1 (de) * 2007-12-03 2009-06-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungssystem

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1818559A1 (fr) * 2006-02-10 2007-08-15 Toyota Jidosha Kabushiki Kaisha Dispositif et procédés de commande pour embrayage automatique
DE102007025501A1 (de) * 2007-06-01 2008-12-04 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung einer Kupplung
DE102008057656A1 (de) * 2007-12-03 2009-06-04 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungssystem

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110799372A (zh) * 2017-06-26 2020-02-14 舍弗勒技术股份两合公司 用于在考虑电机转速情况下补偿混合动力分离离合器的离合器力矩的方法及控制和调节装置

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