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 signalInfo
 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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 Germany
 Prior art keywords
 signal
 value
 frequency
 cosinus
 sinus
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 230000005540 biological transmission Effects 0.000 claims abstract description 20
 230000000737 periodic Effects 0.000 claims description 4
 238000004364 calculation methods Methods 0.000 description 3
 238000000034 methods Methods 0.000 description 1
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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

 G—PHYSICS
 G05—CONTROLLING; REGULATING
 G05D—SYSTEMS FOR CONTROLLING OR REGULATING NONELECTRIC VARIABLES
 G05D19/00—Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase
 G05D19/02—Control of mechanical oscillations, e.g. of amplitude, of frequency, of phase characterised by the use of electric means

 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
 F16D2500/308—Signal inputs from the transmission
 F16D2500/3081—Signal inputs from the transmission from the input shaft
 F16D2500/30816—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
 F16D2500/50—Problem to be solved by the control system
 F16D2500/502—Relating the clutch
 F16D2500/50293—Reduction of vibrations
Abstract
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 antijudder 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 phaseshifted 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 abovementioned 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 inphase. 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 phasevariable 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 phasevariable 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 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 timevarying 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 timevarying 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 countersignal 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_Signal10 Let be the unfiltered transmission input speed.  Cosinus_Funktion
20 and sine function30 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_product50 ,  The two moving average over one period of the start frequency are Cosinus_teil
60 and sinus_part70 ,  The square root of the two parts (Cosinus_Anteil
60 and sinus_part70 ) gives the amplitude80 ,  The phase shift between IPS_Signal
10 and cosine function20 can use the sign and the arctangent function of the two parts (Cosinus_Anteil60 and sinus_part70 ) and is in1 as a phase90 designated.  From amplitude
80 and phase90 Now a filtered signal can be calculated, which represents the juddering vibration and in1 as Isolated_swing100 is designated. This changes the frequency of the signal100 over time due to the changing phase90 ,  This signal
100 can be acted upon with a phase, in the example of1 with 90 °. The result is in1 as Steuer_Signal110 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 frequency130 represents. This corrected frequency130 can now be used to process once again instead of the start frequency, with the corrected frequency130 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_swing100 from the amplitude80 and phase90 already described, only the timevarying phase can be used as the frequency correction90  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 timevarying phase, usually suffices90 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 timevarying phase
90 gained frequency in the signal of the isolated_swing100 or if the corrected frequency130 is present, then the corrected frequency130  Can now be a phase shift, as above when determining the Steuer_Signals110 by applying the signal100 already carried out with a phase carried out in such a way that the abovementioned 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_Signals110 by applying the signal of the isolated_swing100 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_swing100 gained frequency or if the corrected frequency130 present, then the corrected frequency130 , so becomes the control signal110 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 inphase 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)
 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.  Method according to Claim 1, characterized in that the value of the phase shift of the signal (
100 ) representing the juddering vibration is 90 °.  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.  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.  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.  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.
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DE102011086579.9  20111117  
DE201210217132 DE102012217132A1 (en)  20111004  20120924  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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Cited By (7)
Publication number  Priority date  Publication date  Assignee  Title 

DE102013204698A1 (en)  20120411  20131017  Schaeffler Technologies AG & Co. KG  Method for reducing juddering vibrations 
DE102014206183A1 (en)  20130411  20141016  Schaeffler Technologies Gmbh & Co. Kg  Method for reducing chattering vibrations of a friction clutch in a drive train of a motor vehicle 
WO2015158344A2 (en)  20140416  20151022  Schaeffler Technologies AG & Co. KG  Method for reducing juddering vibrations in a friction clutch in a drive train of a motor vehicle 
US20160003313A1 (en) *  20140704  20160107  Hyundai Motor Company  Dry clutch control method for vehicle 
DE102015207152A1 (en) *  20150420  20161020  Zf Friedrichshafen Ag  Method for controlling an automated friction clutch 
DE102015226275A1 (en)  20151221  20170622  Schaeffler Technologies AG & Co. KG  Method for testing a friction clutch 
DE102017123953A1 (en)  20171016  20190418  Dr. Ing. H.C. F. Porsche Aktiengesellschaft  Method and apparatus for determining a transfer function in a powertrain component 
Citations (1)
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DE10323567A1 (en)  20020527  20031211  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 
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JPH0642579A (en) *  19920720  19940215  Mazda Motor Corp  Vehicle vibration reducing device 
DE10124948A1 (en) *  20010521  20021128  Dbt Autom Gmbh  Controlling chain drive device for underground working machinery, especially scraper chain conveyors, involves deriving vibration detection signal from main and auxiliary drive operating data 
HU0400133A2 (en) *  20010613  20040628  Luk Lamellen & Kupplungsbau  Method and system for regulating the torque transmission capacity of a frictionally engaged, torque transmitting assembly 
BR0205943A (en) *  20010824  20031223  Luk Lamellen & Kupplungsbau  Swing dampening drive line 
DE102005034526B4 (en) *  20040824  20171005  Schaeffler Technologies AG & Co. KG  Method for reducing actuatingposition oscillations of an actuator of a clutch actuator controlled by a position controller 
EP2310704B1 (en) *  20080714  20131204  Schaeffler Technologies AG & Co. KG  Dual clutch 

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 20120924 DE DE201210217132 patent/DE102012217132A1/en active Pending
 20120929 CN CN201210597067.9A patent/CN103197703B/en active IP Right Grant
Patent Citations (1)
Publication number  Priority date  Publication date  Assignee  Title 

DE10323567A1 (en)  20020527  20031211  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)
Publication number  Priority date  Publication date  Assignee  Title 

US9624991B2 (en)  20120411  20170418  Schaeffler Technologies AG & Co. KG  Method for reducing chatter vibrations in a drivetrain 
WO2013152922A1 (en) *  20120411  20131017  Schaeffler Technologies AG & Co. KG  Method for reducing juddering vibrations 
DE102013204698A1 (en)  20120411  20131017  Schaeffler Technologies AG & Co. KG  Method for reducing juddering vibrations 
WO2014166490A2 (en)  20130411  20141016  Schaeffler Technologies Gmbh & Co. Kg  Method for reducing plucking oscillations of a friction clutch in a drive train of a motor vehicle 
US9518624B2 (en)  20130411  20161213  Schaeffler Technologies AG & Co. KG  Method for reducing chatter vibrations of a friction clutch in a drivetrain of a motor vehicle 
DE102014206183A1 (en)  20130411  20141016  Schaeffler Technologies Gmbh & Co. Kg  Method for reducing chattering vibrations of a friction clutch in a drive train of a motor vehicle 
WO2015158344A2 (en)  20140416  20151022  Schaeffler Technologies AG & Co. KG  Method for reducing juddering vibrations in a friction clutch in a drive train of a motor vehicle 
WO2015158343A3 (en) *  20140416  20151210  Schaeffler Technologies AG & Co. KG  Method for reducing lowfrequency vibrations in the drive train of a motor vehicle 
WO2015158344A3 (en) *  20140416  20151217  Schaeffler Technologies AG & Co. KG  Method for reducing juddering vibrations in a friction clutch in a drive train of a motor vehicle 
US10215240B2 (en)  20140416  20190226  Schaeffler Technologies AG & Co. KG  Method for reducing lowfrequency vibrations in the drive train of a motor vehicle 
US10228028B2 (en)  20140416  20190312  Schaeffler Technologies AG & Co. KG  Method for reducing chatter vibrations in a friction clutch in a drive train of a motor vehicle 
WO2015158343A2 (en)  20140416  20151022  Schaeffler Technologies AG & Co. KG  Method for reducing lowfrequency vibrations in the drive train of a motor vehicle 
US20160003313A1 (en) *  20140704  20160107  Hyundai Motor Company  Dry clutch control method for vehicle 
US9470279B2 (en) *  20140704  20161018  Hyundai Motor Company  Dry clutch control method for vehicle 
DE102015207152A1 (en) *  20150420  20161020  Zf Friedrichshafen Ag  Method for controlling an automated friction clutch 
DE102015226275A1 (en)  20151221  20170622  Schaeffler Technologies AG & Co. KG  Method for testing a friction clutch 
DE102017123953A1 (en)  20171016  20190418  Dr. Ing. H.C. F. Porsche Aktiengesellschaft  Method and apparatus for determining a transfer function in a powertrain component 
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