Schaeffler Technologies Ag & Co .kg

Luk Lamellen Und Kupplungsbau Beteiligungs Kg

Ekkehard Reibold

Loyal George MacMillian

Juergen Eich

Erhard Hodrus

Georg Goeppert

Jens Martin

Jürgen Eich

Minh Nam Nguyen

Georg Göppert

Matthias Panzer

Klaus Küpper

George Herr

Thomas Eggert

George Goeppert

Joerg Metzger

Sven-Jostein Kro

A method for controlling a friction clutch in a drive train of a motor vehicle, using a clutch actuator, on the basis of a clutch model. A nominal characteristic curve of the clutch moment, which is transmitted via the friction clutch, is adapted continuously to actual operating parameters. In order to counteract a loss of comfort of the motor vehicle, which is caused by the running-in behavior, for example, of the friction linings of the friction clutch, the friction clutch is operated by way of different sets of operating parameters during a running-in phase of the friction clutch, and after the run-in phase of the friction clutch.

Method for controlling a friction clutch

A method wherein the first and second threshold values of the characteristic are a threshold value of the clutch temperature, or of the speed of rotation at the particular input shaft of the clutch, or of the speed of the engine, or of the slip speed at the clutch, or of the clutch torque hysteresis, or of the oil volume flow in a wet clutch, or of the actuator speed or of the actuator position.

Method for determining clutch coefficients of friction and method for determining clutch contact points

A method for adapting a clutch characteristic curve, in particular one that exhibits hysteresis, where at least one characteristic value obtainable from the characteristic curve is compared to an appropriately measured characteristic value, and if the comparison shows that there is a deviation between the two characteristic values which is greater than a predetermined value, an adjustment is made to the clutch characteristic curve.

Method for adapting a clutch characteristic curve when clutch hysteresis is present

A method for operating a clutch includes operating the clutch with increased slip during a green phase and operating the clutch with normal slip during a post-green phase. In some example embodiments, increased slip consists of slip speeds greater than 40 revolutions per minute. In an example embodiment, increased slip consists of a slip speed of approximately 50 revolutions per minute.

Clutch run-in by slip control

A method and device for controlling a friction clutch arranged between an internal combustion engine and a transmission by means of a clutch actuator that axially actuates an actuating element of the friction clutch along an actuation path associated, by means of a clutch characteristic, with a target torque that can be transmitted by means of the friction clutch. To improve the quality of controlling of the friction clutch and to avoid the application of undesirable torque, it is proposed to compensate a hysteresis that arises between the target torque and the friction torque actually transmitted by the friction clutch along the actuation path by correcting a setpoint for controlling the clutch actuator with a corrective quantity.

Method for controlling a friction clutch and device therefor

A method for checking the plausibility of an actuation position of a clutch of a double-clutch transmission operated by an actuator, including the following steps: disengaging the clutch assigned to the currently active old subtransmission and simultaneously engaging the clutch assigned to the other subtransmission to shift from the gear selected in the old subtransmission to a gear selected in the other, new subtransmission; deselecting the gear selected in the old subtransmission still during the overlapping operation of the clutches or immediately thereafter; detecting the difference between the speed of rotation of a drive shaft of the double-clutch transmission driven by a drive motor and the speed of rotation of the input shaft of the old subtransmission; and evaluating the state of the clutch assigned to the old subtransmission as disengaged when the difference in speeds of rotation exceeds a predetermined value within a predetermined time after deselection of the gear.

Method for checking the plausibility of the position of the clutch actuator of a clutch, method for determining the touch point of a clutch, and device for carrying out the method

At least one input signal is detected in a time slot, representing the temporal progression of at least one rotational value of the motor of a drive train section and/or the respective corresponding power thereof and is electronically treated and/or evaluated a plurality of times in a parallel manner and according to different characteristics. At least one comparison of the different treating and/or evaluation results of the same input signal is determined, whether the transmission behavior of the drive train or at least one predetermined drive train component is altered. A PT1 filtering, for example, is used for the treatment and/or evaluation.

Method for operating a drive train by treating the motor characteristic by means of parallel evaluation and PT1-filtering

At least one input signal is detected in a time slot, representing the temporal progression of at least one rotational value of the motor of a drive train section and/or the respective corresponding power thereof and is electronically treated and/or evaluated a plurality of times in a parallel manner and according to different characteristics. At least one comparison of the different treating and/or evaluation results of the same imput signal is determined, whether the transmission behavior of the drive train or at least one predetermined drive train component is altered. A PT1 filtering, for example, is used for the treatment and/or evaluation.

A method for the advance determination of an overload of an automatically actuated clutch of a vehicle during a slippage phase and to prevent the overload. The method determines the energy introduced into the clutch during a predetermined first time span of the slippage phase and/or acquires the current temperature of the clutch and, on the basis of the anticipated second time span of the slippage phase, determines the anticipated energy introduction into the clutch and/or the anticipated clutch temperature and, as a function of the anticipated energy introduction and/or the anticipated clutch temperature, takes measures to prevent the overload.

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Lahr, Germany

Ekkehard Reibold