WO2013152931A1 - Verfahren zur ermittlung einer vorspannkraftkennlinie einer kupplung - Google Patents
Verfahren zur ermittlung einer vorspannkraftkennlinie einer kupplung Download PDFInfo
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- WO2013152931A1 WO2013152931A1 PCT/EP2013/055720 EP2013055720W WO2013152931A1 WO 2013152931 A1 WO2013152931 A1 WO 2013152931A1 EP 2013055720 W EP2013055720 W EP 2013055720W WO 2013152931 A1 WO2013152931 A1 WO 2013152931A1
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- characteristic
- pressure
- force
- data point
- determined
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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
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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
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/102—Actuator
- F16D2500/1026—Hydraulic
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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
- 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
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
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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
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/302—Signal inputs from the actuator
- F16D2500/3024—Pressure
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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
- 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
- F16D2500/50—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
- F16D2500/502—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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/702—Look-up tables
- F16D2500/70205—Clutch actuator
- F16D2500/70211—Force
-
- 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
- F16D2500/70205—Clutch actuator
- F16D2500/70217—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
- F16D2500/70—Details about the implementation of the control system
- F16D2500/702—Look-up tables
- F16D2500/70205—Clutch actuator
- F16D2500/70235—Displacement
Definitions
- the invention relates to a method for determining parameters of an actuatable between an open and a closed position friction clutch device of a motor vehicle comprising a hydrostatic actuator having at least one position sensor and at least one pressure sensor, wherein the friction clutch is actuated in the opening and / or closing direction and data points a position-pressure characteristic can be determined.
- a method for controlling an automated clutch which comprises a hydraulic clutch actuation system with a hydrostatic actuator whose pressure is detected, characterized in that the pressure of the hydrostatic actuator is used to clutch characteristic adaptation to the Clutch characteristics adaptation for clutches, especially for directly operated double clutches to improve.
- German Patent Application No. 10 201 1088 430.0 discloses a method for adapting parameters of a clutch of a dual-clutch transmission system which has a hydrostatic clutch actuator with a pressure sensor in a motor vehicle in which the following steps are performed: closing and / or closing Opening the clutch, detecting a pressure profile by means of the pressure sensor and the position of the clutch during the closing and / or opening of the clutch, adaptation of the parameters for the clutch from the pressure curve and using the adapted parameters in the subsequent operation of the clutch to a method of adaptation specify clutch parameters of a dual-clutch transmission, which is inexpensive to use, and preferably manages without a transmission tester or chassis dynamometer.
- the object is achieved by a method for determining parameters of a friction clutch device of a motor vehicle which can be actuated between an open and a closed position, comprising a hydrostatic actuator device having at least one position sensor and at least one pressure sensor, wherein the friction clutch device is actuated in the opening and / or closing direction and thereby data points of a position-pressure characteristic curve are determined, in which a preload force characteristic curve is determined with the aid of at least two data points of the position-pressure characteristic, which lie on the opening side of a touch point of the friction coupling device.
- the friction clutch device may have at least one friction clutch.
- the friction clutch device may comprise a single friction clutch.
- a friction clutch device with a single friction clutch may be a single clutch.
- the friction clutch device may have two friction clutches.
- a friction clutch device with two friction clutches may be a dual clutch.
- the friction clutch device can be arranged in a drive train of the
- the drive train may include an internal combustion engine.
- the drive train may have a transmission.
- the friction clutch device may be arrangeable in the drive train between the engine and the transmission.
- the friction clutch device may have an input part.
- the friction coupling device may have at least one output part.
- the input part of the friction clutch device may be drive-connectable with an output shaft of the internal combustion engine.
- the at least one output part of the friction clutch device can be drive-connected to an input shaft of the transmission.
- the terms "input part” and "output part” refer to a power flow direction emanating from the internal combustion engine.
- a friction clutch may be a single disc clutch.
- a friction clutch may be a multi-plate clutch.
- a friction clutch may be a dry clutch.
- a friction clutch may be a wet clutch.
- the friction clutch device can be actuated automatically.
- a friction clutch can, starting from a fully open actuation position, in which substantially no power transmission takes place between the input part and an output part, up to a fully closed actuation position, in which substantially complete power transmission takes place between the input part and an output part, increase depending on actuation Enable power transmission, wherein a power transmission between the input part and the output part is frictionally. Conversely, starting from a fully closed actuation position, in which substantially complete power transmission takes place between the input part and an output part, up to a fully open actuation position, in which substantially no power transmission occurs between the input part and an output part, a decreasing power transmission depends on the actuation be possible.
- the actuator device may have at least one actuator.
- the actuator device may comprise an actuator.
- the actuator device may have two actuators.
- An actuator device with an actuator can be used to actuate a single clutch.
- An actuator device with two actuators can serve to actuate a double clutch.
- An actuator can serve for the semi-hydraulic actuation of a friction clutch.
- An actuator may have a hydraulic path.
- An actuator may have a master cylinder.
- An actuator may have a slave cylinder.
- the slave cylinder can serve to act on a friction clutch.
- the hydraulic route can be used for power transmission between the master cylinder and the slave cylinder.
- An actuator may have at least one electric motor drive. The drive can be used to load the master cylinder.
- An actuator may have a transmission.
- the at least one pressure sensor may serve to measure a pressure in a hydraulic path.
- the at least one position sensor can serve to a parking position to measure an actuator.
- the at least one position sensor can enable a rotation angle detection.
- the at least one position sensor may be an angle sensor.
- the at least one position sensor can enable a distance measurement.
- the at least one position sensor may be a displacement sensor.
- the at least one position sensor may be an absolute travel sensor.
- the touch point may describe an actuator setting position in which a friction clutch starts to transmit a torque at an operation from an open operation position toward a closed operation position.
- the touch point may describe an actuator setting position in which a friction clutch transmits a predetermined moment.
- the predetermined moment may be, for example, about 2-3 Nm.
- the friction clutch device may have a control device.
- the control device can serve to control the friction clutch device.
- the control device can serve to control a friction clutch.
- the control device can serve to control the actuator device.
- the control device can serve to control an actuator.
- the control device can serve for carrying out the method according to the invention.
- the control device may have an electrical control unit.
- the control device may have a memory device.
- the memory device may comprise a nonvolatile electronic memory whose stored information may be electrically erased or overwritten.
- the memory device may comprise an EEPROM.
- An actuator setting position assigned to the touch point may be storable in the memory device.
- the control device may have a computing device. In the present case, the term "touch point" may denote both the touch point as such and a friction clutch or actuator position associated with the touch point.
- the position-pressure characteristic curve can represent a pressure curve in a hydraulic path as a function of an actuator setting position.
- the position-pressure characteristic can be represented in a diagram in which the Aktuatorstellposition be plotted on an x-axis and the pressure on a y-axis.
- a data point of the position-pressure characteristic may include information about an actuator setting position value and a corresponding pressure value.
- the position-pressure characteristic can be formed by means of averages. The Averages can be formed based on measured values.
- the biasing force characteristic may be a travel leaf spring force characteristic.
- the method according to the invention makes it possible to determine parameters for a clamping force line and a prestressing force line with increased accuracy. This allows operation of the motor vehicle with increased comfort. A spread of stiffnesses of biasing springs is considered. A determination of a Tast Vietnameses occurs with increased accuracy. A touch point determination is also possible with noisy measurement data. A robust determination of clutch parameters is possible when commissioning directly actuated dual-clutch systems with a hydraulic actuator.
- a pressure difference characteristic curve which corresponds to the scaling of a force difference characteristic curve, can be determined, and based on high pressure / force differences, a data point of the pressure / force difference characteristic curve can be determined with which Pressure / force difference characteristic below a predetermined pressure / force value decreases.
- the predetermined pressure value may be, for example, about 0.3 bar to about 0.7 bar, in particular about 0.5 bar.
- the opening-side of the touch point adjacent data point of the pressure / force difference characteristic curve can be determined.
- the touch point region may be determined by traversing the data of the position-pressure curve with increasing index. It can be started with a low index, for example with index 3. The data points before this index can be used to estimate a straight line using linear regression and the data points from that index to a second linear regression. Subsequently, the deviation of the data points to both straight lines can then be determined, squared or the absolute value can be summed in order to determine a quality value. The index can then be moved to the next value and again a new quality value can be determined by determining the two straight lines. This can be done until the index reaches N-1, where N is the number of pressure-positon tuples. The index of least value can be used to set the touch point region.
- a touch point region can be made plausible. If a pressure / force gradient falls below the predetermined pressure / force value, it can still be checked whether the next smaller one of the next smaller indices, the value of the gradient again rises above the predetermined pressure / force value. If this is the case, a search can be continued until the pressure / force gradient falls below the predetermined pressure / force value and remains there.
- the pressure difference characteristic curve can represent a pressure difference profile in a hydraulic distance as a function of an actuator setting position.
- the pressure difference characteristic curve can be represented in a diagram in which the Aktuatorstellposition are plotted on an x-axis and the pressure difference on a y-axis.
- a data point of the pressure difference characteristic may include information about an actuator setting position value and a corresponding pressure difference value.
- the force difference characteristic curve can represent a force difference profile in a hydraulic distance as a function of an actuator setting position.
- the force difference characteristic curve can be represented in a diagram in which the actuator setting position is plotted on an x-axis and the force difference is plotted on a y-axis.
- a data point of the force difference characteristic may include information about an actuator setting position value and a corresponding force difference value.
- a first data point of the position-pressure characteristic curve corresponding to the data point of the pressure / force difference characteristic curve and a second data point of the position-pressure characteristic line located on the opening side of the first data point can be selected.
- the preload force characteristic can be determined as a straight line equation using the first data point and the second data point of the position-pressure characteristic.
- the linear equation can alternatively be determined by linear regression over the data points.
- the straight-line equation can be checked using data points that may lie between the first data point and the second data point of the position-pressure characteristic curve. It can be checked how exactly the data points can be represented with the straight line. For checking, distances between data points and the specific straight line can be calculated and the absolute value of the distances summed. Alternatively, the distances can be squared. A maximum of two to four, in particular three, data points can lie between the first data point and the second data point of the position-pressure characteristic.
- a clamping force characteristic can be obtained by subtracting the biasing force characteristic from a path engaging force characteristic.
- the clamping force characteristic can be an on an actuator describe acting counterforce.
- the clamping force characteristic may include biasing force.
- the clamping force characteristic can be represented in a diagram in which the actuator setting position is plotted on an x axis and the clamping force is plotted on a y axis.
- a data point of the clamping force characteristic may include information about an actuator setting position value and a corresponding clamping force value.
- Tast Vietnamese be determined.
- the clamping force characteristic can be viewed from the first data point of the position-pressure curve in the direction of the open position.
- the determined touch point can be tracked by adapting an altered path-engaging force characteristic.
- a touch point adaptation can be used to adapt a calculated touch point to a real touch point. The determination of the touch point can be done within the scope of a touch point adaptation.
- a touch point adaptation can lead to a touch point shift.
- a touch point shift may correspond to a parallel shift of a clutch characteristic in which a transmittable torque is applied across a path.
- the invention thus provides inter alia a determination of coupling parameters for a hydrostatically directly actuated clutch during commissioning.
- a small number of data points in an area before a touch point can be used to determine a biasing force characteristic. This range also allows reasonable results in the determination of the touch point, even in aged systems or systems with nonlinear preload characteristics.
- a force gradient between nodes of a mean value characteristic of a pressure-position characteristic curve can be determined.
- a pressure difference after scaling can be synonymous with a force difference.
- the force / pressure difference drops below a threshold, z. B. below 0.5 bar.
- the threshold one can now be in the mean value curve even before the touch point position, where, for purely optical considerations, one would expect a pressure rise and thus an increase in force between expect the data points with the index 8 and 9. If necessary, one can also reduce the index value by a small integer value.
- the biasing force characteristic can be determined as a straight line equation with an index point next smaller data point, ie z. If there are data points between the data points used to determine the straight line equation, then the distance between these data points and the particular straight line can be calculated and the absolute value of the distances can be summed and thus determined with exactly how the straight lines the data points can be represented. Alternatively, you can also square the distances.
- the slope of the mean straight can be steeper at the beginning than in the middle range. Therefore, the first points should not be used to determine the straight-line equation. This is especially important if, in an aged system, the touch point is at very high position values. Especially then a maximum of 3 data points should lie between the data points which are used for the determination of the line parameters.
- the preload characteristic is nonlinear. Then, with the proposed method of high moment values, the touch point can certainly be determined even in aged systems with a high contact point.
- the biasing force characteristic may be subtracted from the measurement data corresponding to a system characteristic in the next step, and as a result, measurement data representing the clamping force characteristic may be obtained.
- the touch point position can be determined by interpolation with a fixed force value F-Tp. It may be important here to consider the clamping force characteristic only from the data point, which was the gradient observation for the first time below the threshold, here z. For example, the index 7, since measured noise by the biasing force characteristic reduced measurement data for an interpolation can not be unambiguous and thus determined a touch point could be much too low again.
- the touch point can change very quickly, by sniffing this rapidly changing tactile point can be reset to a long-term tactile point, which changes very slowly.
- the long-term can be set equal to the short-term tactile point, whereby errors in the long-term tactile point after each sniffing lead to poor driving comfort, since an inaccurate long-term tactile point can only improve very slowly.
- the mapping of a precise preload characteristic can be secondary, but not for the commissioning itself, especially near the touch point.
- Fig. 4 is a linear biasing force characteristic, a clamping force characteristic and a system characteristic
- Fig. 5 is a nonlinear biasing force characteristic, a clamping force characteristic and a system characteristic.
- 1 shows a construction of a hydrostatic coupling system 100 using the example of a hydraulic, hydrostatic clutch actuator (HCA) which is known from the prior art and shown schematically.
- HCA hydraulic, hydrostatic clutch actuator
- This schematic diagram shows only the structure for operating one of the two clutches of a dual-clutch transmission, the operation of the second clutch is analog.
- the hydraulic clutch system 100 includes on the encoder side 102, a control unit 104, which drives an actuator 106.
- the actuator 106 is connected via a gear 107 with the piston 108 of a cylinder 1 10 kinematically connected.
- the volume of the cylinder 1 10 is changed, whereby a pressure P in the cylinder 1 10 is constructed, via a pressure medium 1 12 over a hydraulic line 1 14 to the slave side 1 16 of the hydraulic clutch system 100 is transmitted.
- the hydraulic line 1 14 is adapted with respect to their length and shape of the installation space situation of the vehicle.
- On the slave side 1 16 causes the pressure P of the pressure means 1 12 in a cylinder 1 18 a path change, which is transmitted to a clutch 120 to actuate them.
- the pressure P in the cylinder 1 10 on the encoder side 102 of the hydraulic clutch system 100 can be determined by means of a first sensor 122.
- the first sensor 122 is preferably a pressure sensor.
- the path traveled by the actuator 106 along the actuator path is determined by means of a second sensor 124.
- measurement data are taken in a suitable manner, by means of which the adaptive parameters of the hydrostatic clutch system 100 can be determined by suitable methods. This will be explained below.
- FIG. 2 shows a diagram 200 with a position-pressure characteristic 202.
- actuator setting position values are plotted on an x-axis.
- the actuator actuator position values are determined by means of a sensor, such as sensor 124 according to FIG. 1.
- pressure values are plotted on a y-axis.
- the pressure values are determined by means of a sensor, such as sensor 122 according to FIG. 1.
- a clutch such as clutch 120 according to FIG. 1, is ramped closed by means of position presetting up to a maximum position or reaching a maximum pressure P in the system, the position is kept short at the maximum and then ramped again open. During the ramp, the pressure signal is evaluated.
- pressure position tuples are created for closing and opening.
- dots associated with the printing position tuples are marked as circles.
- An average of the pressure values of the pressure-position tuples between closing and opening pressure branch is registered as a cross in Fig. 2.
- the characteristic curve formed with the average values is designated as position-pressure characteristic 202.
- FIG. 3 shows a diagram 300 with a position-pressure difference characteristic 302.
- actuator setting position values are plotted on an x-axis.
- pressure difference values are plotted on a y-axis.
- force gradients between the interpolation points of the position-pressure characteristic curve 202 according to FIG. 2 are first determined in each case.
- a pressure difference after scaling is synonymous with a force difference.
- Characteristic curve 302 the force / pressure difference falls below a threshold, z. B. below 0.5 bar.
- a threshold z. B. below 0.5 bar.
- the threshold one is now in the position-pressure curve 202 according to FIG. 2, even before a touch point position, where one would expect a pressure increase and thus an increase in force between the data points 206, 208 for purely optical considerations. If necessary, one can also reduce the index value by a small integer value.
- the biasing force characteristic is determined as a straight line equation with an index point next smaller data point, so in this case with a data point with the index less than or equal to 6. If data points between the data used to determine the straight line data points, then the distance between them Calculated data points and the particular straight line and the absolute value of the distances are summed and thereby determined how exactly with the straight line, the data points can be displayed. Alternatively, you can also square the distances.
- Fig. 2 it can be seen that the slope of the position-pressure curve 202 is steeper at the beginning than in the middle region. Therefore, the first data points should not be used to determine the straight line equation. This is especially important if, in an aged system, the touch point is at very high position values. Especially then a maximum of 3 data points should lie between the data points which are used for the determination of the line parameters.
- 4 shows a linear biasing force characteristic 400, a clamping force characteristic 402, and a system characteristic 404.
- the system characteristic 404 may also be referred to as a travel-engagement force characteristic.
- the system characteristic curve 404 is obtained by superposing the preload force characteristic curve 400 and the clamping force characteristic curve 402.
- Fig. 5 shows a nonlinear biasing force characteristic 500, a clamping force characteristic 502, a system characteristic 504 and a modified system characteristic 506.
- the system characteristic 504 may also be referred to as a travel-engagement force characteristic.
- the system characteristic 504 is obtained by superimposing the preload force characteristic 500 and the clamping force characteristic 502.
- the biasing force characteristic 500 is nonlinear. Then, with the proposed method of high torque values, the touch point can certainly be determined even in aged systems with a high contact point.
- the biasing force characteristic 400, 500 is subtracted from the measurement data corresponding to the model of the system characteristic 404, 504 in the next step, and as a result, measurement data representing the clamping force characteristic 402, 502 is obtained.
- the touch point position is determined by interpolation with a fixed force value F-Tp. It is important here to consider the clamping force characteristic curve 402, 502 only from the data point, which was below the threshold for the first time in the case of gradient observation, here z.
- the data point 304 of FIG. 3 as measured by measurement noise, the reduced by the biasing force curve 400, 500 measured data for an interpolation can not be unique and so determined a touch point, in turn, could be much too low.
- the touch point Once the touch point has been determined accurately, it is ensured via an adaptation that it is guided in an altered characteristic curve 506.
- the touch point can change very quickly, by sniffing this rapidly changing tactile point is reset to a long-term tactile point, which changes very slowly.
- the long-term is set equal to the short-term tactile point, causing errors in the long-term tactile point to result in poor ride comfort after each sniff, since an inaccurate long-term tactile point can only improve very slowly.
- the figure is for the adaptation of a commissioned system a precise biasing force characteristic 400, 500 secondary, but not for the commissioning itself, especially near the touch point.
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- 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)
Abstract
Description
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Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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DE112013002007.6T DE112013002007B4 (de) | 2012-04-13 | 2013-03-19 | Verfahren zur Ermittlung von Parametern einer zwischen einer geöffneten und einer geschlossenen Position betätigbaren Reibungskupplungseinrichtung |
CN201380019151.5A CN104411992B (zh) | 2012-04-13 | 2013-03-19 | 用于确定离合器的预紧力特征曲线的方法 |
Applications Claiming Priority (4)
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DE102012206055 | 2012-04-13 | ||
DE102012206055.3 | 2012-04-13 | ||
DE102012213866 | 2012-08-06 | ||
DE102012213866.8 | 2012-08-06 |
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WO2013152931A1 true WO2013152931A1 (de) | 2013-10-17 |
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PCT/EP2013/055720 WO2013152931A1 (de) | 2012-04-13 | 2013-03-19 | Verfahren zur ermittlung einer vorspannkraftkennlinie einer kupplung |
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CN (1) | CN104411992B (de) |
DE (2) | DE112013002007B4 (de) |
WO (1) | WO2013152931A1 (de) |
Families Citing this family (10)
Publication number | Priority date | Publication date | Assignee | Title |
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WO2014012541A1 (de) | 2012-07-17 | 2014-01-23 | Schaeffler Technologies AG & Co. KG | Verfahren zur ermittlung von parametern einer reibungskupplungseinrichtung |
DE102014219536B4 (de) | 2014-09-26 | 2022-02-03 | Zf Friedrichshafen Ag | Verfahren zur Ermittlung einer Betätigungskraft eines Stellaktuators sowie Betätigungseinrichtung mit einem Stellaktuator |
US10260573B2 (en) | 2014-11-18 | 2019-04-16 | Schaeffler Technologies AG & Co. KG | Method for adjusting a friction coefficient of an automated clutch |
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DE102015218884B4 (de) | 2015-09-30 | 2021-09-16 | Zf Friedrichshafen Ag | Verfahren zum Bestimmen mindestens einer Kenngröße einer Trennkupplung, Steuergerät, Computerprogrammprodukt und Datenträger |
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DE102017111966A1 (de) * | 2017-05-31 | 2018-12-06 | Schaeffler Technologies AG & Co. KG | Verfahren zur Berechnung einer Sollposition eines Kupplungsaktors bei einer Steuerung einer Kupplung |
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2013
- 2013-03-19 DE DE112013002007.6T patent/DE112013002007B4/de active Active
- 2013-03-19 CN CN201380019151.5A patent/CN104411992B/zh active Active
- 2013-03-19 WO PCT/EP2013/055720 patent/WO2013152931A1/de active Application Filing
- 2013-03-19 DE DE102013204831A patent/DE102013204831A1/de not_active Withdrawn
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GB2458497A (en) * | 2008-03-20 | 2009-09-23 | Ford Global Tech Llc | A method of determining the position of a clutch slave cylinder piston |
WO2010012485A1 (de) * | 2008-08-01 | 2010-02-04 | Knorr-Bremse Systeme für Nutzfahrzeuge GmbH | Kupplungsausrücksystem und verfahren zum betreiben eines kupplungsausrücksystems |
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Also Published As
Publication number | Publication date |
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CN104411992B (zh) | 2017-02-22 |
CN104411992A (zh) | 2015-03-11 |
DE112013002007B4 (de) | 2021-07-29 |
DE102013204831A1 (de) | 2013-10-17 |
DE112013002007A5 (de) | 2014-12-31 |
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