EP1902227A1 - Procede et dispositif de commande d'un embrayage de vehicule - Google Patents

Procede et dispositif de commande d'un embrayage de vehicule

Info

Publication number
EP1902227A1
EP1902227A1 EP06742399A EP06742399A EP1902227A1 EP 1902227 A1 EP1902227 A1 EP 1902227A1 EP 06742399 A EP06742399 A EP 06742399A EP 06742399 A EP06742399 A EP 06742399A EP 1902227 A1 EP1902227 A1 EP 1902227A1
Authority
EP
European Patent Office
Prior art keywords
clutch
pump
pressure
working fluid
valve
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
EP06742399A
Other languages
German (de)
English (en)
Inventor
Reinhard Stehr
Manfred Homm
Marco Grethel
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
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Publication of EP1902227A1 publication Critical patent/EP1902227A1/fr
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
    • F16D48/02—Control by fluid pressure
    • F16D48/0206—Control by fluid pressure in a system with a plurality of fluid-actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/062—Control by electric or electronic means, e.g. of fluid pressure of a clutch system with a plurality of fluid actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D2048/0209—Control by fluid pressure characterised by fluid valves having control pistons, e.g. spools
    • 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
    • F16D48/02—Control by fluid pressure
    • F16D2048/0227—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices
    • F16D2048/0233—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation
    • F16D2048/0236—Source of pressure producing the clutch engagement or disengagement action within a circuit; Means for initiating command action in power assisted devices by rotary pump actuation with multiple independent pumps, e.g. one per clutch, or for supplying fluid to different systems
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—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
    • F16D2500/10406—Clutch position
    • F16D2500/10425—Differential 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
    • F16D2500/104—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
    • F16D2500/30—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
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30802—Transmission oil properties
    • F16D2500/30805—Oil 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
    • F16D2500/5014—Filling the actuator cylinder with fluid
    • 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
    • F16D2500/503—Problem to be solved by the control system relating to the accumulator
    • F16D2500/5035—Filling level of an accumulator providing fluid for the engagement of the 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position

Definitions

  • the present invention relates to a method and a device in the form of a hydraulic unit for controlling a vehicle clutch according to the preamble of claims 1 and 11.
  • a pump 1 is driven by an (electric) motor 2 and fills the high-pressure accumulator 3, which is designed as a diaphragm accumulator.
  • a sensor 4 measures the pressure. If two clutches 5 and 6 are provided, they are controlled via a respective solenoid valve 7 and 8 and, if necessary, supplied with the working fluid from the high-pressure accumulator 3.
  • the pump 1 is supplied from a tank 9 with the working fluid.
  • the solenoid valves 7 and 8 are formed for example as pressure reducing valves. For the pre-filling of the clutches 5 or 6, it would be sufficient to supply the working fluid under a low pressure, for example 5 to 10 bar, in order to fill the clearance of the clutches. To close the clutch 5 or 6, a pressure of about 45 bar would have to be present without a volume flow of working fluid would be necessary.
  • the known hydraulic unit uses a large and expensive high-pressure accumulator to fill the clutches 5 or 6 and close.
  • the clutches 5 and 6 are opened, the working fluid flows back into the tank 9 via the magnetic valves 7 and 8.
  • the elements shown the known hydraulic unit are about hydraulic lines or control lines connected to each other, as shown in the figure 1.
  • the clutches 5 and 6 are supplied with working fluid from the high-pressure accumulator 3, so that they are closed or it is the working fluid from the clutches 5 and 6 conveyed back into the tank 9, wherein the clutches 5 or 6 by its own weight or a spring open.
  • two multi-plate clutches provided in a rear axle of a vehicle are to be closed hydraulically for redistributing the wheel torques.
  • the advantage here is that the expensive high-pressure accumulator, as used in the prior art, saved and saved by a simple, robust and cost-effective dertik arrived can be replaced.
  • the pump can be very small in this embodiment of the invention.
  • the pump which is preferably driven by an electric motor, charges the low-pressure accumulator to the pressure required to fill the clutch, for example 10 bar.
  • the pump can equally well be driven by an axle shaft of an electric motor, or an internal combustion engine of the vehicle, for this purpose, a pressure limiting valve is preferably installed in the hydraulic circuit, which limits the pressure accordingly. After charging the low-pressure accumulator, the pump can be switched off.
  • a pressure reducing valve is installed in front of each clutch to be actuated, so that the pressure from the low pressure accumulator, as soon as this pressure reducing valve is energized, passed into the clutch and this can be filled.
  • the pump is put into operation at the same time, so that immediately after the filling of the clutch (s), the pump pressure operates the pressure reducing valves and closes the clutch accordingly.
  • a follower valve must be provided between the pump and the low pressure accumulator, which always closes so far that the pump pressure operates the pressure reducing valves, wherein the effluent from the follower valve working fluid, preferably an oil, is used to recharge the low pressure accumulator.
  • the low-pressure accumulator is designed as a spring store, wherein a mechanical spring is installed instead of the usual gas bubble and thus a particularly cost-effective and robust pressure accumulator can be realized.
  • a pressure-reducing valve is provided in the inlet for each clutch or for two clutches, a pressure reducing valve and a switching valve are provided.
  • the solenoid valve is a pressure relief valve, which dammed up the pumped by the pump working fluid to the required for closing the clutch pressure level.
  • a separate pump is provided for each of the two clutches so that the two clutches, for example designed as multi-plate clutches and arranged in a rear differential of a vehicle, can be controlled or closed independently of each other.
  • a preferred embodiment of the invention provides that the power steering pump of the vehicle is used as a pump.
  • the existing power steering pump serves as a source of pressurized working fluid.
  • the outlet pressure of the power steering system is used to fill and close the clutch (s). In this embodiment, it must be ensured by suitable measures that the steering function is prioritized before the clutch function.
  • the pump or the pumps are operated permanently, so that no more pressure accumulator is provided in the hydraulic unit.
  • the hydraulic unit according to the invention which is designed in particular for controlling at least one clutch in a transaxle of a vehicle, may have at least one pump which conveys a working fluid and at least one solenoid valve which is associated with the at least one clutch, the pump both for filling the clutch as well as to close the clutch promotes the working fluid under pressure to the clutch.
  • the working fluid can be permanently conveyed by the pump and therefore not only for the clutch closing function, but possibly also for a cooling function, such as a rear axle differential used.
  • a high dynamic is necessary, with a clearance in the clutch has to be done by filling with the working fluid before the actual closing of the clutch. Closing at least one of Both clutches must be done within a short time (less than 100 ms). For filling, a relatively low pressure of 5 to 10 bar is required, while for the final closing of the clutch, a pressure of about 45 bar must be applied, in which case, however, virtually no volume flow of working fluid is required.
  • Fig. 1 is a schematic representation of a hydraulic unit with a high-pressure accumulator according to the prior art
  • FIG. 2 shows a schematic representation of a first preferred embodiment of a hydraulic unit according to the invention with two permanently operated pumps for two clutches;
  • FIG. 3 shows a schematic representation of a second preferred embodiment of a hydraulic unit according to the invention with a permanently operated pump for two clutches;
  • FIG. 4 shows a schematic illustration of a third preferred embodiment of a hydraulic unit according to the invention with a low-pressure accumulator and a follow-up valve;
  • Figure 5 is a schematic representation of a fourth preferred embodiment of a hydraulic unit according to the invention, which is connected to a power steering system of a vehicle.
  • Fig. 6 shows an embodiment according to Figure 4, in which only one pressure reducing valve. is used.
  • two pumps 1 are provided which ensure the supply of the clutches 5 and 6 with working fluid or oil.
  • Each of the clutch 5 and 6 is supplied by a respective pump 1 with oil, which are preferably driven by the axle shafts of the rear axle.
  • the two pumps 1 (not shown) via electric motors are driven.
  • the two clutches 5 and 6 of Figure 2 can be controlled independently, d. H. be closed, with no high-pressure accumulator is required.
  • two separate pumps 1 can also realize an embodiment with only one vane pump, in which case expediently the two floods of this vane pump takes over the oil supply for each of the clutches 5 and 6.
  • each of the clutch 5 or 6 associated hydraulic circuit jammed an electrically operated pressure relief valve 10 or 11 when energized the pump flow of working fluid or hydraulic oil to the required pressure level that the respective clutch can be closed, while at an electroless pressure relief valve 10 and 11 open these valves and divert the working fluid or hydraulic oil into the tank 9.
  • a simple switching valve 12 in an emergency for example, in case of failure of the pressure relief valves 10 or 11, both clutches 5 and 6 depressurized.
  • This variant is shown in the dashed circle in FIG. Then, the working fluid is discharged from the clutches 5 and 6 via the check valves 13 and the switching valve 12 into the tank 9.
  • the pump can be turned off when no more filling of the low pressure accumulator required or when the clutch is not close.
  • the pump is operated only when actually a closing operation of the clutch is initiated.
  • the (pre-) filling of the clutch will take place from the low-pressure accumulator, while preferably at the same time the pump starts, in order to achieve the final closing of the clutch by means of the pump pressure.
  • the second embodiment according to the present invention which is shown in Figure 3 only one pump 1 is provided which supplies both clutches 5 and 6 via the pressure reducing valves 18 and 19 and a biasing valve 15 with working fluid.
  • the pump 1 which in turn is driven preferably by an axle shaft or an electric motor (not shown), promotes the working fluid via the preload valve 15 into the tank 9 almost without pressure in a rest position, so that a permanently driven pump 1 can be used.
  • the working fluid which flows from the biasing valve 15, for cooling, for example, for cooling the rear axle, used.
  • the adjusting clutch pressure of the clutches 5 or 6 via the feedback with the OR element 17 raises the pressure of the working fluid at the pretensioning valve 15 in accordance with the clutch pressure requirement.
  • the two pressure reducing valves 18 and 19 the higher of the two coupling pressures is decisive and determining the system pressure.
  • an emergency lowering device 16 similar to that shown in FIG. 2, may be provided. Then the or-member 17 assumes the function of the two check valves 13 provided in FIG. 2.
  • the emergency lowering device 16 is designed as a 2/2-way switching valve in the present embodiment and can be designed as an opener or closer.
  • FIG. 1 A particularly preferred third embodiment according to the present invention is shown in FIG. 1
  • This pressure is in practice, for example, 10 bar. This pressure is limited by the provided on the low-pressure accumulator 20, fixed set pressure relief valve 10. If the low-pressure accumulator 20 is filled or charged, the pump 1, controlled by a pressure sensor 4, can be switched off.
  • the accumulator pressure, ie the pressure of the low-pressure accumulator 20 is applied to the pressure reducing valves 18 and 19 via the check valve 13 and can immediately fill the respective clutch 5 or 6 during an energizing of the pressure reducing valves 18 or 19 by the electronic control, while the control unit Start pump 1 again.
  • the follower valve 21 always closes so far that the pump pressure can operate the pressure reducing valves 18 and 19 and the working fluid flowing from the follower valve 21 can be utilized by means of the pressure limiting valve 10 to recharge the low pressure accumulator 20.
  • the pump 1 can also be very small.
  • the accumulator is designed as a low pressure accumulator 20, this can be simple, robust and inexpensive.
  • a mechanical spring can be used as a storage element instead of the gas bubbles commonly used in membrane reservoirs. The memory is thus independent of temperature and suffers no Vorspannparpar due to gas diffusion through a membrane.
  • a power steering system 23 is designed as a circulation system in which a constant (oil) flow of working fluid is throttled by a steering valve 27 and applied to one of the two sides of a steering cylinder 26. Since it is a differential cylinder, the discharge pressure does not matter for the steering function, but only the accumulated differential pressure.
  • the typical working pressures of the steering hydraulics are significantly greater than the pressures for operating one of the clutches 5 or 6, so that the tank accumulation of the working fluid according to the solution of Figure 5, the design of the power steering system 23 only slightly influenced.
  • a driver of the vehicle inputs the steering pulses via a steering wheel 24 and the steering valve 27 accordingly controls the steering cylinder 26 with working fluid so that the connected wheels 25 are steered accordingly.
  • the clutch 5 and / or 6 can additionally be cooled and lubricated with the drain oil.
  • FIG. 6 shows a fifth preferred embodiment of the solution according to the invention, which is based on the embodiment according to FIG.
  • this hydraulic unit for the actuation of the two clutches 5 or 6 also only one pressure reducing valve 18 is used in conjunction with a simple switching valve 12 instead of two pressure reducing valves 18 and 19, whereby the same function is fulfilled.
  • the switching valve is switched between the two clutches 5 and 6 or in an emergency situation, can be switched by means of a correspondingly formed switching valve 12 and the tank 9 to open the clutches 5 and 6.
  • FIG. 6 in contrast to FIG. 4, two pressure reducing valves 18 are not constantly pressurized to reduce the leakage. Thus, the leakage can be halved in standby mode.
  • the pressure reducing valve 18 used in this solution is, for example, in the cartridge design, so that the standby leakage can also be reduced by this design.
  • the pressure reducing valve 18 will immediately reduce the clutch pressure. In a jammed pressure reducing valve 18, the pressure build-up is thereby prevented by the electric motor 2 for the Pump 1 does not start. Due to the leakage at the pressure reducing valve 18, the clutch pressure, if still present, degraded to the level of the low-pressure accumulator 20.
  • Pressure gauge pressure sensor

Landscapes

  • 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)
  • Retarders (AREA)

Abstract

L'invention concerne un procédé et un dispositif se présentant sous la forme d'une unité hydraulique et destiné à commander au moins un embrayage (5,6) d'un circuit hydraulique d'un pont d'essieux d'un véhicule automobile. L'invention est caractérisée en ce que pour fermer au moins un embrayage en un court laps de temps et de manière simple, en fonction de la situation de conduite, ce dispositif délivre la quantité correspondante en fluide de travail à la pression nécessaire.
EP06742399A 2005-07-01 2006-06-07 Procede et dispositif de commande d'un embrayage de vehicule Ceased EP1902227A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102005030730 2005-07-01
PCT/DE2006/000977 WO2007003151A1 (fr) 2005-07-01 2006-06-07 Procede et dispositif de commande d'un embrayage de vehicule

Publications (1)

Publication Number Publication Date
EP1902227A1 true EP1902227A1 (fr) 2008-03-26

Family

ID=36754700

Family Applications (1)

Application Number Title Priority Date Filing Date
EP06742399A Ceased EP1902227A1 (fr) 2005-07-01 2006-06-07 Procede et dispositif de commande d'un embrayage de vehicule

Country Status (5)

Country Link
US (1) US7757831B2 (fr)
EP (1) EP1902227A1 (fr)
JP (1) JP2008546972A (fr)
DE (2) DE202006021143U1 (fr)
WO (1) WO2007003151A1 (fr)

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WO2007003151A1 (fr) 2007-01-11
US20080190729A1 (en) 2008-08-14
JP2008546972A (ja) 2008-12-25
DE112006001574B4 (de) 2017-05-24
US7757831B2 (en) 2010-07-20
DE112006001574A5 (de) 2008-03-27
DE202006021143U1 (de) 2013-03-19

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