KR20140142665A

KR20140142665A - Method for determining a wear of a clutch

Info

Publication number: KR20140142665A
Application number: KR1020140066340A
Authority: KR
Inventors: 마누엘 슈닛쳐; 파비오 라코나; 미캬일로 클리멘코
Original assignee: 로베르트 보쉬 게엠베하
Priority date: 2013-06-04
Filing date: 2014-05-30
Publication date: 2014-12-12
Also published as: DE102013210357A1; CN104214243A; CN104214243B

Abstract

The present invention relates to a method for determining wear of a clutch (62) based on a difference of the number of input rotation of a transmission (66) and the number of the rotations of an engine (64). The number of virtual input rotation of the transmission (66) to transmission ranges which are connected to the transmission (66) is calculated during the conversion of the transmission range, the connected transmission range is determined after the conversion thereof, and the number of the virtual input rotation thereof to be allocated to the connected and determined transmission range is considered.

Description

[0001] METHOD FOR DETERMINING A WEAR OF A CLUTCH [0002]

The present invention relates to a method for determining wear of a clutch and an apparatus for determining wear of a clutch.

In the case of electronically controlled clutch devices, information about the position and / or movement of the clutch pedal, which is typically operated by the driver, is detected to activate the clutch. The information is transmitted to the control device and processed as occasion demands. In some cases, the modified information is transmitted to the actuator for control of the actuator. The actuator is configured to actuate and / or press the clutch based on the information. The electronically controlled clutch device of this type is also represented as a clutch bi-wire (CbW) device, which is not provided with a mechanical or hydraulic connection directly between the clutch pedal and the corresponding actuating mechanism for the actuator or clutch.

German publication DE 10 2004 043 541 A1 describes a method for operating a clutch in a so-called clutch bi-wire system. In this case, the clutch target torque is corrected by control according to the running condition, and the operating parameters include temperature, mileage, transmission rpm, transmission rpm slope, and clutch average life.

The clutch is exposed to some degree of wear which, due to its operation, may eventually lead to failure of the clutch. In this case, wear is caused by abrasion of the friction lining of the clutch, which can be caused by so-called slip events during the slip operation, and therefore friction in the clutch can lead to wear and heat load. The slip event is caused, for example, by the driver at the start and at the time of shifting. On the other hand, the sleep event can be caused by automatic control, for example, at the clutch start time, which is executed as a case after the start-stop-costing event, or via the hold assist.

In the foregoing background, a method according to claim 1 and an apparatus according to claim 9 are proposed. Additional embodiments of the present invention are presented from the patent dependent claims and the specification.

With the method of the present application, with an electronically controlled clutch device for a manual transmission of a motor vehicle, wear of the clutch can be calculated and determined accordingly during operation of the clutch formed as a friction clutch. The method is particularly suited for a clutch as part of a clutch device which does not include sensors for detecting the actual transmission gear, or for detecting the input revolution speed of the transmission.

In one embodiment, the actual speed change stage is determined by comparing the speed of the engine with the speed of the engine. This action is implemented when the clutch does not indicate slip and is, for example, fully engaged. Further, depending on the described apparatus, the neutral speed change stage can be detected. In this case, a signal for conveying that one of the speed change stages is engaged is used for the control device of the apparatus of the present application. However, the signal generally does not include information on which gear stage is engaged.

The calculation of the wear of the clutch is based on the measurement, calculation and / or weighting of the frictional energy normally generated during each slip operation of the clutch during operation of the clutch. Wear can be calculated through summing up the values calculated for the friction energy of the entire slip operation.

In the operating situations in which the clutch is placed in the slip state, a frictional force is generated in the form of heat on the clutch disk, and the value of the frictional force is specified in units of watts or kW. Through the integration of the frictional forces, the frictional energy can be calculated for each sleep operation with a corresponding energy input value whose value is specified in units of joules or KJ.

The frictional force is typically the product of the actual torque of the clutch and the difference between the engine speed and the transmission input speed. The friction energy generated during the slip operation is calculated and determined accordingly through the integration of the frictional forces detected during the slip operation over the time period of the slip operation. To determine the wear at a particular point in the life of the clutch, all values for the friction energy up to a particular point in time during all previously performed sleep operations are summed and optionally multiplied by the factor.

In this case, E _act is the current summed friction energy, E _i is the discrete input quantity of friction energy, n _i is the weighting factor in the i th operating situation of the clutch, and the weighting factor (n _i ) _I. E., Depending on the level of each input quantity of friction energy E _i during each sleep operation, and / or according to other operating parameters.

The current wear (V) is calculated through the ratio between the total energy input (E _ges ) of the clutch lining and the currently summed friction energy (E _act ) during the lifetime of the clutch, which is typically preset by the clutch manufacturer, and / Or may be estimated.

When calculating the present frictional force, the actual torque of the clutch is calculated from a clutch model that also takes into account at least one operating parameter detected by the sensor as an input variable, e.g., the pressure, position or current of the clutch device.

Particularly required operating parameters for the calculation of the slip are typically the engine speed and the input speed of the transmission, and the values for the operating parameters are supplied via the signals from the sensors. The number of revolutions of the engine is typically detected and calculated by the sensor. The input rotational speed of the transmission may likewise be detected by the sensor or may be calculated via the number of rotations of the wheels in conjunction with the current gear range information. Current gear range information can be detected through the actual gear range sensor. In a replacement manner, the current gear range information can be calculated by the information of the sensor for detecting the neutral gear position in specific operating conditions, the engine speed and the number of revolutions of the wheels.

Thus, in situations where the gearbox is known, the frictional forces and the resulting frictional energy after execution of the above-described steps of the method can be determined for the determination of the energy input.

For example, when the shifting process (shift change) or shift before the start event is not known at the time of the slip event, the input rotational speed of the transmission can not be reliably calculated. For this reason, it is assumed that after the validity check of the gear stage, the actual energy input quantity can be adopted for the calculation of wear.

The calculated wear can be used inside the clutch model. Thus, the correction characteristic curves of the clutch model can be extended with respect to the calculated wear. To this end, the effects of the number of revolutions of the engine and / or the transmission can be compensated. In addition, the adaptation of the clutch model used can be adjusted by the calculated wear in relation to the frequency or weight of the learning values. It is also possible to use wear and / or frictional forces within the clutch model as input variables for the temperature model of the clutch.

Inside the sequence control device for the operation of the clutch and consequently the clutch device, the wear produced in the context of the present method is, on the one hand, carefully considered between the protection of parts and the ease of running, Can be used to account for the weighting of priorities between protection and ease of use of the vehicle. Thus, during operation of the clutch device, the operating parameters and / or operating sequences can be adjusted. In this way, for example, the starting process of the vehicle can be performed by a low slip method instead of the convenience optimization method. In addition, the additional convenience events that generate the friction energy can be reduced, for example, related to shift assistance, creeping or active adaptation.

The apparatus of the present application generally includes a sensor for detecting a neutral gear position, and it is detected whether or not one of the gear positions is engaged or uncoupled with the sensor, whereby the operation of the transmission A state can be detected.

Each of the possible speed ranges and their transmission ratios are stored in the software of the control device of the present apparatus and become known accordingly. If the transmission is engaged and its validity checked, one of the transmission ratios is valid and can be used immediately to calculate the input rpm of the transmission. For example, when the gear stage is engaged but the validity check has not been performed, all the gear ratios of the transmission corresponding to the gear stages considered after the gear stage change The virtual input rotational speeds of the transmission can be calculated. The shift from the first shift stage to the new shift stage is performed. When the transmission includes k speed change stages formed as forward speed change stages, the changeover from the first gear stage engaged up to the previous shift stage to one of k-1 further change gear stages can be made by the change-speed stage changeover. In the scope of the method of the present application, k-1 or more virtual input revolutions can be calculated for k-1 gear stages to be selected and / or newly engaged. It is also possible to calculate the virtual input revolutions for all of the k forward stages because, depending on the case, the driver of the car may decide to re-engage the first gear stage during the shift change due to, for example, sudden traffic conditions It is because. For the first speed change stage engaged before the speed change stage change, the measurable number of revolutions indicated by the engine when the first speed change stage is engaged can be used as the revolution speed. In a supplemental manner, the frictional force and the energy input amount can be calculated for each gear stage.

When the newly engaged transmission gear stage and the gear stage shift are validated, for example, by a sensor, after the slip process or the end of the slip operation, the virtual input revolution speed of the transmission calculated at the gear shift stage for the newly- Value may be employed, while all other values calculated for the virtual input revolution numbers of the other gear stages are discarded. If the additional gearshift switching must be initiated before the validity of the gearshift is detected, it is possible to detect the most probable value of the virtual input rotation speed of the transmission by the sensor for detecting the neutral gearshift And an algorithm for implementing the method of the present invention may be newly started.

The algorithm to be implemented in the scope of the method of the present application is either passive or independent of the specific configuration of the clutch device, that is, a conventional clutch device including a manual switch with the operating member removed, a clutch device for an automatic transmission, (Clutch-by-wire). For the implementation of the provided algorithm, a sensor and clutch model are used to detect the neutral gear position of each clutch device.

By the method of the present application, it is possible to quantitatively and / or estimate wear of the clutch by calculating the virtual input rotational speed for all gear stages that can be engaged after gear shift. This is possible even in operating situations where critical input signals are incomplete and can not be evaluated, for example, when there is no gear position information and therefore no input revolutions for the transmission. In addition, the wear of the clutch produced by the method of the present application can also be used for additional applications.

Additional advantages and embodiments of the invention are set forth in the description and the accompanying drawings.

It will be appreciated that the features noted above and those features which will still be described below may be used in the respective specific combinations as well as may be used in combination or independently, without departing from the scope of the present invention. have.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a graph comprising operating parameters of the clutch considered in an embodiment of the method according to the invention.
2 is a schematic diagram illustrating an example of an electronically controlled clutch device and an embodiment of the device according to the present invention.
Figure 3 is a flow chart for implementing the method according to the invention in an apparatus according to the invention of Figure 2;

The invention is schematically illustrated in the drawings in accordance with embodiments and is described in detail below with reference to the drawings.

The graph including the operating parameters of the electronically controlled clutch device shown in Fig. 1 includes the abscissa (2), and the time is displayed along the abscissa. In addition, the ordinate (4) for various operating variables of the clutch device is indicated. In this case, the graph shows a group of straight lines 6, 8, 10, 12, 14, 16 for the number of revolutions along the speed change stage of the engine and / or transmission of the vehicle under the condition that the clutch is engaged, The number of revolutions (6) when the one-speed range of the car is used, the number of revolutions (8) when the two-speed range of the car is used, the number of revolutions (10) The speed of rotation 12 when the motorcycle uses the five-speed gear stage, and the speed of rotation 16 when the six-speed gear stage of the motor vehicle is used.

The graph also includes a first curve for describing the state 18 of the neutral speed range and a second curve for describing the actual torque 20 of the clutch. In this case, it is determined through the neutral speed change state 18 whether any one of the speed change stages is engaged with the neutral position corresponding to the manual position 22 of the neutral speed change stage, It is indicated whether or not any gear stage is engaged. Depending on the curvature of the actual torque 20 of the clutch, it can be discriminated whether the clutch is located at the open position 26 or at the engaged position 28.

The actual torque 20 of the clutch is a calculated value that is determined according to one or more measured values of one or more operating parameters of the clutch device, such as actuator position, speed, pressure, current, and the like. The clutch model represents a clear relationship between the actual torque 20 of the clutch and other operating parameters and / or operating states of the clutch device. In this case, other operating parameters and / or operating conditions may be measured directly by the sensors, or indirectly, for example, through a temperature model of the clutch lining. The internal structure of the clutch model is generally determined according to the configuration of the clutch device.

A plurality of points of view 30, 32, 34, 36, 38, 40, and 42 are indicated along the abscissa 2 in consideration of the speed change stage change (shift process). It will also be appreciated that during some of the indicated times 30, 32, 34, 36, 38, 40, 42, for various operational situations 44, 46, 48, The time interval is limited.

Specifically, in the described embodiment, the transmission of the vehicle is located at the three-speed position where it is first engaged from the first point of view 30 to the second point of view 32, ). &Lt; / RTI > At the second time point 32, however, the clutch is opened and this process is terminated until the third time point 34 is reached. In this case, the number of revolutions 52 is reduced. The state of the neutral speed change stage 18 indicates that the first three-speed shift stage is engaged until the fourth time point 36 is reached. In the case of the first operating state 44, which is limited in range through the first point of view 30 and the fourth point of view 36, the three-speed position is known as the first speed change stage. In this case, the difference in the operating parameters between the engine and the transmission, such as the number of revolutions, can be clearly determined by calculation of the virtual input revolutions for all the gear stages that can be newly engaged after the changeover of the speed change stage.

In the second operating state 46, which is range-limited through the fourth time point 36 and the fifth time point 38 according to time, the neutral speed change stage is located at the active position 24. At the fifth point of view 38, however, the clutch is tightened again, and the clutch is fully engaged at the sixth time point 40. Starting at the fifth time point (38), the neutral speed range is again active and thus located at the neutral position (24). The curve of the engine speed 52 is unchanged and indicates that the fourth speed stage is engaged until the seventh time point 42 after the engagement of the clutch at the sixth time point 40. [ The third operating state 48, which is limited through the fifth time point 38 and the sixth time point 40, is characterized in that the new speed change end is fastened. During the third operating state 48, however, the new gear stage does not know which gear stage it is. In this case, at the time of shifting the speed change stage, the calculation of the virtual input rotational speeds for all the speed change stages that can be engaged after the speed change stage change is executed in parallel. In addition, the difference between the number of revolutions of the engine and the number of virtual input revolutions of the transmission can be calculated. Based on this, the energy input for all possible gear stages can be calculated. Starting from the seventh time point (42), there is now a fourth operating state (50), which is now known to be engaged at any one of the speed change stages, here a four-speed gear stage. In this case, the value for the difference between the engine speed 52 and the calculated virtual input rotational speed of the transmission is adopted for the amount of energy input resulting from the newly engaged gear stage and the parallel calculation after the shift changeover. In a further process, a conventional calculation of the operating parameters is carried out.

On the other hand, the transmission is linked with the engine from the seventh time point 42 and exhibits the same number of revolutions as the engine.

For the validity of the currently engaged gear stage and accordingly the actual gear stage from the seventh time 42, one or more conditions must be met. As such, if the signal of the sensor for neutral speed change detection is passive and / or zero, the speed change stage is engaged. Also, the clutch must be partially or completely fastened. Which is identified through the clutch model, and the clutch model is related to the measured value of one or more operating parameters, e.g., the actuator position. The additional condition is that the number of revolutions of the engine is interlocked, which is the case when the slope of the engine speed is lower than the threshold value provided for this purpose. Also, temporal debouncing of the above conditions may be provided, but this is not necessary.

It can be deduced indirectly through the steady slope of the revolution number that the slip has disappeared on the clutch and the engine has reached the actual transmission input revolution speed. The threshold value for the identification of the steady slope is selected so that the slope does not exceed the threshold value even in the case of rapid acceleration or deceleration of the automobile so that the threshold value exceeds the threshold value for the vibration of the power train Lt; / RTI > This means that synchronization is terminated when the absolute value of the slope of the engine speed is smaller than the threshold value.

In a further variation, the clutch does not necessarily have to be fully engaged, and it is sufficient for the clutch to deliver a higher torque than the engine in the configuration. However, in this case, depending on the situation, it becomes more difficult to identify the state of interlocking from the slope of the number of revolutions.

In this case, the number of revolutions of the engine is measured and becomes known accordingly. The virtual input revolution speed [nGearIn (x)] of the transmission is calculated by multiplying the speed of the vehicle and / or the measured number of revolutions (nRad) of the wheel of the vehicle with respect to the speed change stages (x = 1 to x = k) Can be calculated by the speed ratio [j (x)] of the transmission according to the speed change stage. As a result, when the speed change stage is k, k different virtual input rotation speeds [nGearIn (x)] of the transmission during the shift changeover are calculated. In this case, the following formula is applied for one gear stage.

From the respective input rotational speeds nGearIn of the transmission and the actual rotational speed nMotor of the engine and the actual torque Mkupp of the clutch, the input amounts of the present frictional force and the corresponding frictional energy [ E (x)] can be calculated. In this case, the following formula applies to the absolute value of the absolute value of the frictional force [P (x)] of each of the gear positions x in the i-th operating state and is independent of the sign.

From this, for the i-th operating state, when the x-speed stage is engaged, the i-th input quantity of the friction energy through integration can be calculated.

The summed frictional energy is calculated by summing up all inputs of the frictional energy.

In the i-th operation state, the gear stage x actually newly engaged at the time point 42 is known and each accurate input amount Ei (x) of the frictional energy is adopted for calculation of the total friction energy Eact. From the time point (42), the input rotational speed of the transmission corresponding to the rotational speed of the engine, and the input rotational speed which can be measured again, still allows the gear range information to be transmitted Additional frictional forces as the case may be calculated until it disappears again.

Therefore, the speed change stage is known until the speed change stage is released. In the context of the method of the present invention, when the neutral gear range is located in the active position 24 during the second operating state 46, the frictional force is not calculated because the frictional force is not physically important, And there is almost no mass inertia.

In the described embodiment, the clutch is placed in the slip operating state not only between the second time point 32 and the third time point 34, but also between the fifth time point 38 and the sixth time point 40. The slip operation occurs when the number of rotations 52 of the engine and the number of input rotations of the transmission are different from each other in the case of shifting of the speed change stage, whereby friction occurs in the case of the clutch.

2 is a schematic diagram illustrating an example of an electronically controlled clutch device 60 including a clutch 62 disposed between an engine 64 of a motor vehicle and a transmission 66. [ The clutch device 60 also includes a sensor 70 assigned to the clutch 62 as well as an actuator 68 formed as an actuation mechanism for the clutch 62 to press the clutch 62. [ The sensor 70 may be formed as part of the actuator 68 and / or may be assigned to the actuator 68, as shown here. In addition, the sensor 70 may be formed as an independent component of the clutch device, independent of the actuator 68.

The sensor 70 is supplied with the input parameter of the clutch model for calculating the clutch torque. An additional sensor 71 is provided for the detection of the neutral gear range and this additional sensor is not normally disposed on the clutch 62 but may be disposed on the transmission 66 and / .

The clutch device 60 includes a control device 72 as an additional component, which is formed as a component of the presently described device 74 described concurrently. The clutch device 60 also includes a clutch pedal 76 to be actuated by the driver of the vehicle where the clutch pedal is likewise assigned a sensor 78 and a force feedback module 80 .

An example of the clutch device 60 described herein is a control device 72 that is coupled between the actuator 68 of the clutch 62 and the sensor 70 via the control device 72 and between the force feedback module 80 of the clutch pedal 76 and the sensor 70. [ Only by exchanging electrical signals between the clutch pedal 76 and the clutch pedal 76,

The clutch pedal 76 is operated by the driver and the position of the clutch pedal 76 is detected through the sensor 78 of the clutch pedal 76. In this case, Information about the position and / or movement of the clutch pedal 76 is transmitted from the sensor 78 to the control device 72, and the information is processed under consideration of additional operating parameters as the case may be. From this information, in the embodiment described, the value for the set torque of the clutch 62 is calculated by the control device 72 and transmitted to the actuator 68, which actuates the clutch 62, Open or conclude each driver's request. Based on the applied set torque, an actual torque is generated for clutch 62.

Optionally, the position of the clutch 62 may be detected by a sensor 70 assigned to the clutch, and based thereon, a signal may be supplied to the control device 72, Processes the information and supplies information based thereon for a force feedback module 80 for operating the clutch pedal 76 so that the driver can operate the clutch pedal 76 when each of the clutches 62 Depending on the position, a somewhat strong resistance is detected. As the operating parameters, the number of revolutions of the engine 64 and the number of revolutions of the input shaft of the transmission 66 can be considered by the control device 72, and the values of the number of revolutions and the number of revolutions of the input are detected by the sensor The engine 64 and the transmission 66 to the control device 72 of the device 74 of the present invention. When the rotational speed of the engine 64 is different from the input rotational speed of the transmission 66 and the clutch 62 is only partially and therefore incompletely opened, the clutch 62 is placed in the slip operation state. In this case, the predominant slip is calculated by calculating the difference between the input rotational speed of the transmission 66 and the rotational speed of the engine 64. [

When the input rotational speed of the transmission 66 is not known, the virtual input rotational number of the transmission 66 is calculated for each of the gear stages engaged after the gear shift, for calculation of the friction during the gear shift. When the gear stage engaged after the gear shift is detected by the sensor and becomes known, the virtual input rotational speed of the transmission already calculated for the newly engaged gear stage is used for the calculation of the difference to calculate the slip.

A flow chart for describing an embodiment of the method of the present application is shown in Fig.

In the case of the method of the present application, in a first step 84, it is determined by the sensor 70, typically assigned to the clutch 62, whether the clutch 62 is only partly, do.

In this case, in the second step 86, the information of the sensor 71 for detecting the neutral speed change stage may be used, and the sensor 71 may determine whether or not one of the speed change stages is engaged, Information about whether or not it is possible.

In a third step 88, the friction force acting on the clutch disc of the clutch 62 during the slip operation is determined. For this purpose the frictional force can be calculated as the product of the actual torque 20 of the clutch 62 and the slip and the slip is determined by the difference between the number of revolutions of the engine 64 of the vehicle and the number of input revolutions of its transmission 66 . In this case, the virtual input revolution number is calculated for each gear stage that can be newly engaged after the shift stage changeover. To calculate the slip, after the end of the shift changeover, the calculated virtual input revolution number of the transmission 66 is now used as the input revolution number of the transmission 66 under consideration of the currently engaged transmission.

In addition, the actual torque of the clutch is calculated from the clutch model including at least one operating variable of the clutch device 60 as an input variable, in a fourth step 90.

The friction energy that occurs during the slip operation is calculated through integration of the frictional forces in a fifth step 92.

As a result, in the case of a method for operating the electronically controlled clutch 62 with the clutch device 60, the wear of the clutch 62 is determined by the determination of the friction energy that occurs during operation of the clutch 62, Calculation and / or weighting.

Therefore, the proposed method for determining the wear of the clutch 62 is performed based on the difference between the input rotational speed of the transmission 66 and the rotational speed of the engine 64. [ In this case, the virtual input rotational speeds of the transmission 66 during the gear shift are calculated for all possible gear stages of the transmission 66 to be engaged. After the speed change stage switching is performed, the newly engaged speed change stage is determined. For the calculation of the difference, the number of virtual input revolutions of the transmission 66, which is now assigned to the newly engaged and determined gear stage, is taken into account.

Generally, the transmission 66 includes k speed change stages (forward shift stages). In the case of the method of the present invention, the first gear stage is engaged before the gear stage changeover, and the new gear stage is engaged during the gear stage changeover. The number of virtual input rotations of the transmission 66 is calculated for each gear stage during the speed change stage switching. After the end of the speed change-over switching, the clutch slip is calculated under consideration of the input speed of the transmission 66 calculated for each newly engaged speed change stage.

The method of the present application can be executed for speed changeover between two speed change stages formed as forward speed change stages of the transmission.

The wear of the clutch 62 is calculated through determination of the friction energy that occurs during operation of the clutch 62 at the speed change stage including the slip. In the case of the above type of change-speed gear change, the frictional force acting on the clutch disk of the clutch 62 and determined according to the slip is determined, and the frictional energy generated at the change- Lt; / RTI > For the calculation of the frictional energy, the frictional forces are integrated over time and the duration of the speed changeover is taken into account. In this case, the slip is determined according to the difference between the number of revolutions of the engine 64, typically the internal combustion engine, and the number of virtual input rotations of the transmission 66, with respect to the speed change stage to be engaged and / .

In this case, the frictional force is calculated as the product of the actual torque 20 of the clutch 62 and the difference between the revolution speed of the engine 64 and the virtual input revolution speed of the transmission 66. In addition, the actual torque of the clutch 62 is calculated from the clutch model 116 including one or more operating variables of the clutch device 60 as input variables.

In the scope of the method of the present application, the information of the sensor 71 for neutral gear position detection is used, and this information indicates whether or not one of the gear positions is engaged or disengaged during the gear position change to provide.

The virtual input revolution speed of the transmission 66 is calculated by multiplying the imaginary factor along the speed change stage by the revolution speed of the automobile wheel. Where each gear position is assigned an absolute factor known in the design.

The total wear of the clutch 62 is calculated from the total friction energy entering the clutch 62 and the total friction energy is calculated by summing the values of the friction energy for each gearshift transition including slip.

The proposed apparatus 74 of the present application includes a control device 72 which is operatively coupled to a transmission (not shown) for transmission stages that can be engaged and / 66, respectively. After the speed changeover is performed, the engaged speed change stage is determined by the control device 72, and the control device 72 is additionally provided with, for the calculation of the difference, So that the virtual input rotational speed is taken into consideration.

The apparatus 74 of the present application may include one or more additional components, such as a sensor 71 for neutral gear position detection, a sensor for detecting the number of revolutions of the engine, and / or a sensor for detecting the number of revolutions of one or more wheels of the vehicle .

The method of the present application can be implemented for the clutch 68 to be electronically pressurized, which is proposed according to the embodiment. However, the method may also be practiced for each further clutch, for example a clutch to be mechanically biased.

Claims

A method for determining wear of a clutch (62) based on a difference between an input rotational speed of a transmission (66) and a rotational speed of an engine (64), the method comprising: The virtual input rotational speeds of the transmission 66 are calculated for the transmission 66 and the engaged gear stages are determined after the gear stage switching is performed and the virtual input rotational speed of the transmission 66 is calculated Of the clutch.

The method according to any one of claims 1 to 5, which is executed for switching between two gear stages formed as forward gear positions of a transmission (66).

3. A method as claimed in claim 1 or 2, wherein wear of the clutch (62) is calculated through determination of the friction energy occurring during operation of the clutch (62) 62) is determined, and the frictional energy generated upon switching of the speed change stage is calculated through integration of the frictional force generated during the speed change stage change.

4. A method according to claim 3, wherein said frictional force is calculated as a product of the actual torque (20) of the clutch (62) and said difference.

5. A method according to claim 4, wherein the actual torque (20) of the clutch (62) is calculated from a clutch model (116) comprising one or more operating variables of the clutch device (60) as input variables.

3. A shift control apparatus according to claim 1 or 2, wherein information of the sensor (71) for neutral speed change stage detection is used, and said information indicates whether or not one of the speed change stages is engaged or disengaged And providing information on the wear of the clutch.

3. The method according to claim 1 or 2, wherein the virtual input rotational speed of the transmission (66) is calculated as a product of a virtual argument following the change-speed stage switching and the rotational speed of the wheel of the automobile.

4. A method according to claim 3, wherein the total wear of the clutch (62) is calculated from the total friction energy entering the clutch (62), the total friction energy being calculated by summing up the values of the friction energy for each gear shift transition And determining wear of the clutch.

An apparatus for determining wear of a clutch (62) based on a difference between an input rotational speed of a transmission (66) and a rotational speed of an engine (64), the wear determination device (74) comprising a control device And the control device calculates the virtual input rotational speeds of the transmission 66 with respect to the possible shift stages of the transmission 66 during the gear shift change and sets the engaged gear shift stage after the gear shift change is performed And is configured to take into account the virtual input rotational speed of the transmission (66), which is determined and assigned to the gear stage engaged and determined.

10. The system of claim 9, further comprising: a sensor (71) for neutral speed change detection, a sensor for detecting the number of revolutions of the engine or a sensor for detecting the number of revolutions of one or more wheels of the vehicle, And a sensor for detecting the number of revolutions of at least one wheel of the automobile.