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WO2002018814A1 - Procede et dispositif pour la mise a jour d'une position de reference d'un element de commande dans un dispositif de commande d'embrayage - Google Patents

Procede et dispositif pour la mise a jour d'une position de reference d'un element de commande dans un dispositif de commande d'embrayage Download PDF

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Publication number
WO2002018814A1
WO2002018814A1 PCT/DE2001/003047 DE0103047W WO0218814A1 WO 2002018814 A1 WO2002018814 A1 WO 2002018814A1 DE 0103047 W DE0103047 W DE 0103047W WO 0218814 A1 WO0218814 A1 WO 0218814A1
Authority
WO
WIPO (PCT)
Prior art keywords
reference position
clutch
actuator
update
actuating
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE2001/003047
Other languages
German (de)
English (en)
Inventor
Michael Gallion
Reinhard Berger
Thomas JÄGER
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
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 LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Priority to AU2001279583A priority Critical patent/AU2001279583A1/en
Priority to DE10193648T priority patent/DE10193648D2/de
Publication of WO2002018814A1 publication Critical patent/WO2002018814A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • F16D2500/30—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
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3101—Detection of a brake actuation by a sensor on the brake
    • 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
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal 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
    • 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
    • F16D2500/501—Relating the actuator
    • F16D2500/5012—Accurate determination of the clutch positions, e.g. treating the signal from the position sensor, or by using two position sensors for determination
    • 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
    • F16D2500/501—Relating the actuator
    • F16D2500/5018—Calibration or recalibration of the actuator
    • 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
    • F16D2500/702—Look-up tables
    • F16D2500/70252—Clutch 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
    • F16D2500/706—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
    • 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
    • F16H2342/06—Determining which part to calibrate or timing of calibrations

Definitions

  • the invention relates to a method and a device for updating a reference position of an actuator of a clutch actuating device stored in an electronic control device.
  • FIG. 4 shows an exemplary block diagram of a drive train of a motor vehicle equipped with an automated clutch.
  • the drive train of a motor vehicle contains an internal combustion engine 2, a clutch 4 and a transmission 6, from which a drive shaft 8 leads to drive wheels, not shown.
  • the transmission 6 is, for example, an automated manual transmission or a conical pulley belt transmission with continuously variable transmission ratio.
  • the selection device can also be designed differently, for example as a classic shift lever (H-link) or as a lever with tapping positions (+, -) for shifting up and down.
  • the clutch 4 is, for example, a friction disk clutch with an actuating device 16, which is designed hydraulically, electrically (electromotively), electrohydraulically or in another way.
  • Sensors contained in the drive train such as a pressure sensor 18 for detecting the intake pressure of the engine 2, a speed sensor 20 for detecting the speed n M of the crankshaft of the engine, a sensor 22 for detecting the position of an accelerator pedal 24, and a sensor 26 for detecting the position of the Selector lever 12 and a further speed sensor 28 for detecting the speed of the drive shaft 2 are connected to the inputs of the control unit 14.
  • the control unit 14 which contains a microprocessor with associated memories 29, maps or programs are stored with which actuators, such as a load actuator 30 for adjusting the load of the motor 2, the actuating device 16 of the clutch 4 and the actuating device 9 of the transmission 6 are controlled become.
  • the individual actuators can be constructed in such a way that their position is known directly in the control device 14, for example as stepper motors, or additional position transmitters can be provided.
  • the load actuator 30, the actuating device 16 and the actuating device 9 are actuated in a mutually coordinated manner as a function of signals supplied by the sensors, so that there is comfortable driving.
  • a characteristic curve is stored in a memory of the control device 14, which defines a set position of the clutch 4 or an actuator of the clutch 4 set by the actuating device 16 as a function of a torque to be transmitted by the clutch 4 in each case .
  • the clutch torque that can be transmitted in each case should only be as large as is absolutely necessary.
  • the required torque to be transmitted results from the driver's request or the position of the accelerator pedal 24 and, for example, the load of the internal combustion engine 2 detected by the sensor 18 and possibly further operating parameters, such as the speed of the engine 2 etc.
  • the characteristic curve stored in the control unit 14, which indicates the desired path of an actuator moved by the actuating device 16 as a function of the calculated torque to be transmitted, has a decisive influence on comfortable starting and a comfortable handling of the switching operations.
  • the characteristic changes over the course of the service life of the clutch and is updated or adjusted, for example, depending on wear in the presence of predetermined operating conditions, for example slipping at a predetermined engine torque, full engagement or disengagement of the clutch, etc.
  • FIG. 5 shows an example of the actuating device 16 in detail.
  • a piston 38 the shaft of which works in a cylinder 36 filled with hydraulic fluid
  • the electric motor can be a conventional switch motor that is controlled, for example, by means of a PWM signal.
  • the cylinder 36 has a sniffer bore 44, which is connected via a line 45 to an expansion tank (not shown).
  • a line 48 leads from the pressure chamber 46 of the cylinder, which leads to an actuating cylinder 50 of the clutch, in which an actuating piston 52 works, which is connected via its piston rod, for example, to the release lever 54 of the clutch which forms an actuator.
  • the position A which is generally referred to as the sniffer clutch zero position, is the position when it is passed over by the piston 38 according to FIG. 4 to the right in the pressure chamber 46, pressure for clutch actuation builds up.
  • an incremental position transmitter 32 known in its construction, is provided on the gear 41, for example, which counts the teeth of the gear 41 passing it and gives corresponding pulses to the control unit 14.
  • the number of these impulses is a direct measure of the movement of the disengagement bels 54, at least as long as the piston 38 is to the right of the sniffer bore 44.
  • the invention has for its object to provide a method or a system of the type described above, with which it is possible in a simple and safe manner to update a reference position so that the position of the actuator which is important in relation to the clutch actuation is known as reliably as possible.
  • the method according to the invention is based in particular on the idea, for example, in situations in which the possible direction of actuation of the actuator for updating or aligning a reference position is not clear in the event of a slipping clutch, by means of further signals triggered by the driver, to determine the alignment or update direction or, if this is not possible, to maintain the current position.
  • the claim 6 characterizes the basic structure of a system for solving the relevant part of the object of the invention.
  • the invention can be used for largely all types of automated clutch operations in which the position of an actuator must be known.
  • the invention can be used particularly advantageously for clutch actuations in which an incremental displacement sensor is present.
  • FIG. 4 the block diagram of a drive train of a vehicle with an automated clutch
  • FIG. 5 an already explained example of a confirmation device.
  • a clutch normally has two reference positions of an actuator, namely a first reference position in which the clutch is fully closed and a second reference position in which the clutch is fully open. These positions are defined, for example, by stops or by the fact that the actuating force for adjusting the actuator, in the example of the release lever 54, suddenly changes.
  • Information about the position related to a reference position or the absolute position of an actuator can be "lost" if the position X n - ⁇ preceding the counting of an increment ⁇ X is no longer correct, since the current position X n is in each case from the last position and the Shift is determined by an increment.
  • Such a data loss or error typically occurs during a reset, whereby the system can be in any state, for example as a result of undervoltage (due to program runtime errors, in general, no resets may be triggered), through a modification or change in mechanical conditions, or through EMC problems.
  • the system Since a loss of the last position of the actuator cannot be ruled out, the system must be able to update or align the position information by moving to a reference position, comparing it with the stored values and correcting the stored values if necessary. This must be inconspicuous, without sacrificing comfort for the vehicle occupants, and if possible possible in every driving situation.
  • the route information is updated, for example, as follows: as soon as the request for an update is made, the drive unit, in the example of FIG. 5 the electric motor, is no longer controlled by the control unit 14 in a position-controlled or position-controlled manner, but rather is voltage-controlled.
  • a reference position (clutch fully closed or clutch fully open) is identified, for example, by a sudden increase in current as a result of a sudden increase in force or by a sudden drop in current as a result of a sudden decrease in force.
  • the following table shows typical driving situations, each of which is associated with certain state parameters of the drive train, which are detected by the sensors shown in FIG. 4.
  • the driving situation is determined independently of the clutch actuation or travel position, it being important to know the gear engaged in each case in accordance with the specified driving situation.
  • F state means a respective "software mode" of the clutch, that is to say a program according to which the clutch is controlled in each case. It goes without saying that different driving situations can occur within one mode, which results in the multiple answers in column 2. Among the individual F states means: normal driving
  • states 3 to 6 permit an instantaneous update or an instant adjustment in such a way that the clutch is opened and the fully open reference position is updated in the process.
  • the states 2, 3 and 4 and 8 allow an instantaneous update in the closing direction of the clutch.
  • a sniffing process is understood to mean a process in which the piston 38 is moved to the left beyond the sniffing bore 44 in accordance with FIG. 5 and is then moved to the right again until it passes over the sniffing bore.
  • sniffing a volume compensation of the hydraulic system is possible.
  • the clutch is completely closed, since a force can only be applied to the release lever 54 (FIG. 5) from the piston 38 when the piston 38 passes over the sniffer bore 44 from the left.
  • the clutch is closed and the vehicle makes a "jump" forward.
  • step 60 If an update or an adjustment is required in step 60, it is first checked in step 62 whether the clutch is slipping. If this is the case, it is checked in step 64 whether the brake is actuated. If this is the case, the system decides that the clutch is opened in step 66, whereupon a position adjustment is carried out in step 72 by moving to the fully opened reference position. If it is determined in step 62 that there is no slippage, then if one of the relevant situations in the abovementioned table is present, the clutch is opened in step 66 and carried out in step 72. the position adjustment. If it is determined in step 64 that the brake is not actuated, then it is checked in step 68 how strongly the accelerator pedal is actuated. If this is actuated sufficiently, the clutch is closed in step 70, whereupon the closed reference position is approached in step 72. If it is determined in step 68 that the pedal reading is insufficient, the system returns to step 62.
  • M ⁇ u PP M Mo t - ch ⁇ / dt, where M Mo t is the motor torque that can be detected by the sensors, J is the moment of inertia of the motor and dt ⁇ / dt is the temporal change in its angular velocity.
  • control unit 14 the target position of the actuating member or the target clutch path is normally calculated from the target clutch torque.
  • the torque characteristic is adjusted with adjustment parameters (coefficient of friction, gripping point) during the service life. If these parameters are known, the current position can be calculated from the current clutch torque. This position can be used as initialization value, on the basis of which the clutch is closed with the normal control strategy.
  • step 80 an update or a comparison is requested. If the clutch is in a slipping state, the clutch torque is determined in step 82, as explained above, and the clutch position is determined from the stored torque characteristic. This clutch position can be used as a rough reference value for further control of the clutch actuation. For example, it can be determined in step 84 whether the slip has been eliminated. If this is the case, an update takes place in step 86, for example with voltage control of the electric motor 42. If this is not the case, the clutch can be operated further while maintaining the normal control strategy (step 88). If it is determined in step 80 that there is no slip, the system immediately goes to step 86. After step 88 is ended, the system jumps to step 84.
  • state 8 Another option for updating is in state 8 (see table).
  • the clutch is normally not fully closed, but only to such an extent that the transmittable clutch torque is slightly above the engine torque (torque tracking). This has the advantage that less time is required to open the clutch.
  • the clutch is operated in the closing direction. For routine volume compensation in the hydraulic transmission (sniffing), the clutch is also completely closed so that the closing position can be updated simultaneously with a sniffing process.
  • step 90 an update in the direction of clutch closing is requested.
  • a voltage-controlled closing takes place in step 92.
  • step 94 the reaching of a stop is recognized.
  • step 96 it is checked whether the position of the detected stop differs from the stored reference position by more than a threshold value. If this is the case, the position recognized in step 94 is stored in step 98 as new reference positions.
  • step 100 the rough adjustment is ended, but an exact adjustment as soon as possible is requested. If the deviation in step 96 is below the threshold value, the position is not updated in step 102, but an exact comparison is requested in step 101 as quickly as possible.

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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)
  • Mechanical Operated Clutches (AREA)
  • Lock And Its Accessories (AREA)

Abstract

L'invention concerne un système pour la mise à jour d'une position de référence d'un élément de commande dans un dispositif de commande d'embrayage pour un embrayage contenu dans la transmission d'un véhicule, laquelle position est mémorisée dans un dispositif de commande électronique. Ce système comprend une unité d'actionnement commandée par le dispositif de commande et conçue pour actionner l'élément de commande, un dispositif de mesure de déplacement incrémentiel pour déterminer le chemin parcouru par l'élément de commande, un dispositif pour détecter qu'une position de référence de l'élément de commande est atteinte et mémoriser le signal de sortie correspondant du dispositif de mesure de déplacement incrémentiel comme position de référence ainsi que des capteurs pour détecter des paramètres d'état de la transmission. A partir d'une demande de mise à jour d'une position de référence, le dispositif de commande surveille un processus de mise à jour en fonction des paramètres d'état de la transmission.
PCT/DE2001/003047 2000-08-30 2001-08-07 Procede et dispositif pour la mise a jour d'une position de reference d'un element de commande dans un dispositif de commande d'embrayage Ceased WO2002018814A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU2001279583A AU2001279583A1 (en) 2000-08-30 2001-08-07 Method and device for updating the reference position of an actuator on a clutchoperating device
DE10193648T DE10193648D2 (de) 2000-08-30 2001-08-07 Verfahren und Vorrichtung zum Aktualisieren einer Bezugsposition eines Stellgliedes einer Kupplungsstelleinrichtung

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10042434.1 2000-08-30
DE10042434 2000-08-30

Publications (1)

Publication Number Publication Date
WO2002018814A1 true WO2002018814A1 (fr) 2002-03-07

Family

ID=7654198

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2001/003047 Ceased WO2002018814A1 (fr) 2000-08-30 2001-08-07 Procede et dispositif pour la mise a jour d'une position de reference d'un element de commande dans un dispositif de commande d'embrayage

Country Status (5)

Country Link
AU (1) AU2001279583A1 (fr)
DE (2) DE10138725A1 (fr)
FR (1) FR2813360B1 (fr)
IT (1) ITMI20011822A1 (fr)
WO (1) WO2002018814A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004036079A3 (fr) * 2002-10-11 2004-08-12 Luk Lamellen & Kupplungsbau Procede et systeme de commande d'au moins un actionneur dans la chaine cinematique d'un vehicule
WO2005005852A1 (fr) * 2003-06-25 2005-01-20 Robert Bosch Gmbh Procede et systeme permettant de determiner le point d'embrayage d'un embrayage actionnable a l'aide d'un dispositif de reglage
WO2005035297A1 (fr) * 2003-10-08 2005-04-21 Bayerische Motoren Werke Aktiengesellschaft Systeme de commande pour vehicules a motricite au moins temporairement integrale
WO2005035296A1 (fr) * 2003-10-08 2005-04-21 Bayerische Motoren Werke Aktiengesellschaft Systeme de commande pour vehicules a motricite au moins temporairement integrale

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DE50310280D1 (de) * 2002-03-07 2008-09-18 Luk Lamellen & Kupplungsbau Steuereinrichtung und verfahren zum positionsabgleich in einer bewegungsübertragung
DE10329725A1 (de) * 2002-07-04 2004-01-22 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren und Vorrichtung zum Verbessern der Funktionssicherheit einer elektronischen Steuervorrichtung, insbesondere zur Betätigung einer Kupplung und/oder eines Gerätes in einem Fahrzeugantriebsstrang
CN100350167C (zh) * 2002-09-19 2007-11-21 卢克摩擦片和离合器两合公司 用于避免参考位置移动的方法及装置
DE102004007806A1 (de) * 2003-02-20 2004-09-02 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren und Vorrichtung zur Steuerung einer Kupplung
EP1612445A1 (fr) * 2004-06-30 2006-01-04 LuK Lamellen und Kupplungsbau Beteiligungs KG Procédé de contrôle pour la compensation de la course hydraulique
EP1614922A3 (fr) * 2004-07-06 2009-12-23 LuK Lamellen und Kupplungsbau Beteiligungs KG Méthode et dispositif pour référencer un capteur incrémentiel de position dans un dispositif d'actuation controllé électroniquement d'un embrayage
DE102005041420B4 (de) * 2004-09-18 2014-12-31 Schaeffler Technologies Gmbh & Co. Kg Verfahren zum Nachfüllen einer hydraulischen Übertragungsstrecke eines Ausrücksystems
DE102007025501A1 (de) * 2007-06-01 2008-12-04 Zf Friedrichshafen Ag Verfahren und Vorrichtung zur Steuerung einer Kupplung
GB2458497B (en) 2008-03-20 2011-12-07 Ford Global Tech Llc A method and apparatus for determining the position of a clutch actuating piston
DE102008041446B4 (de) * 2008-08-22 2021-01-14 Robert Bosch Gmbh Verfahren zum Erfassen eines Verschleißes einer Motortrennkupplung

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DE3443064A1 (de) * 1984-11-26 1986-06-05 Fujitsu Ltd., Kawasaki, Kanagawa Automatisches kupplungssteuersystem
DE4134669A1 (de) * 1991-10-19 1993-04-22 Fichtel & Sachs Ag Anordnung zur erfassung der stellung beginnender drehmomentuebertragung einer kraftfahrzeugkupplung
DE4433825A1 (de) * 1994-09-22 1996-04-04 Fichtel & Sachs Ag Stelleinrichtung mit einer Kupplungslageregelung
EP0727589A2 (fr) * 1995-02-18 1996-08-21 Eaton Corporation Méthode et système de commande pour un embrayage à actionnement pneumatique
DE19812629A1 (de) * 1998-03-23 1999-09-30 Bayerische Motoren Werke Ag Steuerung für eine automatisch betätigte Kupplung

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DE4134669A1 (de) * 1991-10-19 1993-04-22 Fichtel & Sachs Ag Anordnung zur erfassung der stellung beginnender drehmomentuebertragung einer kraftfahrzeugkupplung
DE4433825A1 (de) * 1994-09-22 1996-04-04 Fichtel & Sachs Ag Stelleinrichtung mit einer Kupplungslageregelung
EP0727589A2 (fr) * 1995-02-18 1996-08-21 Eaton Corporation Méthode et système de commande pour un embrayage à actionnement pneumatique
DE19812629A1 (de) * 1998-03-23 1999-09-30 Bayerische Motoren Werke Ag Steuerung für eine automatisch betätigte Kupplung

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2004036079A3 (fr) * 2002-10-11 2004-08-12 Luk Lamellen & Kupplungsbau Procede et systeme de commande d'au moins un actionneur dans la chaine cinematique d'un vehicule
US7416514B2 (en) 2002-10-11 2008-08-26 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method and system for controlling at least one actuator in the drive train of a motor vehicle
WO2005005852A1 (fr) * 2003-06-25 2005-01-20 Robert Bosch Gmbh Procede et systeme permettant de determiner le point d'embrayage d'un embrayage actionnable a l'aide d'un dispositif de reglage
US7522984B2 (en) 2003-06-25 2009-04-21 Robert Bosch Gmbh Method and system for determining the point of engagement of a clutch operable via an actuating device
WO2005035297A1 (fr) * 2003-10-08 2005-04-21 Bayerische Motoren Werke Aktiengesellschaft Systeme de commande pour vehicules a motricite au moins temporairement integrale
WO2005035296A1 (fr) * 2003-10-08 2005-04-21 Bayerische Motoren Werke Aktiengesellschaft Systeme de commande pour vehicules a motricite au moins temporairement integrale
US7334655B2 (en) 2003-10-08 2008-02-26 Bayerische Motoren Werke Aktiengesellschaft Control system for an at least temporarily four wheel-driven motor vehicle
US7357208B2 (en) 2003-10-08 2008-04-15 Bayerische Motoren Werke Aktiengesellschaft Control system for an at least temporarily four wheel-driven motor vehicle

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ITMI20011822A1 (it) 2003-03-01
FR2813360A1 (fr) 2002-03-01
ITMI20011822A0 (it) 2001-08-29
DE10193648D2 (de) 2003-06-12
DE10138725A1 (de) 2002-03-14
AU2001279583A1 (en) 2002-03-13
FR2813360B1 (fr) 2006-10-20

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