FR2834322A1 - DEVICE FOR ACTUATING A CLUTCH - Google Patents

Abstract

There is provided a device for controlling a clutch, with an engine which is coupled, by a transmission, to a clutch system, characterized in that the transmission (103) allows a conversion of translational and rotational movements, where the transmission (103) comprises, in forward gear, high efficiency, and low efficiency in reverse, so that the transmission (103) is designed, when a load is applied, to be self-locking and / or self-locking. automatic braking.

Description

1 2834322

  The invention relates to a method for controlling a clutch of an electronic clutch management (EKM) and / or an automated gearbox (ASG). In addition, the invention relates to a device for operating a clutch, with a motor which is coupled, by a

  transmission, to a declutching system.

  Such a method and such a device are known from

  motor vehicle technology.

  The object of the invention is to propose a method and a device that are in accordance with the generic types mentioned initially, said method and said device avoiding the known disadvantages according to the current state of the invention.

technical.

  This object is achieved with regard to the method according to the invention, in that a clutch engagement point is determined as a function of the temperature of the clutch, a setting point which is taken into account when

the control of the clutch.

  For example, an appropriate modification may be made, for example concerning the torque characteristic line and / or the clutch control. It is possible that after a supply of energy in the clutch, which increases the temperature of the clutch, there is a change in the characteristic torque line at the level of the clutch.

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  of the clutch. This can be negative for function and comfort, for example in the case of

automatic clutch control.

  Therefore, it is advantageous to provide a correction or a corresponding compensation, preferably of the characteristic line of the adjustment torque, after a supply of energy in the clutch. In doing so, it is particularly advantageous that, for compensation, the repercussions of the thermal effects are determined in the case of an automated clutch control, whereas, when determining the point of grip, takes into consideration the clutch temperature. For example, it is conceivable that the offset of the position of the Belleville spring blades of the clutch, after a supply of energy, is recorded using the vehicle measurement technique and / or the using a test bench, in particular a test bench controlling the functioning of the electronic management of

the clutch (EKM).

  The setting point is a decisive variable for the control, preferably an automated clutch or a similar clutch. The set point corresponds to the actuator stroke at a predetermined point which preferably corresponds to a clutch torque of approximately 9 Nm. The set point is not constant but may change, for example by a supply of energy in the clutch. According to the analysis described later, basic information is provided for the control of the clutch, to continue to improve the quality of the control of the clutch. Firstly, consider, for example, the shift of the point of capture in said driving process 3s vehicle crawling. By the offset of the point of engagement due to a supply of energy, it is for example

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  possible that the vehicle starts in creep with a torque value of about 30 Nm instead of 10 Nm. When supplying energy in the clutch, the position of the blades of the Belleville springs is shifted when the clutch is closed. This results in a modification of the actuator setting point if said search function is not activated. In addition, the torque characteristic line of the clutch is changed. It also follows a

  modification of the actuator setting point.

  These two effects can be superimposed

  particular if no search function is activated.

  When activating the search function, the torque characteristic line of the clutch is. preferably,

only modifice.

  In addition, the setting point may depend, for a short time, the clutch temperature. It is possible that with respect to an output state, within a short period of time, such as less than 3 minutes, the change of the set point is calibrated and taken into account in the control of the clutch. automated. The clutch temperature can be modified for example over a short time, for example during a crawling driving process, in the case of several starts made successively and / or during a traffic jam occurring in a climb. Here it is important to know if the search function is activated or not. It has been found that in some cases there is no long-term dependency relationship or no absolute dependency relationship of the set point with respect to the clutch temperature. Other influences on the set point may also be important, such as the distribution of temperatures inside the clutch, in particular of a self-adjusting clutch (SAC), the austage of the clutch, particularly a self-adjusting clutch (SAC), a main Belleville spring fatigue and / or fatigue or a

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  settlement of the spring suspension of the clutch linings. It is particularly advantageous that the offset of the point of engagement, in the case of the supply of energy, is integrated with the electronic control of the clutch (EKM), so that it is possible to obtain, by the control of the automatic clutch, an improvement of the

functionality and comfort.

  For the simulation of a supply of energy in the clutch, it can be provided, preferably, that

  successive starts are made on a slight rise.

  For example, the following starts can be made: starts on the first gear, pause of 5 minutes starts on the 2nd gear, pause of 5 minutes 15 starts on the 1st gear, pause of 5 minutes starts on the 2nd gear, pause of 5 minutes It is also possible that the simulation of the energy supply is preferably carried out by the process of driving the vehicle while crawling against an obstacle, for example an edge: 4 minutes of driving while crawling, 2 minutes break 2 , 5 minutes driving in crawling, break from

minutes.

  The supply of energy for each start can be less than 50 kJ. When driving in a crawling mode, the friction power may be less than 2 kW. Before and after each start program, it is possible to carry out an easy blocking test to be carried out, during which the brake is accelerated, in order to determine

  the torque characteristic line of the clutch.

  The point of engagement can be determined with the clutch torque characteristic lines determined during the lock test. The temperature of the clutch can be calculated with a temperature model of management

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  electronic clutch (EKM), where the temperature of the pressure plate is used as measuring variables,

  the stroke of the central disengaging device and the pressure.

  It is conceivable to use other measurement variables as well. The measurement results are summarized in the following table: temperature I o L GP set point Delta point of pressure point in clutch clutch s_strecke take-up point of (stroke of actuator I 'Actuator plug (GP) clutch) with no search search [C] [mm] [mm] [mm] [mm] [mm] [mm] [bar]

  4.03 8.27 4.24 1.04 10.13 10.13 14.70

  4.10 8.57 4.47 1.01 10.53 10.66 14.20

  230 4.92 9.23 4.31 0.90 10.01 11.72 12.00

  255 5.10 9.51 4.41 0.82 10.05 12.10 10.40

  4.46 9.02 4.56 0.90 10.49 11.31 12.00

  133 4.18 8.68 4.50 0.94 10.45 10.74 12.80

  209 4.60 8.89 4.29 0.94 10.04 11.13 12.70

  4.49 8.86 4.37 0.90 10.12 11.01 12.00

  230 4.85 9.07 4.22 0.92 9.87 11.45 12.40

  1 4.50 8.75 4.25 0.87 9.83 10.73 11.30

  5.01 9.24 4.23 0.87 9.79 11.67 1 11.30

  290 5.47 9.47 4.00 0.79 9.20 11.97 9.80

  205 5.16 9.61 4.45 0.79 10.07 12.24 9.80

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  When the concept of the point of engagement is used in this general manner, the point of engagement can be considered, preferably, concerning the stroke of the actuator. When analyzing processes at the clutch level, the difference between the clutch engagement point and the clutch

pickup point of the actuator.

  The clutch engagement point is the clutch system release stroke at a pre - determined point at 9 Nm on the torque characteristic line of the clutch. The race of

  the clutch starts when the clutch is closed, that is,

  say at the zero point of the clutch. The engagement point of the clutch contains only the influence of the clutch. The actuator engagement point is the stroke of the actuator at point where the torque, on the clutch torque characteristic line, is equal to 9 Nm. The actuator stroke begins at the level of the actuator. a so-called search position, that is to say at the zero point of the actuator. The actuator engagement point includes

  influences of the clutch and the clutch system.

  The point of engagement of the actuator can be influenced, in particular, by the offset of the position of the blades, when the clutch is closed. This corresponds to a parallel offset of the characteristic line of the clutch torque, 2s including the zero point of the clutch. It follows that the zero point of the clutch is different from the zero point of the actuator. This again means that a parallel offset of the characteristic line of the clutch torque is the actuator stroke f. The setting point of the actuator is changed accordingly. When searching, a

  alignment of the two zero points can occur, ie

  say that the zero point of the clutch is equal to the zero point of the actuator. The characteristic line of the clutch torque, namely the actuator stroke f, is again

  analogous to that obtained previously.

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  By means of the hydraulic transmission and the crushing stroke, due to the rigidity of the trajectory, the actuator setting point can be calibrated as a function of the pressure. Since said search can have a significant influence on the point of engagement of the actuator, use can take place both with

than without the search function.

  If the search function is not activated, the offset of the blade position, ie the zero position of the clutch, acts directly on the set point

of the actuator.

  When using said search function, the actuator engagement point, in the case of slat position offset alignment, can be calibrated by the search function. It then occurs

  only the modification of the point of engagement of the clutch.

  In total, it can be seen that there is a relationship of dependence, of short duration, of the point of

  the clutch, compared to the temperature of the clutch.

  Regarding an initial state, the change of the tap point can be calaulé within a short period of time, about less than 3 minutes, this change can be taken into account in the order. The temperature of the clutch can change over a short period of time, for example during a crawling driving mode, in the case of several starts made successively and / or during a traffic jam occurring in a climb. . The Belleville spring blades are shifted, especially the springs of the self-adjusting clutch (SAC). One variable relates to the pressure in the set point, where the pressure changes depending on the temperature of the clutch. With increasing clutch temperature (up to 300 C), the value of the clutch engagement point may be lower. The blades can shift towards the motor. The pressure, which

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  corresponds to the disengage force, is lower in the

point of capture.

  There is a short-term dependency relationship of the actuator engagement point with respect to the temperature of the clutch. In doing so, it is very important

  whether the search function is activated or not.

  As the temperature of the clutch increases, the value of the actuator grip point, without search, is. more important, the value of the point of capture being lower.

with the search.

  In the case of information on an (absolute) dependency relationship, over a long period of time, of the engagement point of the clutch, with respect to the temperature of the clutch, other influences should be considered. exerting on the point of engagement, for example the distribution of the temperature inside the clutch, in particular of a self-adjusting clutch (SAC), the adjustment of the clutch with automatic adjustment ( SACj, main Belleville spring fatigue and fatigue or compaction of the spring suspension of the trimmings or

analogous influences.

  The temperature of the clutch can be determined, especially with a suitable temperature model

  applying to the electronic management of the clutch (EKMj.

  The offset of the actuator engagement point is taken into account in the control of the electronic clutch management (EKM), whereby it is possible to obtain, advantageously, an improvement in functionality and comfort . In addition, a short-term heat effect is observed in the case of a supply of energy in the clutch. In particular, there is the short-time shift on the blades of Belleville springs, for example due to tulip effects at the flywheel and / or the pressure plate, to be able to indicate, preferably, impacts on the Management system

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  Electronic clutch (EKM). Particularly in the case of full load starting, maximum thrust starting with sudden clutch and / or locking tests, a large amount of frictional energy can be supplied to the clutch within a relatively short period of time. In doing so, it can occur, as already indicated, reversible offsets, of short duration, the position of the blades of the Belleville springs, which shifts are provoked par pa rt i cul ier by a thermal deformat ion ion due temperature gradients inside the pressure plate and the flywheel. In addition, this can occur depending on the friction power supplied. In addition, it can also occur a reversible shift, long-term, the position of the blades Belleville springs, IS which offset depends in particular on the temperature of

the clutch (pressure plate).

  The long-time offset of the position of the Belleville spring blades can be compensated for by the electronic control command dc

the clutch (EKM).

  With regard to the friction power range in the vehicle, the short-time shifting of the position of the Belleville spring blades and the reformation time are preferably proportional to the power output of the vehicle.

friction provided.

  Depending on the power of friction provided, it is possible, at least for a predetermined period of time, to prevent the search function. The friction power supplied to the clutch can be detected, for example, constantly by the electronic clutch control (EKM), where a suitable clutch temperature model is used as the basis. applying to the

  Electronic clutch management (EKM).

  These provisions are preferably used in the case of a clutch of a vehicle equipped with both a gasoline engine and a diesel engine. It is possible that

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  the provisions mentioned above are used also in the case of other vehicles, where an appropriate adaptation is conceivable every time, which adaptation is determined, for example, according to tests carried out safely.

s test benches.

  Furthermore, in the case of energy supply, a short-term

  position of Belleville springs.

  A predetermined clutch is loaded in sliding phases, with parameters which are summarized in the table below. Then the clutch can be closed and the position of the blades of the Belleville springs can be determined.

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  Torque Speed Power Sliding friction clutch friction friction time [rpm] [Nm] [kW] [s] ._

500 100 5 2 10

500 100 5 4 20

500 100 5 6 30

1000_ 100 10 2 20

1000 100 10 4 _ 40

1000 100 _ 10 6:, 0

1500 100 15 2 30

1500 100 15 4 60

1500 100 15 GB

2000 100 20 2 40

2000 100 20 4 30

2000 100 20 6 1? 0

___

3000 120 _ 38 1_ 2 75 __

3000 120.38 4 150

3000 120 38 6 225

  In doing so, said tuliping tests can be performed, preferably, at the level of the presslon plate and

  at the flywheel, depending on their geometry.

  The ASk short-time offset for the Belleville spring blades and the time tR, during which this offset is 90%, can be exploited accordingly. In doing so, it results in a relatlon of dependence existing between the short shift and the

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  reformation time, compared to the friction power supplied. Mean values of slip phases

  exploited are summarized in the table below.

  _ power of ASk tR friction [mm] [s] [kW] _ 0 0 _ _ 0 0

0.1 3 _ _

0.15 4

38 O, 4 5

  It is clear that the greater the friction power supplied, the greater the shift and the reformation time. The friction power supplied can be a product of the clutch torque and the slip speed, which friction power can be calculated according to the following equation: Pzu = MKU nS / 15k tR IS Pzu friction power supplied MKU clutch torque nS sliding speed ASk spring leaf shifter Belleville tR reshaping time For the range of clutch friction power, preferably the short-time shifting of the position of the Belleville spring blades and the The reformation time is proportionately dependent on the vehicle, the

friction power supplied.

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  Subsequently, the effects on the electronic clutch control system (EKM) are described. After sliding phases with a frictional friction force of about 10 kW, the position of the Belleville spring blades shifts for a short period of time. The zero point of the clutch may not cotncider with the zero point of the actuator during the shift, so that the clutch system can be totally shifted. This shift can be short-lived and does not have a

  great influence on driving behavior.

  During this phase, the search function must be deactivated because, otherwise, the alignment of the clutching system occurs on an erroneous zero point of the clutch-, since, by the search function, the zero point ls of the clutch is placed equal to the zero point of the actuator. If the system is in the search phase during this short-term shift of the Belleville springs, it may result in an incorrect characteristic line for the entire driving situation until the next search phase. of the adjustment torque, after reforming the offset. This must be avoided in order to have a positive influence on the driving comfort of a

  vehicle equipped with an automated clutch system.

  The frictional power supplied to the clutch is constantly determined by the Electronic Clutch Management (EKM) control, where the clutch temperature model applied to the clutch temperature model is preferably used again. Electronic clutch management (EKM). The said research ban can therefore

  be designed without much difficulty.

  In addition, the results concerning the temperature resistance of the clutch, in particular of the self-adjusting clutch (SAC), are integrated in the electronic clutch control (EKM) control, in the form of a clutch.

  characteristic line shift.

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  In doing so, tests were made against a border during said running mode ramp: - nle continues. It appeared, concerning vehicles whose

  engine is hot, the compensation is working properly.

  s For vehicles with a cold engine, there may be a slight overcompensation or undercompensation in some circumstances, ie

  decrease or increase in rcel clutch torque.

  For example, a fully loaded vehicle can be re-stopped. As a result, the starting speeds can be reduced due to the excessive transmission of torque, so that under certain circumstances start-up is not possible on a slope of 30%. In addition, towing torques can also prevent gearing. A higher than normal temperature, which may occur, can be detected in time by appropriate devices. Therefore, it appeared that an appropriate compensation command had to be provided. It is possible that the offset of the set point is expected, in which case the actuator must be sufficiently taken into account (dor, c

  the clutch effect and the hydraulic effect).

  In addition, a temperature change can be detected after the last search o, during the search, there is a recovery of the effect

hydraulic.

  Subsequently, the results without compensation are described for a predetermined vehicle. Here, the following actions can be provided to control the effect. In the first place, the set point is adapted to the currently correct value and / or the adjustment of the friction value is provided for. In addition, the blockage occurs with a marked increase in temperature. In addition, the adaptation of the set point is made (catching up of any offset). Then, during cooling, an adjustment of the offset is provided by adjusting the set point. The search function

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  t 2834322 is activated before adjusting the set point. The point of

  taken is then adapted to the correct value.

  During the actions mentioned above, the characteristic line is shifted by the blocking, which can be detected by catching up the set point. During the cooling, the characteristic line can shift again. In addition, compensation is provided. This offset occurs parallel to the shift of the tap point of the characteristic line, when calculating the zero point - NPUNKT (in b_flag.c). Therefore, the offset acts at the end of the state process, when determining the new theoretical race of the clutch, namely the normalization of the clutch stroke - (KUPPLUNGSWEG_NORMIF.RIN in k_solnom.c) - and also when requesting modulation limits concerning driving - (for example, FALIRELI in s_fabr.c), etc. So that the parts of the deceleration control, such as, for example, the search function and / or the towing function, are not disturbed, the interrogation permanence concerning the torque Zero point clutch - KSOLL≤-] PfJNKrl - can be maintained in zero point shifts. In order to achieve this, it may be provided, if necessary, that the theoretical clutch pitch - KSOLL - is suitably modified. For the calculation of the offset, one can, in certain cases, use a global variable shortened in TEMP_ALT which, during the function of search - SCHNUEFFELN (in s_faLr.c) is fixed being equal to the real temperature. This can be expected also when initializing the command - STEUERUNG_INIT (in m_steuer.c) - and when initializing the temperature when starting the engine (in t_temp.c) to, in particular, avoid or

  detect temperature jumps.

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  In case of emergency or in the case of an emergency program, the compensation may preferably be slowly decreased and

go to 0 (in t_temp.c).

  To be able to achieve this shift, one can intervene, in the control, for example at a relatively sensitive ernpLacement, at the first use of: the

temperature serving as a model.

  In all, it can be seen that it is advantageous to avoid, thanks to the compensation described, in the case of a continuous crawling driving mode, a dangerous automatic reinforcement of the clutch torque. Compensation can be used, especially in the case of hot vehicles. The slight over-compensation or compensation may be caused, if necessary, by the fact that the temperature model (serving as a decoder for the offset) is not adapted to the vehicle's exhaust phase. That is why an adaptation can be taken to be able to use the compensation as well.

  advantageous in the case of vehicles not yet hot.

  Particularly in the case of a cold vehicle, the model can provide a temperature too high between 80 C and 120 C, because the model contains a cooling device applied against a transmission protection bell at 100 C. The model is optimized in this form to obtain high accuracy at high temperatures (o measures are also involved, seizures by the control). Therefore, the possibility is off-rte to use the known temperature of the engine, serving as the temperature of the transmission protection bell, in the case of the temperature model. Other arrangements can also be used to optimize the temperature model. It is also conceivable that the influence of characteristic line fields on the compensation described is 3s qualitatively predetermined. For example, if the friction value is too low and / or the grip is too much

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17 2834322 low, the couple recl of the driving mode in crawling can be

  greater than the controlled torque of the driving mode in creeping operation. Therefore, the rcel heating is more important than the modeled heating. Does this result? under-compensation, whereby the repercussion of the deflection on the set point / the friction value (GP / RW detach) is reduced. If the friction value and / or the set point is too low, the actual torque of the crawling driving mode is lower than the commanded torque of the crawling driving mode. Therefore,

  the rcel heating is lower than the modeled heating.

  Thus, overcompensation occurs, whereby the repercussion of the deflection of the set point / the value of

friction (GP / RW) is amplified.

  The compensation may preferably be independent of whether the characteristic line is cc or not. If the amplification, mentioned above, concerning the defect of the set point / friction value (GP / RW) causes the instability of the adaptations, it is possible to check whether, if any, the result of the adaptation is rejected in the case of a compensatic, n

important in its magnitude.

  In addition, the object of the invention is achieved, relating to the device, in that a device 2s is proposed for controlling a clutch, with a motor which is coupled, by a transmission, to a control system. disengagement, in which the transmission allows a conversion of translational and rotational motions, where the transmission has a high efficiency in the forward direction and, in reverse, a low efficiency, so that the transmission is designed when 'a charge applies, as

  being with automatic locking and / or automatic braking.

  In total, the efficiency is increased, for example to lower the power requirement or to increase the output power in the case of a constant input power. The device according to the invention can be

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  used, preferably, in the case of a vehicle equipped with

  an electronic clutch management (EKM). Therefore, the clutch actuator must, in particular, be maintained in a predetermined position, without additional power absorbed from the drive. Therefore, a drive system is proposed which, in the driving direction, ie in the direction where the motor is used for the load applying for forward and reverse movement. rear, has a high efficiency and, in reverse operation, has a lower efficiency, so that the transmission, in its entirety, is self-maintaining, automatic locking or automatic braking,

  without antagonistic drive power.

  According to an advantageous development of the present invention, it can be provided in the transmission, to achieve this, a double helical gear or similar equipment. Preferably, the double helical gear comprises, for the conversion of translational and rotational movements, a ball drive screw or a coupling device.

similar.

  In the context of an advantageous improvement of the invention, it is also possible to use a helical control device or a similar component. Preferably, the helical wheel drive comprises at least one pinion and

2s a rack.

  The device according to the invention can be integrated with an actuator which is used for controlling the clutches. The helical gear can be used in a drive train, both as an individual element and as an intermediate element, which drive train includes a drive gear and a gear

  actuator for controlling clutches.

  It is possible that the device according to the invention is used, in the case of a clutch actuator, with a drive, with an intermediate control or with an output, which are rotatable and / or

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  2834322 linear and used for the electromechanical and / or hydraulic control of a clutch, these control elements being used in combination with electric control as well as with angular or displacemenl, incremental and / or absolute measurement. With the device according to the invention, it is not necessary, advantageously, to use additional energy for self-maintenance and / or self-braking, in the case of a force effect (load applied to the motor) operating on a kinematic chain. The clutch actuator and, therefore, also the clutch, are held in a predetermined position, without power.

absorbed from the training.

  Here it is particularly advantageous that the overall efficiency of the transmission of the clutch actuator in the direction of driving forces or driving torques (the motor being used for the load applying to the movement towards front and rear) is much greater than in the opposite direction to load forces or torques (load applied

  motor for forward and reverse movement).

  It is also possible that, for example, a screw and ball drive is integrated in the transmission, which screw and bi-control is characterized by high power density and high efficiency and can be used for the conversion of movements

translation and rotation.

  Therefore, the device proposes the characteristic of acting by automatic locking or automatic braking in the case of an external effect of a force or a torque. Thus, the force of the clutch spring is compensated for or not compensated by an opposing force or by the resulting torque, suitably compensated, which

acts on the clutch actuator.

  An improvement of the invention may provide that a modified helical gear is used which, by

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2834322

  example, is used in a set of acLioneur cUrle gearbox, for changes and the selection of

  reports, or which is used in a system of dbrage.

  It is conceivable that the high axial force acting on the gearing is used because of the weight, for example for actuating a brake or an actuator.

  mechanical, electrical or electromechanical.

  The proposed training system can also be used as a basis for other applications, as soon as it can be used, as well as for these applications, taking into account the characteristics

  respective cases of use.

  The claims made with the request for proposals for formulations, without prejudice to any protection provided by the patent. The applicant has the right to claim other combinations of features disclosed so far in this respect.

  description and / or in the drawings.

  References in or-claims refer to the other configuration of the claim of the main claim, by the features of the respective subclaim; these references must be interpreted as a waiver of the independent protection of the object for the purpose

  combinations of features contained in the

  claims which have been the subject of those references.

  Since the subject-matter of the claim may constitute separate and independent inventions by reference to the state of the art on the date of priority, the applicant reserves the right to be the subject of the invention.

  independent claims or to make them

  Declarations of division. In addition, these objects may also contain independent inventions that mount slowly.

  an independent conformation of the objects of

previous claims.

DIV. 1265 - 30.01.03

  The exemplary embodiments should not be construed as a limitation of the invention. Moreover, many changes and modifications are possible within the scope of this disclosure, such as variations, elements, combinations and / or materials that one skilled in the art can use, for example , in order to solve the problem, by combining or modifying: -s characteristics or elements or steps of processes, taken individually, in combination with modes of

  as well as with claims, described in the

  description and contained in the drawings, and which

  This leads to a new object or to new process steps or to new sequences of process steps, by characteristics that can be combined, even if they relate to manufacturing, control, and control processes.

working.

  Other advantageous configurations result from

  subclaims and drawings described thereafter. In

  FIG. 1 shows a diagram comprising various clutch engagement points as a function of clutch engagement. FIG. 2 shows a diagram showing different positions of Belleville spring blades, as a function of FIG. 3 shows a diagram in which the pressure corresponding to the clutching force is applied as a function of the temperature of the clutch. FIG. 4 shows a diagram comprising various points of engagement of the actuator. Depending on the temperature of the clutch, FIG. 5 shows representations of the sliding speed, the friction power, the stroke at the disengaging device, the temperature at the pressure plate, and friction energy, as a function of time;

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  Figure 6 shows the shift of the blades and the reformation time, as a function of the friction power; Figure 7 shows a relationship between the actual temperature of the clutch and the engine temperature of the clutch; Figure 8 shows the effect of the temperature by an adaptation of the setting point; FIG. 9 shows an exact speed compensation, in the case of a mode of driving the vehicle in continuous creep mode; Fig. 10 shows undercompensation for clutch temperature during driving mode d: continuous crawling vehicle; FIG. 11 shows another temperature compensation during the driving mode of the continuous creep, first with under-compensation, then with overcompensation; Figure 12 shows a next temperature compensation during the driving mode of the continuous ramping vehicle, with a minimum overcompensation; FIG. 13 shows a first exemplary embodiment of a device according to the invention, comprising a helical gear lever; FIG. 14 shows a second exemplary embodiment of the device according to the invention, comprising a helical wheel drive; and FIG. 15 shows a third embodiment of the device according to the invention, comprising a screw

* Ball drive.

  In Figure 1, there is shown a diagram with different points of engagement of the clutch, depending on the temperature of the clutch. It appears that the engagement point of the clutch is lower when the temperature increases.

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  According to the different points of measurement, it shows a trend line which can be described by the following equation: y = -0.0012.x + 4, 5646 In addition, the trend line can be described in the following way by the determination measure R:

R2 = 0.2176

  This does not result in any particular linear dependency relationship between the engagement point of the clutch and the temperature of the clutch. In the case of a net linear dependence relationship, the determination measure takes

the value of 1.

  In FIG. 2, a diagram showing different positions of the Bellevill spring blades is shown, as a function of the temperature of the clutch. I] ar:, r, q: c the blades of the Belleville springs are shifted directly: motor ion. From the different points of measurement, there is an ascending trend line which can be described by the following equation: y = 0.0072.x + 3.3282 In addition, the trend line can be described as follows. by the determination measure R2:

R2 = 0.8395

  This results in a linear dependence relation between the positions of the blades of the Belleville springs and:

temperature of the clutch.

  FIG. 3 shows a diagram in which the pressure corresponding to the breaking force is

  applied depending on the temperature of the clutch.

  From Figure 3, we see that the pressure is lowerc

in the point of capture.

  According to the different measurement points, a descending trend line is disintegrated which can be described by the following equation: y = 0.0196.x + 15.645

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  In addition, the trend line may be de fi ned as follows by the determination measure R2:

R2 = 0.5527

  This results in a particularly satisfactory linear dependence relationship between the pressure in the

  catch point and temperature of the clutch.

  In Figure 4, a diagram is shown comprising different points of engagement of the actuator, depending on the temperature of the clutch. It can be seen that there is no dependence, of short duration, on the point of

  The actuator, with respect to the temperature of the embrayace.

  Here, it is very important to know if the Search feature is enabled or disabled. When the temperature of the clutch increases (up to 300 C), it can be seen that the point of engagement of the actuator, without research, is greater, because the blades of the Belleville springs, when the temperature increases, are offset in the direction of: word. r

  (the zero point of the clutch shifts).

  The pick-up point of the actuator may be low when the search function is activated because the clutch engagement point is also weaker.

  producing a zero point alignment of the clutch: e.

  From the measurement points shown, we obtain a trend line without a search function and a trend line with a search function, which trend lines can be described by the following equations: y = 0 , 0096.x + 9.4994 without search function y = -0.0043.x + 10.848 with search function In addition, the trend lines can be described as follows, by the determination measure R2: R2 = 0, 7229 without search function R2 = 0, 4764 with search function In the case of Figures 1 to 4, clutch temperatures up to 290 ° C are used. In the case of temperatures above 300 ° C, waiting for the clutch to separate later and the grip

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  become bigger again. The cause is. a possible modification of the characteristic line of the spring suspension of the linings with respect to the clutch disc. FIG. 5 shows representations of: the slip speed A, the friction power B. of the stroke at the release device C, the temperature at the pressure plate T and the

  the friction energy D, as a function of time.

  Here, we use, among others, the short-time AS offset, blades Belleville springs and the time tR in which this shift is reformed to 90 -. In total, this results in a dependency relation existing between the short-time offset, the time and the reformation of the offset, with respect to the frictional power of P_Reib (Reib = friction). The long time lag is

designated by AS.

  FIG. 6 shows the blade offset and the reformation time, as a function of friction power. This results, using the measuring points, trend lines o a trend line describes the time of the reformation - t_Ruck - according to the friction power P_Reib (Reib = friction) according to the equation: t_Ruck = 0.15 P_Reib - 0.3 In addition, the other trend line describes the blade offset, designated AZunge (Zunge = blade), as a function of the friction power P_Reib (Reib = friction) according to the equation :

AZunge = 0.011 P_Reib - 0.06.

  From this equation, it can be seen, for the range of the clutch power in the vehicle, that the short-time shift relative to the position of the Belleville spring blades and the time of reformation are proportional to

the friction power provided.

  Figure 7 shows the relationship between the actual temperature and the temperature of the model at the level of

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  the emhayage. The result is that the modulus provided is optimal in an area between an upward limit.

and an inferior limit.

  Subsequently, the results are described in the case of a Passenger Vehicle. Here, the following actions can be used to control the effect: adjusting the setting point to the correct value and / or deactivating the adaptation of the friction value; said blocking with a marked increase in temperature; adaptation of the point of capture (catching a deviation); adaptation of the set point (adjustment ^ 1 dcaIage n during cooling); research;

  adaptation of the set point the correct value.

  Fig. 8 shows schematically the temperature evolution (model T) and the point of drie (GP) during the actions mentioned above. In particular, the effect of temperature is senibIe here by the adaptation of the setting point. By blocking, the characteristic Iign is Acale, which can be determined by catching the catch point. When refolding, 1 <feature line can move back again, which can

  be detected also at the level of the prayer point.

  This results in a temperature shift at the diverter cylinder level, approximately 2.9 mm / 100 (swell) or 6.1 mm / 100 (cooling). These values are well above the stated values, equal to about 1 mm / 100. These values for heating and cooling diEfrent unexpectedly. Since the vehicle has cooled down for an hour before the dying, it can be concluded that, for example, the effect of

  cold of the temperature model influence this phenomenon.

  Regarding a cold vehicle, the cooling e product

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  more quickly and one gets a lower temperature

  only in the model. This may explain the import ante va: their

6.1 mm / 100.

  The presence of a temperature effect, which coincides

  S qualitatively with the model, is not confirmed.

  Quantitatively, the effect was weaker than expected.

  FIG. 9 schematically represents the result of a measurement concerning a continuous creep driving mode at 15 Nm, with an increase of

  temperature according to the model, from 130 C to 26 () C.

  The compensation causes a tap point (GP) delta, about + 1.3 mm. The motor torque, due to the compensation, is parallel to the bunching torque. Without compensation (+ O Nm), there would be an increase

  the estimated torque actually transmitted, approximately 20 Nm.

  The automatic amplification - that is, the increased torque - is therefore an increased power supply and therefore a larger temperature rise, hence an increased torque, etc., is not not taken into account in

the case of this evaluation.

  In FIG. 10, the result of a measurement concerning a continuous creep driving mode is shown graphically at 15 Nm, with a temperature increase according to the model, passing from 130 C to 200 C. The compensation causes a point of taken (GP) delta, about + 1 mm. The motor torque increases about 5 Nm, despite the compensation, that is to say that the engine torque is slightly under compensated. Without compensation, an estimated increase in the actual torque should be expected,

about 20 Nm.

  In FIG. 11, the result of a measurement concerning a continuous creep driving mode is shown graphically at 10 Nm, with a temperature increase according to the model, from 150 ° C to 240 ° C. tap point (GP) delta, about + 1 mm. The motor torque decreases approximately 5 Nm (-5 Nm),

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  because of the compensation, that is to say that the engine torque is logically over-compensated. Without compensation, there would be an estimated increase in the estimated couple, approximately

15 Nm.

  Upon cooling with a temperature decrease in the model from about 240 ° C to C, ramping start tests were performed. Compensation causes a set point (GP) delta, about -0.9 mm (that is, the clutch is increasingly closed). The peak torque of the crawling driving mode, which depends on the engine torque, is increasingly important despite the compensation, ie the torque is slightly undercompensated (or the cooling occurs more quickly that hypothesis l5 modeled, for example because the engine and the transmission are still cold). Without compensation, the vehicle could, during cooling, probably perform a

  start-up process in creeping march still olus laible.

  In FIG. 12, the result of a measurement relating to a continuous creep driving mode is shown graphically at 10 Nm, with a temperature increase according to the model, from 150 C to 270 C. The compensation causes a set point (GP) delta, envirc.n + 1.3 mm. The motor torque, due to the compensation, decreases approximately 2 Nm (-2 Nm), that is to say that the engine torque is overcompensated in a minimal way. Without compensation, there would be an estimated increase in the couple

  actually transmitted, about 20 Nm.

  Figures 13 to 15 show various embodiments of the method according to the invention for controlling a clutch 101, with a motor 102 which is coupled by a transmission 103 to a declutching system 104. same components are designated by the

same reference numbers.

  In FIG. 13, a first embodiment of the device according to the invention is shown, cc, mprenant

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  A double helical gear 105. The double helical gear 105 is coupled to the mechanical disruption system 104, wherein the disengaging system 104 includes a spring element 109 used for compensation. The embalming 101 can be actuated by the declutching system 104. FIG. 14 shows a second embodiment of the device according to the invention, comprising a helical wheel drive 106. The helical wheel] 06 comprises a rack 107 and a pinion 108 by means of which there is a conversion of the movements of

translation and rotation.

  FIG. 15 shows a third embodiment of the device according to the invention, taking the double helical gear which is coupled to a ball drive shaft 110. The drive screw to bi.l: allows them the conversion of translational movements and <: the rotation.

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Claims (5)

R E V E N D I C A T IO N S   1. Device for controlling a clutch, with a motor which is coupled, by a transmission, to n declutching systems, characterized in that the transmission (103) allows a conversion of translational and rotational movements, o the transmission (103) comprises, in the forward direction, a high efficiency, and a low efficiency eT1 reverse, so that the transmission (103) is designed, when a load is applied, to be at   automatic locking and / or automatic braking.   2. Device according to claim 1, characterized in that the transmission (103) comprises a gear do helical (105).   3. Device according to claim 2, characterized in that the double helical gear (105) comprises a ball drive screw (110) for the corlversion of   translation and rotation movements.   4. Device according to claim 1, characterized in that the transmission (103) comprises a helical wheel drive (106) comprising at least one pinion (103) and a rack (107).   5. Device according to any one of claims 1   to 4, characterized in that the device is usable, in the case of a drive, an intermediate control and / or an output which are rotary and / or linear and used for the electromechanical and / or hydraulic control of a clutch (101), these control elements being used in combination with an electric drive as well as with an incremental angular or displacement measurement and / or absolute.