DE102012217132A1 - Method for reducing juddering vibration of automated friction clutch of motor vehicle, involves generating control signal for reducing the juddering vibration based on computed amplitude and phase shift of signal - Google Patents

Method for reducing juddering vibration of automated friction clutch of motor vehicle, involves generating control signal for reducing the juddering vibration based on computed amplitude and phase shift of signal

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Publication number
DE102012217132A1
DE102012217132A1 DE201210217132 DE102012217132A DE102012217132A1 DE 102012217132 A1 DE102012217132 A1 DE 102012217132A1 DE 201210217132 DE201210217132 DE 201210217132 DE 102012217132 A DE102012217132 A DE 102012217132A DE 102012217132 A1 DE102012217132 A1 DE 102012217132A1
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DE
Germany
Prior art keywords
signal
value
frequency
cosinus
sinus
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Pending
Application number
DE201210217132
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German (de)
Inventor
Ulrich Neuberth
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
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Schaeffler Technologies AG and Co KG
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Priority to DE102011083991.7 priority Critical
Priority to DE102011083991 priority
Priority to DE102011086579 priority
Priority to DE102011086579.9 priority
Application filed by Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE201210217132 priority patent/DE102012217132A1/en
Publication of DE102012217132A1 publication Critical patent/DE102012217132A1/en
Pending legal-status Critical Current

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    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • GPHYSICS
    • G05CONTROLLING; REGULATING
    • G05DSYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D19/00Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase
    • G05D19/02Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase characterised by the use of electric means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/30Signal inputs
    • F16D2500/308Signal inputs from the transmission
    • F16D2500/3081Signal inputs from the transmission from the input shaft
    • F16D2500/30816Speed of the input shaft
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/50Problem to be solved by the control system
    • F16D2500/502Relating the clutch
    • F16D2500/50293Reduction of vibrations

Abstract

A method for reducing Jupf vibrations in a motor vehicle drive train with a drive unit, a vehicle transmission and an automated friction clutch.

Description

  • The invention relates to a method having the features according to the preamble of claim 1.
  • It is a method that is designed as a software strategy to reduce juddering vibrations on a mechatronically controlled friction clutch.
  • According to the prior art anti-judder control, such as the DE 103 23 567 A1 represents, is used as an input signal of a control, the difference between an unfiltered vibratory transmission input speed signal and an associated filtered signal. This input signal is added as a weighted sum with its derivation to the actuator voltage as additional voltage. The purpose of the derivative is to obtain a signal that is phase-shifted by 90 ° with an oscillating signal (Note: The derivation of a sine function is the cosine function, which in turn is a sine function shifted by 90 °).
  • In the case of resonance, the main part of the above-mentioned weighted sum lies in the time derivative of the difference signal. This is initially very noisy, so that a correspondingly noisy voltage must be given to the clutch actuator. In addition, higher frequency components in the transmission input speed are also reinforced. Furthermore, only a single frequency for the judder vibration is taken directly into account so that the phase shift is not correctly taken into account outside the resonance of the fundamental drive train frequency. If the observed oscillation is caused, for example, by a higher or lower frequency excitation, the system tends to oscillate in antiphase or in-phase. Thus, the weighting that is designed for a 90 ° phase shift is no longer correct, and in the worst case a vibration is excited rather than attenuated.
  • The object of the present invention is to find a solution so that the activation of the clutch actuator is phase-variable depending on the frequency of oscillation occurring with the smoothest possible signal without exciting higher frequency components.
  • The object is achieved by a method having the features according to claim 1.
  • According to the invention, a method for reducing juddering vibrations in a motor vehicle drive train having a drive unit, a vehicle transmission and an automated friction clutch is proposed, wherein the following steps are carried out:
    • Multiplying a current signal value of a signal that describes over time a sinusoidal function at a startup frequency with the current signal value of the transmission input speed signal (IPS_Signal) to a current Sinus_Produkt value and multiplying a current signal value of a signal over time by a cosine Function with a start frequency describes with the current signal value of the signal of the transmission input speed (IPS_Signal) to a current value Cosinus_Produkt,
    • • Moving averaging over the current value Sinus_Produkt as well as all values Sinus_Produkt which, starting from the current value Sinus_Produkt over one period of the starting frequency were determined to a value Sinus_Anteil and moving averaging over the current value Cosinus_Produkt as well as all values Cosinus_Produkt which, starting from the current value Cosinus_Produkt via a period of the start frequency have been determined to be a Cosinus_Value value,
    • Determining the amplitude (amplitude) from the values Sinus_Anteil and Cosinus_Anteil,
    • Determining the phase shift (phase) between the signal of the transmission input speed (IPS_Signal) and the cosine function,
    • Determining a signal representing the juddering vibration from the amplitude (amplitude) and the phase shift (phase),
    • • Determining a value of a phase shift of the signal representing the juddering vibration, wherein the value is selected such that, when the signal representing the juddering signal is shifted in phase, this value gives rise to a control signal to the clutch actuator which reduces the juddering vibration.
  • In a preferred embodiment of the invention it is provided that the value of the phase shift of the signal representing the juddering vibration is 90 °.
  • In a further preferred embodiment of the invention, it is provided that the determination of the amplitude (amplitude) from the values Sinus_Anteil and Cosinus_Anteil by rooting is carried out from the sum of the squares of the two values Sinus_Anteil and Cosinus_Anteil.
  • In a further preferred embodiment of the invention it is provided that the determination of the phase shift (phase) between the signal of the transmission input speed (IPS_Signal) and the cosine function by means of the sign and the arctangent function from the two values Sinus_Anteil and Cosinus_Anteil done.
  • In a further preferred embodiment of the invention, it is provided that from the time derivative of the determined phase shift between the signal of the transmission input speed (IPS_Signal) and the cosine function, a frequency correction is determined, wherein by subtraction of starting frequency or an already existing, most recent corrected frequency ( Frequenz_Korrigiert) and frequency correction a corrected frequency (Frequenz_Korrigiert) is determined.
  • In a further preferred embodiment of the invention, it is provided that sinusoidal function ( 30 ) and cosine function ( 20 ) are two mutually orthogonal, periodic, mathematical functions.
  • The advantage of the method according to the invention is that the activation of the clutch actuator is phase-variable depending on the frequency of oscillation occurring with the smoothest possible signal without exciting higher frequency components
  • Further advantages and advantageous embodiments of the invention are the subject of the following description and the following figure and the description.
  • To extract the relevant oscillatory component of the juddering vibration from the unfiltered transmission input rotational speed signal, a starting frequency is initially assumed. Obvious here is the fundamental drive train frequency, which is known for a system in a narrow band. Over a period of this starting frequency, the unfiltered transmission input signal is multiplied once with a sinusoidal and once with a cosine function with arbitrarily selected time zero and this known phase and each of the average - for example, a sliding average over a period - formed (Note: this is similar a Fourier transform for a frequency with a very limited integration range). Sine and cosine parts can also be interpreted as amplitude (root of the sum of squares) and phase (arctan of the ratio) relative to the underlying, known phase, and the amplitude and phase of the sine and cosine components can be determined. The bill will be carried out continuously over time. Fits the underlying start frequency ω 0 for the relevant oscillating part of the observed juddering vibration ω Sig, so tune the frequencies ω ω match 0 and Sig, the resulting phase will remain stable. If there is a (not too large) frequency deviation between ω 0 and ω Sig , then the phase becomes proportional to the frequency deviation dφ (t) / dt change according to: Δω = ω Sig - ω 0 = dφ (t) / dt
  • This frequency deviation can now be used to adjust the frequency relative to the starting frequency and the method can be performed again with the adjusted frequency. Alternatively, only the time-varying phase - which corresponds to an effective frequency correction - is used as the frequency correction without explicitly determining an adaptation of the start frequency value. Since with pitching vibrations only frequencies close to the fundamental drive train frequency - which was chosen as starting frequency - usually play a role, it is usually sufficient to consider the frequency deviation, which results from the time-varying phase.
  • In the following, the drive train is considered in simplified form as a driven, damped harmonic oscillator, as is well known from the literature on physics and electrical engineering: this is characterized by the following properties:
    In the steady state, the oscillation frequency corresponds to the exciting frequency.
  • If the stimulating frequency is significantly higher than the natural frequency, excitation and oscillation are out of phase.
  • If the stimulating frequency is significantly lower than the natural frequency, excitation and oscillation are in phase.
  • If stimulating and natural frequency are the same, then there is a phase difference of 90 ° between them and the amplitude becomes maximum (resonance)
  • This results in the following consequences:
    Depending on the frequency to be attenuated, a counter signal with the corresponding phase must be generated for attenuation
  • The amplitude of the counter signal must be adjusted accordingly
  • Accordingly, the counter-signal can be correspondingly generated by generating a sinusoidal oscillation having a corresponding amplitude relative to the detected phase and correspondingly being used as a manipulated variable for torque modulation at the coupling. In this case, it is also possible to correspondingly take into account time delays due to signal propagation times or hardware dynamics in the phase as well as the detected frequency can be used for phase matching.
  • The following is the method based on 1 be illustrated by a concrete embodiment:
    IPS_Signal 10 Let be the unfiltered transmission input speed.
  • Cosinus_Funktion 20 and sine function 30 are the two periodic (and mutually orthogonal) functions with the starting frequency at which IPS_Signal is multiplied. The starting frequency is the drive string natural frequency.
  • The result of the multiplication are Cosinus_Produkt 40 and sinus_product 50 ,
  • The two moving average over one period of the start frequency are Cosinus_teil 60 and sinus_part 70 ,
  • The square root of the two parts (Cosinus_Anteil 60 and sinus_part 70 ) gives the amplitude 80 ,
  • The phase shift between IPS_Signal 10 and cosine function 20 can use the sign and the arctangent function of the two parts (Cosinus_Anteil 60 and sinus_part 70 ) and is in 1 as a phase 90 designated.
  • From amplitude 80 and phase 90 Now a filtered signal can be calculated, which represents the juddering vibration and in 1 as Isolated_swing 100 is designated. This changes the frequency of the signal 100 over time due to the changing phase 90 ,
  • This signal 100 can be acted upon with a phase, in the example of 1 with 90 °. The result is in 1 as Steuer_Signal 110 designated.
  • From the time derivative of the determined phase 90 results in a frequency correction, which is a difference to the starting frequency of a corrected frequency 130 represents. This corrected frequency 130 can now be used to process once again instead of the start frequency, with the corrected frequency 130 perform. Such a repetition can take place once or, for example, until the frequency correction falls below a predefinable threshold value, ie, is sufficiently small. As above, when determining the isolated_swing 100 from the amplitude 80 and phase 90 already described, only the time-varying phase can be used as the frequency correction 90 - which corresponds to an effective frequency correction - be used without explicitly determining an adjustment of the start frequency value. Since in the practice only frequencies near the starting frequency usually occur as juddering vibrations, such consideration of the frequency deviation, which results only from the time-varying phase, usually suffices 90 results.
  • Depending on the frequency determined - be it, depending on the presence, the unchanged starting frequency or by means of the effective frequency correction from the time-varying phase 90 gained frequency in the signal of the isolated_swing 100 or if the corrected frequency 130 is present, then the corrected frequency 130 - Can now be a phase shift, as above when determining the Steuer_Signals 110 by applying the signal 100 already carried out with a phase carried out in such a way that the above-mentioned properties of a forced oscillation and the reaction time of the system is taken into account, so that there is an attenuation of the juddering vibration when transmitted to the clutch torque. In a simplified embodiment, the Steuer_Signals 110 by applying the signal of the isolated_swing 100 won with a phase shift of 90 degrees.
  • Using this phase shift, as well as the determined amplitude 80 and depending on the presence of the start frequency or from the isolated_swing 100 gained frequency or if the corrected frequency 130 present, then the corrected frequency 130 , so becomes the control signal 110 generated, which is used as a desired torque modulation of a clutch actuator to actively dampen the annoying juddering vibration.
  • It becomes an extraction of a disturbing vibration from a transmission input speed signal 10 or another signal that reflects an unwanted torque modulation on the clutch.
  • This happens on the basis of the fundamental drive train frequency - the picking frequency - with slipping clutch. In this case, both a frequency deviation of the occurring disturbing oscillation to Rupffrequenz and an amplitude and phase is determined.
  • A particularly advantageous feature of this method is the suppression of noise and higher and / or lower frequency components.
  • Depending on the amplitude, phase and frequency deviation, a control signal is generated, which is e.g. can be used as a desired torque modulation of a clutch actuator to actively damp the vibration.
  • The calculation of the moving average over the product of input signal (IPS_Signal) and generated oscillation with start frequency (start frequency) or the corrected frequency (frequency_corrected) takes place continuously.
  • The application is designed to improve ride comfort on plucking, dry double clutches. In particular, so should the Tolerance to torque irregularities of the hardware can be increased and thus the Committee can be reduced.
  • The invention is intended to contribute to the fact that the tendency of coupling systems to be sloped - since they can be reduced by means of the invention - is no longer so important and thus other parameters can be optimized (torque capacity, wear, etc.).
  • For reasons of runtime, the vibration calculation should only be performed with a fundamental frequency - the start frequency - since this can greatly optimize the calculation of the moving average. But it is also a frequency feedback conceivable to further increase the signal quality.
  • It is not absolutely necessary to use a sine function or cosine function for detection, in principle another periodic function can also be used (for example box function). A suitable function can also be used to generate the manipulated variable, e.g. also considers nonlinearities in the response behavior of the system. A phase shift can also be generated in different ways.
  • Various input and output signals could be used which in the broadest sense correspond to a driveline torque, e.g. the vehicle longitudinal acceleration as an input signal or an actuator pressure as an output signal.
  • It is in the invention therefore actively dampening occurring Jupschwingungen on a friction clutch via a modulation of the clutch position to increase ride comfort. As far as possible no higher or lower frequency vibrations should be excited. The approach of the invention pays special attention to the in-phase negative feedback even at exciting frequencies away from the fundamental drive train natural frequency.
  • LIST OF REFERENCE NUMBERS
  • 10
     IPS_Signal (transmission input signal)
    20
     Cosinus_Funktion
    30
     Sinus_Funktion
    40
     Cosinus_Produkt
    50
     Sinus_Produkt
    60
     Cosinus_Anteil
    70
     Sinus_Anteil
    80
     amplitude
    90
     phase
    100
     Isolierte_Schwingung
    110
     Steuer_Signal
    120
     start frequency
    130
     Frequenz_Korrigiert
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 10323567 A1 [0003]

Claims (6)

  1. A method for reducing juddering vibration in a motor vehicle drive train with a drive unit, a vehicle transmission and an automated friction clutch, characterized in that the following steps are performed: • multiplying a current signal value of a signal over time a sinusoidal function ( 30 ) with a start frequency describes with the current signal value of the signal of the transmission input speed ( 10 ) to a current value Sinus_Produkt ( 50 ) and multiplying a current signal value of a signal which over time a cosine function ( 20 ) with a start frequency describes with the current signal value of the signal of the transmission input speed ( 10 ) to a current value Cosinus_Produkt ( 40 ), • moving averaging over the current value Sinus_Produkt ( 50 ) as well as all values Sinus_Produkt ( 50 ) which, starting from the current value Sinus_Produkt ( 50 ) were determined over a period of the start frequency to a value Sinus_Anteil ( 70 ) and moving averaging over the current Cosinus_Produkt value ( 40 ) as well as all values Cosinus_Produkt ( 40 ) which, starting from the current value Cosinus_Produkt ( 40 ) were determined over a period of the start frequency to a value Cosinus_Anteil ( 60 ), • determining the amplitude ( 80 ) from the values Sinus_Anteil ( 70 ) and Cosinus_teil ( 60 ), • determining the phase shift ( 90 ) between the signal of the transmission input speed ( 10 ) and the cosine function ( 20 ), • determining a signal ( 100 ), which represents the juddering vibration, from the amplitude ( 80 ) and the phase shift ( 90 ), • determination of a value of a phase shift of the signal ( 100 ), which represents the juddering vibration, the value being chosen such that when the signal is shifted in phase ( 100 ), which represents the juddering vibration, by this value a control signal ( 110 ) results in the Kupplungsaktorik, which reduces the juddering vibration.
  2. Method according to Claim 1, characterized in that the value of the phase shift of the signal ( 100 ) representing the juddering vibration is 90 °.
  3. Method according to one of claims 1 or 2, characterized in that the determination of the amplitude ( 80 ) from the values Sinus_Anteil ( 70 ) and Cosinus_teil ( 60 ) by rooting from the sum of squares of the two values Sinus_Anteil ( 70 ) and Cosinus_teil ( 60 ) he follows.
  4. Method according to one of the preceding claims, characterized in that the determination of the phase shift ( 90 ) between the signal of the transmission input speed ( 10 ) and the cosine function ( 20 ) by means of the sign and the arctangent function from the two values Sinus_Anteil ( 70 ) and Cosinus_teil ( 60 ) he follows.
  5. Method according to one of the preceding claims, characterized in that from the time derivative of the determined phase shift between the signal of the transmission input speed ( 10 ) and the cosine function ( 20 ) a frequency correction is determined, whereby by means of subtraction from start frequency or an already existing, most recently corrected frequency and frequency correction a corrected frequency ( 130 ) is determined.
  6. Method according to one of the preceding claims, characterized in that sinusoidal function ( 30 ) and cosine function ( 20 ) are two mutually orthogonal, periodic, mathematical functions.
DE201210217132 2011-10-04 2012-09-24 Method for reducing juddering vibration of automated friction clutch of motor vehicle, involves generating control signal for reducing the juddering vibration based on computed amplitude and phase shift of signal Pending DE102012217132A1 (en)

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DE102011083991.7 2011-10-04
DE102011083991 2011-10-04
DE102011086579 2011-11-17
DE102011086579.9 2011-11-17
DE201210217132 DE102012217132A1 (en) 2011-10-04 2012-09-24 Method for reducing juddering vibration of automated friction clutch of motor vehicle, involves generating control signal for reducing the juddering vibration based on computed amplitude and phase shift of signal

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DE201210217132 DE102012217132A1 (en) 2011-10-04 2012-09-24 Method for reducing juddering vibration of automated friction clutch of motor vehicle, involves generating control signal for reducing the juddering vibration based on computed amplitude and phase shift of signal

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DE102013204698A1 (en) 2012-04-11 2013-10-17 Schaeffler Technologies AG & Co. KG Method for reducing juddering vibrations
DE102014206183A1 (en) 2013-04-11 2014-10-16 Schaeffler Technologies Gmbh & Co. Kg Method for reducing chattering vibrations of a friction clutch in a drive train of a motor vehicle
WO2015158344A2 (en) 2014-04-16 2015-10-22 Schaeffler Technologies AG & Co. KG Method for reducing juddering vibrations in a friction clutch in a drive train of a motor vehicle
US20160003313A1 (en) * 2014-07-04 2016-01-07 Hyundai Motor Company Dry clutch control method for vehicle
DE102015207152A1 (en) * 2015-04-20 2016-10-20 Zf Friedrichshafen Ag Method for controlling an automated friction clutch
DE102015226275A1 (en) 2015-12-21 2017-06-22 Schaeffler Technologies AG & Co. KG Method for testing a friction clutch
DE102017123953A1 (en) 2017-10-16 2019-04-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method and apparatus for determining a transfer function in a powertrain component

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BR0205943A (en) * 2001-08-24 2003-12-23 Luk Lamellen & Kupplungsbau Swing dampening drive line
DE102005034526B4 (en) * 2004-08-24 2017-10-05 Schaeffler Technologies AG & Co. KG Method for reducing actuating-position oscillations of an actuator of a clutch actuator controlled by a position controller
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DE10323567A1 (en) 2002-05-27 2003-12-11 Luk Lamellen & Kupplungsbau Process for modulating the torque transmitted from vehicle clutch, during engagement of the clutch during starting, comprises modulating the torque according to variable derived exclusively from the rotational speed of the clutch disk

Cited By (17)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9624991B2 (en) 2012-04-11 2017-04-18 Schaeffler Technologies AG & Co. KG Method for reducing chatter vibrations in a drivetrain
WO2013152922A1 (en) * 2012-04-11 2013-10-17 Schaeffler Technologies AG & Co. KG Method for reducing juddering vibrations
DE102013204698A1 (en) 2012-04-11 2013-10-17 Schaeffler Technologies AG & Co. KG Method for reducing juddering vibrations
WO2014166490A2 (en) 2013-04-11 2014-10-16 Schaeffler Technologies Gmbh & Co. Kg Method for reducing plucking oscillations of a friction clutch in a drive train of a motor vehicle
US9518624B2 (en) 2013-04-11 2016-12-13 Schaeffler Technologies AG & Co. KG Method for reducing chatter vibrations of a friction clutch in a drivetrain of a motor vehicle
DE102014206183A1 (en) 2013-04-11 2014-10-16 Schaeffler Technologies Gmbh & Co. Kg Method for reducing chattering vibrations of a friction clutch in a drive train of a motor vehicle
WO2015158344A2 (en) 2014-04-16 2015-10-22 Schaeffler Technologies AG & Co. KG Method for reducing juddering vibrations in a friction clutch in a drive train of a motor vehicle
WO2015158343A3 (en) * 2014-04-16 2015-12-10 Schaeffler Technologies AG & Co. KG Method for reducing low-frequency vibrations in the drive train of a motor vehicle
WO2015158344A3 (en) * 2014-04-16 2015-12-17 Schaeffler Technologies AG & Co. KG Method for reducing juddering vibrations in a friction clutch in a drive train of a motor vehicle
US10215240B2 (en) 2014-04-16 2019-02-26 Schaeffler Technologies AG & Co. KG Method for reducing low-frequency vibrations in the drive train of a motor vehicle
US10228028B2 (en) 2014-04-16 2019-03-12 Schaeffler Technologies AG & Co. KG Method for reducing chatter vibrations in a friction clutch in a drive train of a motor vehicle
WO2015158343A2 (en) 2014-04-16 2015-10-22 Schaeffler Technologies AG & Co. KG Method for reducing low-frequency vibrations in the drive train of a motor vehicle
US20160003313A1 (en) * 2014-07-04 2016-01-07 Hyundai Motor Company Dry clutch control method for vehicle
US9470279B2 (en) * 2014-07-04 2016-10-18 Hyundai Motor Company Dry clutch control method for vehicle
DE102015207152A1 (en) * 2015-04-20 2016-10-20 Zf Friedrichshafen Ag Method for controlling an automated friction clutch
DE102015226275A1 (en) 2015-12-21 2017-06-22 Schaeffler Technologies AG & Co. KG Method for testing a friction clutch
DE102017123953A1 (en) 2017-10-16 2019-04-18 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method and apparatus for determining a transfer function in a powertrain component

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CN103197703A (en) 2013-07-10

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Owner name: SCHAEFFLER TECHNOLOGIES AG & CO. KG, DE

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