WO2013124122A1 - Procédé de détermination d'une commande de couple d'embrayage - Google Patents

Procédé de détermination d'une commande de couple d'embrayage Download PDF

Info

Publication number
WO2013124122A1
WO2013124122A1 PCT/EP2013/051578 EP2013051578W WO2013124122A1 WO 2013124122 A1 WO2013124122 A1 WO 2013124122A1 EP 2013051578 W EP2013051578 W EP 2013051578W WO 2013124122 A1 WO2013124122 A1 WO 2013124122A1
Authority
WO
WIPO (PCT)
Prior art keywords
torque
clutch
input shaft
transmission
friction clutch
Prior art date
Application number
PCT/EP2013/051578
Other languages
German (de)
English (en)
Inventor
Erhard Hodrus
Ekkehard Reibold
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 JP2014558050A priority Critical patent/JP6203201B2/ja
Priority to CN201380005841.5A priority patent/CN104053923B/zh
Priority to DE112013001042.9T priority patent/DE112013001042B4/de
Publication of WO2013124122A1 publication Critical patent/WO2013124122A1/fr

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
    • F16D48/06—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
    • 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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed 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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/3041—Signal inputs from the clutch from the input shaft
    • F16D2500/30415—Speed of the input shaft
    • F16D2500/30417—Speed change rate 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
    • F16D2500/30—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
    • F16D2500/50—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
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50245—Calibration or recalibration of the clutch touch-point
    • F16D2500/50266—Way of detection
    • F16D2500/50281—Transmitted torque
    • 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
    • F16D2500/70408—Torque
    • 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
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque

Definitions

  • the invention relates to a method for determining a touch point of a friction clutch device having a first friction clutch and a second friction clutch in a motor vehicle, the motor vehicle having an internal combustion engine and a transmission device, the transmission device comprising a first partial transmission with a first input shaft and a second partial transmission with a second input shaft , Which can be coupled by means of a friction clutch of the friction clutch device with the internal combustion engine and / or decoupled from the internal combustion engine, wherein initially determined in a driving operation in a decoupled from the engine part transmission with gear ratio geared a drag torque of the input shaft of this sub-transmission, subsequently by means of an operation of an associated Friction clutch based on a clutch torque request built a clutch torque and subsequently from the drag torque and the K moment a momentum is formed.
  • a method for monitoring a clutch, in particular a power shift clutch is known a drivetrain of a motor vehicle, wherein the clutch upstream of an engine output shaft and a transmission input shaft of a transmission of the drive train is followed, in which the following steps are performed: keeping open the clutch of the transmission; Laying out a gear of the gearbox; Determining a spin magnitude indicative of a spin behavior of the transmission input shaft of the transmission; Storing the detected spin magnitude or a derived quantity associated with a name of the transmission and associating the information whether the speed of the transmission input shaft of the transmission is greater or smaller than the speed of the motor output shaft at the time of determining the spin quantity, in a non-volatile memory ,
  • a drive train of a motor vehicle is possible, in particular to identify a state of the drive train and / or the power-shift clutch.
  • the invention has for its object to improve a method mentioned above.
  • a Tast Vietnamese should be reliably enabled even at very different drag moments of the input shafts.
  • a possibly repeated, canceling a determination process should be prevented.
  • a rapid adjustment of a torque offset value should be made possible.
  • a change in the torque offset value should be limited.
  • a requirement should be made possible for both positive and negative clutch torques.
  • the object is achieved by a method for determining a contact point of a friction clutch device with a first friction clutch and a second friction clutch in a motor vehicle, the motor vehicle having an internal combustion engine.
  • the transmission device comprising a first partial transmission with a first input shaft and a second partial transmission with a second input shaft which can be coupled by means of a friction clutch of the friction clutch device with the internal combustion engine and / or decoupled from the internal combustion engine, wherein initially in a driving operation in a deceleration torque of the input shaft of this sub-transmission determined by an actuation of an associated friction clutch based on a clutch torque request and subsequently formed from the drag torque and the clutch torque a cumulative moment in which in a determination of the Clutch torque request the clutch torque request is limited.
  • the clutch torque request can be limited to one range.
  • the area may have a lower bound and an upper bound.
  • the friction clutch device may have at least one actuator for actuation.
  • the friction clutch device may include a first actuator for actuating the first friction clutch and a second actuator for actuating the second friction clutch.
  • the touch point may describe an actuator position in which the respective friction clutch begins to transmit a moment at an operation proceeding from a decoupled actuation position in the direction of a coupling actuation position.
  • the touch point may describe an actuator position in which the respective friction clutch transmits a predetermined moment.
  • the predetermined moment may be, for example, about 2-3 Nm.
  • the friction clutch device may have a control device.
  • the control device can serve to carry out the method according to the invention.
  • the control device may have a memory device.
  • the memory device may comprise a nonvolatile electronic memory whose stored information can be electrically erased or overwritten.
  • the memory device may comprise an EEPROM.
  • An actuator position associated with the touch point may be stored in the memory device.
  • the term "touch point" can also be used to designate the actuator position assigned to the touch point
  • a touch point shift may correspond to a parallel shift of a clutch characteristic in which a transmittable torque is applied across a path.
  • the friction clutches can each be actuated between an open and a closed actuation position.
  • the friction clutches may each have an input part and an output part. In a fully open actuation position, the input part and the output part can each be at least approximately completely decoupled from each other.
  • the input part and the output part can each be at least approximately completely coupled to each other.
  • An actuation of a friction clutch in the closing direction can each cause an increasing torque transmission.
  • An actuation of a friction clutch in the opening direction can each cause a decreasing torque transmission.
  • the designation "gear ratio shifted" may indicate an idle or neutral position of the sub-transmission
  • the input shaft can be braked against a transmission housing due to bearing friction.
  • the cumulative torque can be generated by adding the drag torque and the clutch torque.
  • the method according to the invention allows rapid adaptation while at the same time limiting the change of a torque offset value.
  • a clutch torque request is stabilized.
  • a Tast Vietnamese join is reliably enabled even at very different drag torques of the input shafts. Canceling a discovery process is prevented.
  • the clutch torque request can be limited dynamically.
  • the clutch torque request can be limited individually.
  • the drag torque can be incorporated.
  • the current drag torque can be incorporated.
  • decoupled partial transmission adapted to a speed of the other input shaft while a speed difference between the input shafts are reduced to a predetermined minimum value.
  • a torque required for a complete adaptation of the rotational speed of the input shaft of the decoupled partial transmission to a rotational speed of the other input shaft can first be determined, subsequently limiting the torque determined in the preceding step to a predetermined torque range, subsequently determined in the preceding step Moment reduced by the summation moment, subsequently limiting the torque determined in the previous step to a predetermined torque range and subsequently reducing the determined in the previous step moment by a predetermined torque offset value.
  • the reduction of the torque by the predetermined torque offset value enables a request of negative moments.
  • the torque offset value serves to quickly return a touch point, which causes too much engagement of the friction clutch, to a real touch point.
  • the moment can be limited to the same torque range in different steps.
  • the moment required for a complete adaptation of the rotational speed of the input shaft of the decoupled partial transmission to a rotational speed of the other input shaft and the torque reduced by the cumulative torque can each be limited to the same torque range.
  • the moment can be limited to a fixed torque range or to an individually determined torque range.
  • the torque can be limited to a torque range between about 1 Nm and about 5 Nm, in particular between about 1 Nm and about 3 Nm. The lower limit ensures the demand of one moment.
  • the summation torque Before the torque is reduced by the summation torque, the summation torque can be scaled.
  • the sum moment can be scaled by using a fixed factor or by using an individually determined factor. Thus, the moment may be kept within the torque range, if necessary.
  • At least one value required for determining the drag torque can be stored. That for a complete adjustment of the speed of the input shaft of the decoupled th partial gear to a speed of the other input shaft required torque can be stored. A limit value or bounding area can be stored. The summation moment can be saved. The torque offset value can be stored. A storage can take place in the storage device. Thus, a stored value after switching on an ignition of a motor vehicle immediately available again. A drag torque value can be immediately available again after switching on an ignition of a motor vehicle. It can be realized a kind of feedforward control.
  • the invention thus provides, among other things, a determination of a torque requirement for a touch point adaptation via an evaluation of transmission input rotational speed signals in the case of dual-clutch transmissions during driving operation.
  • Known values for drag torques on input shafts can be included directly in a calculation of a torque to be requested.
  • a cumulative drag torque from the clutch-side and the transmission-side drag torque can be used.
  • Evaluation of the transmission input speeds takes place in several steps, a) determination of the necessary torque for the reduction of the residual slip, b) limitation of the specific torque from a) to a torque range, c) reduction of the limited torque from b) by the total drag torque. d) limitation of the moment from c) to a torque range, e) reduction of the limited torque from d) by the determined torque offset value.
  • the limitation in point b) and d) can be made with the same limits. For example, 1 Nm can be used as the lower limit and 3 Nm as the upper limit. It should be a minimum requested moment, z. B. 1 Nm, not be exceeded.
  • the minimum torque request can be selected in this example if the upper limit is reached after step b). It may therefore make sense to first scale the drag torque by one factor and then subtract it in point c). Only the reduction of the limited moment in point e) can make it possible to request negative moments.
  • the torque offset value can then only be used to quickly reduce a too high software sample point with the routine to the actual hardware sample point.
  • Important values for the calculation of the drag torques can be stored in an EEPROM. If the ignition is switched on, the old drag torque can be restored immediately.
  • the use of the Schleppmomenthongs in the calculation of the torque request can represent a kind of feedforward control from a control perspective.
  • Fig. 1 is a block diagram of a dual-clutch transmission with associated electronic control device
  • Fig. 2 is a diagram of speed curves during a Tastreteadaption.
  • Fig. 1 shows a block diagram of a dual-clutch transmission with associated electronic control device.
  • the Doppelkupplungs- or parallel gearbox has an 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 actuators 14 and 16 are provided.
  • actuators 18 and 20 are provided, for example, each may include a shift actuator and a Wählaktuator.
  • 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 with microprocessor and associated program and data storage, whose outputs each one of the actuators drive and whose inputs 28 are connected to sensors 30, 32 and 34, respectively, the speed the drive shaft 6, the input shaft 8 and the input shaft 10 detect, 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 Accelerators, etc.
  • the illustrated controller 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 can 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 clutch in the dual-clutch transmission shown in Fig. 1, in the respective partial transmission 22 or 24, the clutch is open, one gear each are engaged, while the effective gear ratio of the transmission is determined by that (active) partial transmission 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. 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.
  • a clutch characteristic comprises a touch point of a clutch.
  • the touch point describes an actuator position in which the clutch is disengaged at a decoupled actuation position. Henden operation in the direction of a coupling operating position begins to transmit a moment.
  • the touch point describes an actuator position in which the respective friction clutch transmits a predetermined moment.
  • the predetermined moment is a small moment.
  • the predetermined moment is, for example, about 3 nos.
  • An actuator position assigned to the touch point is stored in the memory device.
  • a touch point adaptation serves to adapt a calculated touch point to a real touch point.
  • a touch point adaptation can lead to a touch point shift.
  • a touch point shift causes a parallel displacement of a clutch characteristic.
  • FIG. 2 shows a diagram 40 of speed curves during a touch point adaptation of a clutch, such as clutch K1 and / or K2 according to FIG. 1.
  • the x-axis is a time axis
  • on the y-axis are rotational speed values 42 of the first input shaft, rotational speed values 44 second input shaft, a shift curve 46 of the first sub-transmission, switching curves 48 of the second sub-transmission and clutch positions 50 of a second input shaft and the second sub-transmission associated clutch applied.
  • the touch point adaptation is performed when the part gear associated with this clutch is inactive.
  • the Tastretereterickion takes place in two phases 52, 54.
  • a drag torque of the second input shaft of this sub-transmission is first determined in a driving operation in the inactive second partial transmission with gear ratio designed.
  • the drag torque is determined based on a speed drop 56 of the second input shaft.
  • the speed drop 56 of the second input shaft results in particular due to the moment of inertia and a bearing friction of the second input shaft.
  • a clutch torque is established by means of an actuation of the associated clutch based on a clutch torque request and a speed 44 of the second input shaft of the decoupled partial transmission is adapted to a speed 42 of the first input shaft. Subsequently, a summation moment is formed from the drag torque and the clutch torque.
  • the clutch torque request is dynamically limited. This results in the second phase 54, a speed drop 58, which is less steep than a speed drop 60 without limiting the clutch torque request.
  • a torque required for a complete adaptation of the speed 44 of the input shaft of the decoupled partial transmission to a speed 42 of the other input shaft is first determined, subsequently the torque determined in the preceding step is limited to a torque range between 1 Nm and 3 Nm, Subsequently, the torque determined in the previous step is reduced by the cumulative torque from the drag torque and the clutch torque, subsequently, the torque determined in the previous step is limited to a torque range between 1 Nm and 3 Nm, and subsequently the torque determined in the previous step is reversed reduces a torque offset value.
  • the values important for determining the clutch torque request are stored.

Landscapes

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

Abstract

La présente invention concerne un procédé de détermination d'un point de contact d'un dispositif d'embrayage à friction, avec un premier embrayage à friction et un deuxième embrayage à friction dans un véhicule automobile. Le véhicule automobile présente un moteur à combustion interne et un dispositif de boîte de vitesse. La boîte de vitesse présente une première transmission partielle avec un premier arbre d'entrée et une deuxième transmission partielle avec un deuxième arbre d'entrée, chaque transmission partielle pouvant être couplée, ou découplée, à l'aide d'un embrayage à friction du dispositif d'embrayage à friction, avec le moteur à combustion interne. Ensuite, pendant la conduite, une transmission partielle étant découplée du moteur à combustion interne, avec un rapport de transmission engagé, un couple de traînée de l'arbre d'entrée de cette transmission partielle est déterminé, puis un couple d'embrayage est formé à l'aide d'un actionnement d'un embrayage à friction correspondant, en se basant sur une commande du couple d'embrayage, puis un couple total est ensuite formé à partir du couple de traînée et du couple d'embrayage, avec lequel, lors d'une détermination de la commande du couple d'embrayage, celle-ci est limitée, afin d'améliorer le procédé.
PCT/EP2013/051578 2012-02-20 2013-01-28 Procédé de détermination d'une commande de couple d'embrayage WO2013124122A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2014558050A JP6203201B2 (ja) 2012-02-20 2013-01-28 クラッチトルク要求を求める方法
CN201380005841.5A CN104053923B (zh) 2012-02-20 2013-01-28 用于确定离合器转矩要求的方法
DE112013001042.9T DE112013001042B4 (de) 2012-02-20 2013-01-28 Verfahren zur Ermittlung eines Tastpunkts

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102012202556.1 2012-02-20
DE102012202556 2012-02-20
DE102012212449 2012-07-17
DE102012212449.7 2012-07-17

Publications (1)

Publication Number Publication Date
WO2013124122A1 true WO2013124122A1 (fr) 2013-08-29

Family

ID=47666115

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2013/051578 WO2013124122A1 (fr) 2012-02-20 2013-01-28 Procédé de détermination d'une commande de couple d'embrayage

Country Status (4)

Country Link
JP (1) JP6203201B2 (fr)
CN (1) CN104053923B (fr)
DE (2) DE112013001042B4 (fr)
WO (1) WO2013124122A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015117823A (ja) * 2013-12-18 2015-06-25 現代自動車株式会社 Ｄｃｔのタッチポイント補正方法
KR101704289B1 (ko) * 2015-11-18 2017-02-08 현대자동차주식회사 Ｄｃｔ차량용 클러치 터치포인트 학습방법

Families Citing this family (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102013226115A1 (de) * 2013-12-16 2015-07-02 Robert Bosch Gmbh Verfahren zur Adaption einer Reibungskupplung
CN106907406B (zh) * 2015-11-20 2019-03-26 奥特润株式会社 离合器的触点获得方法
KR101795282B1 (ko) * 2016-06-28 2017-11-08 현대자동차주식회사 차량용 클러치 제어방법
US11236789B2 (en) * 2017-04-13 2022-02-01 Gkn Automotive Ltd. Method and device for operating a drivetrain
DE102017207383B4 (de) * 2017-05-03 2021-04-22 Robert Bosch Gmbh Verfahren zum Ermitteln eines Zustands einer Kupplung
DE102018111299A1 (de) * 2017-06-01 2018-12-06 Schaeffler Technologies AG & Co. KG Verfahren zur Erkennung einer durchgeführten Selbstnachstellung einer automatisierten unbetätigt geschlossenen Kupplung eines Fahrzeuges, vorzugsweise einer Hybridtrennkupplung eines Hybridfahrzeuges
CN108980335B (zh) * 2017-06-02 2020-06-26 上海汽车集团股份有限公司 离合器半结合点自学习的触发方法及装置、双离合式自动变速器
DE102017118892A1 (de) * 2017-08-18 2019-02-21 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung und Adaption von Kennwerten einer Reibungskupplung in einem hybridischen Antriebsstrang
DE102018221532A1 (de) * 2018-12-12 2020-06-18 Zf Friedrichshafen Ag Ermittlung eines Anlegepunktes einer Kupplung
DE102019111138B4 (de) * 2019-04-30 2022-08-11 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Drehmomentübertragungseigenschaft einer Kupplung
KR20200126506A (ko) 2019-04-30 2020-11-09 현대자동차주식회사 듀얼 클러치 변속기의 제어 방법 및 그 시스템

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003087614A1 (fr) * 2002-04-10 2003-10-23 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Procede et dispositif de controle d'un embrayage
EP1767803A2 (fr) * 2005-09-23 2007-03-28 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé pour la commande d'un embrayage
DE102010024941A1 (de) 2009-07-16 2011-01-20 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungstastpunkte

Family Cites Families (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19630014C2 (de) * 1996-07-25 1998-05-20 Daimler Benz Ag Automatisch gesteuerte Kupplung
DE19939818C1 (de) * 1999-08-21 2001-01-25 Daimler Chrysler Ag Verfahren zum Steuern eines Antriebstranges eines Fahrzeuges mit zwei Lastschaltkupplungen
JP3952977B2 (ja) * 2003-03-19 2007-08-01 日産自動車株式会社 多段式自動変速機の変速制御装置
JP2006234164A (ja) * 2005-01-31 2006-09-07 Hitachi Ltd 歯車式変速機の制御装置および制御方法
DE102007013495A1 (de) 2007-03-21 2008-09-25 Zf Friedrichshafen Ag Verfahren zur Steuerung einer automatisierten Reibungskupplung eines Doppelkupplungsgetriebes
DE102007025253A1 (de) 2007-05-30 2008-12-04 Bayerische Motoren Werke Aktiengesellschaft Verfahren zur Ermittlung des Eingriffspunktes einer Kupplung eines automatisierten Doppelkupplungsgetriebes
DE102007057081B4 (de) * 2007-11-21 2009-12-24 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Einstellen eines Einrückpunktes einer Reibkupplung
US8147375B2 (en) * 2009-05-19 2012-04-03 GM Global Technology Operations LLC Method of clutch control to start an engine with a hybrid transmission
JP5424953B2 (ja) * 2010-03-26 2014-02-26 アイシン・エーアイ株式会社 車両の動力伝達制御装置
WO2013004206A1 (fr) 2011-07-05 2013-01-10 Schaeffler Technologies AG & Co. KG Procédé de surveillance d'un embrayage
DE102012220758B4 (de) 2011-12-07 2022-02-03 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung eines Kupplungstastpunkts

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2003087614A1 (fr) * 2002-04-10 2003-10-23 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Procede et dispositif de controle d'un embrayage
EP1767803A2 (fr) * 2005-09-23 2007-03-28 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé pour la commande d'un embrayage
DE102010024941A1 (de) 2009-07-16 2011-01-20 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungstastpunkte

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2015117823A (ja) * 2013-12-18 2015-06-25 現代自動車株式会社 Ｄｃｔのタッチポイント補正方法
KR101704289B1 (ko) * 2015-11-18 2017-02-08 현대자동차주식회사 Ｄｃｔ차량용 클러치 터치포인트 학습방법
US9822831B2 (en) 2015-11-18 2017-11-21 Hyundai Motor Company Method for learning touch point of dual clutch transmission

Also Published As

Publication number Publication date
CN104053923A (zh) 2014-09-17
DE112013001042B4 (de) 2022-04-21
JP2015513052A (ja) 2015-04-30
CN104053923B (zh) 2016-08-24
DE102013201317A1 (de) 2013-08-22
DE112013001042A5 (de) 2014-12-11
JP6203201B2 (ja) 2017-09-27

Similar Documents

Publication Publication Date Title
DE112013001042B4 (de) Verfahren zur Ermittlung eines Tastpunkts
EP1564446B1 (fr) Méthode et dispostif de commande de changement de vitesse pour transmission véhiculaire à changement parallèle
DE112010002949B4 (de) Verfahren und Vorrichtung zum Steuern eines Doppelkupplungsgetriebes
EP1998064B1 (fr) Procédé pour déterminer la plausibilité de la position d'un embrayage, procédé et dispositif pour déterminer le point de léchage d'un embrayage
EP1614922A2 (fr) Méthode et dispositif pour référencer un capteur incrémentiel de position dans un dispositif d'actuation controllé électroniquement d'un embrayage
DE112012006767T5 (de) Fahrzeuggetriebesteuerung
DE102011018316A1 (de) Verfahren zur Steuerung eines automatisierten Schaltgetriebes
EP3154836B1 (fr) Procédé pour faire fonctionner un dispositif de transmission destiné à un véhicule automobile et dispositif de transmission associé
DE112011103807B4 (de) Verfahren zur Ermittlung des Übersprechverhaltens eines Doppelkupplungssystems
DE102015214440B4 (de) Verfahren zur Überwachung von Kraftschluss in einem Getriebe eines Kraftfahrzeugs
DE102016201104A1 (de) Verfahren zur prüfstandsfreien Bestimmung einer Kennlinie einer Hybridtrennkupplung eines Hybridfahrzeuges
EP3423730B1 (fr) Procédé d'adaptation d'un point de prise d'un embrayage de séparation pour un véhicule
DE112008000375B4 (de) Verfahren und Vorrichtung zum Steuern der Kupplungen eines Parallelschaltgetriebes bei einem Gangwechsel
EP1887261B1 (fr) Dispositif et procédé de commande d'une transmission à double embrayages
DE10361299A1 (de) Schaltverfahren für ein automatisiertes Schaltklauengetriebe
DE102005030185A1 (de) Verfahren und Vorrichtung zum Referenzieren eines Inkrementalwegsensors in einer elektronisch gesteuerten Betätigungsvorrichtung einer Kupplung
EP3263382B1 (fr) Procédé d'entraînement d'un dispositif d'entraînement et dispositif d'entraînement correspondant
DE102010024938A1 (de) Verfahren zur Regelung eines Antriebsstrangs mit automatischer Reibungskupplung und Antriebsstrang hierzu
DE10249952B4 (de) Verfahren zum Betrieb eines Antriebsstrangs eines Kraftfahrzeugs
DE10261723B4 (de) Verfahren zur Adaptation einer Schaltkennlinie einer Lastschaltkupplung eines Kraftfahrzeuggetriebes
DE102005037515A1 (de) Verfahren und Vorrichtung zum Steuern der Kupplungen eines Parallelschaltgetriebes bei einem Gangwechsel
DE102010014659A1 (de) Sichere Kupplungsposition
DE10161984A1 (de) Verfahren zum Betreiben eines Kraftfahrzeuges sowie Einrichtung zur Durchführung des Verfahrens
DE102014208781A1 (de) Verfahren und Steuerungseinrichtung zur Bestimmung eines Referenzpunkts für einen Anlegepunkt einer Kupplung
DE102016221698A1 (de) Verfahren zum Betreiben eines Mehrkupplungsgetriebes, Mehrkupplungsgetriebe für ein Kraftfahrzeug und Kraftfahrzeug mit einem Mehrkupplungsgetriebe

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 13702779

Country of ref document: EP

Kind code of ref document: A1

ENP Entry into the national phase

Ref document number: 2014558050

Country of ref document: JP

Kind code of ref document: A

WWE Wipo information: entry into national phase

Ref document number: 112013001042

Country of ref document: DE

Ref document number: 1120130010429

Country of ref document: DE

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112013001042

Country of ref document: DE

Effective date: 20141211

122 Ep: pct application non-entry in european phase

Ref document number: 13702779

Country of ref document: EP

Kind code of ref document: A1