KR20140142665A - Method for determining a wear of a clutch - Google Patents
Method for determining a wear of a clutch Download PDFInfo
- Publication number
- KR20140142665A KR20140142665A KR1020140066340A KR20140066340A KR20140142665A KR 20140142665 A KR20140142665 A KR 20140142665A KR 1020140066340 A KR1020140066340 A KR 1020140066340A KR 20140066340 A KR20140066340 A KR 20140066340A KR 20140142665 A KR20140142665 A KR 20140142665A
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- South Korea
- Prior art keywords
- clutch
- transmission
- calculated
- speed
- gear
- Prior art date
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Classifications
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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
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/30806—Engaged transmission ratio
- F16D2500/30808—Detection of transmission in neutral
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3081—Signal inputs from the transmission from the input shaft
- F16D2500/30816—Speed of the input shaft
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/31—Signal inputs from the vehicle
- F16D2500/3114—Vehicle wheels
- F16D2500/3115—Vehicle wheel speed
-
- 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
- F16D2500/5023—Determination of the clutch 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
- F16D2500/50—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
- F16D2500/702—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
- F16D2500/702—Look-up tables
- F16D2500/70252—Clutch torque
- F16D2500/7027—Engine speed
-
- 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
- F16D2500/708—Mathematical model
- F16D2500/7082—Mathematical model of the clutch
Landscapes
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
The present invention relates to a method for determining wear of a clutch and an apparatus for determining wear of a clutch.
In the case of electronically controlled clutch devices, information about the position and / or movement of the clutch pedal, which is typically operated by the driver, is detected to activate the clutch. The information is transmitted to the control device and processed as occasion demands. In some cases, the modified information is transmitted to the actuator for control of the actuator. The actuator is configured to actuate and / or press the clutch based on the information. The electronically controlled clutch device of this type is also represented as a clutch bi-wire (CbW) device, which is not provided with a mechanical or hydraulic connection directly between the clutch pedal and the corresponding actuating mechanism for the actuator or clutch.
The clutch is exposed to some degree of wear which, due to its operation, may eventually lead to failure of the clutch. In this case, wear is caused by abrasion of the friction lining of the clutch, which can be caused by so-called slip events during the slip operation, and therefore friction in the clutch can lead to wear and heat load. The slip event is caused, for example, by the driver at the start and at the time of shifting. On the other hand, the sleep event can be caused by automatic control, for example, at the clutch start time, which is executed as a case after the start-stop-costing event, or via the hold assist.
In the foregoing background, a method according to
With the method of the present application, with an electronically controlled clutch device for a manual transmission of a motor vehicle, wear of the clutch can be calculated and determined accordingly during operation of the clutch formed as a friction clutch. The method is particularly suited for a clutch as part of a clutch device which does not include sensors for detecting the actual transmission gear, or for detecting the input revolution speed of the transmission.
In one embodiment, the actual speed change stage is determined by comparing the speed of the engine with the speed of the engine. This action is implemented when the clutch does not indicate slip and is, for example, fully engaged. Further, depending on the described apparatus, the neutral speed change stage can be detected. In this case, a signal for conveying that one of the speed change stages is engaged is used for the control device of the apparatus of the present application. However, the signal generally does not include information on which gear stage is engaged.
The calculation of the wear of the clutch is based on the measurement, calculation and / or weighting of the frictional energy normally generated during each slip operation of the clutch during operation of the clutch. Wear can be calculated through summing up the values calculated for the friction energy of the entire slip operation.
In the operating situations in which the clutch is placed in the slip state, a frictional force is generated in the form of heat on the clutch disk, and the value of the frictional force is specified in units of watts or kW. Through the integration of the frictional forces, the frictional energy can be calculated for each sleep operation with a corresponding energy input value whose value is specified in units of joules or KJ.
The frictional force is typically the product of the actual torque of the clutch and the difference between the engine speed and the transmission input speed. The friction energy generated during the slip operation is calculated and determined accordingly through the integration of the frictional forces detected during the slip operation over the time period of the slip operation. To determine the wear at a particular point in the life of the clutch, all values for the friction energy up to a particular point in time during all previously performed sleep operations are summed and optionally multiplied by the factor.
In this case, E act is the current summed friction energy, E i is the discrete input quantity of friction energy, n i is the weighting factor in the i th operating situation of the clutch, and the weighting factor (n i ) I. E., Depending on the level of each input quantity of friction energy E i during each sleep operation, and / or according to other operating parameters.
The current wear (V) is calculated through the ratio between the total energy input (E ges ) of the clutch lining and the currently summed friction energy (E act ) during the lifetime of the clutch, which is typically preset by the clutch manufacturer, and / Or may be estimated.
When calculating the present frictional force, the actual torque of the clutch is calculated from a clutch model that also takes into account at least one operating parameter detected by the sensor as an input variable, e.g., the pressure, position or current of the clutch device.
Particularly required operating parameters for the calculation of the slip are typically the engine speed and the input speed of the transmission, and the values for the operating parameters are supplied via the signals from the sensors. The number of revolutions of the engine is typically detected and calculated by the sensor. The input rotational speed of the transmission may likewise be detected by the sensor or may be calculated via the number of rotations of the wheels in conjunction with the current gear range information. Current gear range information can be detected through the actual gear range sensor. In a replacement manner, the current gear range information can be calculated by the information of the sensor for detecting the neutral gear position in specific operating conditions, the engine speed and the number of revolutions of the wheels.
Thus, in situations where the gearbox is known, the frictional forces and the resulting frictional energy after execution of the above-described steps of the method can be determined for the determination of the energy input.
For example, when the shifting process (shift change) or shift before the start event is not known at the time of the slip event, the input rotational speed of the transmission can not be reliably calculated. For this reason, it is assumed that after the validity check of the gear stage, the actual energy input quantity can be adopted for the calculation of wear.
The calculated wear can be used inside the clutch model. Thus, the correction characteristic curves of the clutch model can be extended with respect to the calculated wear. To this end, the effects of the number of revolutions of the engine and / or the transmission can be compensated. In addition, the adaptation of the clutch model used can be adjusted by the calculated wear in relation to the frequency or weight of the learning values. It is also possible to use wear and / or frictional forces within the clutch model as input variables for the temperature model of the clutch.
Inside the sequence control device for the operation of the clutch and consequently the clutch device, the wear produced in the context of the present method is, on the one hand, carefully considered between the protection of parts and the ease of running, Can be used to account for the weighting of priorities between protection and ease of use of the vehicle. Thus, during operation of the clutch device, the operating parameters and / or operating sequences can be adjusted. In this way, for example, the starting process of the vehicle can be performed by a low slip method instead of the convenience optimization method. In addition, the additional convenience events that generate the friction energy can be reduced, for example, related to shift assistance, creeping or active adaptation.
The apparatus of the present application generally includes a sensor for detecting a neutral gear position, and it is detected whether or not one of the gear positions is engaged or uncoupled with the sensor, whereby the operation of the transmission A state can be detected.
Each of the possible speed ranges and their transmission ratios are stored in the software of the control device of the present apparatus and become known accordingly. If the transmission is engaged and its validity checked, one of the transmission ratios is valid and can be used immediately to calculate the input rpm of the transmission. For example, when the gear stage is engaged but the validity check has not been performed, all the gear ratios of the transmission corresponding to the gear stages considered after the gear stage change The virtual input rotational speeds of the transmission can be calculated. The shift from the first shift stage to the new shift stage is performed. When the transmission includes k speed change stages formed as forward speed change stages, the changeover from the first gear stage engaged up to the previous shift stage to one of k-1 further change gear stages can be made by the change-speed stage changeover. In the scope of the method of the present application, k-1 or more virtual input revolutions can be calculated for k-1 gear stages to be selected and / or newly engaged. It is also possible to calculate the virtual input revolutions for all of the k forward stages because, depending on the case, the driver of the car may decide to re-engage the first gear stage during the shift change due to, for example, sudden traffic conditions It is because. For the first speed change stage engaged before the speed change stage change, the measurable number of revolutions indicated by the engine when the first speed change stage is engaged can be used as the revolution speed. In a supplemental manner, the frictional force and the energy input amount can be calculated for each gear stage.
When the newly engaged transmission gear stage and the gear stage shift are validated, for example, by a sensor, after the slip process or the end of the slip operation, the virtual input revolution speed of the transmission calculated at the gear shift stage for the newly- Value may be employed, while all other values calculated for the virtual input revolution numbers of the other gear stages are discarded. If the additional gearshift switching must be initiated before the validity of the gearshift is detected, it is possible to detect the most probable value of the virtual input rotation speed of the transmission by the sensor for detecting the neutral gearshift And an algorithm for implementing the method of the present invention may be newly started.
The algorithm to be implemented in the scope of the method of the present application is either passive or independent of the specific configuration of the clutch device, that is, a conventional clutch device including a manual switch with the operating member removed, a clutch device for an automatic transmission, (Clutch-by-wire). For the implementation of the provided algorithm, a sensor and clutch model are used to detect the neutral gear position of each clutch device.
By the method of the present application, it is possible to quantitatively and / or estimate wear of the clutch by calculating the virtual input rotational speed for all gear stages that can be engaged after gear shift. This is possible even in operating situations where critical input signals are incomplete and can not be evaluated, for example, when there is no gear position information and therefore no input revolutions for the transmission. In addition, the wear of the clutch produced by the method of the present application can also be used for additional applications.
Additional advantages and embodiments of the invention are set forth in the description and the accompanying drawings.
It will be appreciated that the features noted above and those features which will still be described below may be used in the respective specific combinations as well as may be used in combination or independently, without departing from the scope of the present invention. have.
BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a graph comprising operating parameters of the clutch considered in an embodiment of the method according to the invention.
2 is a schematic diagram illustrating an example of an electronically controlled clutch device and an embodiment of the device according to the present invention.
Figure 3 is a flow chart for implementing the method according to the invention in an apparatus according to the invention of Figure 2;
The invention is schematically illustrated in the drawings in accordance with embodiments and is described in detail below with reference to the drawings.
The graph including the operating parameters of the electronically controlled clutch device shown in Fig. 1 includes the abscissa (2), and the time is displayed along the abscissa. In addition, the ordinate (4) for various operating variables of the clutch device is indicated. In this case, the graph shows a group of
The graph also includes a first curve for describing the
The
A plurality of points of
Specifically, in the described embodiment, the transmission of the vehicle is located at the three-speed position where it is first engaged from the first point of
In the
On the other hand, the transmission is linked with the engine from the
For the validity of the currently engaged gear stage and accordingly the actual gear stage from the
It can be deduced indirectly through the steady slope of the revolution number that the slip has disappeared on the clutch and the engine has reached the actual transmission input revolution speed. The threshold value for the identification of the steady slope is selected so that the slope does not exceed the threshold value even in the case of rapid acceleration or deceleration of the automobile so that the threshold value exceeds the threshold value for the vibration of the power train Lt; / RTI > This means that synchronization is terminated when the absolute value of the slope of the engine speed is smaller than the threshold value.
In a further variation, the clutch does not necessarily have to be fully engaged, and it is sufficient for the clutch to deliver a higher torque than the engine in the configuration. However, in this case, depending on the situation, it becomes more difficult to identify the state of interlocking from the slope of the number of revolutions.
In this case, the number of revolutions of the engine is measured and becomes known accordingly. The virtual input revolution speed [nGearIn (x)] of the transmission is calculated by multiplying the speed of the vehicle and / or the measured number of revolutions (nRad) of the wheel of the vehicle with respect to the speed change stages (x = 1 to x = k) Can be calculated by the speed ratio [j (x)] of the transmission according to the speed change stage. As a result, when the speed change stage is k, k different virtual input rotation speeds [nGearIn (x)] of the transmission during the shift changeover are calculated. In this case, the following formula is applied for one gear stage.
From the respective input rotational speeds nGearIn of the transmission and the actual rotational speed nMotor of the engine and the actual torque Mkupp of the clutch, the input amounts of the present frictional force and the corresponding frictional energy [ E (x)] can be calculated. In this case, the following formula applies to the absolute value of the absolute value of the frictional force [P (x)] of each of the gear positions x in the i-th operating state and is independent of the sign.
From this, for the i-th operating state, when the x-speed stage is engaged, the i-th input quantity of the friction energy through integration can be calculated.
The summed frictional energy is calculated by summing up all inputs of the frictional energy.
In the i-th operation state, the gear stage x actually newly engaged at the
Therefore, the speed change stage is known until the speed change stage is released. In the context of the method of the present invention, when the neutral gear range is located in the
In the described embodiment, the clutch is placed in the slip operating state not only between the second time point 32 and the third time point 34, but also between the
2 is a schematic diagram illustrating an example of an electronically controlled
The
The
An example of the
The
Optionally, the position of the clutch 62 may be detected by a
When the input rotational speed of the
A flow chart for describing an embodiment of the method of the present application is shown in Fig.
In the case of the method of the present application, in a
In this case, in the
In a
In addition, the actual torque of the clutch is calculated from the clutch model including at least one operating variable of the
The friction energy that occurs during the slip operation is calculated through integration of the frictional forces in a
As a result, in the case of a method for operating the electronically controlled clutch 62 with the
Therefore, the proposed method for determining the wear of the clutch 62 is performed based on the difference between the input rotational speed of the
Generally, the
The method of the present application can be executed for speed changeover between two speed change stages formed as forward speed change stages of the transmission.
The wear of the clutch 62 is calculated through determination of the friction energy that occurs during operation of the clutch 62 at the speed change stage including the slip. In the case of the above type of change-speed gear change, the frictional force acting on the clutch disk of the clutch 62 and determined according to the slip is determined, and the frictional energy generated at the change- Lt; / RTI > For the calculation of the frictional energy, the frictional forces are integrated over time and the duration of the speed changeover is taken into account. In this case, the slip is determined according to the difference between the number of revolutions of the
In this case, the frictional force is calculated as the product of the
In the scope of the method of the present application, the information of the
The virtual input revolution speed of the
The total wear of the clutch 62 is calculated from the total friction energy entering the clutch 62 and the total friction energy is calculated by summing the values of the friction energy for each gearshift transition including slip.
The proposed
The
The method of the present application can be implemented for the clutch 68 to be electronically pressurized, which is proposed according to the embodiment. However, the method may also be practiced for each further clutch, for example a clutch to be mechanically biased.
Claims (10)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102013210357.3A DE102013210357A1 (en) | 2013-06-04 | 2013-06-04 | Method for determining a wear of a clutch |
DE102013210357.3 | 2013-06-04 |
Publications (1)
Publication Number | Publication Date |
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KR20140142665A true KR20140142665A (en) | 2014-12-12 |
Family
ID=51899424
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
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KR1020140066340A KR20140142665A (en) | 2013-06-04 | 2014-05-30 | Method for determining a wear of a clutch |
Country Status (3)
Country | Link |
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KR (1) | KR20140142665A (en) |
CN (1) | CN104214243B (en) |
DE (1) | DE102013210357A1 (en) |
Families Citing this family (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP6720855B2 (en) * | 2016-12-27 | 2020-07-08 | いすゞ自動車株式会社 | Estimator |
DE102017107491B4 (en) * | 2017-04-07 | 2018-12-13 | Schaeffler Technologies AG & Co. KG | Method for determining a service life of a friction clutch of a vehicle |
DE112018003185A5 (en) * | 2017-06-21 | 2020-03-05 | Schaeffler Technologies AG & Co. KG | Method for correctly determining a friction energy generated in a clutch when a vehicle with a manual transmission is started |
JP6926758B2 (en) * | 2017-07-14 | 2021-08-25 | いすゞ自動車株式会社 | Estimator and estimation method |
CN109993848A (en) * | 2017-12-29 | 2019-07-09 | 长城汽车股份有限公司 | A kind of clutch abrasion trend prediction method, device and vehicle |
CN110406524A (en) * | 2018-04-26 | 2019-11-05 | 康明斯公司 | Clutch abuses indicator |
CN109572710B (en) * | 2018-12-14 | 2020-09-29 | 潍柴动力股份有限公司 | Method and device for detecting wear loss of clutch driven disc |
US11434965B2 (en) | 2019-07-15 | 2022-09-06 | Fca Us Llc | Energy based component wear model for clutch control offsets in an automatic transmission |
CN111911571B (en) * | 2020-08-19 | 2022-04-26 | 潍柴动力股份有限公司 | Clutch wear degree detection method and device, controller and vehicle |
CN112128264B (en) * | 2020-08-26 | 2022-05-27 | 上海上汽马瑞利动力总成有限公司 | Aging detection method and system for clutch |
CN113700783B (en) * | 2021-08-24 | 2023-03-21 | 湖南三一华源机械有限公司 | Clutch disc state evaluation method and device and vehicle |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19639296C1 (en) * | 1996-09-25 | 1998-04-02 | Daimler Benz Ag | Drive clutch for motor vehicle |
DE19810033A1 (en) * | 1998-03-09 | 1999-09-16 | Mannesmann Sachs Ag | Wear monitoring device for friction clutch of motor vehicle |
DE102004043541A1 (en) | 2003-09-24 | 2005-06-23 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method for control of clutch release device entails correction of desired clutch torque by control method depending upon driving situation |
DE102006037389A1 (en) * | 2006-08-10 | 2008-02-14 | Daimler Ag | Assessment of clutch energy dissipation on starting off, using a manual gearbox, takes the selected gear reduction for an assessment correction to prevent overheating |
DE102007051064B4 (en) * | 2007-10-17 | 2010-02-11 | Getrag Getriebe- Und Zahnradfabrik Hermann Hagenmeyer Gmbh & Cie Kg | Error detection method for automated motor vehicle transmissions |
CN201133434Y (en) * | 2007-12-27 | 2008-10-15 | 瑞立集团瑞安汽车零部件有限公司 | Declutching indicating and wear abrasion alarming device |
DE102009002206A1 (en) * | 2009-04-06 | 2010-10-14 | Zf Friedrichshafen Ag | Method for operating a vehicle drive train |
US8290673B2 (en) * | 2010-09-15 | 2012-10-16 | GM Global Technology Operations LLC | System and method of detecting a failed friction element |
-
2013
- 2013-06-04 DE DE102013210357.3A patent/DE102013210357A1/en not_active Withdrawn
-
2014
- 2014-05-30 KR KR1020140066340A patent/KR20140142665A/en not_active Application Discontinuation
- 2014-06-03 CN CN201410241463.7A patent/CN104214243B/en active Active
Also Published As
Publication number | Publication date |
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DE102013210357A1 (en) | 2014-12-04 |
CN104214243B (en) | 2018-12-14 |
CN104214243A (en) | 2014-12-17 |
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