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WO2023001327A1 - Procédé de détermination d'un point de patinage d'un embrayage de séparation d'un module hybride - Google Patents

Procédé de détermination d'un point de patinage d'un embrayage de séparation d'un module hybride Download PDF

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Publication number
WO2023001327A1
WO2023001327A1 PCT/DE2022/100469 DE2022100469W WO2023001327A1 WO 2023001327 A1 WO2023001327 A1 WO 2023001327A1 DE 2022100469 W DE2022100469 W DE 2022100469W WO 2023001327 A1 WO2023001327 A1 WO 2023001327A1
Authority
WO
WIPO (PCT)
Prior art keywords
separating clutch
pressure
slave cylinder
point
clutch
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/DE2022/100469
Other languages
German (de)
English (en)
Inventor
Ralf Mannsperger
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and Co KG
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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to CN202280051052.4A priority Critical patent/CN117677780A/zh
Publication of WO2023001327A1 publication Critical patent/WO2023001327A1/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
    • F16D48/066—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
    • F16D2500/1026—Hydraulic
    • 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
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction 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
    • F16D2500/10—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
    • F16D2500/3024—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
    • 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
    • F16D2500/5012—Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
    • 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

Definitions

  • the invention relates to a method for determining a touch point of a separating clutch, actuated by a hydraulic unit, of a hybrid module arranged between an internal combustion engine and drive wheels, with a slave cylinder operated with a working pressure activating the separating clutch against the action of a lever spring setting a frictional engagement of the separating clutch and a slave cylinder piston of the slave cylinder when the separating clutch opens, it is actuated and moves the return spring to a zero position, and the separating clutch opens as a result of the reduction in the working pressure.
  • Separating clutches are used in drive trains for the controllable transmission of torque, for example between an internal combustion engine and a transmission.
  • the separating clutch is used to couple and decouple the internal combustion engine from at least one electric machine.
  • it is necessary to determine a current touch point at which the separating clutch begins to transmit torque. This touch point depends on the operating parameters of the drive train, for example the temperature, the wear on the separating clutch and the like.
  • a method for determining a touch point of a hydrostatically actuated friction clutch in which a position sensor of a master cylinder piston of a master cylinder is used for hydrostatic actuation of a slave cylinder that actuates the friction clutch. linders and a pressure/force sensor for detecting the pressure in the hydrostatic line between the master cylinder and the slave cylinder.
  • a method for estimating clutch parameters is known from the document DE 102011 101 870 A1, in which a profile of an actuating pressure for closing the friction clutch and a setpoint pressure signal and/or time signal are recorded and stored in parallel, with the profile being divided into at least two different areas , the areas are approximated with different approximation functions and at the kink point a clutch parameter, for example the touch point, is determined.
  • the object of the invention is the development of a method for determining the touch point of a clutch.
  • the object of the invention is to propose a simple and robust method for determining the touch point of a clutch.
  • the proposed method is used to determine a touch point of a separating clutch in a hybrid module of a hybrid drive train of a motor vehicle.
  • the hybrid module is arranged, for example, between an internal combustion engine and a differential with drive shafts and drive wheels.
  • the hybrid module contains a first and a second electric machine and the separating clutch arranged between the electric machines.
  • the first electric machine is used, for example, as a generator and is driven, for example, by the internal combustion engine to generate electrical energy shear, which is stored in a battery and with the second electric machine is operated to drive the motor vehicle.
  • the separating clutch can be closed and the motor vehicle can be operated in hybrid mode to increase the efficiency of the drive of the motor vehicle.
  • the separating clutch is actuated, for example, by means of a hydraulic unit with a hydraulic, electrically driven pump.
  • the electric machines and the hydraulic unit are controlled by one or more control units.
  • the Hy draulic unit contains, for example, a pressure line in which a predetermined working pressure is set by means of the pump. The working pressure is recorded by a pressure sensor.
  • the separating clutch is actuated by means of a slave cylinder.
  • a slave cylinder piston shifts an actuating component such as a lever spring of the clutch axially by means of an intermediate actuating mechanism against the action of a return spring for restoring the slave cylinder piston when the clutch opens.
  • a travel or position sensor for the slave cylinder piston is not provided.
  • the actuating mechanism contains a rotational compensation, for example an actuating bearing.
  • the slave cylinder is controlled by means of a switching valve controlled by a control unit, which is arranged in the pressure line between the slave cylinder and the pump. Under the specified working pressure, the slave cylinder cylinder piston of the slave cylinder is shifted when the switching valve is open and the separating clutch is closed.
  • the working pressure in the pressure line can be maintained by means of a non-return valve so that the pump can be switched off or used for other purposes.
  • the pump can be designed as a bidirectional pump, with the working pressure in the pressure line being adjusted in one direction of rotation of the pump and in the other direction of rotation in a pressure medium line, a fluid flow for cooling and / or lubrication of at least one drive train component is provided. If the separating clutch is to be opened, a switching valve between the slave cylinder and an unpressurized sump is opened and the working pressure is relieved. The working pressure on the slave cylinder or in the pressure line is reduced due to leakage. If the working pressure falls below a specified minimum pressure, the pump starts a pumping process up to a specified maximum pressure.
  • the hybrid module can contain a parking lock, which is actuated by means of a switching valve arranged in the pressure line with a downstream slave cylinder that actuates the parking lock.
  • the lever spring and the return spring are advantageously arranged in series and designed for different rigidities.
  • the preloaded return spring remains compressed due to its lower rigidity.
  • no more frictional torque is transmitted via the separating clutch, that is, the contact point is reached even though the slave cylinder piston has not yet fully reached its zero position.
  • the further course of pressure with decreasing pressure occurs due to the resetting of the slave cylinder piston in its zero position using the return spring. Due to the two different rigidities of the lever spring and return spring, this results in two pressure branches, at the inflection point of which the touch point is arranged.
  • the pressure curve recorded during the opening process of the separating clutch can be stored in a control unit before the touch point is determined.
  • the touch point can then be determined, for example when the separating clutch is already closed again or at a different point in time.
  • the pressure curve can be derived over time.
  • a derived pressure value of the pressure profile can then be determined as a touch point if this lies within a specified target window.
  • the target window can be, for example, a predetermined pressure range gradient or one continuously adapted to the pressure profile.
  • the contact point is preferably determined regularly and/or as a function of at least one other parameter of the hybrid module, for example its operating temperature, in particular the temperature of the separating clutch and/or the temperature of the hydraulic unit, during an operating period of the hybrid module.
  • the touch point determined in this way is used in particular to control the separating clutch in order to detect the beginning of a transfer of torque via the separating clutch.
  • an open separating clutch can be can be. If necessary, a detected touch point and/or an open separating clutch known to be open can be checked for plausibility by means of a predetermined speed difference between the input part and the output part.
  • FIG. 1 shows a schematically illustrated flybridge drive train
  • FIG. 2 shows a hydraulic unit for operating the separating clutch of the hybrid drive train of FIG. 1,
  • FIG. 3 is a diagram showing the detection of the contact point of the separating clutch of Figures 1 and 2,
  • FIG. 4 shows a diagram for determining the touch point from the pressure profile of the slave cylinder of the hydraulic unit of FIG. 2 and
  • FIG. 5 shows a flow chart for determining the contact point of the separating clutch of FIGS. 1 and 2.
  • FIG. 1 shows the hybrid drive train 1 for a motor vehicle in a schematic representation.
  • the internal combustion engine 3 is non-rotatably connected to the hybrid module 2 with the two electric machines 4, 5 and the separating clutch 6 arranged between them.
  • the crankshaft 7 of the internal combustion engine 3 and the rotor 8 of the first electric machine 4 are connected by means of the input shaft 9 in a rotationally fixed manner to the input part 10 of the separating clutch 6, which is automatically actuated by means of the hydraulic unit 100 of FIG.
  • the output part 11 of the separating clutch 6 is connected to the output shaft 12 with the rotor 13 of the second electric machine 5 .
  • the speed of the input shaft 9 corresponds to the speed of the output shaft 12 and transmits the maximum transferrable clutch torque, if necessary via a transmission stage and a differential to the drive wheels 14.
  • the separating clutch 6 can be closed and thus the electric machine 4 and the internal combustion engine 3 can be switched on.
  • the contact point of the separating clutch 6 is determined during an opening process of the separating clutch 6, in that the pressure profile of the clutch slave cylinder closing the separating clutch is detected and evaluated.
  • Figure 2 shows the hydraulic diagram of hydraulic unit 100 for hydraulically actuating separating clutch 6, parking lock 101 and for cooling and/or lubricating components of hybrid drive train 1, for example wet-operated separating clutch 6.
  • Pump 104 of the Hydraulic unit 100 works bidirectionally, so that working pressure p is built up in one direction of rotation of pump 104 in pressure line 108 and pressure medium for lubrication and/or cooling is provided in the other direction of rotation in pressure medium line 107 .
  • the separating clutch 6 and the parking lock 101 are actuated alternatively by means of the switching valve 102 al.
  • the switching valve 102 When the switching valve 102 is switched through, the separating clutch 6 is connected by means of the switching valve 103 either to the pump 104 or to the pressureless sump 105 .
  • the pump 104 driven by the electric motor 106 builds up the specified working pressure p in the pressure line 108 when the switching valve 102 and the switching valve 103 are switched accordingly, which is set by correspondingly controlling the electric motor 106 by means of the control unit 109 and is detected by the pressure sensor 110 .
  • the return Check valve 112 is arranged so that when the working pressure p is reached, the pump 104 can be switched off or operated in the other direction of rotation to supply the pressure medium line 107 . If the working pressure falls below a predetermined value in the event of a leak, the pump 104 switches back to the other direction of rotation and builds up the working pressure p again.
  • the slave cylinder 111 of the separating clutch 6 is acted upon, the separating clutch 6 is actuated and transmits a clutch torque that is dependent on the working pressure p. In the case of the completely closed separating clutch 6, this transfers the maximum transferrable clutch torque.
  • the slave cylinder piston 115 is displaced axially and biases the return spring 113 and the lever spring 114 to close the separating clutch 6 .
  • the lever spring 114 adjusts the friction circuit of the separating clutch 6 by axially prestressing, for example, alternately layered disks of the wet-operated separating clutch 6 on the input side and on the output side.
  • FIG. 3 shows diagram 200 with sub-diagrams I, II.
  • Sub-diagram I shows working pressure p over time t in seconds and sub-diagram II shows the associated pressure gradient p/dt over time t.
  • the separating clutch 6 is closed by the switching valve 103 being closed and the switching valve 102 in the direction of the slave cylinder 111 is switched through. From the pressure profile 201 it can be seen that the maximum working pressure pmax has built up by the time t2 and the slave cylinder piston 115 is displaced along the displacement path As ( Figure 2) under the pretension of the lever spring 114 and the return spring 113 and thus the Separating clutch 6 is fully closed all the time.
  • the switching valve 103 is opened to open the separating clutch 6 and the working pressure p is reduced by the slave cylinder piston 115 being released first by the prestressed lever spring 114 with a steep pressure curve along the section 202 and after the reduction of its essential prestress with a less steep pressure curve of section 203 is pushed back to its zero position.
  • the touch point of the separating clutch 6 is reached. In terms of measurement technology, it is sufficient to determine the contact point if the inflection point K is located within the target window Ap.
  • the pressure gradient p/dt with its gradient curve 204 makes it possible to determine the associated slope of the pressure curve 201 at any point in time.
  • the tactile point can be determined when the slope mtast is within a predetermined value.
  • Diagram 300 in FIG. 4, with reference to FIGS. 1 to 3, shows pressure curve 201 in FIG. 3 over time t and the associated determination of the touch point.
  • Flierzu are the individual in a control unit, for example in the The pressure values of the pressure profile 201 stored in the control unit 109 are stored and the approximate straight lines g1, g2 are assigned to its two sections 202, 203. If there is a gradient mtast at the point of intersection S of the straight lines g1, g2 and the point of intersection S is within a predetermined range and the point of intersection S is within the target window Dr, an updated point of contact is detected, saved and used in the future.
  • FIG. 5 shows the flow chart 400 with the routine 411 implemented in the control unit 109, for example, for carrying out the method for determining the contact point of the separating clutch 6.
  • the routine 411 is started in block 401, initialized in block 402, That means, for example, registers are deleted and, if necessary, provided with handover data.
  • branch 403 it is queried whether the separating clutch 6 should be opened. As long as the separating clutch 6 remains closed, the routine 411 waits at this branch 403. If the separating clutch 6 is to be opened, for example by a signal bit being transferred from the higher-level control unit 109 to the routine 411, the switching valve 102 is opened in block 404. In block 405, the pressure values of pressure sensor 110 are recorded and stored. In block 406, the stored data values are derived over time. In block 407, a data analysis of blocks 405 and 406 takes place. In branch 408, a check is made as to whether the recorded pressure values are within the target window Dr.

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

Abstract

L'invention concerne un procédé permettant de déterminer un point de patinage d'un embrayage de séparation (6), qui est actionné au moyen d'une unité hydraulique, d'un module hybride (2) disposé entre un moteur à combustion interne (3) et des roues motrices (14). Un cylindre récepteur fonctionnant avec une pression de travail actionne l'embrayage de séparation (6) à l'encontre de l'action d'un ressort de levier, qui règle une mise en prise par friction de l'embrayage de séparation (6), et d'un ressort de rappel transférant un piston du cylindre récepteur dans une position zéro lorsque l'embrayage de séparation (6) s'ouvre, et l'embrayage de séparation (6) est ouvert par dissipation de la pression de travail. Afin de pouvoir déterminer simplement et de manière fiable le point de patinage dans cet environnement, un profil de pression qui est dépendant de la détente du ressort de levier et du ressort de rappel est détecté lors d'un processus d'ouverture de l'embrayage de séparation (6) et un point de patinage est défini lorsque le ressort de levier est détendu.
PCT/DE2022/100469 2021-07-23 2022-06-27 Procédé de détermination d'un point de patinage d'un embrayage de séparation d'un module hybride Ceased WO2023001327A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202280051052.4A CN117677780A (zh) 2021-07-23 2022-06-27 用于求取混合动力模块的分离离合器的接触点的方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102021119141.6 2021-07-23
DE102021119141.6A DE102021119141B3 (de) 2021-07-23 2021-07-23 Verfahren zur Ermittlung eines Tastpunkts einer Trennkupplung eines Hybridmoduls

Publications (1)

Publication Number Publication Date
WO2023001327A1 true WO2023001327A1 (fr) 2023-01-26

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Application Number Title Priority Date Filing Date
PCT/DE2022/100469 Ceased WO2023001327A1 (fr) 2021-07-23 2022-06-27 Procédé de détermination d'un point de patinage d'un embrayage de séparation d'un module hybride

Country Status (3)

Country Link
CN (1) CN117677780A (fr)
DE (1) DE102021119141B3 (fr)
WO (1) WO2023001327A1 (fr)

Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011101870A1 (de) 2011-05-16 2012-11-22 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Schätzung von Kupplungsparametern
WO2014023304A1 (fr) 2012-08-06 2014-02-13 Schaeffler Technologies AG & Co. KG Procédé de détermination d'un point de contact d'un dispositif d'embrayage à friction
DE102013201215A1 (de) * 2013-01-25 2014-07-31 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Ermittlung von Parametern einer Reibungskupplungseinrichtung
DE102015109600B3 (de) * 2015-06-16 2016-11-03 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Bestimmung des Eingriffspunktes einer hydraulisch betätigten Kupplung
WO2017059856A1 (fr) * 2015-10-08 2017-04-13 Schaeffler Technologies AG & Co. KG Procédé de commande d'un embrayage à friction
DE102018131758A1 (de) * 2018-12-11 2020-06-18 Schaeffler Technologies AG & Co. KG Verfahren zur Kupplungssteuerung
DE102020101868A1 (de) * 2020-01-27 2021-07-29 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Fehlfunktion einer Trennkupplung
DE102021117344A1 (de) * 2020-07-22 2022-01-27 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Antriebsstrangs

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007003902A1 (de) 2007-01-19 2008-07-24 Robert Bosch Gmbh Kupplungssystem und Verfahren zur Steuerung eines Kupplungssystems
DE102014211669A1 (de) 2014-06-18 2015-12-24 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Tastpunktänderung einer Hybridtrennkupplung eines Hybridfahrzeuges
DE102017107491B4 (de) 2017-04-07 2018-12-13 Schaeffler Technologies AG & Co. KG Verfahren zur Bestimmung einer Lebensdauer einer Reibungskupplung eines Fahrzeuges

Patent Citations (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011101870A1 (de) 2011-05-16 2012-11-22 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Schätzung von Kupplungsparametern
WO2014023304A1 (fr) 2012-08-06 2014-02-13 Schaeffler Technologies AG & Co. KG Procédé de détermination d'un point de contact d'un dispositif d'embrayage à friction
DE102013201215A1 (de) * 2013-01-25 2014-07-31 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur Ermittlung von Parametern einer Reibungskupplungseinrichtung
DE102015109600B3 (de) * 2015-06-16 2016-11-03 Iav Gmbh Ingenieurgesellschaft Auto Und Verkehr Verfahren zur Bestimmung des Eingriffspunktes einer hydraulisch betätigten Kupplung
WO2017059856A1 (fr) * 2015-10-08 2017-04-13 Schaeffler Technologies AG & Co. KG Procédé de commande d'un embrayage à friction
DE102018131758A1 (de) * 2018-12-11 2020-06-18 Schaeffler Technologies AG & Co. KG Verfahren zur Kupplungssteuerung
DE102020101868A1 (de) * 2020-01-27 2021-07-29 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Fehlfunktion einer Trennkupplung
DE102021117344A1 (de) * 2020-07-22 2022-01-27 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Antriebsstrangs

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DE102021119141B3 (de) 2022-10-27
CN117677780A (zh) 2024-03-08

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