WO2016127982A1 - Procédé permettant de déterminer un point de contact d'un embrayage de coupure hybride d'un véhicule hybride - Google Patents

Procédé permettant de déterminer un point de contact d'un embrayage de coupure hybride d'un véhicule hybride Download PDF

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Publication number
WO2016127982A1
WO2016127982A1 PCT/DE2016/200022 DE2016200022W WO2016127982A1 WO 2016127982 A1 WO2016127982 A1 WO 2016127982A1 DE 2016200022 W DE2016200022 W DE 2016200022W WO 2016127982 A1 WO2016127982 A1 WO 2016127982A1
Authority
WO
WIPO (PCT)
Prior art keywords
touch point
determined
hybrid
clutch
disconnect clutch
Prior art date
Application number
PCT/DE2016/200022
Other languages
German (de)
English (en)
Inventor
Ralf Mannsperger
Markus Lienhard
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 KR1020177022353A priority Critical patent/KR102532027B1/ko
Priority to CN201680008271.9A priority patent/CN107208720B/zh
Priority to DE112016000714.0T priority patent/DE112016000714A5/de
Publication of WO2016127982A1 publication Critical patent/WO2016127982A1/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
    • F16D2500/106—Engine
    • F16D2500/1066—Hybrid
    • 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
    • F16D2500/50251—During operation
    • 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
    • F16D2500/50275—Estimation of the displacement of the clutch touch-point due to the modification of relevant parameters, e.g. temperature, wear
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70673—Statistical calculations
    • 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
    • F16D2500/706—Strategy of control
    • F16D2500/70673—Statistical calculations
    • F16D2500/70694—Statistical calculations with plausibility checks
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Definitions

  • the invention relates to a method for determining a touch point of a hybrid disconnect clutch of a hybrid vehicle, wherein the hybrid disconnect clutch separates or connects an internal combustion engine and an electric motor and a touch point is adapted during operation of the hybrid vehicle.
  • DE 10 2010 024 941 A1 discloses a method for controlling a Doppelkupp- ment gearbox with at least two sub-drive trains, each of which can be coupled by means of a clutch with an internal combustion engine.
  • a touch point of the clutch is determined independently of the engine torque of the internal combustion engine. This touch point is determined during commissioning of the vehicle and adapted during operation of the vehicle.
  • a hybrid powertrain hybrid vehicle In a hybrid powertrain hybrid vehicle, drivability from two independent sources of energy, such as fuel from an internal combustion engine and electrical energy from a traction battery of an electric motor, may be overcome by conversion to mechanical energy.
  • a method for the detection of the impact point of an automated hybrid disconnect clutch in a hybrid drive train is known.
  • the touch point of the hybrid disconnect clutch which is arranged between an internal combustion engine and an electric motor, is determined when the internal combustion engine is stopped by slowly closing the hybrid disconnect clutch and evaluating the influence of the closing hybrid disconnect clutch on an electric motor of the electric motor rotating at a predetermined speed becomes.
  • This hybrid disconnect clutch allows a purely electric driving of the hybrid vehicle in the open state, while in the closed state, the torque of the internal combustion engine is guided to the drive wheel.
  • Another task of the hybrid disconnect clutch is to start the combustion engine. For this purpose, by selectively increasing the torque of the electric motor and closing the hybrid disconnect clutch energy is transmitted to the stationary engine and thus accelerated. Regarding the ride comfort In this case, the torque transmitted by the hybrid disconnect clutch must be known exactly in order to avoid unwanted vehicle accelerations, since the torque of the electric motor is simultaneously transmitted to the drive wheels.
  • the touch point represents a support point of a clutch characteristic (clutch torque as a function of a path of the hybrid disconnect clutch).
  • An adaptation of the touch point during operation of the hybrid vehicle is necessary due to a changed clutch behavior.
  • Such a changed clutch behavior occurs in particular in a self-adjusting clutch due to detected clutch wear.
  • a self-adjusting hybrid disconnect coupling a particularly rapid change in the clutch characteristic curve is produced when the self-adjustment is carried out in the mechanism used.
  • a currently detected tactile point is not taken over in full but only to a certain extent in a clutch characteristic by known methods.
  • the old touch point is strongly weighted and the newly determined touch point only slightly. A big mistake between required and adjusted torque on the clutch is the result.
  • the invention has for its object to provide a method for determining a touch point, in which errors between the required and adjusted torque on the hybrid disconnect clutch can be reduced.
  • the object is achieved in that, after a touch point adaptation of the determined during this Tast Vietnameseadaption Tast Vietnamese is checked before its further use with a statistical method for plausibility. This plausibility check takes account of statistical procedures.
  • the special feature of the solution is the ability to react to changes with significantly different time constants as well as the detection and avoidance of the application of incorrectly determined tactile points due to incorrect adaptations. Such erroneous adaptations can be caused by errors in the signal transmission or incorrect operation of the parent driving strategy.
  • a statistical variance is determined from a predetermined number of tactile points determined during multiple touch point adaptations, wherein a self-adjustment of the hybrid disconnect clutch is concluded and a new touch point is set on the basis of the determined statistical variance in the presence of plausible sensing points.
  • the determined statistical variance is compared with a variance threshold value, wherein a self-adjustment of the hybrid disconnect coupling is concluded when the variance threshold value is exceeded due to an incorrect adaptation of the touch point and when the variance threshold value is undershot.
  • Small changes of the touch points to the previously determined touch point are statistically very common. Due to the statistical evaluation, the touch point approaches the actual physical value in several adaptations.
  • the newly set sensing point is determined from an average of the predetermined number of previously determined sensing points. Since a reliable determination of the self-adjustment of the hybrid disconnect clutch is ensured, thus always an accurate touch point for further operation of the hybrid vehicle is set.
  • the detection of the misadaptation of the touch point of the set before the last Tast Vietnameseadaption tactile point is maintained.
  • the erroneously determined tactile point is discarded and interference in the course of operation of the hybrid vehicle is suppressed.
  • the touch point with the shortest distance to the mean value is determined and set as a new touch point.
  • the touch point is determined by a slow actuation of the hybrid disconnect coupling, starting from an open position of the hybrid disconnect clutch in a closed state, under observation of a moment of the electric motor in the Tasthuiadaption, if a defined torque increase is detected. Since it is assumed that the internal combustion engine is at this Tastreteadaption in the stationary state and only the electric motor moves, it is closed due to the torque increase to the touch point, since the torque is transmitted from the electric motor at this point to the engine.
  • the touch point adaptation is repeated cyclically. This cyclic repetition is necessary to respond to the changed clutch behavior during operation of the hybrid vehicle.
  • the invention allows numerous embodiments. One of them will be explained in more detail with reference to the figures shown in the drawing.
  • Fig. 1 is a Phnzipdargna a hybrid drive
  • Fig. 2 shows an embodiment of the method according to the invention.
  • Fig. 1 is a schematic diagram of a drive train 1 of a hybrid vehicle is shown.
  • This drive train comprises an internal combustion engine 2 and an electric motor 3. Between the internal combustion engine 2 and the electric motor 3, a hybrid separating clutch 4 is arranged directly behind the internal combustion engine 2. Internal combustion engine 2 and hybrid disconnect clutch 4 are connected to each other via a crankshaft 5.
  • the electric motor 3 has a rotatable rotor 6 and a fixed stator 7.
  • the output shaft 8 of the hybrid disconnect clutch 4 is connected to a transmission 9, which contains a coupling element (not further illustrated), for example a second clutch or a torque converter, which is arranged between the electric motor 3 and the transmission 9.
  • the transmission 9 transmits the torque generated by the internal combustion engine 2 and / or the electric motor 3 to the drive wheels 10 of the hybrid vehicle.
  • the hybrid separation clutch 4 and the transmission 9 thereby form a transmission system 1 1, which is controlled by a clutch actuator 12, for example by a hydrostatic clutch actuator.
  • Hybrid disconnect clutch 4 is required, in which a clutch torque across the path of the hybrid disconnect clutch 4 is shown.
  • An interface of this clutch characteristic is the touch point TP, by which the position of the hybrid disconnect clutch 4 is to be understood, in which the friction surfaces of the input or output part of the hybrid disconnect clutch (4) come into frictional contact with each other.
  • This touch point TP is of particular importance for the control of the hybrid disconnect clutch 4.
  • the determination of the touch point TP can take place, for example, when the internal combustion engine 2 is shut down.
  • a clutch desired torque applied to the hybrid disconnect clutch 4 is increased until a drive torque that can be assigned to the clutch desired torque can be detected at the electric motor 3. It is a prerequisite that the hybrid separation clutch 4 is in an open state and then slowly under observation of the Mo- mentes of the electric motor 3 is fed.
  • the electric motor 3 is in a speed-controlled operation and thus has a stable speed.
  • the hybrid disconnect clutch 4 is closed until the friction engagement surfaces of input and output part of the hybrid disconnect clutch 4 are in frictional contact and a minimum torque is transmitted to the electric motor 3, which is detected by a corresponding reaction of the electric motor 3.
  • This corresponding reaction consists in that a defined torque increase is given by the electric motor 3.
  • the position of the hybrid disconnect clutch 4, in which this defined torque increase occurs, is referred to as the touch point TP.
  • the hybrid disconnect clutch 4 is designed in the present case as a self-adjusting clutch, which means that when wear occurs, the Ausgurweg the hybrid disconnect clutch 4 changes automatically. Such a change must be taken into account when controlling the hybrid disconnect clutch 4 in order to ensure reliable control.
  • step 100 a touch point adaptation is performed. 10 of the particular touch point adaptation in this touch point TP n with a touch point TP is compared n- i Subsequently, in step 1, which was determined in the immediately preceding touch point adaptation. From these two scanning points a difference
  • step 120 If the difference
  • step 150 the variance VAR (TP) is compared with a variational sample threshold Sv. If the variance VAR (TP) is smaller than the variational sample threshold value Sv, then in step 160 the sampling points T nm , which form the mean value M T p, are used. a new touch point TP n is determined for the further activation of the hybrid disconnect clutch 4, the new touch point TP n corresponding to the mean value M T p. If it is determined in step 150 that the variance VAR (TP) is greater than the variational sample threshold Sv, then it is assumed that the last probe adaptation was erroneous. This touch point TP n is then discarded and the existing touch point TP n- i is further used (block 170).
  • a new touch point TP n + i can be calculated by the touch point TP nm , which is closest to the mean value M T p, as the new touch point TP n + i of the control of the hybrid disconnect clutch 4 is based (block 180).
  • block 190 is eliminated upon detection of a false adaptation of the touch point TP nm with the greatest statistical error of the calculation and TP i calculates a mean value M T p from the remaining remaining sampling points nm +, which then newly as the new touch point TP is used.
  • a new touch point adaptation is transferred (block 100) to determine a further touch point, which is repeated cyclically.
  • the illustrated solution describes a touch point TP, which can be quickly adapted to large changes in the characteristic of the hybrid disconnect clutch 4 with a high degree of safety and by means of which with small deviations procedural errors are reduced. With this method, it is possible in particular to respond to changes in the touch point TP with significantly different time constants. LIST OF REFERENCE NUMBERS

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Mechanical Engineering (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé permettant de déterminer un point de contact d'un embrayage de coupure hybride d'un véhicule hybride, ledit embrayage de coupure hybride (4) accouple ou désaccouple un moteur à combustion interne (2) et un moteur électrique (3) et un point de contact (TP) est adapté lors du fonctionnement du véhicule hybride. Selon ledit procédé, qui permet de différencier entre une adaptation erronée du point de contact et un rattrapage automatique de l'embrayage de coupure hybride, le point de contact (TPn) déterminé durant une adaptation du point de contact subit après l'adaptation du point de contact et avant son utilisation ultérieure un contrôle de plausibilité.
PCT/DE2016/200022 2015-02-11 2016-01-20 Procédé permettant de déterminer un point de contact d'un embrayage de coupure hybride d'un véhicule hybride WO2016127982A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
KR1020177022353A KR102532027B1 (ko) 2015-02-11 2016-01-20 하이브리드 차량의 하이브리드 클러치의 물림점을 결정하는 방법
CN201680008271.9A CN107208720B (zh) 2015-02-11 2016-01-20 用于确定混合动力车辆的混合分离离合器的接触点的方法
DE112016000714.0T DE112016000714A5 (de) 2015-02-11 2016-01-20 Verfahren zur Ermittlung eines Tastpunktes einer Hybridtrennkupplung eines Hybridfahrzeuges

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015202401 2015-02-11
DE102015202401.6 2015-02-11

Publications (1)

Publication Number Publication Date
WO2016127982A1 true WO2016127982A1 (fr) 2016-08-18

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2016/200022 WO2016127982A1 (fr) 2015-02-11 2016-01-20 Procédé permettant de déterminer un point de contact d'un embrayage de coupure hybride d'un véhicule hybride

Country Status (4)

Country Link
KR (1) KR102532027B1 (fr)
CN (1) CN107208720B (fr)
DE (2) DE102016200689B4 (fr)
WO (1) WO2016127982A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102016215787A1 (de) 2016-08-23 2018-03-01 Volkswagen Aktiengesellschaft Verfahren zur Adaption der Momentenkoordination beim Wiederstart einer Verbrennungskraftmaschine in einem Hybridfahrzeug
CN112032294B (zh) * 2020-09-14 2021-11-26 一汽解放汽车有限公司 一种车辆操作方法和装置

Citations (6)

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Publication number Priority date Publication date Assignee Title
DE19824772A1 (de) * 1997-06-04 1998-12-10 Luk Getriebe Systeme Gmbh Vorrichtung zur Steuerung eines Einrückzustandes
WO2001063136A1 (fr) * 2000-02-24 2001-08-30 Siemens Aktiengesellschaft Embrayage automatique pour vehicule automobile, et procede de commande d'un embrayage de vehicule automobile
EP1998064A2 (fr) * 2007-05-31 2008-12-03 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé pour déterminer la plausibilité de la position d'un embrayage, procédé et dispositif pour déterminer le point de léchage d'un embrayage
DE102008030473A1 (de) 2007-07-12 2009-01-15 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zur Tastpunktermittlung einer automatisierten Kupplung
DE102010023374A1 (de) * 2009-07-02 2011-01-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zur Parametrierung einer automatisierten Reibungskupplung
DE102010024941A1 (de) 2009-07-16 2011-01-20 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungstastpunkte

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CA2085517C (fr) * 1992-01-02 1999-04-13 Chia-Hsiang Liu Determination du point de contact pour commande automatique d'embrayage
US6022295A (en) * 1998-11-12 2000-02-08 Eaton Corporation Touch point identification for vehicle master clutch
JP2008275036A (ja) * 2007-04-27 2008-11-13 Hino Motors Ltd 車両の駆動装置およびクラッチ特性の学習方法
DE102008011082A1 (de) 2008-02-26 2009-08-27 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zur Adaption einer proportionalen Kupplung
DE102010017867A1 (de) 2009-05-05 2010-11-18 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Sichere Tastpunktermittlung
SE534245C2 (sv) * 2009-09-14 2011-06-14 Scania Cv Ab Metod och system för bestämning av kontaktpunkten för en koppling vid ett fordon
WO2011134451A1 (fr) * 2010-04-26 2011-11-03 Schaeffler Technologies Gmbh & Co. Kg Procédé permettant d'adapter un point de contact d'un embrayage dans la chaîne cinématique d'un véhicule automobile
DE102011089031A1 (de) * 2011-12-19 2013-06-20 Zf Friedrichshafen Ag Verfahren und Steuerungseinrichtung zur Bestimmung eines Berührpunkts einer Reibkupplung
KR101406422B1 (ko) * 2012-11-09 2014-06-13 기아자동차주식회사 클러치의 터치포인트 탐색 방법

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19824772A1 (de) * 1997-06-04 1998-12-10 Luk Getriebe Systeme Gmbh Vorrichtung zur Steuerung eines Einrückzustandes
WO2001063136A1 (fr) * 2000-02-24 2001-08-30 Siemens Aktiengesellschaft Embrayage automatique pour vehicule automobile, et procede de commande d'un embrayage de vehicule automobile
EP1998064A2 (fr) * 2007-05-31 2008-12-03 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé pour déterminer la plausibilité de la position d'un embrayage, procédé et dispositif pour déterminer le point de léchage d'un embrayage
DE102008030473A1 (de) 2007-07-12 2009-01-15 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zur Tastpunktermittlung einer automatisierten Kupplung
DE102010023374A1 (de) * 2009-07-02 2011-01-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zur Parametrierung einer automatisierten Reibungskupplung
DE102010024941A1 (de) 2009-07-16 2011-01-20 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Kupplungstastpunkte

Also Published As

Publication number Publication date
DE102016200689A1 (de) 2016-08-11
KR102532027B1 (ko) 2023-05-12
CN107208720A (zh) 2017-09-26
KR20170115549A (ko) 2017-10-17
DE102016200689B4 (de) 2023-05-04
DE112016000714A5 (de) 2017-11-02
CN107208720B (zh) 2019-12-06

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