WO2006047806A1 - Verfahren zur steuerung eines hydraulischen aktuators mit schnellablassventil, steuersystem und reibungskupplung mit einem solchen - Google Patents
Verfahren zur steuerung eines hydraulischen aktuators mit schnellablassventil, steuersystem und reibungskupplung mit einem solchen Download PDFInfo
- Publication number
- WO2006047806A1 WO2006047806A1 PCT/AT2005/000444 AT2005000444W WO2006047806A1 WO 2006047806 A1 WO2006047806 A1 WO 2006047806A1 AT 2005000444 W AT2005000444 W AT 2005000444W WO 2006047806 A1 WO2006047806 A1 WO 2006047806A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- pressure
- actual
- electric motor
- actuator
- controller
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/02—Control by fluid pressure
- F16D48/04—Control by fluid pressure providing power assistance
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1026—Hydraulic
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/70—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
- F16D2500/70406—Pressure
Definitions
- the invention relates to a method for controlling a hydraulic actuator of a friction clutch, which is a pump, which is driven by an electric motor controlled by a control system, a pressure line containing a remindschlagven ⁇ til leading to an actuator cylinder with an actuator piston, wherein the pressure in the actuator cylinder is to be controlled or regulated, and comprises a quick-release valve which holds a slide entresponsive to the pressure prevailing on the side of the pump facing it. It is particularly intended to the actuator of a multi-plate clutch in the drive train of a motor vehicle, are placed on the special requirements because of the characteristics of such couplings and the special requirements in motor vehicles with vehicle dynamics systems.
- the underlying object of the invention is to teach a method and a control system which permits the exact setting of a specific pressure, the very rapid lowering of the pressure, and the holding of the print with a minimum of electrical pressure Energy is allowed and on top of that is intrinsically safe. The latter means that the pressure drops safely when the controller fails.
- a manipulated variable for the electric motor is determined, depending on the Signum the difference between the target pressure and actual pressure at least two different control algorithms are executed.
- the Stell ⁇ size for the electric motor depends on its special design and Ansteue ⁇ tion. It can be a permanent magnet DC motor with control of Amperage or voltage or any other controllable electric motor.
- the sign of the difference is to be understood as its sign. It is positive if the target pressure is greater than the actual pressure, and negative in the reverse case. It is zero if the pressure difference is less than a predetermined tolerance, which may also be specified by a higher-level system (for example a driving dynamics controller).
- control algorithms initially allow a precise setting of a specific pressure with a positive sign and an extremely rapid lowering of the pressure with a negative sign, and also additional measures to keep the respective pressure as energy-saving as possible.
- control system is structured differently in the two operating states and behaves differently by the interaction of check valve and quick release valve.
- the control algorithm compares the target pressure in the actuator cylinder with the actual pressure and forms a manipulated variable for the electric motor.
- the control parameters are adapted as a function of operating variables (claim 2), in particular as a function of the pressure in the actuator cylinder (claim 3).
- the control algorithm is preferably that of a PID controller, but it can also be that of a state controller or fuzzy logic.
- the control parameters of the controller must be selected according to the characteristics of the control system consisting of electric motor, pump, check valve, pressure cylinder and friction clutch.
- the adaptation takes into account the fact that the package rigidity of the entire clutch (in other words, the spring characteristic) over the closing path of the clutch is highly nonlinear. It breaks down into three sections with very different pitch.
- control algorithm during pressure build-up it is that of a cascade controller, wherein in a first controller a desired speed of the electric motor is obtained from the difference between the setpoint pressure and the actual pressure in the actuator cylinder, and the difference in a second controller from the desired rotational speed and the actual rotational speed of the electric motor, a desired electrical variable, and in a third controller from the difference between the electrical target size and the elektri ⁇ 's actual size, a manipulated variable is determined, with which the electric motor ⁇ is controlled (claim 4).
- the cascading has the following advantages: more favorable dynamics, because the time constants of the individual controllers can be adapted to the respective time constants of the controlled system; better regulation of disturbances through the internal feedback; Protection of the electric motor against overload.
- a further improvement is achieved in that the control parameters of the first regulator are adapted as a function of operating variables, in particular the pressure in the actuator cylinder (claim 5).
- the control parameters of the first regulator are adapted as a function of operating variables, in particular the pressure in the actuator cylinder (claim 5).
- several controllers with different controller parameters and subsequent selection can be used.
- the control algorithm in a first variant forms a manipulated variable for the electric motor by comparing the desired position of the slide of the quick-release valve with its actual position, wherein the desired position of the slide primarily consists of the Values of target pressure and actual pressure in the actuator cylinder is formed (claim 6).
- the actual position of the slider is determined from one or more operating variables of the actuator (claim 7), for example from a size corresponding to the angle of rotation of the electric motor (claim 8).
- the position of the quick-release valve can also be measured.
- control algorithm in a second variant forms a manipulated variable for the electric motor by comparing the desired gradient with the actual gradient of the pressure in the actuator cylinder, the desired gradient being a function of the setpoint pressure and the actual Pressure in Aktuator ⁇ cylinder and the actual gradient is formed by time derivative of the actual pressure in Ak ⁇ tuatorzylinder (claim 9).
- control algorithm for pressure reduction (negative sign) it is that of a cascade controller, wherein in a first controller from the difference between the desired position and the actual position of the slider, a target speed of the electric motor, in a second controller from the difference from the setpoint speed and the actual speed of the electric motor, a desired electrical variable, and in ei ⁇ nem third controller from the difference between the electrical target size and the electrical actual size, a manipulated variable is determined with which the electric motor is driven is (claim 10).
- a cascade controller wherein in a first controller from the difference between the desired position and the actual position of the slider, a target speed of the electric motor, in a second controller from the difference from the setpoint speed and the actual speed of the electric motor, a desired electrical variable, and in ei ⁇ nem third controller from the difference between the electrical target size and the electrical actual size, a manipulated variable is determined with which the electric motor is driven is (claim 10).
- special measures are also to be provided for holding the pressure in the actuator cylinder (if the sign of the difference between the target pressure and the actual pressure is within a predetermined tolerance). Then, the control algorithm monitors the actual pressure in the actuator cylinder in a first variant and, at a defined pressure drop, forms a manipulated variable for the electric motor, which accelerates it from reduced rotational speed or starts at standstill (claim 11). In a second variant, the control algorithm monitors the position of the slide and forms a manipulated variable for the electric motor for a defined deviation (claim 12). The manipulated variable for the electric motor is the motor current (claim 13). If the pressure is to be held in the actuator cylinder, then only the quick release valve must be kept closed. The required Pressure is determined by the force of the spring acting on the slider and this pressure corresponds to a certain motor current.
- the invention also relates to a system for controlling a hydraulic actuator of a friction clutch, which comprises the components specified in the preamble of the first claim, wherein the system includes a processor and a driver stage for driving the electric motor.
- the processor forms at least two controllers with different control behavior and contains a selection logic which, depending on whether the pressure in the actuator cylinder is to be raised or lowered, selects the output signal of one or the other controller (claim 14).
- This takes into account the fact that the control path in the two operating states is structured differently by the interaction of check valve and quick-release valve and behaves differently. Thus, with a total of minimal consumption of electrical energy, a certain pressure can be set precisely as well as lowered again very quickly.
- the one and / or other controller is designed as a cascade controller, wherein in the cascade a first controller compares the respective control variables with each other and forms a target speed for the electric motor, a second controller sets the desired speed with the actual speed.
- Dreh ⁇ number of the electric motor compares and forms an electrical target size, and a third controller compares the electrical target size with an electrical actual size and determines a manipulated variable with which the electric motor is driven (claim 15).
- the invention also relates to a friction clutch for the drive train of a motor vehicle with an actuator, which comprises the components specified in the preamble of the first claim, and which has a control system according to claim 13, wherein the transmissible by the friction clutch torque substantially to the pressure in Actuator cylinder is proportional (claim 16).
- FIG. 1 shows a diagram of the actuator according to the invention with a friction clutch
- FIG. 2 a block diagram of the control system according to the invention
- FIG. 3 A diagram of the positive sign regulator
- FIG. 4 shows a variant of the regulator of FIG. 3, FIG.
- FIG. 6 shows a variant of the regulator of FIG. 5, FIG.
- FIG. 7 A diagram of the negative sign regulator in a second embodiment.
- Fig. 1 is summarily a cylinder-piston unit with I 5 a valve unit with 2 and an electric motor-pump unit designated 3.
- a pressure chamber 4 which is connected via a line 6 to the valve unit 2 in communication, wherein the pressure fluid contained in the pressure chamber 4 acts on a piston 5.
- This piston 5 is part of a friction clutch 7, or is in direct connection with this.
- the friction clutch 7 is only interpreted, as of the usual type with lamellae and a spring.
- the pressure exerted by the piston 5 acts against the force of this spring and the clutch discs. As the pressure increases, the torque transmittable by the clutch increases approximately proportionally with the pressure.
- the valve unit 2 comprises a quick-release valve 8 and a check valve 9.
- the latter has a ball 9 'pressed against a seat by a spring 9.
- the quick-release valve 8 is formed by a sleeve 10 with at least one opening 11, which opening communicates via the line 6
- the J piston 12 separates a first chamber 13 containing a compression spring 14 from a second chamber 17.
- the first chamber 13 is connected to a via a discharge line 15 Swamp 16 in conjunction, from which the electric motor-pump unit 3 sucks fluid or into which it delivers fluid to the second chamber 17, a pressure line 18 is connected, which in turn the connection between the electric motor-pump unit 3 and - Via the check valve 9 - to Druck ⁇ space 4 produces.
- the electric motor-pump unit 3 consists of a pump for the pressurized fluid and a motor 20, which is controlled by a control system 21.
- a permanent-magnet DC motor is used.
- the control system 21 receives as input signal from sensors 22 (here only a pressure sensor indicated) determined actual values and via a line 23 a desired value of a pressure in the actuator cylinder, which generates the force acting on the lamellae of the clutch 7 contact pressure and the maximum of the clutch ma ⁇ corresponds to transmitted torque.
- sensors 22 here only a pressure sensor indicated
- the control system 21 receives as input signal from sensors 22 (here only a pressure sensor indicated) determined actual values and via a line 23 a desired value of a pressure in the actuator cylinder, which generates the force acting on the lamellae of the clutch 7 contact pressure and the maximum of the clutch ma ⁇ corresponds to transmitted torque.
- the elements described so far form the actuator of the coupling 7.
- the operation of the arrangement described is the following: In the 7 ig.
- control system 21 is shown as part of a control loop, it forms with an actuator and its controlled system, which together are here indicated and designated 28.
- actuator and control system On the actuator and the control system ind various sensors mounted generating signals 22, namely:
- Detected signals such as a torque or speed signal.
- the actual pressure signal 22a or 22h and individual ones of the further signals 22b to 22 g are available to the control system 21.
- a signal 23 emitted by a superordinate control system which indicates the desired pressure (p so n) in the actuator cylinder 4 and which is essentially proportional to the maximum torque to be transmitted by the clutch.
- the control system 21 roughly consists of an analog-to-digital converter 25, which provides the signals 22 and 23 in digital form to a computing unit 26.
- Their output signal 36 is a manipulated variable for the motor 20, which is supplied to a driver stage 27, the electric motor supplied to the electric motor. see current regarding voltage and / or amperage controls.
- the input signal 23 can already be in digital form and additionally also contain the width of the tolerance range.
- three controllers 30,31,32 and a selection logic 33 are provided. All three are arranged in parallel, they receive as input the desired pressure 23 (p so n) and the measurement signals 22, but at least the actual pressure 22a or 22h and all three controllers provide as output a manipulated variable 34a, 34b, 34c for the electric motor 20, from which the selection logic 33, also as a function of the target pressure 23 (p so u) and the measuring signals 22, but at least to that of the actual pressure 22a or 22h (pi St) a signal 36 selects.
- the three regulators 30, 31, 32 connected in parallel come into action, always only one, in different control situations.
- the sign of the pressure difference designates its sign, which is positive in this case.
- the second controller 31 acts when the pressure difference and thus the sign is negative, which corresponds to a falling pressure in the actuator cylinder (and ei ⁇ nem disengagement of the clutch).
- a third regulator may be provided to hold the pressure. It works when the target pressure and the actual pressure in the actuator cylinder are within the specified tolerance. He is also referred to as a holding controller.
- the selected by the selection logic 33 manipulated variable 36 for the motor 20 is the driver stage 27 passed.
- the first controller 30 consists of the actual controller 37 and a computer 38 for the calculation of the control parameters on the basis of individual input signals 22, in particular, but not exclusively, of the actual pressure signal 22a or 22h.
- the control parameters calculated by this are assigned to the actual controller 37 predetermined for adaptation.
- the controller 30 is overall adaptive. This takes into account the fact that the relationship between the pressure to be overcome by the actuator piston (5) (consisting of the force of the clutch springs and the contact pressure of the clutch plates required for the transmission of a specific torque) and its travel is highly nonlinear is. Without the Adapttechniksflinktion the adjustment process in the range of low force would take much too long.
- the factors describing the controller are adjusted in accordance with the input signals 22 and 23, in particular the actual pressure 22a, 22h, so that the adjustment of the piston 5 meets the requirements in all areas corresponds to the dynamics.
- the parameters determined by the computer 38 are supplied to the actual controller 37 via the connection 39.
- a controller a compound or a loop is spoken, it is meant when using a processor, a program module that performs aus ⁇ the corresponding control algorithm.
- the controller 30 is designed as a cascade controller which consists of three sub-controllers 40, 43, 45 which are connected in cascade.
- the first i sub-controller 40 is divided into three areas 40 ⁇ , 40
- a selection logic 41 which, like the input of the controller 40 via the "line” 42, the actual pressure signal (pi st ), it (42) forms an outer return loop of the cascade.
- the output of the first sub-controller 40 is a target speed of the engine (n so n).
- the second sub-controller 43 of the cascade is a speed controller to which the setpoint speed signal (n so n) of the first sub-controller 40 and via an average feedback loop 44 an actual speed (n ist ) of the motor zuge ⁇ leads.
- the output signal is a desired current signal (I so n) for the motor. It 5 is compared in the third subcontroller 45 with the actual current (Ii St ) of the motor and generates a manipulated variable 34a for the motor 20. Actuator and controlled system 28 are indicated.
- the actual controller 50 is supplied with an actual value 22f (Xi st ) corresponding to the actual position of the spool 12 and a target value of the position of the spool 12 (x so n). The latter is calculated primarily from the target pressure 23 (p so n) in the actuator cylinder and from the actual pressure signal 22a or 22h (pi st ). Further measurement signals 22 can be supplied to the controller via the loop 52.
- the output signal 34 of the actual controller 50 is again a manipulated variable 34b for the electric motor.
- the controller 31 for negative sign is again designed as a cascade controller.
- the arithmetic unit 60 determines the desired position of the slide 12 (x so n) from the actual pressure 22a or 22h (pi st ) and the target pressure 23 (p so ii) in the actuator cylinder 4, wherein the desired value (x so n) the Position of the slider 12 is a function of the flow area of the opening 11.
- the desired value (Xi St ) is calculated from the desired value (x so n) of the position of the slider 12 and from its actual value (Xi St ), preferably from the actual angle of rotation in a computing unit 61 22d actual speed (ni St ) of the motor is determined, a target speed of the motor (n so n) determined.
- the actual position (xi st ) of the slider 12 is supplied to the first sub-controller 63 (a position controller) via an external feedback loop 62.
- a setpoint current (I soll ) for the motor is calculated from the setpoint speed (n so n) of the motor and an actual speed (nj St ) of the motor communicated via an average feedback loop 64 , This (I soll ) in turn is compared with the actual current (Ii St ) delivered via an inner feedback loop 66 5 000444
- FIG. 7 shows a second embodiment of the second regulator 31 (negative sign) which differs from that of FIG. 5 in that instead of the setpoint position (X so ii) of the slide 12, the pressure gradient (dp / dt) is the input variable ⁇ is used.
- the actual controller 70 compares a desired value (dp / dt so ⁇ ) of the pressure gradient with an actual value (dp / dti st ) of the pressure gradient.
- the former is calculated in the arithmetic cylinder 4 in a computing unit 71 from the desired track 23 (p so n) and the actual pressure 22a o- 22h (p ⁇ St ).
- the second one is determined in a unit 72 from the actual duck signal 22a or 22h (p ist ).
- the output quantity is again the manipulated variable 34b for the electric motor.
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/667,245 US8145400B2 (en) | 2004-11-08 | 2005-11-08 | Method for controlling a hydraulic actuator comprising a rapid drain valve and a control system and a friction coupling comprising an actuator of this type |
DE112005002583T DE112005002583A5 (de) | 2004-11-08 | 2005-11-08 | Verfahren zur Steuerung eines hydraulischen Aktuators mit Schnellablassventil, Steuersystem und Reibungskupplung mit einem solchen |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
ATGM805/2004 | 2004-11-08 | ||
AT0080504U AT8550U1 (de) | 2004-11-08 | 2004-11-08 | Verfahren zur steuerung eines hydraulischen aktuators mit schnellablassventil, steuersystem und reibungskupplung mit einem solchen |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006047806A1 true WO2006047806A1 (de) | 2006-05-11 |
Family
ID=35976462
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AT2005/000444 WO2006047806A1 (de) | 2004-11-08 | 2005-11-08 | Verfahren zur steuerung eines hydraulischen aktuators mit schnellablassventil, steuersystem und reibungskupplung mit einem solchen |
Country Status (4)
Country | Link |
---|---|
US (1) | US8145400B2 (de) |
AT (1) | AT8550U1 (de) |
DE (1) | DE112005002583A5 (de) |
WO (1) | WO2006047806A1 (de) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8827062B2 (en) | 2010-08-04 | 2014-09-09 | Magna Powertrain Ag & Co Kg | Torque transmission unit |
WO2016078702A1 (de) * | 2014-11-19 | 2016-05-26 | Gkn Driveline International Gmbh | Verfahren zur regelung eines istdruckes einer kupplung eines kraftfahrzeuges |
Families Citing this family (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
GB2466002A (en) * | 2008-12-05 | 2010-06-09 | Gm Global Tech Operations Inc | Clutch hydraulic system with a pump controlled as a function of clutch torque |
DE102008054884A1 (de) * | 2008-12-18 | 2010-07-01 | Endress + Hauser Conducta Gesellschaft für Mess- und Regeltechnik mbH + Co. KG | Wechselaramatur für einen Sensor |
DE102009002047B4 (de) * | 2009-03-31 | 2012-07-26 | Kaeser Kompressoren Gmbh | Verfahren zum Steuern der Kühlphase eines zu kühlenden Behälters einer warmregenerierenden Adsorptionsanlage und Vorrichtung einer warmregenerierenden Adsorptionsanlage zum Durchführen eines derartigen Verfahrens |
US9383228B2 (en) | 2012-12-03 | 2016-07-05 | Hamilton Sundstrand Corporation | Control voltage signal synthesis system and method |
CN107965572B (zh) * | 2017-11-06 | 2020-06-26 | 北京理工大学 | 一种自动变速器用电液控制系统 |
DE102019102682A1 (de) * | 2019-02-04 | 2020-08-06 | Volkswagen Aktiengesellschaft | Verfahren zur Regelung einer nasslaufenden Kupplung eines Kraftfahrzeugs |
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EP1236918A1 (de) * | 2001-02-22 | 2002-09-04 | ZF Sachs AG | Kupplungssystem mit einer unter Vermittlung einer Hydraulik-Pumpenanordnung betätigbaren Kupplungseinrichtung |
US6647332B1 (en) * | 1998-12-21 | 2003-11-11 | Caterpillar Inc | Electronic inching control strategy |
WO2004040158A2 (de) * | 2002-10-31 | 2004-05-13 | Magna Steyr Powertrain Ag & Co Kg | Einfachwirkender aktuator mit schnellöffnendem hydraulikventil zur steuerung einer kupplung |
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DE1009184B (de) | 1952-09-17 | 1957-05-29 | Merck & Co Inc | Verfahren zur Herstellung von 5-Pregnen-3,11,16,20-tetraon-3-ketalen |
FR2633072B1 (fr) | 1988-06-21 | 1990-11-02 | Renault | Circuit de commande, de regulation et de controle d'un debit de fluide |
WO1990005866A1 (de) * | 1988-11-17 | 1990-05-31 | Zahnradfabrik Friedrichshafen Ag | Verfahren zur regelung einer kupplung |
JPH02150554A (ja) * | 1988-11-30 | 1990-06-08 | Suzuki Motor Co Ltd | 連続可変変速機のクリープ制御装置 |
JP3237419B2 (ja) * | 1994-10-21 | 2001-12-10 | トヨタ自動車株式会社 | 車両用クラッチ制御装置 |
US6086509A (en) * | 1999-06-18 | 2000-07-11 | Case Corporation | Method and apparatus for transmission clutch modulation during gear shift based on payload and selected direction |
DE10104109A1 (de) | 2001-01-31 | 2002-09-05 | Mannesmann Rexroth Ag | Regelverfahren für die hydraulische Unterstützung eines elektrischen Antriebs |
JP3851108B2 (ja) | 2001-05-07 | 2006-11-29 | 株式会社ユニバンス | 駆動力配分装置 |
US8831847B2 (en) * | 2001-08-24 | 2014-09-09 | Schaeffler Technologies AG & Co. KG | Regulated drivetrain for damping out vibrations |
DE102004015185A1 (de) * | 2004-03-24 | 2005-10-27 | Fte Automotive Gmbh & Co. Kg | Hydraulische Betätigungsvorrichtung für eine Kraftfahrzeug-Reibkupplung |
US8615349B2 (en) * | 2009-11-11 | 2013-12-24 | GM Global Technology Operations LLC | Method of detecting filling of hydraulic clutch |
-
2004
- 2004-11-08 AT AT0080504U patent/AT8550U1/de not_active IP Right Cessation
-
2005
- 2005-11-08 US US11/667,245 patent/US8145400B2/en not_active Expired - Fee Related
- 2005-11-08 DE DE112005002583T patent/DE112005002583A5/de not_active Withdrawn
- 2005-11-08 WO PCT/AT2005/000444 patent/WO2006047806A1/de active Application Filing
Patent Citations (3)
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US6647332B1 (en) * | 1998-12-21 | 2003-11-11 | Caterpillar Inc | Electronic inching control strategy |
EP1236918A1 (de) * | 2001-02-22 | 2002-09-04 | ZF Sachs AG | Kupplungssystem mit einer unter Vermittlung einer Hydraulik-Pumpenanordnung betätigbaren Kupplungseinrichtung |
WO2004040158A2 (de) * | 2002-10-31 | 2004-05-13 | Magna Steyr Powertrain Ag & Co Kg | Einfachwirkender aktuator mit schnellöffnendem hydraulikventil zur steuerung einer kupplung |
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US8827062B2 (en) | 2010-08-04 | 2014-09-09 | Magna Powertrain Ag & Co Kg | Torque transmission unit |
WO2016078702A1 (de) * | 2014-11-19 | 2016-05-26 | Gkn Driveline International Gmbh | Verfahren zur regelung eines istdruckes einer kupplung eines kraftfahrzeuges |
US10054174B2 (en) | 2014-11-19 | 2018-08-21 | Gkn Automotive Ltd. | Regulating an actual pressure of a motor vehicle clutch |
Also Published As
Publication number | Publication date |
---|---|
AT8550U1 (de) | 2006-09-15 |
US20080255740A1 (en) | 2008-10-16 |
US8145400B2 (en) | 2012-03-27 |
DE112005002583A5 (de) | 2007-12-06 |
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