WO2007040404A1 - Procede, dispositif et systeme de commande d'actionneur electro-pneumatique - Google Patents

Procede, dispositif et systeme de commande d'actionneur electro-pneumatique Download PDF

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Publication number
WO2007040404A1
WO2007040404A1 PCT/NO2006/000317 NO2006000317W WO2007040404A1 WO 2007040404 A1 WO2007040404 A1 WO 2007040404A1 NO 2006000317 W NO2006000317 W NO 2006000317W WO 2007040404 A1 WO2007040404 A1 WO 2007040404A1
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WO
WIPO (PCT)
Prior art keywords
actuator
electro
model
reference input
pneumatic actuator
Prior art date
Application number
PCT/NO2006/000317
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English (en)
Inventor
Glenn-Ole Kaasa
Original Assignee
Kongsberg Automotive As
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kongsberg Automotive As filed Critical Kongsberg Automotive As
Publication of WO2007040404A1 publication Critical patent/WO2007040404A1/fr

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Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B17/00—Systems involving the use of models or simulators of said systems
    • G05B17/02—Systems involving the use of models or simulators of said systems electric
    • 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
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B13/00—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion
    • G05B13/02—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric
    • G05B13/04—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators
    • G05B13/041—Adaptive control systems, i.e. systems automatically adjusting themselves to have a performance which is optimum according to some preassigned criterion electric involving the use of models or simulators in which a variable is automatically adjusted to optimise the performance
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Programme-control systems
    • G05B19/02—Programme-control systems electric
    • G05B19/18—Numerical control [NC], i.e. automatically operating machines, in particular machine tools, e.g. in a manufacturing environment, so as to execute positioning, movement or co-ordinated operations by means of programme data in numerical form
    • G05B19/19—Numerical control [NC], i.e. automatically operating machines, in particular machine tools, e.g. in a manufacturing environment, so as to execute positioning, movement or co-ordinated operations by means of programme data in numerical form characterised by positioning or contouring control systems, e.g. to control position from one programmed point to another or to control movement along a programmed continuous path
    • 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
    • F16D2500/1028—Pneumatic
    • 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
    • F16D2500/3026—Stroke
    • 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
    • F16D2500/708—Mathematical model
    • F16D2500/7082—Mathematical model of the clutch

Definitions

  • the present invention relates generally to the field of control systems for electro- pneumatic actuators. More specifically, the present invention relates to a method, a device, a computer program and a system for controlling an electro-pneumatic actuator, such as a vehicle clutch actuator.
  • Electro-pneumatic actuators are used in a variety of industrial applications in order to move the position of machine elements.
  • an electro-pneumatic actuator for clutch actuation in a vehicle.
  • the clutch in a vehicle is arranged to allow engagement or disengagement of the connection between the vehicle engine and the vehicle transmission.
  • an actuator In heavy-duty vehicles, such as trucks, it is necessary that the clutch operation is assisted by an actuator. Since compressed air is already available as an energy supply in such vehicles, in particular for braking purposes, it would be convenient and advantageous to use an electro-pneumatic clutch actuator for assisting the clutch operation.
  • US-5 424 941 relates to a controller which includes a programmed microprocessor, configured for positioning a pneumatic actuator.
  • a differential pressure measurement signal is used as an additional feedback signal in the control loop. Since position feedback is not sufficient, there is a need for additional sensors in the actuator, resulting in higher costs and an additional source of error.
  • Still another object of the invention is to provide such solutions which are based solely on position feedback from the actuator, thus avoiding the need for additional sensors in the actuator, which represent additional costs and possible sources of error.
  • a further object of the invention is to provide such solutions which result in a robust control of the electro-pneumatic actuator, i.e. that it effectively deals with model uncertainties and attenuates possible disturbances, e.g., due to ageing, wear and temperature variations.
  • Fig. 1 is a schematic block diagram illustrating a system which operates in accordance with the present invention
  • Fig. 2 is a schematic block diagram illustrating the principles of an electro- pneumatic clutch actuator
  • Fig. 3 is a schematic block diagram illustrating the structure of a control device in accordance with the present invention
  • Fig. 4 is a flow chart schematically illustrating a method in accordance with the present invention.
  • Fig. 5 is a schematic block diagram illustrating an example implementation of an observer
  • Fig. 6 is a schematic block diagram illustrating an example implementation of a controller
  • Fig. 7 is a schematic block diagram illustrating an example implementation of a reference model
  • Fig. 8 is a graph illustrating an exemplary load characteristic.
  • Fig. 1 is a schematic block diagram illustrating a system which operates in accordance with the present invention.
  • the block diagram in fig. 1 illustrates schematically a control device 100 for controlling an electro-pneumatic actuator in accordance with a reference input.
  • the actuator is an electro-pneumatic clutch actuator which is arranged to actuate a clutch in the drive train of a motor vehicle, such as a truck.
  • a motor vehicle (not shown) comprises an engine 110, typically an internal combustion engine such as a diesel engine.
  • the engine 110 provides rotary torque on a rotatable engine shaft 112, which is connected to a friction clutch 120.
  • the friction clutch 120 comprises an axially fixed friction plate 122 and an axially movable friction plate 124. The plates are arranged for being fully engaged, partially engaged or not engaged.
  • a goal of the control task is to bring the degree of engagement between the clutch plates 122, 124 in accordance with a primary reference input 142, provided by a primary reference device 140.
  • the primary reference device 140 is a clutch pedal or a clutch by wire (CBW) device, operated by the driver of the vehicle.
  • the primary reference device 140 may be an automated manual transmission (AMT) device.
  • the primary reference input signal 142 represents the desired position of the axially movable plate 124 relatively to the axially fixed plate 122 in the clutch 120.
  • the axially movable friction plate 124 supplies rotary torque to the transmission 130, which is further connected to the drive shaft (not shown) of the vehicle.
  • the movable friction plate 124 is axially positioned by an electro-pneumatic clutch actuator 180.
  • the clutch actuator 180 is described in closer detail with reference to figure 2.
  • a signal representative of the axial position of the movable friction plate 124 is measured by a position sensor 190. Since the clutch actuator is directly connected to the movable friction plate, the position sensor 190 may be included as a part of the actuator 180. The position sensor provides the measured position signal 192. The measured position signal 192 is fed into the observer 170. A control signal 162 supplied by a controller 160 is also fed into the observer 170. The observer 170 is arranged for calculating an estimate 172 of at least one unmeasured state in the electro-pneumatic actuator 180, based on the measured position signal 192 and the control signal 162.
  • the observer 170 comprises a model arranged for simulating the dynamics of the electro-pneumatic actuator.
  • the model is preferably non-linear.
  • the non-linear model comprises a model of the pressure dynamics of the electro-pneumatic clutch actuator.
  • the non-linear model also comprises a model of actuator load characteristics, in particular a clutch spring load characteristic and a friction load characteristic of the clutch.
  • the controller 160 is arranged for calculating the above mention control signal 162 based on the reference input 152 and the estimate 172 of at least one unmeasured state. The operation of the controller 160 is described in closer detail with reference to fig. 6.
  • the control signal output 162 is supplied as input signal to the electro-pneumatic clutch actuator 180.
  • the reference input to the controller 160 is advantageously connected to the output of a reference model 150 supplied by the primary reference input 142, i.e. the signal provided by the CBW device (clutch pedal) or the AMT device.
  • Fig. 2 is a schematic block diagram illustrating the principles of an electro- pneumatic clutch actuator.
  • the actuator 180 is controlled by a closed center three-way proportional valve.
  • the control device 100 provides a control signal output 162 to the proportional valve, based on the reference input 142 and the position signal 192 provided by the position sensor 190.
  • the position 192 of the actuator 180 is controlled by manipulating the control signal 162 to generate the necessary pressure P A in the appropriate chamber of the actuator.
  • Fig. 3 is a schematic block diagram illustrating the structure of a control device in accordance with the present invention.
  • the control device is advantageously implemented as a functional part of a device known in the automotive industry as an Electronic Control Unit (ECU).
  • An Electronic Control Unit (ECU) is a centralized digital control unit arranged in a vehicle, which may be used for controlling various functions in the vehicle. For instance, the ECU may control engine functions such as fuel injection, or braking functions, such as the operation of anti-locking breaks. Alternatively or in addition, the ECU may control vehicle transmission functions. For instance, in the case of an automatic transmission, the ECU may set parameters associated with automatic transmission modes.
  • a special ECU may be provided and configured in accordance with the invention for controlling an electro-pneumatic clutch actuator in the vehicle.
  • control device 100 which may be a ECU, is illustrated in fig. 3.
  • the control device 100 comprises an internal bus 310, operatively connected to a processing unit 350, in particular a microprocessor.
  • a memory 320 is operatively connected to the bus 310.
  • the memory 320 comprises a random access memory (RAM) portion 330, for storing temporary data during processing, and a nonvolatile memory portion 340 such as a Flash memory portion, for storing program instructions and fixed data.
  • RAM random access memory
  • nonvolatile memory portion 340 such as a Flash memory portion
  • the reference input 142 is fed to the I/O adapter 360, which is operatively connected to the bus 310. This enables the processing unit 350 to read the reference input 142.
  • the measured position input 192 is fed to the I/O adapter 360.
  • the output signal 162 provided by the I/O adapter 360 is operatively connected to the control input of the electro-pneumatic actuator 180.
  • the signals are shown as separate signal lines for simplicity of illustration, the skilled person will realize that special digital bus technology commonly used in the automotive industry, such as the CAN bus, may advantageously be used for the communication between the ECU and the external components such as the actuator and the position sensor.
  • the memory 320 and in particular the non-volatile memory portion 340, comprises processor instructions that causes the processing unit 350 to perform a method according to the present invention, as described in detail with particular reference to fig. 4 below.
  • a shared ECU is used.
  • the hardware structure of fig. 3 may represent the overall ECU.
  • An operating system included in the memory 320 is provided for low-level control of the hardware and for enabling higher-level computer program modules or portions held in the memory 320 to implement various control functions related to the operation of the vehicle.
  • the present invention may in this case be put into effect by the described shared hardware structure and a computer program portion that performs the method in accordance with the invention, working in conjunction with the operating system.
  • control device may be implemented as a separate unit, e.g. as a separate unit similar to the ECU illustrated in fig. 3.
  • Fig. 4 is a flow chart schematically illustrating a method in accordance with the present invention.
  • the purpose of the method is controlling an electro-pneumatic actuator, such as a clutch actuator in a vehicle, in accordance with a reference input.
  • the method starts at the initial step 400.
  • the reference input is provided.
  • This step advantageously comprises the substeps of
  • the primary reference input is advantageously supplied by a CBW signal or an AMT signal.
  • step 420 a measurement signal representative of the actuator position is provided.
  • this step comprises to read a position sensor in the electro-pneumatic actuator.
  • step 430 an estimate of at least one unmeasured state in the electro- pneumatic actuator is calculated based on the measurement signal and a control signal.
  • this step comprises operating a non-linear model which simulates the dynamics of the electro-pneumatic actuator.
  • the non-linear model advantageously comprises a model of the pressure dynamics of the electro- pneumatic actuator.
  • the non-linear model comprises a model of actuator load characteristics, including a spring load characteristic and a friction load characteristic.
  • step 440 the control signal is calculated based on the reference input and the estimate of an unmeasured state.
  • step 450 the calculated control signal is supplied as an input signal to the electro-pneumatic actuator.
  • Fig. 5 is a schematic block diagram illustrating an example implementation of an observer 170.
  • the purpose of the observer is to provide estimates of unmeasured states in the electro-pneumatic actuator, based on the position signal 192 supplied by the position sensor 190 and the control signal 162 supplied by the controller 160. More particularly, the estimator calculates estimates of the actuator velocity and actuator pressure.
  • the observer is adapted for operating a model which simulates the dynamics of the electro-pneumatic actuator.
  • the model is non-linear, and it is arranged for modelling the pressure dynamics of the actuator.
  • the model is also arranged for modelling actuator load characteristics, in particular a clutch spring load characteristic and a friction load characteristic of the clutch.
  • the diacritic dot ( " ) indicates the time derivative.
  • the load function f ⁇ (y,p,v,t) corresponds to the element denoted "non-linear load” in fig. 5.
  • the load function is arranged to provide the load force signal, which in general may be nonlinear and dependent on actuator position;/, actuator pressure p, actuator velocity v, and time t. The most significant variable is the position;/, so in a simplified implementation the load function may only be dependent on the position y.
  • the characteristics of the load function f ⁇ (y,p,v,t), or in the simplified case, /, (y) may routinely be predetermined by experimental tests of the electro- pneumatic actuator.
  • the friction function f f ( ⁇ ,p,v,t) corresponds to the element denoted "non-linear friction" in fig. 5.
  • the friction function is arranged to provide the nonlinear friction force signal, which in general may be non-linear and dependent on actuator position y, actuator pressure p, actuator velocity v, and time t.
  • the most significant variables are the velocity v and the pressure p, so in a simplified implementation the friction function may only be dependent on the velocity v and the pressure/?.
  • the characteristics of the friction function f f (y,p,v,t) or in the simplified case, f f (v,p) may routinely be predetermined by experimental tests of the electro- pneumatic actuator.
  • ⁇ and/ / - may be determined as:
  • the friction force function/ / - may be further improved by adding more terms in order to include additional friction effects, such as pressure dependent friction, position dependent friction, and viscous damping.
  • the flow function co(p,u) corresponds to the element denoted "non-linear flow” in fig. 5.
  • the flow function is arranged to provide the nonlinear flow signal, which is non-linear and essentially dependent on actuator pressure p and the actuator control signal u.
  • the characteristics of the flow function a>(j>,u) may routinely be predetermined by experimental tests of the electro-pneumatic actuator.
  • the output of the observer is a composite signal or vector signal which comprises the estimated states, in particular the estimated pressure p and the estimated velocity v .
  • the observer output 172 will also comprise the actual position signal y, i.e. the position signal 192 supplied by the position sensor 190.
  • M is the total mass of movable parts in the actuator
  • A is the actuator piston area
  • Po is the pressure on the opposite side of the piston. If the chamber on the opposite side is open, Po will thus equal the pressure external to the actuator, which is typically the atmospheric pressure.
  • Kl, K2, KS are predetermined correction constants that are selected in order to adjust the model by adding an amount of the position difference (y-y) to each state pressure, velocity and position, respectively. Under ideal circumstances, Kl, K2 and K3 could all be set to zero.
  • R is the gas constant for air
  • R 288 J/ beide
  • To is the reference temperature external to the actuator.
  • integration method in fig. 5 are integrators. Their implementation may be routinely selected by the skilled person according to the actual circumstances, e.g. as implicit or explicit Euler methods, implicit or explicit Runge-Kutta methods or the like.
  • the practical implementation of an observer 170 is a straightforward task for the skilled person.
  • the model indicated by the equation set (1) may be transformed into executable computer program code, e.g. by means of well known control engineering software tools such as MATLAB and SIMULINK.
  • the resulting code may be implemented in an ECU as explained with reference to fig. 3 above.
  • Fig. 6 is a schematic block diagram illustrating an example implementation of a controller.
  • controller 160 illustrated in principle in figure 1 and in closer detail in fig. 6, is to perform the control signal calculating step 440 mentioned with reference to fig. 4 above.
  • the purpose of the controller 160 is to calculate the control signal 162 which is supplied to the clutch actuator 180 and also to the observer 170, based on the reference input 152 and the estimate 172 of at least one unmeasured state, output by the observer 170.
  • the illustrated controller 160 is non-linear.
  • the control signal 162 output by the controller 160 is denoted u.
  • the controller input signals y (position), v (velocity) and p (pressure) may be either measured signals, measured and filtered signals, estimated signals, or a combination of measured signals, measured and filtered signals and estimated signals.
  • the controller input signal y is connected to the measured position signal 192 provided by the position sensor 190, while the controller input signals v and p are connected to the estimator output signals v and p , respectively (cf. figure 5 and the corresponding description above).
  • the input signals y d , y d , y ' d and possibly higher order derivatives of y d are calculated by the reference model, which is described in further detail with reference to fig. 7 below.
  • the variables cc ⁇ and ⁇ 2 are auxiliary (substitute) variables used for simplicity
  • the controller may equivalently be implemented by the following set of equations:
  • the controller 160 described in detail with reference to fig. 6 is arranged to cancel all non-linearities, in particular non-linear load and non-linear friction. In practice, however, certain non-linearities that have a stabilizing effect, should advantageously no be cancelled out by the controller.
  • the controller 160 employs input not only from the reference yj itself, but also signals representing its derivatives, i.e. y d , y ' d and possibly higher order derivatives of y d . This leads to advantageous results, and is based on the assumption that a reference model is also employed, or that such derivative signals are available by other means. However, the controller could alternatively be realized with only the reference y d as input.
  • the practical implementation of the controller 160 is a straightforward task for the skilled person.
  • the model indicated by the equation sets (3) and (4) may be transformed into executable computer program code, e.g. by means of well known control engineering software tools such as MATLAB and SIMULINK.
  • the resulting code may be implemented in an ECU as explained with reference to fig. 3 above.
  • the controller code is implemented in the same ECU as the code of the observer 170.
  • the controller code is implemented in a separate unit.
  • Fig. 7 is a schematic block diagram illustrating an example implementation of a reference model 150.
  • the purpose of the reference model 150 is to provide an improved reference trajectory, wherein noise and discontinuities in the original reference signal are reduced or cancelled.
  • Another purpose of the reference model is to make available first and higher order derivatives of the reference trajectory, which may be necessary or at least advantageous for the performance and stability of the controller 160.
  • the reference model is illustrated on a vector/matrix form.
  • the output _y rf of the reference model is thus a vector containing calculated values representing the 0 th , 1 st , 2 nd (and possibly higher) derivatives of the reference signal y r .
  • the matrices A REF and .SR ⁇ used in the reference model in this case are: W
  • the practical implementation of a reference model 150 is a straightforward task for the skilled person.
  • the model indicated by the equation sets (5), (6) and (7) may be transformed into executable computer program code, e.g. by means of well known control engineering software tools such as MATLAB and SIMULINK.
  • the resulting code may be implemented in an ECU as explained with reference to fig. 3 above.
  • the reference model code is implemented in the same ECU as the code of the observer 170 and the controller 160.
  • the reference model code is implemented in a separate unit.
  • Fig. 8 is a graph illustrating an exemplary load characteristic, and has already been mentioned with reference to the description of fig. 5 above.
  • a position sensor in the electro- pneumatic actuator is used for obtaining a measurement signal representative of the actuator position.
  • the signal that is representative of the actuator position may alternatively be obtained by means of an indirect measurement approach.
  • the position may be indirectly measured by measuring the torque transferred from the .
  • This torque measure is an indication of the position of the friction plates in the clutch, and may be suitable as the measurement signal representative of the actuator position, as required by the present invention.

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  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Automation & Control Theory (AREA)
  • Fluid Mechanics (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Manufacturing & Machinery (AREA)
  • Human Computer Interaction (AREA)
  • Health & Medical Sciences (AREA)
  • Artificial Intelligence (AREA)
  • Computer Vision & Pattern Recognition (AREA)
  • Evolutionary Computation (AREA)
  • Medical Informatics (AREA)
  • Software Systems (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

La présente invention concerne un procédé, un dispositif de commande et un système pour commander un actionneur électro-pneumatique selon une entrée de référence. Le procédé consiste à fournir une entrée de référence, fournir un signal de mesure caractéristique de la position de l'actionneur, calculer des valeurs estimées des états non mesurés de l'actionneur sur la base de la mesure de position et d'un signal de commande, calculer le signal de commande sur la base de l'entrée de référence et des valeurs estimées des états non mesurés, et enfin à fournir le signal de commande sous forme d'un signal d'entrée à l'actionneur électro-pneumatique. Pour calculer les valeurs estimées, on utilise un observateur comprenant un modèle non linéaire de la dynamique de pression de l'actionneur et des caractéristiques de charge de l'actionneur. On dispose également d'un modèle de référence permettant de fournir des dérivées d'une référence primaire. L'invention convient particulièrement à la commande d'un actionneur d'embrayage d'automobile.
PCT/NO2006/000317 2005-10-05 2006-09-15 Procede, dispositif et systeme de commande d'actionneur electro-pneumatique WO2007040404A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0502195A SE529494C2 (sv) 2005-10-05 2005-10-05 Metod, anordning och system för styrning av ett elektropneumatiskt aktiveringsorgan
SE0502195-1 2005-10-05

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WO2007040404A1 true WO2007040404A1 (fr) 2007-04-12

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009003550A1 (fr) * 2007-06-29 2009-01-08 Festo Ag & Co. Kg Dispositif de mesure de position à sortie analogique
WO2019072383A1 (fr) * 2017-10-11 2019-04-18 Volvo Truck Corporation Procédé de commande d'un arrangement d'embrayage

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0375512A1 (fr) * 1988-12-20 1990-06-27 Renault Vehicules Industriels Dispositif de commande électropneumatique d'embrayage
US5424941A (en) * 1991-08-02 1995-06-13 Mosier Industries, Inc. Apparatus and method for positioning a pneumatic actuator
WO2001020200A1 (fr) * 1999-09-10 2001-03-22 Zf Friedrichshafen Ag Procede pour la regulation d'un embrayage ou d'un frein dans une transmission
EP1486835A2 (fr) * 2003-06-13 2004-12-15 HONDA MOTOR CO., Ltd. Système de commande d'une installation

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0375512A1 (fr) * 1988-12-20 1990-06-27 Renault Vehicules Industriels Dispositif de commande électropneumatique d'embrayage
US5424941A (en) * 1991-08-02 1995-06-13 Mosier Industries, Inc. Apparatus and method for positioning a pneumatic actuator
WO2001020200A1 (fr) * 1999-09-10 2001-03-22 Zf Friedrichshafen Ag Procede pour la regulation d'un embrayage ou d'un frein dans une transmission
EP1486835A2 (fr) * 2003-06-13 2004-12-15 HONDA MOTOR CO., Ltd. Système de commande d'une installation

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2009003550A1 (fr) * 2007-06-29 2009-01-08 Festo Ag & Co. Kg Dispositif de mesure de position à sortie analogique
WO2019072383A1 (fr) * 2017-10-11 2019-04-18 Volvo Truck Corporation Procédé de commande d'un arrangement d'embrayage
US11137039B2 (en) 2017-10-11 2021-10-05 Volvo Truck Corporation Method for controlling a clutch arrangement

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SE529494C2 (sv) 2007-08-28

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