WO2021204322A1 - Embrayage et procédé d'identification d'état d'actionnement d'embrayage - Google Patents

Embrayage et procédé d'identification d'état d'actionnement d'embrayage Download PDF

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Publication number
WO2021204322A1
WO2021204322A1 PCT/DE2021/100240 DE2021100240W WO2021204322A1 WO 2021204322 A1 WO2021204322 A1 WO 2021204322A1 DE 2021100240 W DE2021100240 W DE 2021100240W WO 2021204322 A1 WO2021204322 A1 WO 2021204322A1
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WO
WIPO (PCT)
Prior art keywords
pressure
actuation
clutch
measured
state
Prior art date
Application number
PCT/DE2021/100240
Other languages
German (de)
English (en)
Inventor
Dietmar Häckl
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 CN202180023741.XA priority Critical patent/CN115335611A/zh
Publication of WO2021204322A1 publication Critical patent/WO2021204322A1/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
    • F16D48/02—Control by 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
    • 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
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/066—Control of fluid pressure, e.g. using an accumulator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—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
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3024—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
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30404—Clutch temperature
    • 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

Definitions

  • the invention relates to a method for detecting an actuation state of a clutch according to the preamble of claim 1.
  • the invention also relates to such a coupling.
  • DE 102018 12896 describes a clutch for torque transmission between a clutch input and a clutch output in a drive train of a vehicle that can be releasably connected to it in a frictionally locking manner depending on an actuation state.
  • a first electric motor is connected on the clutch output side and an internal combustion engine and a second electric motor are connected on the clutch input side.
  • the clutch is closed, the first electric motor, the second electric motor and / or the internal combustion engine can each deliver a drive torque to the output via the clutch.
  • the second electric motor can produce the drive torque on the output and the first electric motor can be driven by the internal combustion engine in generator mode.
  • actuation state of the clutch is switched via an actuation device by an actuation pressure provided by a pressure device
  • knowledge of the clutch actuation pressure as the actuation pressure on the actuation device can be used to deduce the actuation state of the clutch.
  • a pressure measurement can be carried out at a first measurement position that is located along a transmission path connected to the actuation device for transmitting the actuation pressure between a pressure device providing the actuation pressure and the actuation device.
  • the pressure deviation can arise, for example, from a line pressure drop in the transmission path and leads to an inaccurate detection of the clutch actuation pressure and thus the actuation state of the clutch.
  • the object of the present invention is to recognize an actuation state of a clutch more precisely.
  • the clutch should be designed more cheaply and operated more reliably.
  • At least one of these objects is achieved by a method having the features according to claim 1.
  • the actuation state can be recognized more precisely.
  • the clutch can be operated more reliably and safely.
  • the coupling can be made more cost-effective and more simply constructed.
  • the clutch can be arranged in a drive train.
  • the drive train can be arranged in a vehicle, in particular in a motor vehicle.
  • the drive train can be a hybrid drive train.
  • the clutch input can be connected to a first drive element.
  • the first drive element can provide a first drive torque.
  • the first drive element can be an internal combustion engine.
  • the clutch output can be connected to an output.
  • the first drive torque can be transmitted to the output via the closed clutch.
  • the output can be a gearbox.
  • the output can be formed by at least one vehicle wheel.
  • the drive train can have a second drive element for providing a second drive torque.
  • the second drive element can be connected on the clutch input side or the clutch output side.
  • the second drive torque can be applied on the clutch input side or on the clutch output side.
  • the second drive element can be an electric motor.
  • a third drive element can be connected on the clutch input side or the clutch output side.
  • the third drive element can be an electric motor.
  • the third drive element can provide a third drive torque provide and / or act as a generator.
  • the third drive torque can be applied on the clutch input side or on the clutch output side.
  • the first, second and third drive elements can be operatively arranged in series.
  • the pressure device can have a fluid pressure pump.
  • the actuation pressure can be a fluid pressure.
  • the fluid can be liquid and / or gaseous.
  • the actuation pressure can be provided hydraulically or pneumatically.
  • the pressure device can also provide a supply fluid flow for lubrication and / or cooling, in particular of the first and / or second drive element.
  • the coupling can be a K0 coupling.
  • the clutch can be operatively arranged between the first and second drive elements.
  • the first drive element can be connected to the second drive element via the coupling. When the clutch is fully open, transmission of the first drive torque via the clutch can be prevented.
  • the clutch can be closed (normally closed) or open (normally open) when there is no actuation pressure. Depending on this, the clutch can be closed or open when actuated by the actuation pressure. When the clutch is closed, torque can be transmitted. When the clutch is open, torque transmission can be interrupted.
  • the first actuation state can correspond to a closed or an open clutch.
  • the first actuation state can be present when the clutch actuation pressure is in a pressure range that is a specified torque range of the clutch torque as the torque that can be transmitted via the clutch.
  • the measured actuation pressure can be measured with a pressure sensor assigned to the transmission path.
  • the switchover of the actuation state can be a switchover between the first actuation state and a second actuation state.
  • the pressure deviation can result from a line pressure drop in the transmission path.
  • the sign of the pressure deviation can depend on an actuation direction of the switchover of the actuation state, that is depending on whether a switch is made from the first to the second actuation state or vice versa.
  • the pressure deviation can be determined depending on a temperature.
  • the first pressure value can be set depending on a temperature. The dependency between the pressure deviation and / or the first pressure value and the temperature can be recorded in advance.
  • the pressure influencing variable is measured at a second measuring position.
  • the pressure influencing variable can be recorded precisely and quickly.
  • the second measuring position is assigned to the printing device or the transmission path.
  • the second measuring position can be assigned to the fluid pressure pump.
  • the first measuring position is arranged differently from or coinciding with the second measuring position.
  • the installation space can be optimally used.
  • the pressure influencing variable is a volume flow and / or a pressure gradient that is present when the actuating pressure changes.
  • the pressure gradient can be measured by the pressure sensor, which also detects the measured actuation pressure.
  • a dependency between the first pressure value and the pressure influencing variable is recorded in advance.
  • the dependency between the pressure deviation and / or the first pressure value and the pressure influencing variable can be recorded before the clutch is started up, preferably before it is started up for the first time.
  • the dependency can be calculated and / or measured.
  • the dependency can be stored in an assignment table (lookup table) that can be called up during operation of the clutch.
  • a second actuation state of the clutch is recognized as a function of the measured actuation pressure by defining a second pressure range of the measured actuation pressure, which is delimited by at least one predetermined second pressure value, and as soon as the measured actuation pressure is within the second pressure range, the second operating state is recognized as present.
  • the second actuation state can correspond to a closed or an open clutch.
  • the second pressure value is set as a function of the pressure influencing variable.
  • the pressure deviation when setting the second pressure value can be different from the pressure deviation when setting the first pressure value.
  • the second pressure value is smaller than the first pressure value and the first pressure area does not overlap with the second pressure area.
  • a pressure range can be spanned between the first and second pressure values. If the measured actuation pressure lies within this pressure range, the actuation state cannot be clearly assigned to the first or second actuation state.
  • a clutch for torque transmission between a drive element and an output is proposed to solve at least one of the above-mentioned objects, having a clutch input rotatable about an axis of rotation and a clutch output releasably frictionally connectable to this for torque transmission depending on an operating pressure provided via an operating device, wherein a
  • the operating state of the clutch can be recognized by a method with at least one of the features described above.
  • Figure 1 A flybridge drive train with a clutch in a special
  • Figure 2 A hydraulic device for a clutch in a special embodiment of the invention.
  • Figure 3 A graph of an actuation pressure when using a
  • FIG. 1 shows a hybrid drive train 10 with a clutch 12 in a special embodiment of the invention.
  • the hybrid drive train 10 is arranged in a vehicle and comprises an internal combustion engine 14 as a first drive element, which can provide a first drive torque, a first electric motor 16 as a second drive element, which can provide a second drive torque, and a second electric motor 18 as a third drive element.
  • the internal combustion engine 14, the first electric motor 16 and the second electric motor 18 are effectively connected in series.
  • the first electric motor 16 is directly connected to an output 20, which is formed by a gear 22.
  • the output 20 is connected to vehicle wheels 24 for locomotion of the vehicle.
  • the internal combustion engine 14 is directly connected to the second electric motor 18.
  • the clutch 12 is effectively arranged between the internal combustion engine 14 and the output 20 and is effectively arranged between the first electric motor 16 and the second electric motor 18.
  • the clutch 12 has a clutch input 26 and a clutch output 28 which can be releasably connected to it in a frictionally locking manner.
  • the clutch input 26 and clutch output 28 are rotatable about a common axis of rotation.
  • the second electric motor 18 and the internal combustion engine 14 are connected on the clutch input side and the first electric motor 16 is connected on the clutch output side.
  • the clutch 12 can be actuated by an actuation pressure provided by a pressure device. By actuating the clutch 12, it can be switched between a first actuation state in which, for example, torque is transmitted via the clutch 12 and a second actuation state in which, for example, a torque transmission via the clutch 12 is interrupted.
  • first actuation state the clutch input 26 is frictionally connected to the clutch output 28 and a torque transmission is set up via the clutch.
  • second actuation state the clutch 12 is opened and a torque transmission via the clutch 12 is interrupted.
  • the vehicle In the second actuation state of the clutch 12, the vehicle is driven exclusively by the second drive torque that is provided by the first electric motor 16.
  • the internal combustion engine 14 can be in operation or switched off. If the internal combustion engine 14 is in operation, the first drive torque can operate the second electric motor 18, which converts the first drive torque into electrical energy as a generator and makes it available to an electrical energy store and / or the first electric motor 16.
  • the first drive torque is available at the output 20 in addition or as an alternative to the second drive torque of the first electric motor 16.
  • a fly hydraulic device 30 for a clutch 12 is shown in a special embodiment of the invention.
  • the hydraulic device 30 is arranged in the vehicle and causes an actuation pressure to actuate the clutch 12 via a pressure device 32, which has a fluid pressure pump 33.
  • the fluid pressure pump 33 is designed as a gear pump and can be actuated by an electronic pump actuator 34 which has an electric motor 36 .
  • the electric motor 36 is controlled by a control unit 38.
  • the fluid pressure pump 33 effects the actuation pressure in the hydraulic device 30 by operating it at a pump speed.
  • the fluid pressure pump 33 can provide the actuation pressure in a first fluid line 40 forming a transmission path 39 between the pressure device 32 and the clutch 12 in one direction of rotation and a fluid pressure in a second fluid line 42 in the opposite direction of rotation.
  • the second fluid line 42 is set up here for a supply fluid flow which is passed via a heat exchanger 44, for example for cooling and / or for lubricating an electric motor and / or at least one bearing.
  • the first fluid line 40 hydraulically connects the fluid pressure pump 33 via a valve 46 to a parking lock 48, which has a travel sensor 50 for detecting the parking lock position and an actuating device 52 of the clutch 12.
  • the parking lock 48 and / or the clutch 12 can be operated hydraulically.
  • the The actuation device 52 can be a CSC actuation which has a slave cylinder 54 which is arranged concentrically to the axis of rotation of the clutch 12 and which transmits the actuation pressure to an actuation force acting on a friction area 55 of the clutch 12.
  • the fluid pressure pump 33 can be switched between a first operating mode and a second operating mode. In the first operating mode, the fluid pressure pump 33 can bring about the supply fluid flow in the second fluid line 42 and in the second operating mode it can provide the actuation pressure for actuating the clutch 12 and / or for actuating the parking lock 48 in the first fluid line 40.
  • the clutch 12 can be designed as a normally open clutch that is not actuated. When the clutch 12 is actuated, torque can be transmitted between the clutch input and the clutch output of the clutch 12. When the clutch 12 is not actuated, corresponding to an open clutch 12, the torque transmission via the clutch 12 is interrupted.
  • a pressure sensor 58 for detecting the actuation pressure as a measured actuation pressure is arranged along the transmission path at a first measurement position 56.
  • the switching of the actuation state of the clutch 12 via the actuation device 52 is effected by changing the actuation pressure. Since the actuation pressure is transmitted between the pressure device 32 and the actuation device 52, a pressure deviation between the actuation pressure applied to the actuation device 52 as clutch actuation pressure and the actuation pressure measured at the first measuring position 56 can be present through the transmission path 39.
  • the clutch actuation pressure is known as the actuation pressure at the actuation device 52, it is possible to infer the actuation state of the clutch 12. Since the first measurement position 56 is not located directly on the actuation device 52 due to the installation space, the measured actuation pressure can differ from the clutch actuation pressure depending on the pressure deviation when the pressure is transmitted via the transmission path 39.
  • the A pressure deviation can be caused, for example, by a line pressure drop in the transmission path 39.
  • the displacement sensor 50 and the pressure sensor 58 are electrically connected to the control unit 38.
  • the control unit 38 is connected, for example via a CAN data line 60, to a power control unit 62 which, for example, controls at least one electric motor providing a drive torque for driving the vehicle.
  • FIG. 3 shows a curve diagram of an actuation pressure when using a method in a special embodiment of the invention.
  • the actuation pressure p is plotted as the clutch torque M as a function of the torque that can be transmitted via the clutch.
  • the clutch actuation pressure pk is shown as the actuation pressure on the clutch actuation device in comparison to a measured actuation pressure pm shifted by pressure deviations pa.
  • the measured actuation pressure pm is divided into a first measured actuation pressure pm1 and a second measured actuation pressure pm2, depending on an actuation direction of the clutch.
  • the second measured actuation pressure pm2 is present when switching from a first actuation state B1 to a second actuation state B2.
  • the clutch In the first actuation state B1, the clutch can be closed and in the second actuation state B2 the clutch can be open.
  • the switchover from the second actuation state B2 to the first actuation state B1 takes place by increasing the actuation pressure p and corresponds to the course of the first measured actuation pressure pm1.
  • the switchover from the first actuation state B1 to the second actuation state B2 takes place by reducing the actuation pressure p and corresponds to the course of the second measured actuation pressure pm2.
  • the pressure deviation pa depends on many influences and can lead to a large deviation between the clutch actuation pressure pk and the respective measured actuation pressure pm.
  • the first actuation state B1 of the clutch is recognized as a function of the first measured actuation pressure pm1 in that a predetermined by at least one first pressure value pf1 delimited first pressure range P1 of the measured actuation pressure pm is established and as soon as the first measured actuation pressure pm1 lies within the first pressure range P1, the first actuation state B1 is recognized as being present.
  • the second actuation state B2 of the clutch is recognized as a function of the second measured actuation pressure pm2 by defining a second pressure range P2 of the measured actuation pressure pm delimited by at least one predetermined second pressure value pf2 and as soon as the second measured actuation pressure pm2 is within the second pressure range P2 is, the second actuation state B2 is recognized as present.
  • the first pressure value pf1 and the second pressure value pf2 can be determined during the operation of the clutch in the absence of precise knowledge of the pressure deviation pa by assuming a respective maximum pressure deviation pa to be expected during operation and assigning it to the measured actuation pressure pm as a safety range, so that a reliable one Detection of the actuation state of the clutch can take place via the first and second measured actuation pressure pm1, pm2.
  • the pressure range U lying between the first and second pressure values pf1, pf2, as the uncertainty range that does not clearly indicate the clutch actuation state, is greater than the actual pressure range M of the clutch actuation pressure pk that delimits the first actuation state B1 from the second actuation state B2.
  • the pressure deviation pa is determined during operation of the clutch as a function of a pressure influencing variable and the first pressure value pf1 and also the second pressure value pf2 each set as a function of the pressure influencing variable.
  • the pressure influencing variable E can be a volume flow, for example in l / min, when the actuation state of the clutch is switched over.
  • the volume flow can be at the printing device or at a second measuring position along the transmission path between the printing device and the actuator is measured. If the volume flow cannot be measured, the pressure influencing variable can also be a time pressure gradient of the actuation pressure p, which can be measured, for example, via the pressure sensor at the first measuring position.
  • the first pressure value p1 is set variably and as a function of the pressure influencing variable E.
  • the second pressure value p2 is set variably and as a function of the pressure influencing variable E.
  • the first pressure value p1 corresponds to the assigned pressure value of the clutch actuation pressure pk and correspondingly the second pressure value p2 corresponds to the assigned pressure value of the clutch actuation pressure pk.
  • the dependency of the first and second pressure value p1, p2 on the pressure influencing variable E can be recorded in advance, for example before the clutch is started up, in particular before the clutch is started up for the first time.
  • the dependency can be stored in a retrievable assignment table (lookup table).
  • the pressure deviation pa is calculated using the pressure influencing variable E measured when the actuation state is switched by changing the actuation pressure p, and the first pressure value p1 and the second pressure value p2 are each set as a function of the pressure deviation pa.
  • Clutch can be detected more precisely and the pressure range U are matched to the pressure range M.
  • first electric motor 18 second electric motor 20 output 22 transmission 24 vehicle wheel

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  • 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)
  • Measuring Fluid Pressure (AREA)

Abstract

L'invention concerne un procédé d'identification d'un état d'actionnement d'un embrayage (12) pouvant être actionné, pour la commutation de l'état d'actionnement, au moyen d'un dispositif d'actionnement (52) par l'intermédiaire d'une pression d'actionnement (p) soumise, pendant la transmission de la pression, à un écart de pression (pa) sous forme de différence entre une pression d'actionnement d'embrayage (p) et une pression d'actionnement (pm) mesurée au niveau d'une première position de mesure (56) le long du trajet de transmission (39) ; et au moins un premier état d'actionnement (B1) de l'embrayage (12) est identifié en fonction de la pression d'actionnement mesurée (pm) grâce à une première plage de pressions (P1), délimitée par au moins une première valeur de pression spécifiée (p1), de la pression d'actionnement mesurée (pm) définie, et le premier état d'actionnement (B1) est identifiée comme étant présent dès que la pression d'actionnement mesurée (pm, pm1) est comprise dans la première plage de pressions (P1). Pendant le fonctionnement de l'embrayage (12), l'écart de pression (pa) est déterminé en fonction d'une variable (E) influant sur la pression, et la première valeur de pression (p1) est réglée en fonction de la variable (E) influant sur la pression. L'invention concerne en outre un embrayage (12) dudit type.
PCT/DE2021/100240 2020-04-08 2021-03-09 Embrayage et procédé d'identification d'état d'actionnement d'embrayage WO2021204322A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN202180023741.XA CN115335611A (zh) 2020-04-08 2021-03-09 用于识别离合器的操作状态的方法和离合器

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102020109774 2020-04-08
DE102020109774.3 2020-04-08

Publications (1)

Publication Number Publication Date
WO2021204322A1 true WO2021204322A1 (fr) 2021-10-14

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CN (1) CN115335611A (fr)
DE (1) DE102021106660A1 (fr)
WO (1) WO2021204322A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102022100461B4 (de) 2022-01-11 2024-04-11 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines Hybridkopfs eines Hybridantriebsstrangs

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1253341A2 (fr) * 2001-04-23 2002-10-30 ZF Sachs AG Système d'embrayage avec une installation d'embrayages multiples à actionnement hydraulique
DE10231787A1 (de) * 2001-07-19 2003-02-06 Luk Lamellen & Kupplungsbau Übertragungsstrecke zum Ansteuern einer Kupplung
DE102010036396A1 (de) * 2010-07-14 2012-01-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben einer Kupplung
EP2769110A1 (fr) * 2011-10-17 2014-08-27 ZF Friedrichshafen AG Dispositif d'actionnement pour actionner des éléments de commutation

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102018128961A1 (de) 2018-11-19 2020-05-20 Schaeffler Technologies AG & Co. KG Verfahren zur Ermittlung einer Kupplungskenngröße im Generatorbetrieb

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1253341A2 (fr) * 2001-04-23 2002-10-30 ZF Sachs AG Système d'embrayage avec une installation d'embrayages multiples à actionnement hydraulique
DE10231787A1 (de) * 2001-07-19 2003-02-06 Luk Lamellen & Kupplungsbau Übertragungsstrecke zum Ansteuern einer Kupplung
DE102010036396A1 (de) * 2010-07-14 2012-01-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben einer Kupplung
EP2769110A1 (fr) * 2011-10-17 2014-08-27 ZF Friedrichshafen AG Dispositif d'actionnement pour actionner des éléments de commutation

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CN115335611A (zh) 2022-11-11

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