EP2118511A1 - Procédé pour la détection dynamique d'une position de repos d'embrayage - Google Patents

Procédé pour la détection dynamique d'une position de repos d'embrayage

Info

Publication number
EP2118511A1
EP2118511A1 EP08701278A EP08701278A EP2118511A1 EP 2118511 A1 EP2118511 A1 EP 2118511A1 EP 08701278 A EP08701278 A EP 08701278A EP 08701278 A EP08701278 A EP 08701278A EP 2118511 A1 EP2118511 A1 EP 2118511A1
Authority
EP
European Patent Office
Prior art keywords
clutch
gear
control device
rest point
dependent
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.)
Withdrawn
Application number
EP08701278A
Other languages
German (de)
English (en)
Inventor
Anthony Robert Sayman
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP2118511A1 publication Critical patent/EP2118511A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/068—Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • 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
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • F16D2500/1112—Heavy 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
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • 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
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50251—During operation
    • 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
    • F16D2500/70414—Quick displacement to clutch touch point

Definitions

  • the invention relates to a method for the dynamic calculation of a rest point position of an automatic or automatable friction clutch, wherein a control device controls a clutch actuator such that its actuator assumes corresponding actuator positions and thereby sets a controllable torque transmission between a drive shaft coupled to a drive motor and an output side of the friction clutch, wherein, in preparation for a closing of the friction clutch for the purpose of transmitting a torque, the control means initially adjusts the actuator of the clutch actuator to a home position wherein a dead travel of the friction clutch is greatly reduced until a torque is transmitted relative to a full opening of the clutch.
  • Friction clutches are used in various contexts for a long time and are well known.
  • a main friction clutch in the form of a disc clutch or multi-plate clutch, which allows a controllable introduction of a provided by a drive motor drive torque in the other drive train of the vehicle.
  • such friction clutches are also provided in any other drive motors, on other vehicle units and also on many units external to the vehicle, since they are switchable under load and so in particular a tarnish allow a machine or a start of the vehicle from standstill.
  • multi-plate clutches as axial friction clutches of two or more slats designated disk-shaped friction partners.
  • inner disks on a shaft rotatably fixed but axially displaceable while outer disks are also axially displaceable and rotationally fixed in a hollow cylindrical, coaxial with the shaft carrier and arranged axially alternately with the inner disks.
  • outer disks are also axially displaceable and rotationally fixed in a hollow cylindrical, coaxial with the shaft carrier and arranged axially alternately with the inner disks.
  • automotive main clutches of the hollow cylindrical carrier is usually designed as a rigid coupled to the output shaft of the drive motor, often acting simultaneously as a flywheel clutch bell, while said shaft on the output side of the friction clutch is an input shaft of a gearbox.
  • the lamellae are usually pressed together by means of compression springs, wherein a pressure plate opposing the pressure plate is in turn biased by engagement springs in the direction of the closed position of the multi-plate clutch.
  • This pressure plate is adjustable by an actuator against the spring force of the engagement springs.
  • a release lever is provided, which is actuated by the clutch pedal via a cable.
  • an actuator deflectable by an auxiliary power source is used to provide the Adjust pressure plate so that the compression springs exert a desired according to the respective requirements desired contact force on the slats.
  • Usual are here, for example, electric actuators or pressure-actuated actuators hydraulic or pneumatic design.
  • the point of contact is to be understood as meaning that point or narrow axial region in a clutch setting in which largely no free play is left between the disks and results in a low torque transmission capacity of the clutch which exceeds the oil viscosity-related torque transmission.
  • This will therefore start moving when the clutch is set at the touch point.
  • the drive shaft or the input side of the clutch is only slightly slowed down, and the frictional heat generated in the clutch is so low that it leads to only a slight warming of the clutch, at least in the short term.
  • a slip range of the clutch closes axially starting from the point of contact when the clutch closes further, and is characterized in that the clutch can transmit increasingly more torque, but this transmittable torque is not yet sufficient to completely transmit the torque applied to the input side of the clutch ,
  • the size of the slip region is thus substantially dependent on the particular torque to be transmitted.
  • the closed area includes the full-closed position of the clutch where the clutch has at least reached its maximum torque transfer capability.
  • the slip area is thus functionally defined, while the full-closed position of the clutch is logically defined as the position of maximum torque transfer capability thereof.
  • a particularly rapid adjustment of the Kupplungsak- tuators which is referred to below as an actuator, either an increasing tolerance in the target position to be set or a reduction in the achievable positioning accuracy of the actuator or a significantly increased effort.
  • a high positioning accuracy of the actuator is of interest primarily in closing the clutch between the contact point of the clutch and the end of the slip range.
  • This process step can be carried out with maximum or at least increased adjustment speed and only needs to be so precise that a significant torque transmission of the clutch is reliably avoided.
  • it is absolutely necessary to know the approach point of the coupling with sufficient accuracy.
  • US Pat. No. 5,624,350 proposes, in a calibration step, first of all slowly adjusting the actuator when the gearbox in the neutral position and the gearbox input side are driven until a speed sensor on the output side of the clutch just detects a rotational movement. This point is defined as the approach point. Subsequently, the process is repeated with the transmission brake engaged to determine the point of contact at which the clutch is transmitting a significant torque.
  • the values for the actuator positions representing the approach point and the touch point may be periodically updated according to US 5,624,350 to account for wear and / or changes in the operating temperature of the clutch or the like. These are, as I said, periodic recalibrations, which are thus independent of the event and do not take other factors into account when determining the time. In unfavorable cases, the Period after which a recalibration is triggered, even fall into a high-performance acceleration process, which of course would be very undesirable.
  • the well-known periodic calibration of the clutch actuator is in other words therefore particularly critical because the approach point is there determined so that there is already a rotation of the Kupplungsabtriebsseite at this point with inlaid idle and switched-off transmission brake. From this point, the transmittable torque of the clutch increases sharply with increasing closing of the clutch, so that even low thermal expansions of the clutch components and / or the adjusting device or other influences lead to a significant increase in the transmittable torque and the frictional heat generated at a braked output shaft, and so greatly increase wear and cause further heating.
  • US Pat. No. 5,624,350 only proposes a consideration of wear and of a change in the working temperature by recalibration. A different consideration of various factors is hereafter provided as little, such as a forward-looking controlling the position of the clutch resting point in anticipation of future conditions.
  • the object of the invention is to provide a method for the dynamic calculation of a clutch home position in which an event-dependent calibration is possible.
  • the clutch resting point should be determined so that increased wear of the clutch on the one hand and a required switching time to reach a slip range of the clutch on the other hand, depending on certain parameters can be minimized.
  • the invention is based on the finding that the position of the clutch resting point should advantageously not be determined periodically but at least also as a function of the event. Furthermore, it is based on the knowledge that the clutch resting point should not be dimensioned solely after the beginning of a measurable torque transmission through the clutch, but additionally has to take into account a certain offset value, for example the positioning accuracy achievable in a quick adjustment mode and certain short-term possible or probable parameter changes should be included.
  • the coupling rest point is thus not identical in the following with the approach point defined in US Pat. No. 5,624,350, but is generally characterized by a certain minimum safety distance from this approach point.
  • This safety distance can be set optimally and in particular as a function of the respective operating conditions by the parameters which are listed below and which are to be taken into account advantageously in the calculation of the rest point.
  • the invention is based on a method for the dynamic calculation of a rest point position of an automatic or automatable friction clutch, wherein a control device controls a clutch actuator such that its actuator assumes corresponding actuator positions and thereby controllable torque transmission between a drive shaft coupled to a drive motor and a The output side of the friction clutch adjusts, wherein the control device in preparation for a closing of the friction clutch for the purpose of transmitting a torque, the actuator of the Kupplungsaktuators first in a Oxford Dolphin- Setting position in which a dead travel of the friction clutch is greatly reduced until the transmission of torque compared to a complete opening of the clutch.
  • This has the consequence that the clutch is at the time in which it is to transmit a torque, already close to the point of contact and therefore particularly fast and yet can be adjusted exactly in the desired range.
  • control device determines the rest point position as a function of the event. Subsequently, a related control command can be issued to the clutch actuator, which brings the actuator or the friction clutch in the desired rest position.
  • the rest point position can be determined at a favorable time, which on the one hand increases the timeliness of the calculation and, on the other hand, reliably prevents the determination from taking place at an unfavorable time, in which, for example, the control device is heavily loaded by other calculations, and itself so in the worst case, the setting of the clutch to a desired position by a delay in the determination of the rest point also delayed.
  • the concept of determining the rest point in a particular case may include a calibration step performing actual Kupplungsstellschulen and an evaluation of reactions to this, but that here and just a determination of the concrete to be controlled rest point including a previously by, for example Calibration step determined basic value, for example in the form of a calculation or a readout of correction values from tables or characteristic value stores, is to be understood as a determination. If the control device carries out the calculation of the rest point or the rest point position on the basis of such a basic value or base rest point of the friction clutch with the inclusion of further correction factors, time-consuming and wear-prone physical calibration steps can be dispensed with in the specific situation. In this way, the calculation can be done very quickly. In addition, a determination of a base rest point by means of a calibration is only necessary at relatively long time intervals in order to determine, for example, a deviation between a predicted wear behavior and an actual wear behavior.
  • control device performs the determination of the rest position during a phase of Gangauslegens connected to the output side of the clutch, automatic or automatic transmission, because at this time mostly for the determination of the home position important parameters are known and the Determining the rest point position can still be done relatively early. At the same time or at least alternatively, it is possible to carry out the determination with the aid of a very low computing power of the control device. Therefore, relatively heavily loaded or weakly dimensioned control devices can take over this task easily.
  • control device carries out the determination of the home position while the automatic or automated manual transmission is in its neutral position.
  • This point in time is particularly suitable in many cases, since it is somewhat later compared to the above-described determination during the design of the original course, and the calculation results can thus tend to be more up-to-date.
  • the control device in order to minimize the load on the control device at the time of engagement or shortly before, it is again desirable if the control device carries out the determination of the rest point position immediately after the presence of a neutral position in the automatic or automated transmission.
  • control device determines the rest point or the rest point position of the friction clutch, starting from a base rest point including a speed-dependent correction value, since the driving speed allows conclusions about the general operating state of the vehicle. For example, it can be provided that at higher driving speeds, the rest point position is placed closer to the contact point of the friction clutch, is transmitted from the torque, to allow a particularly fast coupling reaction.
  • the speed-dependent correction value can be determined in various ways. Since the vehicle speed signal is already available in all modern vehicles as an electrical or electronic signal, it makes sense to use this signal for the determination of the speed-dependent correction value. The measurement of a measured value corresponding to the driving speed can also be effected by detecting the rotational speed of the transmission output shaft. On the other hand, it may be advantageous for the control device to determine the speed-dependent correction value as a function of the rotational speed of the clutch output side or a transmission input shaft coupled thereto, since this value, in combination with the known engine rotational speed, enables a direct and particularly simple consideration of the differential rotational speed applied to the clutch.
  • control device takes into account as a correction value a gear-dependent value GDO (Gear-Dependent Offset), for example, particularly simple and with very little computational effort depending on an initial gear or preferably a target gear or particularly preferably a combination of Both can be read from a table.
  • GDO Gear-Dependent Offset
  • this gear-dependent correction value GDO can remain the same or become larger as the gear number increases, by which is meant that the gear-dependent correction value GDO indeed has several gear steps can remain constant, but ultimately has a steady and increasing course.
  • the advantages to be achieved are primarily due to the fact that higher gears tend to correspond to higher driving speeds.
  • gear-dependent correction value GDO for starting gears RL backward small
  • RH reverse large
  • gear 1 gear 2, gear 3 and gear 4
  • medium forward gears gear 5, gear 6, gear 7, gear 8
  • gear-dependent correction value GDO for large gears gear 9, gear 10, gear 1 1, gear 12, gear 13, gear 14, gear 15 , Gear 16
  • control device may alternatively or additionally take into account a circuit-type-dependent value STO (shift-type offset) as a correction value, which may be dependent, for example, on whether it is an upshift or a downshift.
  • STO shift-type offset
  • upshifts the shortest possible interruption of traction is often desirable in order to achieve an overall optimal acceleration behavior of the vehicle.
  • downshifts the traction interruption is, with the exception of some special cases, such as driving on particularly steep gradients, usually comparatively unimportant, so the rest point position can be located in these cases further from the touch point of the friction clutch.
  • the control device takes into account in the determination of the circuit-type-dependent value STO, whether it is a shift from the neutral position of the transmission during the switching process, as is common, for example when starting from a stand.
  • the safe avoidance of a frictional state of the clutch at rest is to attach particular importance, since this condition can be indefinitely or indefinitely long time.
  • the circuit type dependent value for increasing the safety distance of the rest point from the contact point of the friction clutch is here for the most part relatively great to choose.
  • the same applies to other neutral switching states of the transmission as they may occur when rolling the vehicle with gear laid on an elongated slope.
  • control device for determining the circuit-type-dependent value STO takes into account whether the current switching operation is one which is carried out only in a primary gearbox or only in a main gearbox of a multigrain transmission device.
  • the control device takes into account in the determination of the rest point position of the friction clutch as a correction value an offset value DO (Disengagement Offset), which they determined at neutral position of the gearbox and the presence of certain other conditions.
  • an offset value DO Disengagement Offset
  • the offset value DO can preferably be determined if the vehicle is a further condition, an optionally existing transmission brake is released and the friction clutch has a normal operating temperature.
  • control device varies the rest point position only within predetermined or calculated upper and lower limits.
  • the consideration of the correction factors presented here can of course be carried out either individually or in any desired combinations. For each correction factor applies that this can be considered in the form of an additive or subtractive correction value, in the form of a multiplier or in any other forms to self-learning neural networks in the determination of the rest point position of the friction clutch and the actuator of the clutch actuator.
  • a transmission temperature which is already known on the basis of the measurement of a transmission temperature sensor can also be taken into account, for example a physical-mathematical model of the expected wear of the clutch disks.
  • the driver a direct or indirect influence on the determination of the home position by direct input possibilities or evaluation of his behavior.
  • the rest point position can be moved in a very "sporty" driving behavior of the driver further toward the point of contact of the friction clutch as in a calm and comfortable driving driver.
  • 1 is a diagram for the possible determination of a speed-dependent correction value for a rest position of a clutch actuator or a friction clutch and
  • Fig. 2 is a tabular representation of a possible assignment of gear-dependent correction values to gear stages of a transmission with two reverse gears and sixteen forward gears.
  • a motor vehicle has an internal combustion engine whose output shaft is connected in a rotationally fixed manner to the drivable side of a multi-disc clutch.
  • single-disc or double-disc clutches are applicable in a corresponding manner of operation.
  • the output side of the multi-plate clutch is rotatably connected to the input shaft of an automated manual transmission.
  • the mode of operation of the multi-plate clutch is determined by the actuating position of a clutch actuator, which is controlled by an electronic control device.
  • the basic resting point of the clutch has been determined by a first time at the end of a production line of the vehicle and later repeated, for example on occasion of workshop inspections calibration process for this clutch at a Aktuatorstellwert, for example, 27 mm.
  • This control value can be determined, for example, by a slow closing of the clutch when the engine output shaft is rotating and the transmission input shaft is stationary, as well as the gearbox being designed with the transmission brake open.
  • that Aktuatorstellwert or coupling point is determined, in which the clutch output shaft or the transmission input shaft begins to turn straight.
  • This basic safety margin has preferably been determined in such a way that it corresponds to the maximum safety margin desired during operation, taking account of the usual wear of the clutch until the next calibration procedure to be expected.
  • control device When driving, the control device then adjusts the resting point to be actually set, for example by reducing this basic safety margin.
  • the control device can, for example, as soon as sensors report that a previously inserted original gear of the automated gearbox has been designed to determine the currently set rest point and then issue a corresponding control command to the clutch actuator for adjusting the rest position of the friction clutch.
  • the controller detects the vehicle speed and uses this to determine a base home point using a stored table or mathematical equation.
  • a base home point using a stored table or mathematical equation.
  • This can, as shown schematically in Fig. 1, thereby, that in accordance with the determined driving speed, such as V1 or V2, each Kupplungsstellweg Y1 or Y2 is determined, which of the value of Y3 as a horizontal, dot-dashed line drawn maximum security surcharge is deducted.
  • the controller detects the vehicle speed and uses this to determine a base home point using a stored table or mathematical equation.
  • the determined driving speed such as V1 or V2
  • each Kupplungsstellweg Y1 or Y2 is determined, which of the value of Y3 as a horizontal, dot-dashed line drawn maximum security surcharge is deducted.
  • the controller detects the vehicle speed and uses this to determine a base home point using a stored table or mathematical equation.
  • the basic safety margin Y3 is reduced by the corresponding value Y1 of 1.2 mm assumed here, whereby a base rest point shifts toward the point of contact of the clutch.
  • the controller reduces the basic safety margin Y3 by the value Y2, which is assumed to be 2.0 mm as shown in FIG.
  • the base resting point is therefore at a driving speed of 80 km / h only 0.5 mm from the touch point of the friction clutch.
  • the clutch can be closed very quickly when there is a corresponding command at higher speeds, while at lower speeds a slightly greater safety distance is given to the touch point.
  • the driving speed can be used in the same way a rotational speed of an output shaft of the transmission as an output for reducing the safety distance.
  • the new gear stage to be engaged can be taken into account by changing the safety distance when adjusting the clutch position.
  • the control device can read from the table shown in FIG. 2 a correction factor which depends on the gear ratio to be engaged and, in this case, for example, reduce the safety distance by a further 10% (offset) for the planned engagement of the 10th driving gear.
  • offset a further 10%
  • no offset value is provided for the two reverse gears RL and RH and for the starting gears 1 to 4 or the amount thereof is equal to zero It usually does not depend on the fastest possible gear change when using these Anfahr réelle.
  • the control device can also carry out further corrections of the said safety distance on the basis of further parameters. It is irrelevant in the context of the method according to the invention, whether initially a safety distance is determined, which is then reduced or increased in the manner described above depending on certain parameters, or if the target variables to be calculated, for example, the control position of the actuator or the Position of the pressure plate are.
  • the decisive factor here is merely that ultimately the safety distance between a rest point to be set and the point of contact of the clutch is optimized in accordance with the named parameters.

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

Abstract

L'invention concerne un procédé pour la détection dynamique, dépendant des événements, d'une position de repos d'un embrayage, par exemple d'un embrayage à disques. Dans ce cas, la position de repos est une position de la course de réglage ou une plage de la course de réglage se situant juste avant la plage de glissement de l'embrayage. Dans cette position, l'embrayage ne peut quasiment plus transmettre de couple mais peut d'atteindre très rapidement une position dans laquelle un certain couple peut être transmis. Conformément à une variante préférée, la position de repos peut être déterminée à partir d'une position de repos de base, en tenant compte de différentes valeurs de décalage ou de correction. Un dispositif de commande détermine dans ce cas ces valeurs de correction à des instants favorables dépendant des événements, par exemple pendant ou juste après le passage d'une vitesse, en fonction de paramètres définis comme par exemple une vitesse initiale et/ou une vitesse cible et/ou le type d'opération de changement de vitesse, comme par exemple un passage à la vitesse supérieure, un rétrogradage ou un passage à la position neutre de la boîte de vitesses. Ensuite, un actionneur d'embrayage est actionné de telle sorte que l'embrayage à friction reste fermé jusqu'à cette position de repos de l'embrayage. De cette manière, on peut d'une part minimiser une usure accrue de l'embrayage, et d'autre part réduire le temps nécessaire pour le changement de vitesse jusqu'à l'obtention d'une plage de glissement de l'embrayage, en fonction des paramètres définis.
EP08701278A 2007-01-16 2008-01-08 Procédé pour la détection dynamique d'une position de repos d'embrayage Withdrawn EP2118511A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007002343A DE102007002343A1 (de) 2007-01-16 2007-01-16 Verfahren zur dynamischen Ermittlung eines Kupplungs-Ruhepunktes
PCT/EP2008/050102 WO2008087065A1 (fr) 2007-01-16 2008-01-08 Procédé pour la détection dynamique d'une position de repos d'embrayage

Publications (1)

Publication Number Publication Date
EP2118511A1 true EP2118511A1 (fr) 2009-11-18

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP08701278A Withdrawn EP2118511A1 (fr) 2007-01-16 2008-01-08 Procédé pour la détection dynamique d'une position de repos d'embrayage

Country Status (5)

Country Link
US (1) US20100048351A1 (fr)
EP (1) EP2118511A1 (fr)
CN (1) CN101631965A (fr)
DE (1) DE102007002343A1 (fr)
WO (1) WO2008087065A1 (fr)

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DE102007027702A1 (de) * 2007-06-15 2008-12-18 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung einer Kupplung
DE102008001682A1 (de) * 2008-05-09 2009-11-12 Zf Friedrichshafen Ag Verfahren zur Steuerung einer automatisierten Reibungskupplung
US8738256B2 (en) * 2008-07-01 2014-05-27 Eaton Corporation Automatic calibration of the torque transfer touch point in an electrically actuated clutch in a hybrid vehicle
DE102010039172B4 (de) * 2010-08-11 2023-12-07 Zf Friedrichshafen Ag Verfahren zur Ermittlung eines Anlegebetätigungsdruckwertes eines reibschlüssigen Schaltelements
CN103261725B (zh) * 2010-09-09 2017-09-29 舍弗勒技术股份两合公司 用于确定摩擦衬片磨损量的方法
CN103597236B (zh) * 2011-06-08 2016-11-09 舍弗勒技术股份两合公司 用于控制或调节驱动发动机和/或自动摩擦离合器的方法
WO2015106751A2 (fr) * 2014-01-20 2015-07-23 Schaeffler Technologies AG & Co. KG Procédé pour commander un embrayage à friction
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