US20080275614A1 - Method for determining the clutch application point - Google Patents
Method for determining the clutch application point Download PDFInfo
- Publication number
- US20080275614A1 US20080275614A1 US12/175,776 US17577608A US2008275614A1 US 20080275614 A1 US20080275614 A1 US 20080275614A1 US 17577608 A US17577608 A US 17577608A US 2008275614 A1 US2008275614 A1 US 2008275614A1
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- US
- United States
- Prior art keywords
- disengagement
- clutch
- spring
- load
- point
- 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.)
- Abandoned
Links
- 238000000034 method Methods 0.000 title claims abstract description 31
- 230000001105 regulatory effect Effects 0.000 claims abstract description 9
- 230000005540 biological transmission Effects 0.000 claims abstract description 8
- 238000005259 measurement Methods 0.000 claims description 5
- 230000002787 reinforcement Effects 0.000 claims description 3
- 238000009795 derivation Methods 0.000 claims description 2
- 238000002347 injection Methods 0.000 description 3
- 239000007924 injection Substances 0.000 description 3
- 230000007704 transition Effects 0.000 description 3
- 239000000725 suspension Substances 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
Images
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
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
- F16D25/14—Fluid pressure control
-
- 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
-
- 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
- F16D25/00—Fluid-actuated clutches
- F16D25/12—Details not specific to one of the before-mentioned types
-
- 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
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3024—Pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50245—Calibration or recalibration of the clutch touch-point
-
- 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
- F16D2500/70404—Force
-
- 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
- F16D2500/71—Actions
- F16D2500/7107—Others
- F16D2500/7109—Pulsed signal; Generating or processing pulsed signals; PWM, width modulation, frequency or amplitude modulation
Definitions
- a method for determining the clutch application point in a transmission of a vehicle having a spring-actuated clutch system is a method for determining the clutch application point in a transmission of a vehicle having a spring-actuated clutch system.
- a method for finding or determining the clutch application point is known in which a rotational speed sensor mounted on the transmission side is evaluated. The transmission is shifted to neutral and the clutch is slowly transferred from the open state to the closed state. With the aid of the rotational speed sensor, a change in the transmission input rotational speed can be established. When the clutch is behind the application point, a torque is transmitted with the clutch. This point at which the clutch has an intermittent behavior is designated as the application point.
- This disadvantageous method can be applied only while the engine is running. Furthermore, an additional built-in sensor of transmission input rotational speed is needed thereby increasing the production costs.
- EP 0 550 222 A2 has also disclosed a method for determining a clutch application point which can only be applied while the engine is running.
- Known also is a method for finding or determining the clutch application point in which the injection amount or the engine, during gear introduction is evaluated in idling speed.
- the clutch is transferred from the open state to the closed state.
- the idling speed regulator of the engine constantly tries to regulate the rotational speed of the engine.
- the engine regulator reacts with an increase of the injection amount.
- the increase is used for detecting the application point.
- extensive information of the engine is disadvantageously required.
- this known method also can only be used while the engine is running. In case of possible failure of the communication between the engine and the transmission, this kind of detection is not possible.
- the problem on which this invention is based is to introduce a method for determining a clutch application point in which an availability as great as possible is ensured specially at moderate cost.
- One development of the invention can require that the disengaging load, provided for actuating the clutch system, is used as regulated quantity.
- the disengaging load acts against a contact force, which is assumed when the clutch is closed by the prestress, for example, of a plate spring.
- Diaphragm spring plates for example, are actuated by the disengaging load in the disengaging load system. As soon as the contact force is leveled by the disengaging load, the opening of the clutch system begins so that the clutch application point is reached.
- the clutch application point can be found via the disengagement path by a common intersection point of the curve of the disengaging load and the curve of the spring tension.
- the clutch application point is characterized by a jog in the gradient curve. Therefore, the gradient curve of the disengagement load and the job can be determined in the inventive method so as to obtain the designed clutch application point.
- the disengagement load can be inferred from measurements of adequate regulated quantities so that, for example, by stages one gradient provided before and one after the jog can be determined. With these found gradients can uphill gradients be determined uphill gradients and thus corresponding straight lines whose common intersection point then indicates the jog point and thus also the clutch application point.
- F Amp ( S ) F AmpAP ⁇ i Lever F Disengagement ( S )
- a jog determined by the system appears precisely at the clutch application point.
- the disengagement load changes only with the characteristic line of the spring used, such as a diaphragm spring.
- the disengagement load in the disengagement system then results by:
- the derivation or the gradient curve of the disengagement load on the disengagement system has a jog.
- the transition can be continuous. But the transition range can also be determined here.
- the clutch system is transferred by an appropriate actuation system from the closed state to the open state. It is also possible that a change of gradient of disengagement load is determined by evaluating the regulated quantity and the resulting path in the disengagement system. The determination can obviously be carried out also by the transition from open to closed state of the clutch. This is possible in hydraulic, pneumatic and also electric control of the clutch actuator.
- an actuation device with timed valves can also be provided, for example, for determining the application point, that the clutch opening timed valve is controlled from the closed state of the clutch with constant or defined pulse width.
- the clutch-closing valve can likewise be controlled. The stronger the pressure in the clutch slave cylinder, the smaller the step widths obtained become. The flow on the valve depends on the pressure difference. The clutch application point can then be determined by evaluating the detected clutch path.
- the inventive method can also be provided in pneumatic control of the clutch actuator.
- an electropneumatic system is provided for control of the clutch actuator, the application point can be inferred preferably from the measurements of path and pressure.
- an electric system is provided for control of the clutch actuator, the application point can be inferred preferably from the measurements of path, voltage and/or current.
- FIG. 1 shows the forces and the paths on the pressure plate and on the disengagement system via the disengagement path.
- a typical curve is shown as diaphragm spring characteristic line.
- the contact force f contact starts to diminish when the disengagement load f disengagement is applied to the disengagement system.
- the disengagement load f disengagement is continuously increased until the contact force f contact reaches the value zero and is thus leveled.
- a balance of forces then exists. This point is the clutch application point 5 .
- the disengagement force and spring force can be measured parameters, but they can also be calculated from the given properties of the parts.
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
A method is proposed for determining a clutch application point in a transmission of a vehicle having a spring-actuated clutch system in which the clutch application point is adapted according to at least one adequate regulated quantity of the clutch system.
Description
- This is a divisional application of Ser. No. 10/499,512 filed Jun. 21, 2004 which is a national stage completion of PCT/EP02/14377 filed Dec. 17, 2002 which claims priority from German Application Serial No. 101 63 438.2 filed Dec. 21, 2001.
- A method for determining the clutch application point in a transmission of a vehicle having a spring-actuated clutch system.
- A method for finding or determining the clutch application point is known in which a rotational speed sensor mounted on the transmission side is evaluated. The transmission is shifted to neutral and the clutch is slowly transferred from the open state to the closed state. With the aid of the rotational speed sensor, a change in the transmission input rotational speed can be established. When the clutch is behind the application point, a torque is transmitted with the clutch. This point at which the clutch has an intermittent behavior is designated as the application point. This disadvantageous method can be applied only while the engine is running. Furthermore, an additional built-in sensor of transmission input rotational speed is needed thereby increasing the production costs.
- EP 0 550 222 A2 has also disclosed a method for determining a clutch application point which can only be applied while the engine is running.
- Known also is a method for finding or determining the clutch application point in which the injection amount or the engine, during gear introduction is evaluated in idling speed. The clutch is transferred from the open state to the closed state. The idling speed regulator of the engine constantly tries to regulate the rotational speed of the engine. When the load on the engine output side increases in idling speed, the engine regulator reacts with an increase of the injection amount. The increase is used for detecting the application point. In this method, extensive information of the engine is disadvantageously required. Besides, this known method also can only be used while the engine is running. In case of possible failure of the communication between the engine and the transmission, this kind of detection is not possible.
- The problem on which this invention is based is to introduce a method for determining a clutch application point in which an availability as great as possible is ensured specially at moderate cost.
- An inventive method is accordingly proposed where the clutch application point is adapted according to an adequate regulated quantity. Of special advantage in this method is that the method can also be applied when the engine is disconnected. Furthermore, no additional sensor system is required for detecting rotational speed signals and/or injection amount signals. The method can be easily implemented thus reducing the cost.
- One development of the invention can require that the disengaging load, provided for actuating the clutch system, is used as regulated quantity. The disengaging load acts against a contact force, which is assumed when the clutch is closed by the prestress, for example, of a plate spring. Diaphragm spring plates, for example, are actuated by the disengaging load in the disengaging load system. As soon as the contact force is leveled by the disengaging load, the opening of the clutch system begins so that the clutch application point is reached.
- In the inventive method, the clutch application point can be found via the disengagement path by a common intersection point of the curve of the disengaging load and the curve of the spring tension.
- According to another development of the invention, the clutch application point is characterized by a jog in the gradient curve. Therefore, the gradient curve of the disengagement load and the job can be determined in the inventive method so as to obtain the designed clutch application point.
- It is possible that to determine the gradient curve of the disengagement load. The disengagement load can be inferred from measurements of adequate regulated quantities so that, for example, by stages one gradient provided before and one after the jog can be determined. With these found gradients can uphill gradients be determined uphill gradients and thus corresponding straight lines whose common intersection point then indicates the jog point and thus also the clutch application point.
- One development of this invention can provide that in case of a mechanically actuated disengagement system, when the clutch is closed the contact force is assumed by the prestress of the plate spring. When the diaphragm spring blades are now actuated in the disengagement system, the contact force can be reduced by the force in the disengager multiplied by the lever. This is shown by the following equation:
-
F Amp(S)=F AmpAP −i Lever F Disengagement(S) - with
- FAmp(S)=contact force
- FAmpAP=contact force on working point
- iLever=force reinforcement factor
- FDisengagement(S)=disengagement load
- The dependence of the disengagement load on the disengagement path is almost linear in this development, thus applying:
-
F Disengagement(S)=c diaphragm spring *S Disengagement - with
- FDisengagement(S)=disengagement load
- cdiaphragm spring=spring constant
- SDisengagement=disengagement path
- When the contact force assumes the value zero, by actuation of the diaphragm spring blades, the clutch application point has been reached. In this point applies:
-
F Amp(S Application)=0.0 - A jog determined by the system appears precisely at the clutch application point. When the clutch is further opened, the disengagement load changes only with the characteristic line of the spring used, such as a diaphragm spring. The disengagement load in the disengagement system then results by:
-
F Disengagement(S)=F Plate spring(S Plate)/i Lever - The gradient curve of the disengagement load prior to the jog results from:
-
- and the gradient curve after the jog results from:
-
- When no lining suspension is used, the derivation or the gradient curve of the disengagement load on the disengagement system has a jog. When a lining suspension is used, the transition can be continuous. But the transition range can also be determined here.
- One other development can provide that the clutch system is transferred by an appropriate actuation system from the closed state to the open state. It is also possible that a change of gradient of disengagement load is determined by evaluating the regulated quantity and the resulting path in the disengagement system. The determination can obviously be carried out also by the transition from open to closed state of the clutch. This is possible in hydraulic, pneumatic and also electric control of the clutch actuator.
- For a hydraulic clutch, an actuation device with timed valves can also be provided, for example, for determining the application point, that the clutch opening timed valve is controlled from the closed state of the clutch with constant or defined pulse width. In case of an open state of the clutch with constant or defined pulse width, the clutch-closing valve can likewise be controlled. The stronger the pressure in the clutch slave cylinder, the smaller the step widths obtained become. The flow on the valve depends on the pressure difference. The clutch application point can then be determined by evaluating the detected clutch path.
- The inventive method can also be provided in pneumatic control of the clutch actuator. When an electropneumatic system is provided for control of the clutch actuator, the application point can be inferred preferably from the measurements of path and pressure. When an electric system is provided for control of the clutch actuator, the application point can be inferred preferably from the measurements of path, voltage and/or current.
- The invention will now be described, by way of example, with reference to the accompanying drawings in which:
-
FIG. 1 shows the forces and the paths on the pressure plate and on the disengagement system via the disengagement path. - In the drawing is shown a diagram in which, via the disengagement path, is indicated a diaphragm spring characteristic line with a
continuous line 1, a contact force fcontact with dot-dash line 2, a disengagement load fdisengagement with line dot-dash 3 and a lift off path sLift off the clutch withcontinuous line 4. - A typical curve is shown as diaphragm spring characteristic line. The contact force fcontact starts to diminish when the disengagement load fdisengagement is applied to the disengagement system. The disengagement load fdisengagement is continuously increased until the contact force fcontact reaches the value zero and is thus leveled. A balance of forces then exists. This point is the
clutch application point 5. - At the
clutch application point 5, a jog appears in the gradient curve of the disengagement force fdisengagement which is indicated by a break in the curve of the disengagement force fdisengagement. When theclutch application point 4 is reached, the curve of the lift off sLift off rises, since the clutch system opens further. As the clutch opens further, the disengagement force fdisengagement changes only with the characteristic line of the diaphragm spring. - The disengagement force and spring force can be measured parameters, but they can also be calculated from the given properties of the parts.
-
- 1 curve of the diaphragm spring force
- 2 curve of the contact force
- 3 curve of the disengagement load
- 4 curve of the lift off
- 5 clutch application point
Claims (14)
1. Method for determining a clutch application point in a transmission of a vehicle having one spring-actuated clutch system, characterized in that the clutch application point (5) is adapted according to at least one adequate regulated quantity of the clutch system.
2. Method according to claim 1 , characterized in that the disengagement load is varied as regulated quantity change.
3. Method according to claim 2 , characterized in that as clutch application point (5) a common point of intersection of the curve of the disengagement load and the spring tension is determined via the disengagement path of the clutch system.
4. Method according to any one of claims 2 or 3 , characterized in that at least one gradient curve of the disengagement load abutting on the clutch system is determined via the disengagement path and that a jog in the gradient curve of the disengagement load is found which determines the clutch application point (5).
5. Method according to claim 4 , characterized in that several adequate regulated quantities are measured so that at least sections of a gradient curve of the disengagement load are determined before and/or after the jog.
6. Method according to any one of claims 1 to 5 , characterized in that in a mechanically actuated disengagement system the contact force is determined when the clutch is closed by the following equation:
F Amp(S)=F AmpAP −i Lever F Disengagement(S)
F Amp(S)=F AmpAP −i Lever F Disengagement(S)
with
FAmp(S)=contact force
FAmpAP=contact force on working point
iLever=force reinforcement factor
FDisengagement(S)=disengagement load
7. Method according to claim 6 , characterized in that the disengagement load substantially linearly depends on the disengagement path and is determined by the following equation:
F Disengagement(S)=c Diaphragm spring *S Disengagement
F Disengagement(S)=c Diaphragm spring *S Disengagement
with
FDisengagement(S)=disengagement load
cDiaphragm spring=spring constant
SDisengagement=disengagement path
8. Method according to any one of claims 6 or 7 , characterized in that the clutch application point (5) is determined when the contact force substantially assumes the value zero.
9. Method according to any one of claims 6 to 8 , characterized in that in the mechanically actuated disengagement system the following equations result:
there applying
F Disengagement(S)=F Plate spring(S Plate)/i Lever
F Disengagement(S)=F Plate spring(S Plate)/i Lever
with
10. Method according to any one of claims 1 to 9 , characterized in that when an actuator is used for control of the disengagement system, by evaluating at least one regulated quantity, a jog is determined in the gradient curve of the disengagement load.
11. Method according to any one of claims 1 to 10 , characterized in that at least one time valve is used in the hydraulic actuation of the disengagement system.
12. Method according to claim 11 , characterized in that when the clutch is closed one time valve or when the clutch is open one clutch closing valve with constant or defined pulse width is controlled and that the clutch application point (5) is determined by evaluating the detected disengagement path.
13. Method according to any one of claims 1 to 12 , characterized in that when an electric system is used for control of the disengagement system, the clutch application point (5) is determined from the measurements of path, voltage and/or current.
14. Method according to any one of claims 1 to 12 , characterized in that when an electropneumatic system is used for control of the disengagement system, the clutch application point (5) is determined from the measurements of path and pressure.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/175,776 US20080275614A1 (en) | 2001-12-21 | 2008-07-18 | Method for determining the clutch application point |
Applications Claiming Priority (5)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10163438A DE10163438A1 (en) | 2001-12-21 | 2001-12-21 | Procedure for determining the clutch application point |
DE10163438.2 | 2001-12-21 | ||
US10/499,512 US7474950B2 (en) | 2001-12-21 | 2002-12-17 | Method for determining the clutch application point |
PCT/EP2002/014377 WO2003054410A1 (en) | 2001-12-21 | 2002-12-17 | Method for determining the clutch application point |
US12/175,776 US20080275614A1 (en) | 2001-12-21 | 2008-07-18 | Method for determining the clutch application point |
Related Parent Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/EP2002/014377 Division WO2003054410A1 (en) | 2001-12-21 | 2002-12-17 | Method for determining the clutch application point |
US10/499,512 Division US7474950B2 (en) | 2001-12-21 | 2002-12-17 | Method for determining the clutch application point |
Publications (1)
Publication Number | Publication Date |
---|---|
US20080275614A1 true US20080275614A1 (en) | 2008-11-06 |
Family
ID=7710485
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/499,512 Expired - Fee Related US7474950B2 (en) | 2001-12-21 | 2002-12-17 | Method for determining the clutch application point |
US12/175,776 Abandoned US20080275614A1 (en) | 2001-12-21 | 2008-07-18 | Method for determining the clutch application point |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/499,512 Expired - Fee Related US7474950B2 (en) | 2001-12-21 | 2002-12-17 | Method for determining the clutch application point |
Country Status (7)
Country | Link |
---|---|
US (2) | US7474950B2 (en) |
EP (1) | EP1456553B1 (en) |
JP (1) | JP2005513377A (en) |
KR (1) | KR20040071237A (en) |
BR (1) | BR0215012A (en) |
DE (2) | DE10163438A1 (en) |
WO (1) | WO2003054410A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
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US20120041652A1 (en) * | 2010-08-11 | 2012-02-16 | Zf Friedrichshafen Ag | Determination method for actuation touch point pressure value of a friction shift element |
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DE102005021711A1 (en) * | 2005-05-11 | 2007-02-08 | Zf Friedrichshafen Ag | Method for determining the application point of an automatically actuated friction clutch |
DE102005039922A1 (en) * | 2005-08-24 | 2007-03-08 | Zf Friedrichshafen Ag | Device for actuating a diaphragm spring clutch for vehicles |
DE102007025501A1 (en) | 2007-06-01 | 2008-12-04 | Zf Friedrichshafen Ag | Method and device for controlling a clutch |
DE102007027702A1 (en) | 2007-06-15 | 2008-12-18 | Zf Friedrichshafen Ag | Method and device for controlling a clutch |
DE102008001682A1 (en) | 2008-05-09 | 2009-11-12 | Zf Friedrichshafen Ag | Method for controlling an automated friction clutch |
US9458896B2 (en) | 2014-02-28 | 2016-10-04 | C-Stone Technologies Co., Ltd. | Power transmission device provided with more than two pistons and method of determining return spring force in the same |
DE102014219536B4 (en) | 2014-09-26 | 2022-02-03 | Zf Friedrichshafen Ag | Method for determining an actuating force of a setting actuator and actuating device with a setting actuator |
JP6793653B2 (en) * | 2015-02-12 | 2020-12-02 | シェフラー テクノロジーズ アー・ゲー ウント コー. カー・ゲーSchaeffler Technologies AG & Co. KG | A method for reducing the release force of a disc spring of an automated clutch preferably used in an automobile. |
DE102015218884B4 (en) | 2015-09-30 | 2021-09-16 | Zf Friedrichshafen Ag | Method for determining at least one parameter of a separating clutch, control device, computer program product and data carrier |
DE102015218994B4 (en) | 2015-10-01 | 2021-09-23 | Zf Friedrichshafen Ag | Method for determining a point of application of a disconnect clutch, control device, computer program product and data carrier |
DE102018115364A1 (en) * | 2018-06-26 | 2020-01-02 | Lsp Innovative Automotive Systems Gmbh | Device for controlling several actuators |
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US5810143A (en) * | 1994-02-19 | 1998-09-22 | Fichtel & Sachs Ag | Motor vehicle friction clutch with a transmission element mounted on an axial guide |
US6094976A (en) * | 1998-02-27 | 2000-08-01 | Isuzu Motors Limited | Method of specifying and diagnosing abnormalities in partially-connected clutch stroke levels |
US20020038749A1 (en) * | 1992-11-25 | 2002-04-04 | Luk Lamellen Und Kupplungsbau Gmbh | Self-adjusting friction clutch |
US20020134637A1 (en) * | 1994-02-23 | 2002-09-26 | Luk Getriebe System Gmbh | Method of controlling a torque transmission system and torque transmission system for carrying out the method of controlling |
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- 2002-12-17 WO PCT/EP2002/014377 patent/WO2003054410A1/en active IP Right Grant
- 2002-12-17 US US10/499,512 patent/US7474950B2/en not_active Expired - Fee Related
- 2002-12-17 KR KR10-2004-7009774A patent/KR20040071237A/en not_active Application Discontinuation
- 2002-12-17 JP JP2003555092A patent/JP2005513377A/en not_active Ceased
- 2002-12-17 DE DE50208219T patent/DE50208219D1/en not_active Expired - Lifetime
- 2002-12-17 BR BR0215012-3A patent/BR0215012A/en active Search and Examination
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20120041652A1 (en) * | 2010-08-11 | 2012-02-16 | Zf Friedrichshafen Ag | Determination method for actuation touch point pressure value of a friction shift element |
US8583334B2 (en) * | 2010-08-11 | 2013-11-12 | Zf Friedrichshafen Ag | Determination method for actuation touch point pressure value of a friction shift element |
Also Published As
Publication number | Publication date |
---|---|
US7474950B2 (en) | 2009-01-06 |
JP2005513377A (en) | 2005-05-12 |
KR20040071237A (en) | 2004-08-11 |
DE50208219D1 (en) | 2006-11-02 |
EP1456553B1 (en) | 2006-09-20 |
EP1456553A1 (en) | 2004-09-15 |
US20050051408A1 (en) | 2005-03-10 |
WO2003054410A1 (en) | 2003-07-03 |
DE10163438A1 (en) | 2003-07-03 |
BR0215012A (en) | 2004-11-09 |
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