WO2002084136A1 - Method and device for determining the point of contact of a clutch - Google Patents
Method and device for determining the point of contact of a clutch Download PDFInfo
- Publication number
- WO2002084136A1 WO2002084136A1 PCT/DE2002/001215 DE0201215W WO02084136A1 WO 2002084136 A1 WO2002084136 A1 WO 2002084136A1 DE 0201215 W DE0201215 W DE 0201215W WO 02084136 A1 WO02084136 A1 WO 02084136A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- value
- touch point
- control unit
- reaction signal
- Prior art date
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10406—Clutch position
- F16D2500/10412—Transmission line of a vehicle
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/108—Gear
- F16D2500/1081—Actuation type
- F16D2500/1083—Automated manual 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
- F16D2500/308—Signal inputs from the transmission
- F16D2500/3082—Signal inputs from the transmission from the output shaft
- F16D2500/30822—Torque of the output 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
- F16D2500/50—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
- F16D2500/502—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
- F16D2500/704—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
- F16D2500/70605—Adaptive correction; Modifying control system parameters, e.g. gains, constants, look-up tables
Definitions
- the invention relates to a method for controlling an automated clutch in the drive train of a motor vehicle with a drive motor and a transmission, the clutch being actuatable by means of an actuator which can be controlled by a control unit. Furthermore, the invention also relates to a device for the automated control of a clutch.
- Such automatically actuated clutches are usually installed in a vehicle in a vehicle factory or a repair shop. So that the automated actuation of the clutch can be carried out safely and comfortably, learning processes of accelerator pedal position, gear positions and the clutch position in the engaged state are necessary according to WO 95/21073.
- the coordination of the actuation behavior of the clutch during operation of the vehicle from the learned engaged clutch position turns out to be not very safe and uncomfortable, since when controlling a creep process with very low torque that can be transmitted by the clutch, this cannot be metered very finely, for example if a clutch characteristic is calibrated at the engaged state. A rough start-up and shift behavior can also result.
- the object of the invention is to provide a method and a device by means of which a learning process is created which leads to a safe and comfortable behavior of the clutch control.
- this is achieved in that a learning process is carried out in which a touch point or a value of the clutch representing a touch point is determined and stored in a memory of the control unit, this storable value of the touch point being able to be used to control the clutch after the learning process has taken place. It is expedient if the clutch is specifically engaged during the learning process and the control unit receives and evaluates a reaction signal and, when a reference value of the reaction signal is reached, the current value of the engagement position of the clutch is defined as a touch point and, if necessary, stored in the control unit.
- the clutch is set, for example, in a torque-controlled manner, to a predeterminable value of the torque that can be transmitted by the clutch, and the reaction signal is detected and evaluated by the control unit, the value of the previously defined touch point being stored when the determined reaction signal is in a range of values around a predefinable setpoint.
- the setting can also mean storage in a volatile memory, wherein the storage can also mean storage in a non-volatile memory.
- the value of the touch point is changed and the clutch is accordingly again, for example torque-controlled, to a predeterminable value of the torque which can be transmitted by the clutch is set and the reaction signal is detected and evaluated, the value of the previously defined touch point being stored when the determined reaction signal is in a value range around a predefinable setpoint.
- This compares whether the determined tactile point lies within a plausible value range window and, if this is the case, this determined tactile point is stored and can thus be used for later control functions.
- This value of the touch point can also be adapted in a later operating situation, that is to say adapted if a detection on the control side makes it appear expedient.
- the touch point which is apparently not determined precisely enough, is changed, for example, by a summand and / or factor, so that this new changed touch point corresponds better to the actual conditions.
- a plausibility check can be carried out again in order to test whether the changed touch point meets the set conditions.
- the value of the reaction signal is not within the predeterminable value range, if a signal or an output occurs, on the basis of which a new learning process is started automatically or can be started manually.
- reaction signal is, for example, one of the following signals: engine speed, engine torque, transmission input speed.
- the invention relates to a device for carrying out a method for controlling a clutch in the drive train of a motor vehicle, the device comprising: a control unit and an actuator for controlled actuation of the clutch, a control unit, a processor and a memory.
- FIG. 1 schematically shows a motor vehicle
- FIG. 2 shows a block diagram
- FIG. 1 shows a schematic illustration of a motor vehicle with a drive motor 1 with a clutch 2 and a transmission 3 in the drive train. Furthermore, a differential 4, output shafts 5 and wheels 6 driven by the output shafts are shown.
- Speed sensors not shown, which detect the speeds of the wheels can be arranged on the wheels. These wheel speed sensors are used to record or calculate the transmission input speed. If there is a sensor error or these signals are not available, the control unit can switch to emergency operation. If all regular signals are present, normal operation is present.
- the speed sensors can also functionally belong to other electronic units, such as an anti-lock braking system (ABS). At least one vehicle speed and / or transmission speed can be determined from at least one wheel speed by means of a control unit 7.
- ABS anti-lock braking system
- the drive unit 1 can also be designed as a hybrid drive with, for example, an electric motor, a flywheel with a freewheel and an internal combustion engine.
- the clutch 2 is designed as a friction clutch, and it can also be designed, for example, as a magnetic powder clutch, multi-plate clutch or torque converter with a lockup clutch or as another clutch.
- the friction clutch can also be designed as a self-adjusting clutch that adjusts for wear.
- the device for the automated actuation of a transmission 3 comprises a control unit 7 and an actuator 8 which can be actuated by the control unit 7.
- the control unit 7 can also actuate an actuator 11 for the automated actuation of the clutch 2.
- FIG. 1 shows a control unit 7 and a schematic shown actuator 8 to recognize.
- the control unit 7 can be designed as an integrated control unit which carries out the control or regulation of, for example, the clutch and the transmission. Motor electronics can also be integrated in the control unit.
- the control of the clutch and the gearbox or the actuators 7, 11 for actuating the clutch and the gearbox can be carried out by different control units. It is also possible that the control units of the clutch, transmission and / or engine control are arranged separately and communicate with one another via data and / or signal lines.
- control units or electronic units are in signal connection with sensors which transmit the operating parameters of the current operating point to the control unit or the control units. It is the same possible that the control unit receives all the required information via data lines or a data bus, such as a CAN bus.
- the control unit 7 is equipped with a computer unit in order to be able to receive, process, store, retrieve and forward the incoming signals and system variables.
- the control unit also generates control variables and / or signals for actuating actuators for actuation and for forwarding them to other electronic units.
- the clutch 2 is mounted on or connected to a flywheel 2a.
- the flywheel can be designed as a one-piece flywheel or as a divided flywheel with primary mass and secondary mass, a torsional vibration damping device being arranged between the individual flywheel masses, for example between the primary mass and the secondary mass.
- a starter ring gear 2b can be arranged on the flywheel.
- the clutch has a clutch disc 2c with friction linings and a pressure plate 2d as well as a clutch cover 2e and a plate spring 2f.
- the self-adjusting clutch additionally has means which allow an adjustment and wear adjustment, a sensor, such as a force or displacement sensor or an angle of rotation sensor, being present, which detects a situation in which an adjustment is necessary due to wear, for example, and upon detection is also carried out automatically.
- a sensor such as a force or displacement sensor or an angle of rotation sensor
- the clutch is actuated by means of a release mechanism 9, for example with a release bearing 10.
- the control unit 7 controls the actuator 11, which carries out the actuation of the clutch.
- the release mechanism can be actuated by an electric motor, electrohydraulically, such as actuated by pressure medium, such as hydraulically or by means of another actuating mechanism.
- the release mechanism 9 with the release bearing 10 can be designed as a central release mechanism, which is arranged coaxially to the transmission input shaft and engages and disengages the clutch by acting on, for example, the plate spring tongues of the clutch.
- the release mechanism can also be designed as a mechanical release mechanism, which actuates, acts upon or operates a release bearing or a comparable element.
- the actuator 8 actuates the transmission 3 for switching and / or selecting in particular with its at least one output or actuation element or with a plurality of output or actuation elements.
- the control of the shift and / or selector actuation depends on the design of the transmission.
- transmissions with a central selector shaft are to be considered, in which a switching or selection process takes place by an axial actuation or an actuation in the circumferential direction of the central selector shaft, or vice versa.
- An actuator actuates, for example, the axial actuation of the central control shaft with one actuating element and the actuation of the shaft in the circumferential direction with another actuating element.
- the switching movement can take place in the circumferential direction and the selection operation in the axial direction or vice versa.
- transmissions with two shafts are to be considered, in each of which a shaft for shifting and a shaft for selecting the gear ratio are present, both shafts being actuated in the circumferential direction in order to carry out a shifting operation or a selection operation.
- transmissions with shift rods are to be considered, in which the shift rods are actuated in the axial direction in order to shift a gear ratio with one shift operation, a selection operation being carried out by the selection of the actuated shift rod.
- the shafts or shift rods represent shift elements internal to the transmission or the shafts actuate those within the transmission when actuated.
- the actuator 8 actuates directly or indirectly gear-internal switching elements for inserting, removing or changing gear stages or gear ratios, such as a central shift shaft, shafts or shift rods or other shift elements.
- the control unit 7 is connected to the actuator 8 via the signal connection 12 so that control signals and / or sensor signals or operating state signals can be exchanged, forwarded or queried.
- Signal connections 13 and 14 are also available, via which the control unit is at least temporarily in signal connection with further sensors or electronic units.
- Such other electronic units can be, for example, engine electronics, anti-lock system electronics or anti-slip control electronics.
- Other sensors can be sensors that generally characterize or detect the operating state of the vehicle, such as, for example, engine or wheel speed sensors, throttle position sensors, accelerator position sensors or other sensors.
- the signal connection 15 establishes a connection to a data bus, such as a CAN bus, via which system data of the vehicle or other electronic units can be made available, since the electronic units are generally networked with one another by computer units.
- An automated transmission can be shifted or experience a gear change in such a way that this is initiated by the driver of the vehicle by giving a signal to shift up or down by means of, for example, a switch, a button or another transmission selection device 40. Furthermore, a signal for the selection of the next gear to be engaged could also be given. Correspondingly, a signal can also be provided by means of an electronic shift lever in which gear the transmission should shift.
- an automated actuation of the transmission can be selected so that the selection of the current gear is carried out depending on the operating parameters and, if necessary, an automatic shift process is initiated.
- an automated transmission can also independently perform a gear change by means of, for example, characteristic values, characteristic curves or maps and on the basis of sensor signals at certain predetermined points, without the driver having to initiate a gear change.
- a neutral position N can be set, for example, in which there is no drive connection between the transmission input and the transmission output.
- a parking position P can be selected in which a parking lock is implemented. This parking position can also be selected automatically if, for example, the ignition key 51 is removed from the ignition lock and the operating state of the vehicle allows this. For example, removing the ignition key at high speeds may be mentioned, in which case a parking lock should not be inserted automatically.
- the gear selection unit, such as gearshift or selector lever, 40 can thus be set to an area M, such as manual driver-side gear selection, an area D, such as automatic gear selection for driving, an area P, such as parking lock, and / or an area N, such as neutral position, can be set. Furthermore, manual switching can be initiated via switches or a lever, for example. In the case of an automated clutch with a manually shiftable transmission, the shift lever must be operated manually in the respective positions assigned to the gears.
- the vehicle is preferably equipped with an electronic accelerator pedal 23 or load lever, the accelerator pedal 23 actuating a sensor 24, by means of which the engine electronics 20 controls or regulates, for example, the fuel supply, ignition timing, injection time or the throttle valve position via the signal line 21 of the engine 1.
- the electronic accelerator pedal 23 with sensor 24 is signal-connected to the engine electronics 20 via the signal line 25.
- the motor electronics 20 is in signal connection with the control unit 7 via the signal line 22.
- a transmission control electronics i 30 can be in signal connection with the units 7 and 20.
- An electromotive throttle valve control is expedient for this, the position of the throttle valve being controlled by means of the engine electronics. In such systems, a direct mechanical connection to the accelerator pedal is no longer necessary or expedient.
- the vehicle also has an engine starting device 50 which, based on a driver's engine attempt to start, for example by actuating the Ignition key 51 in the ignition lock controls a motor electronics and a starter
- the control unit of the automated clutch or the automated transmission has a processor which processes signals. It also has a memory in which data can be stored and called up again.
- FIG. 2 shows a block diagram to illustrate an exemplary embodiment of a method 100 according to the invention.
- block 101 it is checked whether the requirements for carrying out the learning process are present. So such may be that the vehicle has already installed the necessary parts at the end of the line or in the workshop and is possibly filled with the operating materials.
- a manual request to carry out the learning process can be queried by a service person, or the request can also be made automatically when a station provided for this purpose has been reached. It is also queried whether a vehicle operating state that is necessary or advantageous for the learning process, such as an engaged gear, such as first gear, a running engine that is preferably already warm from operation, a disengaged clutch and possibly other conditions are present. If all necessary conditions are met in the query of block 101, the learning process is initiated in block 102.
- the clutch is slowly engaged or closed from the disengaged position or position in the direction of the engaged position, see block 103.
- This engagement process does not necessarily have to take place until the clutch is fully closed, it can also be broken off before the touch point has been reached or is exceeded. This can take place, for example, as a path control or path regulation, the clutch actuation path being specified as a control variable.
- Reaction signal can be used according to an embodiment, the engine torque, which can be determined, for example, by the engine control and via a signal connection, such as a CAN bus
- Clutch control can be provided.
- a comparison criterion one can choose that when the clutch is engaged, the engine torque increases by a predeterminable value. Such a value can be that the engine torque increases by the amount of approximately 2 to 8 Nm, preferably by 3 to 5 Nm. If this value is reached, the comparison criterion is met. For this purpose, a query is made in block 105 as to whether the
- the clutch position belonging to the fulfilled comparison criterion is determined and thus the resulting torque that can be transmitted by the clutch is defined and / or stored as a moment of engagement, see block 106.
- the clutch is then disengaged again.
- the clutch is set to the value of the moment of engagement by means of torque control.
- the reaction signal is again detected and checked whether it is within a window.
- This window can be selected, for example, in such a way that the window lies around the moment of moment M ⁇ , that is, for example, a query is made as to whether the reaction signal is in the range M ⁇ - ⁇ ⁇ reaction signal ⁇ MT + ⁇ .
- ⁇ is a predefinable width of the window. If this is the case, then according to query 108, the moment of moment M ⁇ is stored, see 109.
- the moment of moment M ⁇ can be changed in block 1 10, how increased or reduced, depending on whether that Response signal is too large or too small compared to the window. This change can be made, for example, by a coupling distance of 0.5 mm.
- the clutch is then set to the value of the new momentum MT by means of torque control.
- the reaction signal is again detected and checked whether it is within a window. This procedure is then carried out only once and the resulting value of the moment of engagement becomes at 109 saved.
- the momentum determination can be learned again if the momentum is not plausible, and this has to be started again by a service person after an output provides the information that the momentum determination has resulted in a momentum that is implausible because it is not in a reasonable setpoint range of the window.
- FIG. 3 shows a diagram of a method 200 according to the invention, which essentially corresponds to diagram 100 in FIG. 2, blocks 201 to 209 corresponding to blocks 101 to 109 in FIG.
- the difference in this exemplary embodiment from the exemplary embodiment in FIG. 2 is that at block 210 the block 207 is returned to and not a block 11 1, so that the learning process is carried out until the moment of momentum is correct or one predeterminable number of runs has been completed.
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
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10291637T DE10291637D2 (en) | 2001-04-11 | 2002-04-04 | Method and device for determining the touch point of a clutch |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10118104 | 2001-04-11 | ||
DE10118104.3 | 2001-04-11 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002084136A1 true WO2002084136A1 (en) | 2002-10-24 |
Family
ID=7681244
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/DE2002/001215 WO2002084136A1 (en) | 2001-04-11 | 2002-04-04 | Method and device for determining the point of contact of a clutch |
Country Status (4)
Country | Link |
---|---|
DE (2) | DE10291637D2 (en) |
FR (1) | FR2823545B1 (en) |
IT (1) | ITMI20020766A1 (en) |
WO (1) | WO2002084136A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN104282186A (en) * | 2013-07-11 | 2015-01-14 | 现代自动车株式会社 | 2-speed transmission clutch learning system for hybrid vehicle and method thereof |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE102004007806A1 (en) * | 2003-02-20 | 2004-09-02 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Controlling drive train, especially automated clutch, involves adjusting displacement measurement with drive train closed using wheel torque, with drive train open at same operating element position |
DE102005046893A1 (en) * | 2005-09-30 | 2007-04-05 | Zf Friedrichshafen Ag | Automated power shift gear e.g. automatic gear, controlling method for use in motor vehicle, involves controlling rate of creep moment by driver through operation of drive adjusting unit in slow driving function |
WO2008064633A1 (en) * | 2006-11-27 | 2008-06-05 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Method and device for adapting a clutch in a hybrid drive train of a vehicle |
FR2950303B1 (en) | 2009-09-24 | 2011-10-28 | Peugeot Citroen Automobiles Sa | METHOD OF LEARNING THE LATCHING POINT OF A CLUTCH BY THE CHARACTERISTIC CURVE OF THE CLUTCH FOR A HYBRID VEHICLE |
DE102009053692B4 (en) * | 2009-11-18 | 2021-09-16 | Vitesco Technologies Germany Gmbh | Method for determining a point of application of a clutch arranged in a drive train as well as drive train and assistance system |
DE102013208256A1 (en) | 2013-05-06 | 2014-11-06 | Robert Bosch Gmbh | Method for adapting a friction clutch |
DE102014208781A1 (en) * | 2014-05-09 | 2015-11-12 | Zf Friedrichshafen Ag | Method and control device for determining a reference point for a contact point of a coupling |
CN107387599B (en) * | 2017-09-12 | 2019-02-12 | 安徽江淮汽车集团股份有限公司 | The half hitch chalaza self-learning method of wet dual-clutch automatic transmission |
CN112032294B (en) * | 2020-09-14 | 2021-11-26 | 一汽解放汽车有限公司 | Vehicle operation method and device |
CN115143209B (en) * | 2022-05-26 | 2024-02-20 | 潍柴动力股份有限公司 | Vehicle clutch self-learning method, device, equipment, medium and vehicle |
Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4011850A1 (en) * | 1989-04-17 | 1990-10-18 | Luk Lamellen & Kupplungsbau | Automatically clutch of motor vehicle - using processor program for engagement following automatic determination of clutch biting point |
WO1995021073A1 (en) | 1994-02-05 | 1995-08-10 | Automotive Products Plc | Clutch control system |
DE19652244A1 (en) * | 1995-12-18 | 1997-06-19 | Luk Getriebe Systeme Gmbh | Structure for torque transmission system in motor vehicle |
WO1998028162A1 (en) * | 1996-12-20 | 1998-07-02 | Kongsberg Techmatic Uk Limited | Clutch control system |
-
2002
- 2002-04-04 WO PCT/DE2002/001215 patent/WO2002084136A1/en not_active Application Discontinuation
- 2002-04-04 DE DE10291637T patent/DE10291637D2/en not_active Expired - Lifetime
- 2002-04-04 DE DE10214813A patent/DE10214813A1/en not_active Ceased
- 2002-04-10 FR FR0204455A patent/FR2823545B1/en not_active Expired - Fee Related
- 2002-04-10 IT IT2002MI000766A patent/ITMI20020766A1/en unknown
Patent Citations (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4011850A1 (en) * | 1989-04-17 | 1990-10-18 | Luk Lamellen & Kupplungsbau | Automatically clutch of motor vehicle - using processor program for engagement following automatic determination of clutch biting point |
WO1995021073A1 (en) | 1994-02-05 | 1995-08-10 | Automotive Products Plc | Clutch control system |
DE19652244A1 (en) * | 1995-12-18 | 1997-06-19 | Luk Getriebe Systeme Gmbh | Structure for torque transmission system in motor vehicle |
WO1998028162A1 (en) * | 1996-12-20 | 1998-07-02 | Kongsberg Techmatic Uk Limited | Clutch control system |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN104282186A (en) * | 2013-07-11 | 2015-01-14 | 现代自动车株式会社 | 2-speed transmission clutch learning system for hybrid vehicle and method thereof |
CN104282186B (en) * | 2013-07-11 | 2018-12-07 | 现代自动车株式会社 | The two-stage speed changer clutch learning system and its method of hybrid vehicle |
Also Published As
Publication number | Publication date |
---|---|
FR2823545A1 (en) | 2002-10-18 |
FR2823545B1 (en) | 2009-04-03 |
ITMI20020766A1 (en) | 2003-10-10 |
DE10214813A1 (en) | 2002-10-17 |
DE10291637D2 (en) | 2004-04-15 |
ITMI20020766A0 (en) | 2002-04-10 |
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