WO2014206711A1 - Procédé de surveillance du degré d'usure d'un ensemble d'accouplement - Google Patents

Procédé de surveillance du degré d'usure d'un ensemble d'accouplement Download PDF

Info

Publication number
WO2014206711A1
WO2014206711A1 PCT/EP2014/061848 EP2014061848W WO2014206711A1 WO 2014206711 A1 WO2014206711 A1 WO 2014206711A1 EP 2014061848 W EP2014061848 W EP 2014061848W WO 2014206711 A1 WO2014206711 A1 WO 2014206711A1
Authority
WO
WIPO (PCT)
Prior art keywords
coil
wear
current
state
determined
Prior art date
Application number
PCT/EP2014/061848
Other languages
German (de)
English (en)
Inventor
Simon Kaimer
Martin Parigger
Johann WILLBERGER
Original Assignee
Magna Powertrain Ag & Co Kg
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Magna Powertrain Ag & Co Kg filed Critical Magna Powertrain Ag & Co Kg
Priority to DE112014002989.0T priority Critical patent/DE112014002989A5/de
Publication of WO2014206711A1 publication Critical patent/WO2014206711A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K23/0808—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles for varying torque distribution between driven axles, e.g. by transfer clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/344—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a transfer gear
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/348—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed
    • B60K17/35—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches
    • B60K17/3505—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having differential means for driving one set of wheels, e.g. the front, at one speed and the other set, e.g. the rear, at a different speed including arrangements for suppressing or influencing the power transfer, e.g. viscous clutches with self-actuated means, e.g. by difference of 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
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K17/00—Arrangement or mounting of transmissions in vehicles
    • B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
    • B60K17/342—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having a longitudinal, endless element, e.g. belt or chain, for transmitting drive to wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
    • B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
    • B60K2023/085—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated
    • B60K2023/0858—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles automatically actuated with electric means, e.g. electro-hydraulic means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1022—Electromagnet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10443—Clutch type
    • F16D2500/1045—Friction clutch
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/302—Signal inputs from the actuator
    • F16D2500/3022—Current
    • 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
    • F16D2500/502—Relating the clutch
    • F16D2500/50296—Limit 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
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/702—Look-up tables
    • F16D2500/70205—Clutch actuator
    • F16D2500/70223—Current
    • 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
    • F16D2500/70229—Voltage
    • 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
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70418—Current
    • 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
    • F16D2500/7042—Voltage

Definitions

  • the present invention relates to a method for monitoring a state of wear of a coupling unit of a torque transmission device for a drive train of a motor vehicle, having a coupling unit and a control device for controlling the coupling unit and for monitoring the state of wear of the coupling unit.
  • the clutch unit includes at least one friction clutch for controllably transmitting torque from an input member to an output member and an electromagnetic actuator for actuating the friction clutch, the electromagnetic actuator having a coil and an armature connected to a portion of the friction clutch and energized by the coil is displaceable.
  • Such a torque transmission device is used for example in a transfer case of a motor vehicle with four-wheel drive for controllably transmitting a drive torque to a primary axis and / or a secondary axis of the motor vehicle.
  • a so-called "torque on demand" transfer case the wheels of the primary axle are permanently driven, while by means of said torque transfer device, a variable part of the drive torque can be optionally transmitted to the wheels of the secondary axle.
  • the transfer case can also be designed as a controllable center differential, in which the torque transmission device is associated with a differential lock in order to adjust the distribution of the drive torque in the longitudinal direction of the vehicle.
  • a torque transmission device of the type mentioned can also allow the transmission of part of the drive torque to the rear axle in a motor vehicle with a permanently driven front axle, wherein the torque transmission device is arranged, for example, on the front derailleur differential or on the rear axle differential.
  • the torque transmission device is arranged, for example, on the front derailleur differential or on the rear axle differential.
  • a torque transmission device of the aforementioned type can also act in the transverse direction of the motor vehicle, for example for a differential lock of an axle differential or in a torque superposition arrangement of an axle differential (so-called "torque vectoring").
  • the torque transmitting device may frictionally interconnect a rotating input member (e.g., input shaft) and a rotating output member (e.g., output shaft), particularly to transmit a drive torque.
  • the torque transmitting device may be configured as a brake, with a fixed input element or a fixed output element, in particular to transmit a braking torque.
  • the clutch assembly is located downstream of the main transmission of the powertrain (ie, behind the manual or automatic transmission or CVT transmission) with respect to the direction of power flow.
  • the clutch torque - that is, the torque transmitted by the friction clutch - is usually set variably depending on the particular driving situation.
  • an electromagnetic actuator is provided in the torque transmission device, which has a coil and an armature.
  • the armature is connected to a part of the friction clutch (eg piston or pressure ring) and can be moved by energizing the coil. Depending on the magnetic force of the armature - and thus in Depending on the excitation of the coil - the torque transmittable by the coupling unit is controllable.
  • the control device controls the actuator in accordance with a torque request.
  • wear occurs on the components of the clutch unit.
  • the friction clutch can be designed as a wet or dry-running multi-plate clutch with alternately arranged primary and secondary clutch plates. In this case, wear can occur, for example, by a reduction in the lamella thicknesses and / or by a stiffening of the lamellar material.
  • the inductance of the coil can change due to the wear occurring.
  • the inductance may change as a result of the fact that the usually metallic armature in its respective position has a wear-induced changed distance from the coil or an associated stator and thus changes the magnetic field of the coil. Due to the changed by the changed armature position magnetic field, in turn, a change in the inductance of the coil can be caused.
  • a characteristic curve of the coupling unit can be falsified, which is determined for example by a factory calibration and a relationship between an applied voltage or a coil flowing through
  • a direct measurement of a changed actuator position on the basis of a magnetic flux measurement is disclosed in DE 102 30 090 A1.
  • a corresponding alternating current source as well as suitable measuring means must be provided.
  • a method for monitoring a wear rate of clutch linings is also known.
  • the time for covering the air gap distance is determined as pad wear time during the dome process.
  • the determination of the pad wear time, which changes with increasing wear, is carried out by evaluating the magnetic coil current during the closing process.
  • DE 10 201 1 052 966 A1 discloses a method for operating an electromagnetic clutch with which the bearing aging of a bearing arranged between the drive and driven side bearing can be delayed. In this case, the energization of the magnetic coil is deliberately changed so that there is a relative rotation between the input and output side.
  • This object is achieved by a method for monitoring a state of wear of a coupling unit of a torque transmission device with the features of claim 1 and in particular by means of the control means, an excitation of the coil is changed and the time course of a change caused thereby by a current flowing through the coil is evaluated to determine an inductance measurement representing a wear condition of the clutch unit.
  • the control device of the torque transmission device is thus designed to first change an excitation of the coil, for example by changing a voltage applied to the coil or a current impressed on the coil.
  • This change can generally be made starting from an idle state of the actuator (in which no current flows through the coil and the friction clutch is not actuated) or from an operating state of the actuator (in which already a current flows through the coil and, accordingly, the friction clutch is actuated).
  • the change in the excitation of the coil causes a change in the current flowing through the coil.
  • the time course of this current change can be observed and evaluated by measuring at least one value of the coil current during the change of the coil current (preferably producing a plurality of measured values or for a continuous or quasi-continuous measurement, as will be explained below).
  • an inductance measured value can be determined.
  • the Indukt foundedsmesswert already characterized by a state of wear of the coupling unit that at least by changing the position of the armature of the electromagnetic actuator by wear on the clutch plates, when the friction clutch is actuated and the clutch plates bear force applied to each other.
  • the position of the armature changes, so does the magnetic reluctance, and hence the inductance, of the assembly, For example, because the width of an air gap between the armature and the coil (or an associated stator) changes.
  • the invention is based on the following findings: If, for example, a given voltage is applied to the coil of the electromagnetic actuator, the final value of the current corresponding to the ohmic resistance (apart from temperature effects) after an asymptotic transient finally always sets itself Coil flows through.
  • the time course of the coil current during the asymptotic transient depends on the inductance of the coil.
  • the inductance of the coil in turn, as explained above, change by wear of the coupling unit and in particular with a change in the thickness of the clutch plates.
  • a current inductance measured value of the coil can be derived from this, and thus a current wear of the coupling unit can be determined.
  • the determined inductance measured value in turn depends on the position of the armature of the actuator. With mutual concern of the clutch plates, the inductance measured value thus also represents the state of wear. For example, for a given torque transmission through the friction clutch, the position of the armature can vary depending on the state of wear. Thus, the inductance measured value also varies, as a result of which it is possible to deduce the state of wear and also manufacturing tolerances from the inductance measured value.
  • the inductance measured value is determined on the basis of a stationary operating state of the actuator in which the current flowing through the coil is substantially constant and different from zero.
  • the current flowing through the coil may also be zero in the initial state for the determination of the inductance measured value.
  • the change in the excitation of the coil is made when there is a stationary operating condition. It should be noted that a constant current theoretically occurs only at infinity due to the known asymptotic current characteristics of coils.
  • the friction clutch has a plurality of intermeshing clutch plates, wherein in the method by means of the control device, the inductance measured value is determined starting from an operating state of the actuator, in which the friction clutch is subjected to force by the actuator and the clutch plates abut each other.
  • the (preferably stationary) operating state which thus serves as the initial state or starting time for the determination of the inductance measured value, can therefore be characterized in that the clutch plates are biased against each other. If the change in the excitation of the coil now increases the force applied to the clutch plates, movement of the armature caused by the enlargement can be minimized or even prevented, whereby inaccuracies in the determination of the inductance measured value resulting from the armature movement can be minimized. In particular, this can also be achieved a reproducible output state for several measurements.
  • the method is adapted to that by means of the control device, the excitation of the coil in accordance with a monotonically rising or falling course of a voltage applied to the coil voltage or one of the coil impressed current is changed.
  • a monotonous change in the excitation of the coil can be brought about with particularly simple means and allows a simple evaluation of the coil current.
  • the method is preferably adapted such that by means of the control device a voltage applied to the coil is suddenly increased or reduced in order to determine the inductance measured value.
  • the voltage applied to the coil can be changed in the form of a rectangular jump, whereby the current flowing through the coil follows with an exponential profile.
  • the voltage U , induced in the coil corresponds to the difference between the voltage applied after the jump to the coil and the voltage dropping across the ohmic resistance of the coil, which is caused by the current flowing through the coil at a particular time.
  • the induced voltage U decreases during the course of time.
  • Such a sudden change in the excitation of the coil can also take place during the drive of the motor vehicle during regular operation of the torque transmission device, in particular if the excitation of the coil has to be changed anyway due to a changed torque requirement.
  • the method is adapted to that by means of the control device from the current flowing through the coil determined in the coil induced voltage U, and an integral over the time course of a change in the induced voltage U, is formed.
  • the inductance measured value is determined as a function of the integral formed, wherein the induced voltage U, measured indirectly by measuring the current flowing through the coil at a given time, for example on a measuring bridge (consisting of several resistors) or on a single measuring resistor can be.
  • the bridge circuit or the measuring resistor may, for example, be connected in series with the coil.
  • the evaluation of the time course of the change in the coil current is thus in this embodiment, that from the time-dependent measured values for the coil current ultimately induced in the coil voltage U, is determined and that on the determined induced voltage U, an integral is formed. If the coil current is not measured continuously, several measured values for the coil current are required in succession during the change of the coil current, wherein the integral formation corresponds to a summation in the case of a merely quasi-continuous or time-discrete detection of the coil current.
  • the final value of the resulting coil current is independent of the inductance of the coil, can be achieved by forming a time integral over the induced
  • a characteristic value can be determined, which depends on the inductance of the coil.
  • an area in a time / current diagram is ultimately determined.
  • the integral formation is preferably started during a stationary operating state of the actuator and terminated during a stationary operating state of the actuator.
  • the inductance measured value is determined by dividing the formed integral by the current flowing through the coil in a steady state.
  • the induced voltage U depends on the current flowing through the coil
  • the control device determines an ohmic resistance, ie electrical resistance of the coil and additionally takes this resistance into account for determining the inductance measured value.
  • the control device determines an ohmic resistance, ie electrical resistance of the coil and additionally takes this resistance into account for determining the inductance measured value.
  • the voltage drop across the coil resistance can be determined and taken into account for the determination of the inductance measured value.
  • the method is adapted to the fact that by means of the control device, the ohmic resistance of the coil is determined in a stationary operating state of the actuator, in which the current flowing through the coil is substantially constant and different from zero.
  • the resistance of the coil can thus be determined (before or after said change in the excitation of the coil) in a steady state, in which the induced voltage in the coil is very small or zero and thus does not distort the determination of the resistance.
  • the resistance can be determined in a timely manner, in particular immediately before and / or after each determination of an inductance measured value. This may increase the accuracy of determining the inductance reading since the resistance of the inductor may change with temperature during operation of the torque transmitting device.
  • the method is adapted in that by means of the control device the determined ohmic resistance of the coil for determining the inductance measured value is taken into account by multiplying the determined coil resistance by the coil current measured at a given time, which due to said change the excitation of the coil varies with time. By this multiplication, a voltage value of the coil is determined for the given time, which can be referred to as the base voltage value.
  • the control device can subtract this (time-dependent determined) basic voltage value from a total voltage value, in order to obtain the said induced voltage U 1 for the given instant.
  • the total voltage value may be the voltage applied to the coil, which need not vary with time but is preferably constant.
  • the induced voltage U can be determined for a given instant in order to determine the integral over time to be able to form.
  • the inductance measured value is determined as a function of an integral which is formed over the time profile of a voltage U induced in the coil. An evaluation of the time course of the current flowing through the coil is thus carried out for the purpose of determining the induced voltage LI,.
  • the time course of a change in the coil current can also be evaluated in other ways in order to be able to conclude on the inductance of the coil can.
  • control device it is possible for the control device to measure at least one value of the current during the change of the current flowing through the coil and to determine a time constant of the change of the coil current as a function of the measured current value, wherein the control device measures the inductance measured value as a function of the current value determined time constants determined.
  • less current measurements are required.
  • one or only two measurements may be required to be performed during the change in coil current caused by the change in coil excitation.
  • the mathematical function which describes the time course of the change in the coil current (corresponding to the decay of the induced voltage), is known in principle.
  • the time profile of the change of the coil current is thus evaluated by the fact that only a few measurements of the coil be carried out lenstroms.
  • the time course of the change in the coil current is thus evaluated in that the parameters of an exponential function are determined from the values of the coil current determined for several times, which generally describes the time profile of the change of the coil current, wherein said time constant is one of the parameters ,
  • the current I e which flows in the steady state through the coil can be calculated by the quotient of the voltage applied to the coil and the ohmic resistance of the coil, or the value of the current I e in the steady state can be cut out of the system of equations if at least two measurements for the coil current are made during the change of coil current.
  • the control device can determine the ohmic resistance R of the coil and use it to determine the inductance. account for the measured value.
  • the control device can determine the inductance measured value by multiplying the determined time constant ⁇ by the coil resistance R.
  • the method is adapted to determine the ohmic resistance R of the coil in a stationary operating state of the actuator by means of the control device, in which the current flowing through the coil is substantially constant and different from zero. In particular, this can be done immediately before and / or after a determination of an inductance measured value in order to be able to take into account temperature effects.
  • the time profile of a change in the coil current can also be evaluated by determining not the time constant ⁇ , but the slope of the rise or fall of the current flowing through the coil l (t), to the inductance of the coil to be able to close. If, in principle, the mathematical function which describes the time profile of the change in the coil current I (t) is known (cf., the exponential function explained above), one or more values of the time derivative and, for example, an initial value and / or a final value Finally, an inductance measured value are determined which corresponds to the characteristic curve of the change of the coil current I (t).
  • the method is adapted to determine a difference between the determined inductance measured value and a previously determined inductance measured value by means of the control device (hereinafter also referred to as inductance difference).
  • This difference represents a wear of the coupling unit, which has occurred between the respective determination of the two Induktellessmesshong.
  • the same excitation of the coil is assumed for both inductance measurements. If, for example, an inductance measured value is determined when the same predetermined voltage is applied, the difference between the inductance measured values determined in this case represents the wear of the coupling unit.
  • the method is adapted to the fact that by means of the control device said inductance difference, which corresponds to an intermittent wear of the clutch unit is compared with a threshold value and when reaching or exceeding the threshold value, a warning signal is generated.
  • a current inductance measured value can be compared with an inductance measured value which was determined in the production of the torque transmission device.
  • the difference of the determined Induktellessmessowski indicates the previously occurring wear. It is advantageous that by forming a difference the absolute inductance measured value can have no significance and in this way manufacturing tolerances of the friction clutch can be neutralized.
  • a warning signal can be output which, for example, is written into a memory or prompts a driver of the motor vehicle to have the friction clutch serviced or replaced.
  • the method is preferably adapted such that the clutch unit is controlled according to a clutch characteristic curve by means of the control device, wherein the method is further adapted to the clutch characteristic of the clutch unit by means of the control device as a function of the determined inductance measured value (in particular as a function of the aforementioned inductance difference) (eg offset and / or pitch) is adjusted to compensate for wear of the coupling unit.
  • the excitation of the coil of the electromagnetic actuator is defined in the clutch characteristic Proportion of transmitted torque corresponds. Due to the wear of the coupling unit, the predetermined by the clutch characteristic relationship between the excitation of the coil and the torque transmitted no longer correspond to reality.
  • the clutch characteristic represents a predetermined relationship between an electrical voltage applied to the coil or a current flowing through the coil on the one hand and the torque transmitted by the friction clutch on the other.
  • the excitation of the coil can therefore be expressed concretely either by the voltage applied to the coil electrical voltage or the current flowing through the coil.
  • the applied voltage or the current flowing through the coil are linked by the clutch characteristic with the torque transmitted by the friction clutch.
  • the electromagnetic actuator further comprises a stator, wherein between the stator and the armature, a variable air gap is provided which changes its width upon actuation of the friction clutch.
  • the coil surrounding the stator whereby the stator can serve as the core of the coil.
  • the stator, the armature and the air gap may form a magnetic ring closure for the coil.
  • the magnetic reluctance of the air gap and thus the inductance may change.
  • stator and armature may each be substantially U-shaped and made of iron. Consequently, stator and armature can meet in two areas, in each of which a variable air gap can form.
  • a magnetic equivalent circuit of this ring closure can be a closed series circuit of a magnetic voltage source (the coil), a reluctance R Fe , which indicates the magnetic reluctance of stator and armature, and a reluctance 2R 5 , which represents the reluctance of the two air gaps serve.
  • the magnetic tension ⁇ corresponds to the product of the number of turns N of the coil and the current I flowing through the coil I:
  • the inductance L of the coil depends on the width ⁇ of the air gap, in particular the inductance becomes larger as the air gap becomes smaller.
  • the method is preferably adapted so that the coupling unit is controlled according to a current regulation by means of the control unit.
  • the current regulation can take place by adjusting the voltage at the coil, wherein the impressed current, in particular in the steady state, can be determined via a measured voltage drop.
  • the method is adapted to the fact that by means of the control unit, the determination of the Induktterrorismsmessivess is performed at a start of operation of the motor vehicle and / or after stopping the motor vehicle and / or during a standstill of the motor vehicle.
  • the determination of the inductance measured value can therefore always take place when no torque is to be transmitted by the coupling unit. This is especially the case when starting the motor vehicle, after stopping or during a standstill the case.
  • the inductance reading be determined when a change in the torque transmitted from the coupling unit is made, and thus the excitation of the coil is changed anyway.
  • the invention relates to a method for monitoring a state of wear of a coupling unit of a torque transmission device for a drive train of a motor vehicle, wherein the torque transmission device comprises a friction clutch for controllably transmitting a torque from an input element to an output element and further comprises an electromagnetic actuator for actuating the friction clutch, wherein the electromagnetic actuator having a coil and an armature which can be connected to a part of the friction clutch and displaced by energizing the coil.
  • the method is characterized in that an excitation of the coil is changed and the time course of a change in the current flowing through the coil is evaluated in order to determine an inductance measured value representing a state of wear of the coupling unit.
  • the time profile of the coil current is evaluated by determining a voltage induced in the coil and forming an integral over the time profile of the change in the induced voltage, the inductance measured value being determined as a function of the integral formed.
  • the time profile of the coil current is evaluated by measuring at least one value of the current during the change of the current flowing through the coil and determining a time constant ⁇ of the change in the coil current as a function of the measured current value the inductance measured value is determined as a function of the determined time constant ⁇ .
  • a coupling characteristic of the coupling unit is adapted in dependence on the determined inductance measured value in order to compensate for wear of the coupling unit.
  • FIG. 1 shows a schematic view of a drive train of a motor vehicle
  • FIG. 2 is a schematic view of a transfer case; and FIG. 3 shows a cross-sectional view of a coupling unit of the transfer case according to FIG. 2.
  • Fig. 1 shows schematically a drive train of a motor vehicle with shiftable four-wheel drive.
  • the drive torque generated by an internal combustion engine 1 1 is via a main transmission 13 (manual transmission or
  • a first output of the transfer case 15 is coupled via a cardan shaft 17 to a rear differential gear 19.
  • the wheels 21 of the rear axle 23 are permanently driven.
  • the rear axle 23 thus forms the primary axis of the vehicle.
  • a second output of the transfer case 15 is connected via a gimbal shaft 25 coupled to a front axle differential lift 27. In this way, a part of the drive torque of the internal combustion engine 1 1 can be selectively transmitted to the wheels 29 of the front axle 31.
  • the front axle 31 thus forms the secondary axle of the vehicle.
  • the transfer case 15 thereby serves as a torque transmitting device.
  • FIG. 2 shows a schematic cross-sectional view of the transfer case 15 according to FIG. 1.
  • FIG. 2 shows a schematic cross-sectional view of the transfer case 15 according to FIG. 1.
  • the transfer case 15 has an input shaft 41, a first output shaft 43 and a second output shaft 45.
  • the first output shaft 43 is coaxial with the input shaft 41 and with this rotationally fixed - preferably integrally - formed.
  • the second output shaft 45 is arranged offset parallel to the input shaft 41.
  • the transfer case 15 has a clutch unit 47 with a friction clutch 49 and an actuator 51.
  • the friction clutch 49 has a clutch basket 53 which is non-rotatably connected to the input shaft 41 and the first output shaft 43 and carries a plurality of clutch plates.
  • the B coupling 49 a rotatably mounted clutch hub 55, which also carries a plurality of clutch plates, which engage in an alternating arrangement in the fins of the clutch basket 53.
  • the clutch hub 55 is rotatably connected to a drive gear 57 of a chain drive 59.
  • An output gear 61 of the chain drive 59 is non-rotatably connected to the second output shaft 45.
  • a gear drive may be provided, for example with an intermediate gear between said gears 57, 61.
  • a control device 62 which controls the actuator 51 according to a torque request of the vehicle dynamics control unit 33.
  • the coupling unit 47 of Fig. 2 is shown in more detail.
  • the clutch basket 53 a plurality of outer plates 63 are attached.
  • the clutch hub 55 carries a plurality of inner disks 65, which engage in an alternating arrangement in the outer disks 63 of the clutch basket 53.
  • the coupling unit 47 is cylindrical about an axis of symmetry 67.
  • Both the clutch basket 53 and the clutch hub 55 are rotatable about the axis of symmetry 67.
  • the outer and inner disks 63, 65 can be brought into frictional engagement with each other, whereby a torque can be transmitted from the clutch hub 55 to the clutch basket 53.
  • the more torque can be transmitted the more inner and outer disks 63, 65 are in contact and thus pressed against each other.
  • the clutch unit 47 comprises a lifting magnet 69, which surrounds a U-shaped stator 71.
  • a coil 73 is wound, which is excitable by an electric current or by applying an electrical voltage and when excited, a magnetic field that moves an armature 75 in the direction of the stator 71.
  • the armature 75 is formed as an annular plate and connected to a piston 76.
  • the vehicle dynamics control unit 33 (FIG. 1) sends a request with a desired proportion of torque to be transmitted from the input shaft 41 to the gear 57 to the control unit 62 of the clutch unit 47.
  • the control unit 62 checks on the basis of a stored clutch characteristic curve With what current the coil 73 must be energized to transmit the desired torque and impresses this current in the coil 73 a.
  • the armature 75 and the piston 76 are offset in the direction of the clutch plates 63, 65 and a frictional engagement of outer and inner plates 63, 65 adapted such that the desired torque is transmitted. This process is repeated during operation of the motor vehicle with new torque requirements of the vehicle dynamics control unit 33.
  • the width of the air gap 77 for a given operating state of the clutch unit 47 may change.
  • a greater actuation force may be exerted on the clutch plates 63, 65 due to a wear-related decrease in the air gap 77 and a corresponding increase in the inductance of the coil 73, whereby the clutch unit 47 transmits a higher torque
  • a recalibration of the coupling unit 47 is regularly carried out in order to correct the said clutch characteristic curve in the event of wear.
  • the control device 62 of the coupling unit 47 determines the wear state of the outer and inner disks 63, 65.
  • the armature 75 is brought into a position by a predetermined excitation of the coil 73, in which the outer and inner plates 63, 65 are biased against each other. This position is held for a certain period of time in order to wait for the decay of the induction voltage occurring in the coil 73 and thus the achievement of a stationary state.
  • the ohmic resistance of the coil for the current operating state (eg for the current operating temperature) is determined from the voltage applied to the coil 73 and the current flowing through the coil.
  • the voltage applied to the coil 73 is increased abruptly, and, for example, the current flowing through the coil 73 over the temporal measured course (eg via a measuring bridge connected in series to the coil 73 or a measuring resistor).
  • the time-dependent measured coil current By multiplying the time-dependent measured coil current with the previously determined ohmic resistance of the coil 73, the voltage drop across the resistor of the coil 73 results.
  • the difference of the voltage applied to the coil 73 and the determined voltage dropping across the ohmic resistance of the coil 73 is the induced voltage.
  • the induced voltage is integrated during the change in the excitation of the coil 73 over the time course. After a certain period of time, when the induced voltage has subsided, the current flowing through the coil 73 in the stationary state is still measured.
  • the time-integrated induced voltage is divided by the current flowing through the coil 73 in the stationary state to determine an inductance value of the coil 73, which corresponds to the inductance of the coil 73. From the inductance can now be deduced the width of the air gap 77 and thus on a change in the thickness of the (adjacent) clutch plates 63, 65.
  • the inductance measured value can, as already explained, also be derived in another way from the time profile of the change of the coil current.
  • control device 63 outer lamella

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Physics & Mathematics (AREA)
  • General Engineering & Computer Science (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé de surveillance du degré d'usure d'un ensemble d'accouplement d'un système de transmission de couple, destiné à une chaîne cinématique d'un véhicule automobile, qui comprend un ensemble d'accouplement et un système de commande de l'ensemble d'accouplement et de surveillance du degré d'usure de l'ensemble d'accouplement. L'ensemble d'accouplement comprend au moins un embrayage à friction, qui sert à transmettre de manière commandée un couple d'un élément menant à un élément mené, et un actionneur électromagnétique qui sert à manœuvrer l'embrayage à friction. L'actionneur électromagnétique comporte une bobine, ainsi qu'une armature qui est reliée à une partie de l'embrayage à friction et qui peut être déplacée par une excitation de la bobine. Le système de commande est adapté pour modifier l'excitation de la bobine et pour évaluer l'allure dans le temps d'une variation ainsi provoquée du courant qui circule dans la bobine afin de déterminer une valeur de mesure d'inductance représentant un degré d'usure de l'ensemble d'accouplement.
PCT/EP2014/061848 2013-06-25 2014-06-06 Procédé de surveillance du degré d'usure d'un ensemble d'accouplement WO2014206711A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE112014002989.0T DE112014002989A5 (de) 2013-06-25 2014-06-06 Verfahren zum Überwachen eines Verschleißzustands einer Kupplungseinheit

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013211989.5A DE102013211989B4 (de) 2013-06-25 2013-06-25 Verfahren zum Überwachen eines Verschleißzustands einer Kupplungseinheit
DE102013211989.5 2013-06-25

Publications (1)

Publication Number Publication Date
WO2014206711A1 true WO2014206711A1 (fr) 2014-12-31

Family

ID=50897627

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2014/061848 WO2014206711A1 (fr) 2013-06-25 2014-06-06 Procédé de surveillance du degré d'usure d'un ensemble d'accouplement

Country Status (2)

Country Link
DE (2) DE102013211989B4 (fr)
WO (1) WO2014206711A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107912052A (zh) * 2015-07-02 2018-04-13 Ssb风***两合公司 用于控制转子叶片调整设备的方法
CN108982096A (zh) * 2018-06-01 2018-12-11 杭州电子科技大学 基于启发式规则***的工业机器人曲柄轴磨损检测方法

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017202071A1 (de) 2017-02-09 2018-08-09 Zf Friedrichshafen Ag Verfahren zur Echtzeit-Überwachung einer elektromagnetisch betätigten Reibkupplung und/oder Reibbremse
DE102017202080A1 (de) 2017-02-09 2018-08-09 Zf Friedrichshafen Ag Verfahren zur Echtzeit-Überwachung einer elektrofluidisch betätigten Reibkupplung und/oder Reibbremse
DE102017202081A1 (de) 2017-02-09 2018-08-09 Zf Friedrichshafen Ag Verfahren zur Echtzeit-Überwachung einer elektromagnetisch betätigten Klauenkupplung
JP2021014858A (ja) * 2019-07-10 2021-02-12 ジーケーエヌ オートモーティブ リミテッド クラッチ制御システム

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1153574B (de) * 1959-03-13 1963-08-29 Zahnradfabrik Friedrichshafen Einrichtung zur UEberwachung des Betriebszustands einer elektromagnetisch betaetigten Kupplung
DE3739836A1 (de) * 1987-11-24 1989-06-08 Holec Gmbh Fernmessgeraet zur anzeige des bremsbelagverschleisses an elektrobremsen
DE4227535A1 (de) * 1991-09-10 1993-03-18 Heidelberger Druckmasch Ag Schaltungsanordnung zur ueberwachung einer elektromagnetisch betaetigten kupplung
DE19814042C1 (de) * 1998-03-30 1999-07-15 Sew Eurodrive Gmbh & Co Verfahren zum Überwachen des Verschleißes von Bremsbelägen bei Elektromotoren mit Bremse
DE10230090A1 (de) * 2001-07-13 2003-01-23 Sony Prec Technology Inc Elektromagnetische Kupplung
DE10147817A1 (de) * 2001-09-27 2003-05-08 Siemens Ag Verfahren zur Verschleisserkennung bei einer Bremse oder einer Kupplung
US20060163018A1 (en) * 2005-01-26 2006-07-27 Todd Ekonen Power-operated clutch actuator for torque transfer mechanisms
DE102005061905A1 (de) * 2005-12-23 2007-07-05 Volkswagen Ag Verfahren und Vorrichtung zur Lastmomentverlaufsglättung
DE102009009498A1 (de) * 2008-04-18 2009-10-22 Mitsubishi Electric Corporation Getriebesteuervorrichtung

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1133458B (de) 1959-12-12 1962-07-19 Siemens Ag Einrichtung zum Anhalten der Arbeitsspindel einer Maschine in einer bestimmten Winkelstellung
DE19548520B4 (de) 1995-12-22 2004-07-08 Linde Ag Verfahren zum Ermitteln der Luftspaltdicke einer Kupplung, insbesondere einer Bremse und dafür vorgesehene Vorrichtung
DE102011052966A1 (de) * 2011-08-24 2013-02-28 Kendrion Linnig Gmbh Verfahren zum Betreiben einer elektromagnetischen Kupplung sowie elektromagnetische Kupplung

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE1153574B (de) * 1959-03-13 1963-08-29 Zahnradfabrik Friedrichshafen Einrichtung zur UEberwachung des Betriebszustands einer elektromagnetisch betaetigten Kupplung
DE3739836A1 (de) * 1987-11-24 1989-06-08 Holec Gmbh Fernmessgeraet zur anzeige des bremsbelagverschleisses an elektrobremsen
DE4227535A1 (de) * 1991-09-10 1993-03-18 Heidelberger Druckmasch Ag Schaltungsanordnung zur ueberwachung einer elektromagnetisch betaetigten kupplung
DE19814042C1 (de) * 1998-03-30 1999-07-15 Sew Eurodrive Gmbh & Co Verfahren zum Überwachen des Verschleißes von Bremsbelägen bei Elektromotoren mit Bremse
DE10230090A1 (de) * 2001-07-13 2003-01-23 Sony Prec Technology Inc Elektromagnetische Kupplung
DE10147817A1 (de) * 2001-09-27 2003-05-08 Siemens Ag Verfahren zur Verschleisserkennung bei einer Bremse oder einer Kupplung
US20060163018A1 (en) * 2005-01-26 2006-07-27 Todd Ekonen Power-operated clutch actuator for torque transfer mechanisms
DE102005061905A1 (de) * 2005-12-23 2007-07-05 Volkswagen Ag Verfahren und Vorrichtung zur Lastmomentverlaufsglättung
DE102009009498A1 (de) * 2008-04-18 2009-10-22 Mitsubishi Electric Corporation Getriebesteuervorrichtung

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN107912052A (zh) * 2015-07-02 2018-04-13 Ssb风***两合公司 用于控制转子叶片调整设备的方法
CN107912052B (zh) * 2015-07-02 2020-06-09 Ssb风***两合公司 用于控制转子叶片调整设备的方法
CN108982096A (zh) * 2018-06-01 2018-12-11 杭州电子科技大学 基于启发式规则***的工业机器人曲柄轴磨损检测方法
CN108982096B (zh) * 2018-06-01 2020-04-24 杭州电子科技大学 基于启发式规则***的工业机器人曲柄轴磨损检测方法

Also Published As

Publication number Publication date
DE112014002989A5 (de) 2016-03-10
DE102013211989B4 (de) 2016-02-18
DE102013211989A1 (de) 2015-01-08

Similar Documents

Publication Publication Date Title
DE102013211989B4 (de) Verfahren zum Überwachen eines Verschleißzustands einer Kupplungseinheit
EP2129930B1 (fr) Procede de commande d'un embrayage a friction automatise
EP2013503B1 (fr) Procédé pour déterminer une courbe caractéristique de couple de rotation d'un embrayage à friction automatique
EP1775449B1 (fr) Ligne de transmission pour véhicule et méthode pour l'utilisation d'une telle ligne de transmission
EP1999392B1 (fr) Procédé de commande d'un embrayage automatique à frottement
DE102008026554A1 (de) Verfahren zum Steuern einer Kupplungseinheit
DE102014223559A1 (de) Elektromagnetische kupplung
EP1614921B1 (fr) Procédé de réglage de couple d'un embrayage
DE102008026553A1 (de) Verfahren zum rechnerischen Ermitteln der Öltemperatur in einer Kupplungseinheit
DE102008032476B4 (de) Verfahren zum Steuern einer Kupplungseinheit und Drehmomentübertragungsanordnung
DE10316454B4 (de) Vorrichtung und Verfahren zum Überwachen einer Kupplung
WO2000075536A1 (fr) Procede pour faire fonctionner une unite d'actionnement d'une boite de vitesse automatisee
DE102007021302B4 (de) Verfahren und Vorrichtung zum Einstellen des von einer Reibungskupplung übertragenen Drehmoments
DE102008032477B4 (de) Verfahren zum Steuern einer Kupplungseinheit, sowie Drehmomentübertragungsanordnung
AT511870B1 (de) Drehmomentübertragungsvorrichtung für ein Motorfahrzeug, enthaltend ein Positionssteuersystem für einen elektromagnetischen Aktuator und Verfahren zum Steuern eines entsprechenden Positionssteuersystems
DE102008032475A1 (de) Verfahren zum Kalibrieren einer Kupplungseinheit
EP3589857A1 (fr) Procédé et dispositif pour faire fonctionner un chaîne cinématique
DE10235433B4 (de) Verfahren zur Bestimmung einer Temperatur eines Fluids, insbesondere einer Getriebeöltemperatur
DE102005034091B4 (de) Verfahren zum Steuern der Übertragungsfähigkeiten zweier reibschlüssiger Schaltelemente
DE102015218884B4 (de) Verfahren zum Bestimmen mindestens einer Kenngröße einer Trennkupplung, Steuergerät, Computerprogrammprodukt und Datenträger
DE102010018620A1 (de) Verfahren zum Klassieren einer Kupplungseinheit
DE10316446B4 (de) Steuereinrichtung und Verfahren zum Ansteuern eines Motormomentes und eines Kupplungsmomentes bei einem Antriebsstrang
DE10127766A1 (de) Verfahren und Vorrichtung zum Kompensieren des Einflusses der Drehzahl auf die Kennlinie einer Kupplung
DE10316458B4 (de) Getriebesteuerung und Verfahren zum Durchführen einer Reibwertadaption
WO2022033796A1 (fr) Procédé d'actionnement d'un élément de changement de rapport à mise en prise par friction

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 14728968

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 112014002989

Country of ref document: DE

REG Reference to national code

Ref country code: DE

Ref legal event code: R225

Ref document number: 112014002989

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 14728968

Country of ref document: EP

Kind code of ref document: A1