CN106351983B - Method for controlling a clutch actuator - Google Patents

Method for controlling a clutch actuator Download PDF

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Publication number
CN106351983B
CN106351983B CN201610537717.9A CN201610537717A CN106351983B CN 106351983 B CN106351983 B CN 106351983B CN 201610537717 A CN201610537717 A CN 201610537717A CN 106351983 B CN106351983 B CN 106351983B
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China
Prior art keywords
clutch actuator
clutch
max
maximum possible
compensation
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Application number
CN201610537717.9A
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Chinese (zh)
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CN106351983A (en
Inventor
伯哈德·霍德鲁斯
巴斯沙尔·***
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Schaeffler Technologies AG and Co KG
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Schaeffler Technologies AG and Co KG
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    • 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
    • F16D48/00—External control of clutches
    • F16D48/02—Control by fluid pressure
    • F16D48/04—Control by fluid pressure providing power assistance
    • 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
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1023—Electric motor
    • F16D2500/1024—Electric motor combined with hydraulic actuation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/108—Gear
    • F16D2500/1081—Actuation type
    • F16D2500/1085—Automatic transmission
    • 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
    • F16D2500/305—Signal inputs from the clutch cooling
    • F16D2500/3055—Cooling oil properties
    • F16D2500/3056—Cooling oil 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
    • F16D2500/30—Signal inputs
    • F16D2500/308—Signal inputs from the transmission
    • F16D2500/30802—Transmission oil properties
    • F16D2500/30803—Oil 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
    • F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • 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
    • F16D2500/51—Relating safety
    • F16D2500/5104—Preventing failures
    • F16D2500/5106—Overheat protection
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/7041—Position
    • 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
    • F16D2500/70689—Statistical calculations using maximum or minimum values

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)

Abstract

The invention relates to a method for controlling a clutch actuator, preferably for controlling a normally closed clutch, wherein the clutch is controlled by a hydrostatic clutch actuator, by: the piston actuates a slave cylinder via a hydrostatic transmission line with a pressure medium, the piston being mounted in an axially movable manner in a master cylinder of the hydrostatic clutch actuator, the slave cylinder actuating the clutch, wherein a current stroke covered by the clutch actuator is compensated for interference effects. In a method for reliably preventing damage to a clutch system, when the currently covered travel of the clutch actuator approaches the maximum possible travel of the clutch actuator, the compensation for the disturbing influence is cancelled out and at the same time the maximum possible travel of the clutch actuator is reduced.

Description

Method for controlling a clutch actuator
Technical Field
The invention relates to a method for controlling a clutch actuator, preferably for controlling a normally closed clutch, wherein the clutch is actuated by a hydrostatic clutch actuator, by: the piston actuates a slave cylinder via a hydrostatic transmission line with a pressure medium, wherein the piston is mounted so as to be movable in the axial direction in a master cylinder of a hydrostatic clutch actuator, which actuates a clutch, wherein a current stroke covered by the clutch actuator is compensated for in terms of interference effects.
Background
In modern motor vehicles, in particular passenger cars, automatic clutches are increasingly used, which use hydrostatic clutch actuators. Such a hydrostatic clutch actuator has a master cylinder in which a master piston is mounted so as to be movable in the axial direction. The electrically driven master piston of the master cylinder puts a pressure medium, which is arranged in the hydrostatic transmission line, under pressure, wherein the slave piston of the slave cylinder moves, the movement of which is transmitted to the clutch, thereby disengaging the clutch.
The clutch actuator can travel through a maximum stroke to actuate the master cylinder in order to move the slave cylinder via the hydrostatic transmission line and completely disconnect the clutch. The release travel of the slave piston at the slave cylinder is likewise limited. It is known that the maximum travel of the clutch actuator is reduced in order not to move the slave cylinder further than allowed at elevated temperatures. Thereby protecting the slave cylinder from damage.
The master cylinder comprises a connection opening which connects the master cylinder with the balancing container. When the active piston of the active cylinder releases the connection opening, a volume compensation between the transmission line and the pressure medium in the equalizing vessel takes place. But it can also happen that: due to interference effects, the slave cylinder's separation travel exceeds its limit and moves further than allowed. This results in: the slave cylinder is damaged and hydraulic fluid is spilled in this case.
It is also known to compensate for disturbing influences on the current clutch stroke action. If the compensation is correct, the same clutch torque is required as if no disturbing influence occurred. The modeling of the clutch system includes different compensations, such as a compensation for the first start error of the contact of the clutch and a compensation for the influence of the rotational speed, which continuously counteracts the change of the clutch due to the centrifugal force. These compensations are added to a total compensation value and are superimposed on the clutch characteristic as a shift of the respective position of the clutch actuator.
Despite this compensation of the clutch characteristic curve, damage to the clutch itself can occur.
Disclosure of Invention
The invention is thus based on the following objects: a method for controlling a clutch actuator for actuating a clutch is proposed, wherein damage to the clutch is reliably prevented.
According to the invention, said object is achieved by: when the current stroke of the clutch actuator approaches the maximum possible stroke of the clutch actuator, the compensation for the disturbing influence subsides (ausblenden) and at the same time the maximum possible stroke of the clutch actuator is reduced. These two measures, namely not only compensating for the interference effects but also reducing the maximum travel of the clutch actuator, protect the clutch actuator from damage due to temperature expansion of the pressure medium in the hydrostatic transmission line without the possibility of a balancing process in the hydrostatic transmission line.
Advantageously, the gradual compensation of the interference effect is reduced from a preset travel of the clutch actuator, which is smaller than the maximum possible travel of the clutch actuator, wherein the maximum possible travel of the clutch actuator is gradually reduced from the preset travel. This results in: this reduction is effected as slowly as a compensation reduction of the interference effect, whereby the clutch system is protected.
In one variant, the compensation for the disturbing influences is shifted to zero when the maximum possible travel of the clutch actuator is reached, wherein in this position the maximum possible travel of the clutch actuator is reduced by the highest value. This ensures that: the maximum possible travel of the clutch actuator is reduced so that the slave cylinder does not exceed its preset stop.
In one refinement, the disturbance effect to be compensated is the temperature of the pressure medium circulating in the clutch system. The expansion of the pressure medium is the most significant cause of damage in the hydraulic clutch actuator, and the pressure medium properties must therefore be controlled.
In one embodiment, the amount of reduction of the maximum possible travel of the clutch actuator is increased when the temperature increases. By means of this approximately linear behavior of the temperature change and of the reduction of the maximum possible stroke of the clutch actuator, a particularly simple but reliable method is achieved for preventing damage to the clutch system.
In one embodiment, the maximum reduction of the maximum possible travel of the clutch actuator is carried out simultaneously at the point in time when the temperature compensation has completely subsided. This ensures that: the slave cylinder never reaches its stop because the clutch actuator cannot travel through its maximum possible travel.
In one refinement, the clutch is moved toward "closed" by the clutch actuator as the clutch actuator approaches the maximum allowable travel. Thereby ensuring that: the clutch cannot be disengaged due to the temperature increase.
Drawings
The invention allows a large number of embodiments. One of which should be elaborated upon in accordance with the drawings shown in the figures.
The figures show:
figure 1 shows a principle view of a clutch system in a vehicle,
figure 2 shows a principle view of a decreasing linear curve of the maximum possible travel of the clutch actuator,
fig. 3 shows a principle view of the method according to the invention.
Detailed Description
Fig. 1 shows the structure of a hydrostatic clutch system 1 for use in a vehicle. The hydrostatic clutch system 1 comprises a control unit 3 on the drive side 2, which controls a hydrostatic clutch actuator 4. The clutch actuator 4 is kinematically connected to a piston 6 of a master cylinder 7 via a gear 5. When the position of the clutch actuator 4 changes and, in this case, when the piston 6 changes position in the master cylinder 7 to the right along the actuator travel, the volume of the master cylinder 7 changes, as a result of which a pressure p builds up in the master cylinder 7, which is transmitted via the pressure medium 8 via the hydraulic line to the output side 10 of the hydrostatic clutch system 1. On the output side 10, the pressure p of the pressure medium 8 in the slave cylinder 11 causes a stroke change, which is transmitted to the clutch 12 in order to actuate the latter.
The path of travel traveled by the piston 6 of the master cylinder 7 along the actuator stroke is determined by means of the stroke sensor 13. The master cylinder 7 is connected to the equalizing reservoir 14, wherein the connecting opening 15 of the master cylinder 7 is released by the piston 6 of the master cylinder 7 when the piston 6 is in the predetermined position. In the illustration in fig. 1, the piston 6 reaches this position in such a way that it continues to move to the left from the position shown. In this position, the pressure medium 8 is normally not actuated and the pressure p in the master cylinder 7 is at a maximum. By means of said release, a pressure and/or volume equalization of the pressure medium 8 can be achieved. This process is also referred to as bleeding (Schn ü ffeln), and the position of the piston 6 which releases the connection opening 16 is referred to as the bleed position.
In order to prevent damage to the clutch system 1, the maximum permissible travel of the clutch actuator 4 is reduced by the control device 3 which controls the clutch actuator 4 when the air bleeding process is not carried out over a longer period of time. In this case, the compensation of the currently determined stroke of the clutch actuator 4 is converted into a reduction of the maximum possible stroke of the clutch actuator 4.
The modeling of the clutch system 1 includes different compensation possibilities in order to correct the current stroke of the clutch actuator 4. The compensation possibilities include, for example, compensation of the first start error of the clutch contacts, compensation of the influence on the rotational speed, which continuously counteracts the centrifugal-force-induced changes of the clutch 12, or compensation of the influence on the rotational speed during the air bleeding. In addition to this, compensation of clutch hysteresis is known, wherein frictional influences are compensated which, in the case of different directions of movement, lead to different clutch torques at the same point. Compensation for the expansion of the hydraulic medium 8 of the hydraulic transfer line between the two bleeding processes is also known. All these compensations are added to the overall compensation value and as a movement in the current position of the clutch actuator superimposes the clutch characteristic curve.
At the same time, the maximum possible stroke s _ max of the clutch actuator 4 is reduced by means of the compensation. This reduction s _ red _ max with respect to the temperature change since the last deflation process is shown in fig. 2. From this it follows: the amount of reduction of the maximum possible stroke s _ max of the clutch actuator 4 increases with increasing temperature. This means that: the stroke s _ max which the clutch actuator 4 can maximally travel when the temperature of the pressure medium 8 increases becomes smaller. As the maximum possible stroke s _ max decreases, the clutch actuator 4 moves further towards "clutch closed". This prevents the clutch 12 from being able to continue to open in the actual case as a result of the temperature increase, and thus prevents the clutch torque from decreasing.
In fig. 3a, all compensation functions f _ com are shown with respect to the position of the clutch actuator 4. The compensation function f _ com, in particular the temperature compensation, fades away from the predetermined stroke s _ max-a of the clutch actuator 4. At the same time, the maximum possible stroke s _ max of the clutch actuator 4 decreases from the preset stroke s _ max-a. This is shown in fig. 3b, where the factor f _ red _ max is shown in relation to the stroke.
The maximum travel of the clutch actuator 4 is determined in such a way that:
s_max_aktuell＝s_max-s_max_red*f_red_max
the temperature-dependent compensation thus yields:
deltaLkomp＝K_temp_refl*f_comp，
where K _ temp _ refl is temperature compensation.
As can be seen from fig. 3, a maximum reduction of the maximum possible stroke s _ max of the clutch actuator 4 is achieved when the compensation f _ comp, preferably the temperature compensation, is completely removed so that the stroke compensation reaches 0 mm.
By means of this method it is ensured that: the clutch system can be protected against damage due to the expansion of the pressure medium caused by the temperature increase even without a bleeding process by: the compensated reduction is reduced by the same order of magnitude in the maximum permissible travel of the clutch actuator. At the same time, the clutch position is continuously compensated up to a maximum stroke, wherein the stroke decreases as the temperature increases. When the maximum allowed travel is reached, the compensation is completely removed.
List of reference numerals
1 hydrostatic clutch system
2 active side
3 control device
4 Clutch actuator
5 Transmission device
6 piston
7 driving cylinder
8 pressure medium
9 Hydraulic line
10 driven side
11 slave cylinder
12 clutch
13 travel sensor
14 balance container
15 connection opening

Claims (8)

1. A method for controlling a clutch actuator, wherein the clutch (12) is controlled by a hydrostatic clutch actuator (4) by: the piston (6) actuates a slave cylinder (11) via a hydrostatic transmission line (7, 9, 11) having a pressure medium (8), wherein the piston (6) is mounted axially movably in a master cylinder (7) of the hydrostatic clutch actuator (4), which actuates a clutch (12), wherein a current stroke covered by the clutch actuator (4) is compensated for interference effects,
characterized in that, when the currently covered travel of the clutch actuator (4) approaches the maximum possible travel (s _ max) of the clutch actuator (4), the compensation for the disturbing influence is cancelled and the maximum possible travel (s _ max) of the clutch actuator (4) is simultaneously reduced.
2. Method according to claim 1, characterized in that the compensation of the disturbance effect is gradually faded away from a preset stroke (s _ max-a) of the clutch actuator (4), which is smaller than the maximum possible stroke (s _ max) of the clutch actuator (4), wherein the maximum possible stroke (s _ max) is gradually reduced from the reaching of the preset stroke (s _ max-a).
3. Method according to claim 1 or 2, characterized in that the compensation of the disturbing influence is moved to zero when the maximum possible stroke (s _ max) of the clutch actuator (4) is reached.
4. Method according to claim 1, characterized in that the disturbing influence to be compensated is the temperature of the pressure medium (8) circulating in the clutch system (1).
5. A method according to claim 4, characterised in that the amount of reduction of the maximum possible stroke (s _ max) of the clutch actuator (4) is increased when the temperature of the pressure medium (8) increases.
6. A method according to claim 4 or 5, characterised in that the maximum reduction of the maximum possible stroke (s _ max) of the clutch actuator (4) is carried out simultaneously at the moment when the compensation of the temperature is completely resolved.
7. A method according to any one of claims 1, 2, 4, 5, characterised in that the clutch (12) is moved towards "closed" by the clutch actuator (4) as the clutch actuator approaches the maximum allowed travel.
8. The method of claim 1, wherein the clutch actuator is used to control a normally closed clutch.
CN201610537717.9A 2015-07-15 2016-07-08 Method for controlling a clutch actuator Active CN106351983B (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102015213297.8 2015-07-15
DE102015213297.8A DE102015213297A1 (en) 2015-07-15 2015-07-15 Method for controlling a clutch actuator, preferably for controlling an unactuated closed clutch

Publications (2)

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CN106351983A CN106351983A (en) 2017-01-25
CN106351983B true CN106351983B (en) 2020-08-21

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DE (1) DE102015213297A1 (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US10968965B2 (en) 2016-07-14 2021-04-06 Schaeffler Technologies AG & Co. KG Method for determining an actuator path of a hydraulic clutch actuator
DE102017102583B4 (en) 2016-11-22 2023-11-16 Schaeffler Technologies AG & Co. KG Method for determining an actuator path of a hydraulic clutch actuator
DE102017103815A1 (en) 2017-02-24 2018-08-30 Schaeffler Technologies AG & Co. KG A method of determining a temperature of a hydraulic fluid in a hydraulic clutch actuation system
DE102017113064A1 (en) * 2017-06-14 2018-12-20 Schaeffler Technologies AG & Co. KG Method for temperature compensation of a preload point of a clutch of a vehicle

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Publication number Priority date Publication date Assignee Title
DE19734038A1 (en) * 1996-08-16 1998-02-19 Luk Getriebe Systeme Gmbh Motor vehicle drive method
EP1612445A1 (en) * 2004-06-30 2006-01-04 LuK Lamellen und Kupplungsbau Beteiligungs KG Method for controlling the compensation of the hydraulic stroke
FR2878303B1 (en) * 2004-11-25 2007-01-12 Valeo Embrayages METHOD AND SYSTEM FOR CONTROLLING A MOTOR VEHICLE WITH PILOT CLUTCH
DE102008009094B4 (en) * 2008-02-14 2009-12-24 Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg Method for driving a clutch
DE102011014572A1 (en) * 2010-04-08 2011-12-15 Schaeffler Technologies Gmbh & Co. Kg Method for controlling an automated clutch
DE112011102157A5 (en) * 2010-06-28 2013-05-02 Schaeffler Technologies AG & Co. KG Hydrostatic actuator and method of controlling a hydrostatic actuator
DE102011080716B4 (en) * 2010-08-30 2021-02-25 Schaeffler Technologies AG & Co. KG Method for controlling a friction clutch
DE102012203184A1 (en) * 2012-03-01 2013-09-05 Zf Friedrichshafen Ag Apparatus, method and computer program for operating a separating clutch
DE102012019895A1 (en) * 2012-10-11 2014-04-17 GM Global Technology Operations LLC (n. d. Ges. d. Staates Delaware) Method for controlling electro-mechanical clutch system in motor vehicle, involves limiting actuator speed to maximum acceptable actuator speed, which does not exceed by actuator, to maintain torque peak below predetermined maximum torque

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CN106351983A (en) 2017-01-25

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