WO2012065587A2 - Détermination du comportement en interférence d'un système d'embrayage double - Google Patents

Détermination du comportement en interférence d'un système d'embrayage double Download PDF

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Publication number
WO2012065587A2
WO2012065587A2 PCT/DE2011/001871 DE2011001871W WO2012065587A2 WO 2012065587 A2 WO2012065587 A2 WO 2012065587A2 DE 2011001871 W DE2011001871 W DE 2011001871W WO 2012065587 A2 WO2012065587 A2 WO 2012065587A2
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
transmission
predetermined
inactive
torque
Prior art date
Application number
PCT/DE2011/001871
Other languages
German (de)
English (en)
Other versions
WO2012065587A3 (fr
WO2012065587A8 (fr
Inventor
Erhard Hodrus
Original Assignee
Schaeffler Technologies AG & Co. KG
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 Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201180055554.6A priority Critical patent/CN103210230B/zh
Priority to DE112011103807.0T priority patent/DE112011103807B4/de
Publication of WO2012065587A2 publication Critical patent/WO2012065587A2/fr
Publication of WO2012065587A8 publication Critical patent/WO2012065587A8/fr
Publication of WO2012065587A3 publication Critical patent/WO2012065587A3/fr

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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
    • F16D48/06—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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • 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
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • 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
    • F16D2500/108—Gear
    • F16D2500/1086—Concentric shafts
    • 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
    • F16D2500/11—Application
    • F16D2500/1107—Vehicles
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3042—Signal inputs from the clutch from the output shaft
    • F16D2500/30421—Torque of the output shaft
    • 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
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30806—Engaged transmission ratio
    • F16D2500/30808—Detection of transmission in neutral
    • 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
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/3081—Signal inputs from the transmission from the input shaft
    • F16D2500/30814—Torque of the input shaft
    • 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
    • F16D2500/50251—During operation
    • F16D2500/50254—Brake actuated
    • 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
    • F16D2500/50251—During operation
    • F16D2500/50263—During standing still
    • 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
    • F16D2500/7041—Position
    • F16D2500/70414—Quick displacement to 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/283—Adjustment or calibration of actuator positions, e.g. neutral position
    • 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
    • F16H—GEARING
    • F16H2342/00—Calibrating
    • F16H2342/04—Calibrating engagement of friction elements

Definitions

  • the invention relates to a method with the features according to the preamble of
  • the crosstalk behavior has an influence
  • a clutch In the various driving situations, a clutch is predominantly closed, wherein a gear is engaged on the associated partial transmission. If you change the adhesion from one part of the transmission to the other, e.g. is engaged in the 1st gear part of the 1st gear and driven with the clutch closed and the 2nd gear is preselected in the partial transmission 2, so. the clutch 1 is opened in a ramp and the clutch 2 on the partial transmission 2 is closed ramp-shaped.
  • both clutch torques ideally result in the applied engine torque.
  • even small deviations in a clutch model in comparison to the real system can lead to torque peaks or torque holes, which can severely disturb the ride comfort by virtue of a rattle perceived by the driver.
  • the routine closes the active clutch on the transmission test bench to a low torque, in which the most stable clutch torque is transmitted.
  • the test bench sets a previously defined slip between the drive and driven side of the clutch, which is stabilized by a control.
  • a gear is engaged in the active sub-transmission, while Neutral is preselected in the inactive sub-transmission.
  • the routine closes the inactive clutch on this transmission with a position ramp and then opens it again. The moment that is transmitted via the active clutch changes when the inactive clutch is actuated.
  • the determination of the model parameters on the commissioning test stand serves the purpose of
  • the present invention is now based on the object to propose a method which the determination of parameters for a crosstalk model for both clutches of. Dual clutch, for example, by the clutch control software in the vehicle without the aid of a transmission dynamometer allowed.
  • Dual clutch system proposed in a dual clutch transmission in the drive train of a motor vehicle having a drive unit, wherein the dual clutch transmission comprises two partial transmissions, each partial transmission is assigned a respective friction clutch of the dual clutch system, which is arranged between a respective partial transmission and the drive unit.
  • the dual clutch transmission comprises two partial transmissions, each partial transmission is assigned a respective friction clutch of the dual clutch system, which is arranged between a respective partial transmission and the drive unit.
  • the active part transmission a gear is preselected and in the other, the inert partial transmission is neutral vorge-: is selected, both clutches of the partial transmission are fully open, the drive unit runs at an idle speed, the vehicle by a Vehicle brake is held at a standstill, with the following steps are carried out sequentially: a) the clutch of the inactive subtransmission is moved to an initial position along the
  • Travel of the clutch driven, in which the clutch is at least partially open b) the clutch of the active sub-transmission is several times from the fully open position to a predetermined moment that is driven by a predetermined value greater than the predetermined Tast Vietnamesemoment towards closing, in each case the position of the clutch of the active partial transmission at which the torque of the drive unit is equal to the predetermined Tast Vietnamesemoment, is evaluated as Tast Vietnameseposition c) the average over the determined Tastddlingpositionen due to the repeated
  • step d) Driving the clutch of the active sub-transmission in the direction of closing in step b) were determined is formed d) the clutch of the inactive subtransmission is driven by a predetermined distance in the direction of closing and the process is continued in step b) until the clutch of the inactive subtransmission has reached an end position in which the clutch is at least partially closed.
  • the initial position of the clutch of the inactive partial transmission is the fully open position.
  • step b) the clutch of the active subtransmission is repeatedly moved in each case in the ramp direction in the direction of closing.
  • step b) the clutch of the active subtransmission is driven three times in the direction of closing.
  • step b) the predetermined value by which the predetermined moment is greater than the predetermined Tast Vietnamesemoment is 0.1 to 75 percent of the predetermined Tast Vietnamesemoments.
  • step b) the predetermined torque is a predetermined engine torque of the drive unit
  • the predetermined distance of the clutch of the inactive subtransmission in step d) has the same value in each passage of step d).
  • step d) the end position of the clutch of the inactive partial transmission is the fully closed position.
  • step b) starting from the fully open position to a predetermined moment which is greater than the predetermined Tast Vietnamesemoment in the direction of closing, a filtering of a clutch position signal and the Torque signal, in particular the engine torque signal is performed with a filter with the same properties.
  • a touch point position of the active clutch is determined in step b) which deviates too far from the touch point position previously determined by another method for determining the touch point position, in particular a touch point startup , is waived on the determined in step b) Tast Vietnameseposition in the averaging of step c) to take into account or to take into account by a weighting weaker.
  • the determination of the crosstalk behavior is carried out for the hitherto designated active coupling.
  • the crosstalk behavior is present as the average value of the determined touch point positions against the clutch position of the inactive clutch.
  • the repeated execution of the determination of the crosstalk behavior - ie the parameter determination for the over-talk model - can also be carried out during each workshop stay without the need for a transmission test bench being necessary.
  • Figure 1 is a block diagram of a known in its construction per se dual-clutch transmission with associated electronic control device
  • FIG. 3 Exemplary ascertained curves for crosstalk
  • Figure 4 Represent moment by position
  • FIG. 5 schematic representation of the method according to the invention
  • the solution of the above-mentioned object provides for the parameters for the crosstalk model in the vehicle to be determined by means of a routine developed for this purpose and used for the later compensation of travel requirements during operation.
  • FIG. 5 shows schematically the method according to the invention for solving the problem.
  • the vehicle is prepared in step 510 for the determination of the crosstalk behavior by preselecting a gear in a first, the active sub-transmission and in the other, preselecting the inactive sub-transmission neutral. Both clutches of the partial transmission are fully opened, the drive unit runs at an idling speed, the vehicle is held by a vehicle brake at a standstill. Subsequently, in method step 510, the clutch of the inactive partial transmission is moved to an initial position along the travel path of the clutch, in which the clutch is at least partially opened.
  • step 520 the clutch of the active subgear is driven several times from the fully open position to a predetermined moment by a predetermined value is greater than the predetermined Tast Vietnamesemoment in the direction closing, wherein in each case the position of the clutch of the active subtransmission to the torque the drive unit is equal to the predetermined Tast Vietnamesemoment is evaluated as a Tast Vietnameseposition.
  • step 530 the mean value over the determined Tast Vietnamesepositionen which was determined due to the repeated driving of the clutch of the active partial transmission in the direction of closing in step 520, is formed.
  • step 540 the clutch of the inactive partial transmission is moved by a predetermined distance in the direction of closing.
  • step 550 we check whether the clutch of the inactive subtransmission has reached an end position. If so, the method is terminated in step 560. If this is not the case, step 520 continues. In the following, the method will be described in more detail.
  • the vehicle is prepared for the determination of the crosstalk behavior by selecting a gear in the active partial transmission and in the neutral partial transmission neutral.
  • the drive motor usually an internal combustion engine, is ready and running at idle speed. Both clutches are fully open.
  • the brakes of the vehicle are actuated. This takes place in method step 510.
  • step 510 On the inactive clutch, a fixed position is approached - which takes place in method step 510 - which is increased in each cycle - which corresponds to the course of step 520 to step 550 - to the next value, which in step 540 'follows.
  • a plurality of positions in the entire travel path of the clutch actuator belonging to the inactive clutch are predetermined.
  • a uniform distribution of the total path into equidistant sections between the fully open and the fully closed position proves - which is checked in step 550 - including these two positions themselves.
  • FIG. 2 shows by way of example a cycle in which the inactive clutch 120 is fixed at 35 mm, while on the active clutch three position ramps 110 are driven to just above the touch point.
  • the current clutch position is interpreted as a position for the touch point, which is provided in step 520.
  • a touch point position can be determined.
  • the average is then averaged over all determined touch point positions, which takes place in method step 530. For one cycle, this results in exactly one averaged touch point position. Measurements show that the averaged sense point position shifts to smaller values the farther the inactive clutch is closed.
  • FIG. 3 shows, by way of example, the determined characteristic curves for the crosstalk of both clutches 210, 220 of the dual-clutch system.
  • the signal of the coupling position is equally delayed as the torque signal. This eliminates the hitherto prevailing delay of the filtered torque signal compared to the unfiltered, measured clutch position signal.
  • the clutch can be closed to any other torque threshold instead of just above the touch-point torque, but it should be noted that the smaller the torque threshold, the stronger the effect of noise / disturbances of the engine torque. The larger the torque threshold is assumed, the easier it would be to stall the engine using an internal combustion engine as the prime mover.
  • the averaging of the determined touch point positions or positions belonging to the selected torque threshold can be extended by a plausibility check:
  • the engine torque signal provided by the engine should be constant. Stronger changes suggest that the sig. is subject to interference. The beginning of the ramp could be delayed in this case until the engine torque signal has stabilized again or cancel the process if necessary.
  • an engine torque threshold in which an associated clutch position is determined
  • the falling below an engine speed threshold can be used.
  • the prerequisite is that the motor control does not adapt too much and a similar behavior is reproducible.
  • a per se known Doppelkupplungs- or parallel gearbox for example, driven by an internal combustion engine drive shaft 6, which is selectively rotatably connected to two input shafts 8 and 10.
  • the torque flow from the drive shaft 6 in the input shafts 8 and 10 is selectively controllable via a respective clutch K1 and K2.
  • K1 and K2 Different ratios are switchable via pairs of wheels, of which only one is shown.
  • 12 different wheel pairs are switchable between the input shaft 10 and the output shaft, of which only one is shown.
  • To actuate the clutches K1 and K2 actuators 14 and 16 are provided.
  • actuators 18 and 20 are provided for example, each may include a switch actuator and a select actuator.
  • the input shaft 8 and the output shaft 12 and the input shaft 10 and the output shaft 12 each form a partial transmission 22 and 24 of the dual-clutch transmission.
  • an electronic control device 26 For controlling the actuators 14, 16, 18 and 20 is an electronic control device 26 with microprocessor and associated program and data storage, the outputs each one of the actuators control and their inputs 28 with sensors 30, 32 and 34 respectively. are connected, which detect the rotational speed of the drive shaft 6, the input shaft 8 and the input shaft 10, and other sensors for detecting operating parameters of the vehicle drive train, such as a sensor for detecting the rotational speed of the driven vehicle wheels, a sensor for detecting the position of a gear selector lever, a Sensor for detecting the position of an accelerator pedal, etc.
  • the illustrated control device 26 may be connected via a bus system with other control devices of the vehicle, such as an engine control unit with which a power actuator of the engine is controlled.
  • the actuators may be designed, for example, as lever actuators which are actuated, for example, by an electric motor, wherein the revolution of each electric motor is detected by an increment counter (not shown).
  • the torque which can be transmitted by the clutch is important for the function of a clutch and is stored in a memory of the control device 26 as a curve indicating the transmittable clutch torque depending on the position of a clutch actuator, for example a clutch lever.
  • a clutch actuator for example a clutch lever.
  • the characteristic curve must be updated, which is done by adaptation method, including, for example, the touch point of the clutch checked while driving and must be adapted to any resulting changes in the coupling properties.
  • FIG. 1 shows a block diagram of a dual-clutch transmission known per se with its construction and associated electronic control device.
  • the clutch in the respective partial transmission 22 or 24, the clutch is open, in each case a gear are engaged, while the effective gear ratio of the transmission is determined by that part gear whose clutch is closed. If, for example, a gear is engaged in the partial transmission 22 and the clutch K1 is closed, then this gear is effective for the transmission between the drive shaft 6 and the output shaft 12. At the same time, a new gear to be engaged can be engaged in the other partial transmission 24.
  • the clutch K1 When switching the transmission of the currently engaged gear in the newly engaged gear, the clutch K1 must be opened and, for a traction interruption-free connection between the drive shaft 6 and the output shaft 12, the clutch K2 be closed overlapping. If the clutch K2 takes over the torque transmission, if not at least one of the clutches K1, K2 slips simultaneously, destroys the transmission by overdetermination of the translations. Therefore, at least temporarily, when both clutches K1, K2 are closed at the same time beyond its touch point, being defined as the touch point that point from which the clutch increases as Schüe touch torque transmits (in the touch point torque of at most a few Newton meters is transmitted) made a slipping state in which at least one of the two clutches K1, K2 slips.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Mechanical Operated Clutches (AREA)

Abstract

L'invention concerne un procédé pour déterminer le comportement en interférence d'un système d'embrayage double dans une boîte de vitesses à double embrayage dans la chaîne cinématique d'un véhicule automobile doté d'un mécanisme d'entraînement.
PCT/DE2011/001871 2010-11-18 2011-10-20 Détermination du comportement en interférence d'un système d'embrayage double WO2012065587A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201180055554.6A CN103210230B (zh) 2010-11-18 2011-10-20 双离合器系统的串扰行为的得出
DE112011103807.0T DE112011103807B4 (de) 2010-11-18 2011-10-20 Verfahren zur Ermittlung des Übersprechverhaltens eines Doppelkupplungssystems

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102010051903 2010-11-18
DE102010051903.0 2010-11-18

Publications (3)

Publication Number Publication Date
WO2012065587A2 true WO2012065587A2 (fr) 2012-05-24
WO2012065587A8 WO2012065587A8 (fr) 2012-07-12
WO2012065587A3 WO2012065587A3 (fr) 2012-08-30

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Application Number Title Priority Date Filing Date
PCT/DE2011/001871 WO2012065587A2 (fr) 2010-11-18 2011-10-20 Détermination du comportement en interférence d'un système d'embrayage double

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CN (1) CN103210230B (fr)
DE (2) DE102011084833A1 (fr)
WO (1) WO2012065587A2 (fr)

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102011081193B4 (de) 2011-08-18 2023-03-30 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung des Übersprechverhaltens eines Doppelkupplungssystems
DE102012224215A1 (de) 2012-12-21 2014-06-26 Schaeffler Technologies Gmbh & Co. Kg Verfahren zur automatisierten Erstinbetriebnahme eines Getriebes in einem Kraftfahrzeug
BR112016007930B1 (pt) * 2013-10-11 2021-02-17 Volvo Truck Corporation método para pré-seleção de uma engrenagem em uma transmissão de multi embreagem de um veículo sobre saída de estado de roda livre, e unidade de controle para controle de uma transmissão de multi embreagem de um veículo sobre saída de estado de roda livre
DE102014208781A1 (de) * 2014-05-09 2015-11-12 Zf Friedrichshafen Ag Verfahren und Steuerungseinrichtung zur Bestimmung eines Referenzpunkts für einen Anlegepunkt einer Kupplung
DE102018111412A1 (de) * 2018-05-14 2019-11-14 Schaeffler Technologies AG & Co. KG Verfahren zur Überwachung einer Qualität eines von einer Kupplung übertragenen Motormomentes eines Verbrennungsmotors bei einer Tastpunktermittlung
CN114992258B (zh) * 2022-05-31 2024-03-26 中国第一汽车股份有限公司 离合器半结合点位置标定方法、装置、设备及存储介质

Citations (1)

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Publication number Priority date Publication date Assignee Title
DE102010024941A1 (de) 2009-07-16 2011-01-20 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungstastpunkte

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DE112011103807B4 (de) 2021-02-25
CN103210230B (zh) 2016-01-27
WO2012065587A8 (fr) 2012-07-12

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