DE102016203624A1 - Method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction of the clutch - Google Patents
Method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction of the clutch Download PDFInfo
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- DE102016203624A1 DE102016203624A1 DE102016203624.6A DE102016203624A DE102016203624A1 DE 102016203624 A1 DE102016203624 A1 DE 102016203624A1 DE 102016203624 A DE102016203624 A DE 102016203624A DE 102016203624 A1 DE102016203624 A1 DE 102016203624A1
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- clutch
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- speed
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- 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
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- 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
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- 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
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1085—Automatic transmission
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- 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
- F16D2500/30402—Clutch friction coefficient
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- 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
- F16D2500/30406—Clutch slip
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- 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
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- 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
- F16D2500/30421—Torque of the output shaft
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- 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
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
-
- 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
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
-
- 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
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3082—Signal inputs from the transmission from the output shaft
- F16D2500/30825—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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/708—Mathematical model
- F16D2500/7082—Mathematical model of the clutch
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Hybrid Electric Vehicles (AREA)
Abstract
Die Erfindung betrifft ein Verfahren zur Adaption eines Kupplungsmodells einer automatisierten Kupplung durch Anpassung eines Reibwertes der Kupplung (5, 6), bei welcher ein aktueller Reibwert während einer schlupfenden Phase der Kupplung (5, 6) bestimmt wird, wobei die Anpassung des Reibwertes bei Überschreitung einer vorgegebenen Schlupfdrehzahlschwelle (nS) durch die aktuelle Schlupfdrehzahl (ks) durchgeführt wird. Bei einem Verfahren, bei welchem die Anzahl der Adaptionssituationen während des Fahrbetriebes des Fahrzeuges erhöht wird, wird die Schlupfdrehzahlschwelle (nS) zur Anpassung des Reibwertes in Abhängigkeit von einem Status “unpräzise Drehzahlsignale eines Verbrennungsmotors (2) oder einer Getriebeeingangswelle“ (9, 10) erhöht.The invention relates to a method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction of the clutch (5, 6), in which a current coefficient of friction during a slipping phase of the clutch (5, 6) is determined, wherein the adjustment of the coefficient of friction when exceeded a predetermined slip speed threshold (n S ) by the current slip speed (k s ) is performed. In a method in which the number of adaptation situations is increased during driving of the vehicle, the slip speed threshold (n S ) for adjusting the coefficient of friction is changed depending on a status "imprecise speed signals of an internal combustion engine (2) or a transmission input shaft" (9, 10 ) elevated.
Description
Die Erfindung betrifft ein Verfahren zur Adaption eines Kupplungsmodells einer automatisierten Kupplung durch Anpassung eines Reibwertes der Kupplung, bei welcher ein aktueller Reibwert während einer schlupfenden Phase der Kupplung bestimmt wird, wobei die Anpassung des Reibwertes bei Überschreitung einer vorgegebenen Schlupfdrehzahlschwelle durch die aktuelle Schlupfdrehzahl durchgeführt wird.The invention relates to a method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction of the clutch, in which a current coefficient of friction during a slipping phase of the clutch is determined, wherein the adjustment of the coefficient of friction is exceeded when exceeding a predetermined slip speed threshold by the current slip speed.
Um den Komfortansprüchen in Fahrzeugen immer besser gerecht zu werden, muss eine Kupplung, welche zwischen einem Verbrennungsmotor und einem Getriebe angeordnet ist und das Moment des Verbrennungsmotors auf den Abtriebsstrang überträgt, möglichst präzise angesteuert werden. Da die Kupplung zeitlich veränderliche Eigenschaften, beispielsweise unter Einfluss einer Temperaturänderung aufweist, ist ein Kupplungsmodell erforderlich, das regelmäßig adaptiert werden muss. Eine Anpassung des Reibwertes des Kupplungsmodells kann nur adaptiert werden, wenn ein sicher erkennbarer Kupplungsschlupf vorliegt. In order to meet the comfort requirements in vehicles always better, a clutch, which is arranged between an internal combustion engine and a transmission and transmits the moment of the internal combustion engine to the power train, must be controlled as precisely as possible. Since the coupling has time-varying properties, for example under the influence of a change in temperature, a coupling model is required, which must be adapted on a regular basis. An adaptation of the coefficient of friction of the clutch model can only be adapted if there is a reliably detectable clutch slip.
Die
Aus der
Für den Fall, dass die Drehzahlsignale des Verbrennungsmotors oder der Getriebeeingangswelle nicht präzise sind, und beispielsweise einen Offsetfehler oder einen zeitlichen Verzug aufweisen, kann es vorkommen, dass fälschlicherweise ein Kupplungsschlupf erkannt wird, obwohl die Kupplung im Haftungseingriff steht. Diese Erkenntnis führt zu einer Fehladaption des Kupplungsmodells. In the event that the speed signals of the engine or the transmission input shaft are not precise, and have, for example, an offset error or a time delay, it may happen that a clutch slip is erroneously detected, although the clutch is in the grip engagement. This finding leads to a misadaptation of the clutch model.
In
Ebenso bleiben aufgrund der Status „unpräzise Drehzahlen“ von Verbrennungsmotor oder Getriebeeingangswelle bei normalen Fahrsituationen viele Adaptionsmöglichkeiten für den Reibwert ungenutzt. Der Reibwert wird somit seltener adaptiert, was ebenso dazu führt, dass das Kupplungsmodell den veränderten Reibwerten nicht nachgeführt wird. Ein solches falsch geschätztes Kupplungsmodell führt zu einer Verschlechterung des Fahrkomforts.Likewise, due to the status of "imprecise rotational speeds" of the internal combustion engine or transmission input shaft in normal driving situations, many adaptation options for the coefficient of friction remain unused. The coefficient of friction is thus adapted less frequently, which also means that the clutch model is not tracked the changed friction coefficients. Such a misjudged clutch model leads to a deterioration in ride comfort.
Der Erfindung liegt die Aufgabe zugrunde, ein Verfahren zur Adaption eines Kupplungsmodells einer automatisierten Kupplung durch Anpassung eines Reibwertes anzugeben, bei welchem eine Reibwertbestimmung durch eine zuverlässige Unterscheidung zwischen einem Schlupf und einer Haftung der Kupplung möglich ist.The invention has for its object to provide a method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction, in which a coefficient of friction determination by a reliable distinction between a slip and a liability of the clutch is possible.
Erfindungsgemäß ist die Aufgabe dadurch gelöst, dass die Schlupfdrehzahlschwelle zur Anpassung des Reibwertes in Abhängigkeit von einem Status “unpräzise Drehzahlsignale eines Verbrennungsmotors oder einer Getriebeeingangswelle“ erhöht wird. Die Erhöhung der Schlupfdrehzahlschwelle stellt dabei sicher, dass nicht auf alle Adaptionssituationen verzichtet werden muss, sondern nur auf die, die unterhalb der erhöhten Schlupfdrehzahlschwelle liegen. Durch Erhöhung der Schlupfdrehzahlschwelle wird eine Verwechslungsgefahr von Schlupf und Haftungssituationen der Kupplung zuverlässig unterbunden. Die Schlupfdrehzahlschwelle wird dabei so weit erhöht, dass mit Sicherheit davon ausgegangen werden kann, dass die Kupplung sich in einem schlupfenden Zustand befindet, wenn die erhöhte Schlupfdrehzahlschwelle von dem Schlupf überschritten wird. Somit können auch bei dem Status „unpräzise Drehzahlsignalen des Verbrennungsmotors oder der Getriebeeingangswelle“, bei welchem die Drehzahlen beispielsweise einen Offsetfehler und/oder einen zeitlichen Verzug aufweisen, präzise Kupplungsmomente bereitgestellt werden, was den Fahrkomfort auf hohem Niveau hält. According to the invention the object is achieved in that the slip speed threshold for adjusting the coefficient of friction in dependence on a status "imprecise speed signals of an internal combustion engine or a transmission input shaft" is increased. The increase in Slip speed threshold ensures that does not have to be dispensed with all adaptation situations, but only those that are below the increased slip speed threshold. By increasing the slip speed threshold a likelihood of confusion of slip and adhesion situations of the clutch is reliably prevented. The slip speed threshold is thereby increased so that it can be safely assumed that the clutch is in a slipping state when the increased slip speed threshold is exceeded by the slip. Thus, even with the status "imprecise speed signals of the internal combustion engine or the transmission input shaft" in which the speeds have, for example, an offset error and / or a time delay, precise clutch torques can be provided, which keeps the ride comfort at a high level.
In einer Ausgestaltung wird die Schlupfdrehzahlschwelle zur Anpassung des Reibwertes in Abhängigkeit von dem Status „unpräzise Drehzahlsignale des Verbrennungsmotors oder der Getriebeeingangswelle“ erhöht. Dies unterstützt die Situation, in welcher künstlich ein Schlupf der Kupplung hervorgerufen wird und wobei zusätzlich Adaptionszeiträume für das Kupplungsmodell geschaffen werden.In one embodiment, the slip speed threshold for adjusting the coefficient of friction as a function of the status "imprecise speed signals of the internal combustion engine or the transmission input shaft" is increased. This supports the situation in which a slip of the clutch is artificially caused and in addition adaptation periods for the clutch model are created.
In einer Ausführungsform wird der aktuelle Reibwert durch einen Abgleich eines Kupplungsmomentes gegen ein Moment des Verbrennungsmotors bestimmt. In one embodiment, the current coefficient of friction is determined by an adjustment of a clutch torque against a moment of the internal combustion engine.
In einer weiteren Ausführungsform wird die Reibwertanpassung beendet, wenn die aktuelle Schlupfdrehzahl die angehobene Schlupfdrehzahlschwelle unterschreitet. Dadurch lässt sich der Zeitraum für die Adaption zuverlässig eingrenzen.In another embodiment, the friction coefficient adjustment is terminated when the current slip speed falls below the raised slip speed threshold. As a result, the period for adaptation can be reliably limited.
Die Erfindung lässt zahlreiche Ausführungsformen zu. Eine davon soll anhand der in der Zeichnung dargestellten Figuren näher erläutert werden.The invention allows numerous embodiments. One of them will be explained in more detail with reference to the figures shown in the drawing.
Es zeigen:Show it:
Das erfindungsgemäße Verfahren soll am Beispiel eines Doppelkupplungsgetriebes
Bei einem solchen Doppelkupplungsgetriebe
Vor der Reibwertadaption werden die Verbrennungsmotordrehzahl nV sowie die Getriebeeingangswellendrehzahl nG bewertet. Ist der Status der Verbrennungsmotordrehzahl nV oder der Getriebeeingangswellendrehzahl nG „präzise“ (
Im Abschnitt B ist das Verhalten der Drehzahlen dargestellt, wenn der Status von entweder der Verbrennungsmotordrehzahl nV oder Getriebeeingangswellendrehzahl nG „unpräzise“ wird. Das heißt, dass die Drehzahlen beispielsweise einen Offsetfehler und/oder einen zeitlichen Verzug aufweisen. Da in diesem Fall der Schlupfdrehzahlbereich ss, in dem ein Schlupf nicht sicher erkannt werden kann, größer wird, wird auch die Mindestschlupfdrehzahlschwelle für Adaptionen angehoben. Zur sicheren Einstellung eines sicher erkennbaren (ausreichend hohen) Schlupfes wird die Zielschlupfdrehzahl angehoben, was in
Durch die vorgeschlagene Lösung kann der Reibwert auch im Status „unpräzise Drehzahlsignale“ adaptiert werden, wodurch das Kupplungsmodell jederzeit den geänderten Reibwerteigenschaften folgen kann.Due to the proposed solution, the coefficient of friction can also be adapted in the status "imprecise speed signals", whereby the clutch model can always follow the changed coefficient of friction characteristics.
BezugszeichenlisteLIST OF REFERENCE NUMBERS
- 11
- Doppelkupplungsgetriebe Double clutch
- 22
- Verbrennungsmotor internal combustion engine
- 33
- Teilstrang partial strand
- 44
- Teilstrang partial strand
- 55
- Kupplung clutch
- 66
- Kupplung clutch
- 77
- Gang corridor
- 88th
- Gang corridor
- 99
- Getriebeeingangswelle Transmission input shaft
- 1010
- Getriebeeingangswelle Transmission input shaft
- 1111
- Getriebe transmission
- 1212
- Differenzial differential
- 1313
- Antriebswelle drive shaft
- 1414
- Antriebsräder drive wheels
- 1515
- Steuergerät control unit
- 1616
- Drehzahlsensor Speed sensor
- 1717
- Drehzahlsensor Speed sensor
- nV n. V
- Verbrennungsmotordrehzahl Engine speed
- nG n G
- Getriebeeingangswellendrehzahl Transmission input shaft speed
- ba b a
- Adaptionsbit Adaptionsbit
- nK n K
- Kupplungsdrehzahl Coupling speed
- nZ n Z
- Zielschlupf target slip
- ks k s
- Schlupfdrehzahl Slip speed
- ns n s
- Schlupfdrehzahlschwelle Slip speed threshold
- ss ss
- SchlupfdrehzahlbereichSlip speed range
ZITATE ENTHALTEN IN DER BESCHREIBUNG QUOTES INCLUDE IN THE DESCRIPTION
Diese Liste der vom Anmelder aufgeführten Dokumente wurde automatisiert erzeugt und ist ausschließlich zur besseren Information des Lesers aufgenommen. Die Liste ist nicht Bestandteil der deutschen Patent- bzw. Gebrauchsmusteranmeldung. Das DPMA übernimmt keinerlei Haftung für etwaige Fehler oder Auslassungen.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.
Zitierte PatentliteraturCited patent literature
- DE 102010024941 A1 [0003] DE 102010024941 A1 [0003]
- WO 2008/064633 A1 [0004] WO 2008/064633 A1 [0004]
Claims (4)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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DE102015204224 | 2015-03-10 | ||
DE102015204224.3 | 2015-03-10 |
Publications (1)
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DE102016203624A1 true DE102016203624A1 (en) | 2016-09-15 |
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Application Number | Title | Priority Date | Filing Date |
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DE102016203624.6A Withdrawn DE102016203624A1 (en) | 2015-03-10 | 2016-03-07 | Method for adapting a clutch model of an automated clutch by adjusting a coefficient of friction of the clutch |
DE112016001112.1T Active DE112016001112B4 (en) | 2015-03-10 | 2016-03-07 | Method for adapting a clutch model of an automated clutch by adjusting a friction value of the clutch |
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DE112016001112.1T Active DE112016001112B4 (en) | 2015-03-10 | 2016-03-07 | Method for adapting a clutch model of an automated clutch by adjusting a friction value of the clutch |
Country Status (4)
Country | Link |
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JP (1) | JP2018509574A (en) |
CN (1) | CN107429762B (en) |
DE (2) | DE102016203624A1 (en) |
WO (1) | WO2016141940A1 (en) |
Cited By (1)
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CN110573760A (en) * | 2017-04-26 | 2019-12-13 | 奥迪股份公司 | Method for operating a clutch of a drive train of a motor vehicle and motor vehicle having a drive train |
Families Citing this family (1)
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JP7429510B2 (en) * | 2019-09-20 | 2024-02-08 | 株式会社小松製作所 | Transmission system of work machine, work machine, and life prediction method of transmission system in work machine |
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WO2008064633A1 (en) | 2006-11-27 | 2008-06-05 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for adapting a clutch in a hybrid drive train of a vehicle |
DE102010024941A1 (en) | 2009-07-16 | 2011-01-20 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Kupplungstastpunkte |
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JP2001522020A (en) | 1997-11-03 | 2001-11-13 | ルーク ラメレン ウント クツプルングスバウ ゲゼルシヤフト ミツト ベシユレンクテル ハフツング | How to determine slip |
DE10045757A1 (en) * | 2000-09-15 | 2002-03-28 | Bosch Gmbh Robert | Method and device for operating a clutch |
US6701241B2 (en) * | 2000-09-15 | 2004-03-02 | Robert Bosch Gmbh | Method and device for operating a clutch |
DE10053110A1 (en) * | 2000-10-26 | 2002-05-08 | Bosch Gmbh Robert | Control system for vehicle clutch whose slip is regulated uses control parameter compared with set value, diagnostic system only accepting settings if derivative of characteristic friction - slip curve is above predetermined value |
DE10129068A1 (en) * | 2001-06-15 | 2002-12-19 | Bosch Gmbh Robert | Method to regulate and/or control clutch slip esp. of continuously variable transmissions with measuring of actual drive and driven speeds, and corrected speeds determined to allow for measuring faults |
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US20070294017A1 (en) * | 2006-06-20 | 2007-12-20 | Eaton Corporation | Method for estimating clutch engagement parameters in a strategy for clutch management in a vehicle powertrain |
EP2008899B1 (en) * | 2007-06-25 | 2015-08-12 | Schaeffler Technologies AG & Co. KG | Method and device for adapting friction coefficient to a friction clutch in a hybrid drive train |
DE102008053542B4 (en) * | 2008-10-28 | 2021-09-09 | Conti Temic Microelectronic Gmbh | Method for adapting the target slip in a friction clutch |
DE112010003318A5 (en) * | 2009-08-20 | 2012-06-06 | Schaeffler Technologies AG & Co. KG | Method for controlling an automated coupling system |
DE102011080716B4 (en) | 2010-08-30 | 2021-02-25 | Schaeffler Technologies AG & Co. KG | Method for controlling a friction clutch |
JP5447990B2 (en) * | 2011-03-04 | 2014-03-19 | アイシン・エィ・ダブリュ株式会社 | Control device |
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DE112012002937A5 (en) * | 2011-07-11 | 2014-04-24 | Schaeffler Technologies Gmbh & Co. Kg | Method for controlling a separating clutch in a hybrid powertrain and drive train |
DE102011107232A1 (en) * | 2011-07-13 | 2013-01-17 | Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg | Method for determining torque transmitted by torque transmission device of vehicle drive train of motor vehicle, involves considering elastic deformation of torque transmission device by control technology model |
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2016
- 2016-03-07 DE DE102016203624.6A patent/DE102016203624A1/en not_active Withdrawn
- 2016-03-07 CN CN201680014692.2A patent/CN107429762B/en active Active
- 2016-03-07 WO PCT/DE2016/200120 patent/WO2016141940A1/en active Application Filing
- 2016-03-07 JP JP2017547098A patent/JP2018509574A/en active Pending
- 2016-03-07 DE DE112016001112.1T patent/DE112016001112B4/en active Active
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WO2008064633A1 (en) | 2006-11-27 | 2008-06-05 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for adapting a clutch in a hybrid drive train of a vehicle |
DE102010024941A1 (en) | 2009-07-16 | 2011-01-20 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Kupplungstastpunkte |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
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CN110573760A (en) * | 2017-04-26 | 2019-12-13 | 奥迪股份公司 | Method for operating a clutch of a drive train of a motor vehicle and motor vehicle having a drive train |
US11261924B2 (en) | 2017-04-26 | 2022-03-01 | Audi Ag | Method for operating a clutch of a drivetrain for a motor vehicle and motor vehicle having a drivetrain |
Also Published As
Publication number | Publication date |
---|---|
CN107429762B (en) | 2019-07-26 |
DE112016001112A5 (en) | 2017-11-30 |
WO2016141940A1 (en) | 2016-09-15 |
CN107429762A (en) | 2017-12-01 |
JP2018509574A (en) | 2018-04-05 |
DE112016001112B4 (en) | 2023-02-02 |
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