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WO2024068272A1 - Système et procédé permettant de calculer une impulsion de courant appropriée pour commander un système d'actionnement électromécanique - Google Patents

Système et procédé permettant de calculer une impulsion de courant appropriée pour commander un système d'actionnement électromécanique Download PDF

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Publication number
WO2024068272A1
WO2024068272A1 PCT/EP2023/075094 EP2023075094W WO2024068272A1 WO 2024068272 A1 WO2024068272 A1 WO 2024068272A1 EP 2023075094 W EP2023075094 W EP 2023075094W WO 2024068272 A1 WO2024068272 A1 WO 2024068272A1
Authority
WO
WIPO (PCT)
Prior art keywords
actuator
speed
current
elements
current pulse
Prior art date
Application number
PCT/EP2023/075094
Other languages
German (de)
English (en)
Inventor
Oliver Essbuechl-Srb
Original Assignee
Magna powertrain gmbh & 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
Priority claimed from DE102022210254.1A external-priority patent/DE102022210254A1/de
Application filed by Magna powertrain gmbh & co kg filed Critical Magna powertrain gmbh & co kg
Publication of WO2024068272A1 publication Critical patent/WO2024068272A1/fr

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • 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
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6807—Status of gear-change operation, e.g. clutch fully engaged
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/009—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using formulas or mathematic relations for calculating parameters
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/047—Smoothing ratio shift by preventing or solving a tooth butt situation upon engagement failure due to misalignment of teeth
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0477—Smoothing ratio shift by suppression of excessive engine flare or turbine racing during shift transition
    • 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
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/26—Generation or transmission of movements for final actuating mechanisms
    • F16H61/28—Generation or transmission of movements for final actuating mechanisms with at least one movement of the final actuating mechanism being caused by a non-mechanical force, e.g. power-assisted
    • F16H2061/2823—Controlling actuator force way characteristic, i.e. controlling force or movement depending on the actuator position, e.g. for adapting force to synchronisation and engagement of gear 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
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/50—Coupling of new gear
    • 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
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds

Definitions

  • the invention relates to a system and a method for calculating an adapted current pulse for controlling an electromechanical actuator system.
  • Actuators form an essential part of electronic control systems in vehicles. Their task is to convert the electrical signals from the control unit into an action, for example an adjustment movement - linear or rotational.
  • Electromechanical actuators are used, for example, in the drive train of motor vehicles.
  • the actuator can be used in combination with corresponding sensors for clutch actuation of a claw clutch of a manual transmission, for actuation of the separating clutch in the hybrid transmission, as a parking lock actuator, actuation of the differential lock, and shift actuation in multi-gear axles.
  • the individual gears can be engaged by hydraulic or electric actuators, for example.
  • a gear is usually engaged by at least one of the actuators moving a shift fork that is mechanically coupled to a sliding sleeve.
  • a gear is usually engaged by at least one of the actuators moving a shift fork that is mechanically coupled to a sliding sleeve.
  • a positive connection is established between the sliding sleeve, which is connected in a rotationally fixed manner to a shaft, and a gearless gear that sits on this shaft by moving the shift fork and thus the sliding sleeve.
  • teeth of an internal toothing of the sliding sleeve are in contact with teeth of a gearless gear assigned to the gearless gear.
  • clutch wheel is engaged. If the positive connection is established and the sliding sleeve has reached an end stop, the shift fork or the sliding sleeve is in the gear position.
  • a sensor is usually necessary to determine the position of the shift fork.
  • the detection of the gear position of the gears of an individual manual transmission in addition to the variation caused by the sensor, there are also mechanical inaccuracies, variations and games, such as. B. due to axial bearing play, shaft and shift fork deformation.
  • variations and games such as. B. due to axial bearing play, shaft and shift fork deformation.
  • end stop between the individual gearboxes which arise due to the tolerances of the individual components.
  • the shift fork is moved via the actuator from a first switching position, namely a neutral position, into at least a second switching position, namely a gear position, and vice versa, the position of the actuator being in the neutral position or in the gear position upon a switching request
  • a first switching position namely a neutral position
  • a second switching position namely a gear position
  • the position of the actuator being in the neutral position or in the gear position upon a switching request
  • Basis of a stored mechanical play between the actuator and the shift fork and one is corrected by the sign generated by the state machine and assigned to the respective switching request.
  • the actuator is a position-controlled actuator, such as a hydraulic, electromotor, electromechanical or pneumatic actuator.
  • the actuator is controlled or regulated via a control unit.
  • the switching position of the shift fork is determined via at least one sensor, such as a Hall sensor, with a sensor signal from the sensor being processed in the state machine.
  • the sensor is located on the actuator.
  • the translation between the pinion and the toothed shift fork must be designed in such a way that the entire axial travel of the shift fork can be covered by 360° within one revolution of the actuator motor, taking into account a wear reserve.
  • the communication between the commanding control unit of the vehicle and the attached control unit of the actuator runs via a vehicle bus.
  • the main requirements for an electromechanical actuator system are requirements regarding response times.
  • PT1 filtering i.e. a proportional transmission with a first-order delay, of the differential speed signal, obtained from the speed of the two axes to be connected, was carried out in order to change the cycle time of the vehicle bus, 10ms, to the internal one
  • the cycle time of the computer in controlling the claw clutch is 2ms.
  • the filtering is necessary because the gradient of the differential speed is used as a switching criterion.
  • the clutch is controlled via a PI controller.
  • the controller integrated in a control loop acts on a controlled system in such a way that a variable to be controlled is adjusted to the level of the selected reference variable using negative feedback, regardless of disruptive influences.
  • the opening of the clutch against a residual torque is achieved by applying a constant current.
  • Resolving a detected blockage during switching is implemented via the integrating portion of the PI controller.
  • the resulting deficiencies or problems are mainly due to the very direct control and the resulting very narrow path conditions and the very high agility of the system.
  • the actuator current required to open the system against residual torque is approximately proportional to the residual torque present.
  • the actuator can only maintain the required 30A at 30Nm for a very short time for thermal reasons. Since the exact residual torque is not known in each case, only a compromise between the required current strength and the resulting tolerable duration can be set as a constant current. This can lead to unacceptably long design processes.
  • the method according to the invention enables a quick and safe decoupling and coupling of two elements of an actuator system that are to be coupled. Additional sensors are not required for this.
  • appropriate current pulses are used to accelerate and decelerate the actuator. Since the inertia of the system is practically only given by the rotor of the electric motor, in particular a brushless direct current motor (BLDC), and this is known, the necessary current pulse to achieve a desired target speed can be calculated based on the existing output speed of the actuator motor. After the current pulses have been executed accordingly, the system switches to the PI controller, which can then precisely adjust the final position. Adjustment via the PI controller is then not time-critical, since the system is already coupled or decoupled.
  • BLDC brushless direct current motor
  • the energy relationship in the acceleration pulse mode can be defined as follows:
  • a value for the current strength of the pulse for acceleration should be calculated according to the formula above.
  • a current pulse is generated based on the difference between the target speed and the actual speed, taking into account that the pulse should be as short as possible, but discretized to 2ms, and must not exceed a parameterizable maximum current intensity.
  • the regular controller specification calculated in parallel is followed again.
  • the pulse duration (At) it should also be possible to maintain the pulse current for a little longer in order to achieve a similarly high level of dynamics with a lower maximum current. This means that the method can also be used in systems with limited maximum current.
  • the actuator system comprises an electric motor as an actuator and a claw clutch, the method in this preferred embodiment for engaging and disengaging the claw clutch with the actuator and a reduction gear that enables a rotation of a reduction wheel up to 360 ° as a drive for a pivoting movement of a shift fork and further an axial movement of a shift sleeve, whereby a differential speed of the claw to the shaft is determined as an input variable, which should be within a predetermined range.
  • a prediction step is carried out in which this Differential speed signal is estimated, and is used for immediate initiation of the actuator, the axial path being quickly traversed by applying current pulses to the actuator, and the final adjustment to a target position of the shift fork via a PI controller.
  • the invention results in an improvement of the function by traveling through the axial path more quickly, namely the reduction of the characteristic travel time of the axial path from ⁇ 90ms to ⁇ 30ms.
  • the quick connection causes an additional positive effect, as shift blockage due to torsional vibrations of the side shaft occurs significantly less often.
  • a prediction step is carried out on the basis of the respective weighted difference quotient of the differential speed and difference quotient of the signal thus obtained.
  • the initial change in the actuator's movement to follow a target speed change is carried out with a current pulse that depends on the actuator speed error and the armature inertia, provided the specified change exceeds a certain value.
  • This current pulse is used to either accelerate or decelerate the actuator.
  • the conventional control strategy is used again immediately after the current pulse.
  • a check for a switching blockage is carried out continuously, with the actuator being supplied with a current pulse to clear the blockage if there is a blockage.
  • An emergency braking function is available, which is activated if there is a risk of hitting a vehicle with a residual speed that is too high.
  • the emergency braking function leads to an improvement in wear and service life and to cost savings: Without the emergency braking function, excessive wear of the actuator double-plane occurs, which then eventually leads to breakage Without this emergency braking function, the actuator components would have to be much more massive and therefore more expensive.
  • the thermal load of the system is monitored and the risk of overheating is minimized by reducing the frequency and/or current of the current pulses.
  • Thermal monitoring improves wear and service life: The monitoring eliminates thermal overloads, which would otherwise deactivate the controller for the entire cycle. Regular overloads also have a negative effect on the wear and tear of the electronic switches, which reach the end of their service life more quickly if they are regularly overstressed.
  • the problem is also solved with a system for engaging and disengaging a claw clutch with an actuator and a reduction gear, which provides a rotation of a reduction gear up to 360° as a drive for an axial movement of a shift fork.
  • a controller activates the actuator, whereby the controller receives the signals for clutch actuation via a vehicle bus.
  • Fig. 1 shows a flow chart of the method based on a switching process of a dog clutch
  • Fig. 2 shows the course of the differential speed and the gradient - comparison filter to prediction
  • Fig. 3 shows a course of the switching sequence with pulse strategy
  • Fig. 4 shows the course of the pulses
  • Fig. 5 shows a flowchart of the thermal load.
  • the method 1 is shown as an entire process using an actuator system, with an electric motor as an actuator and a claw clutch.
  • the electric motor is preferably a brushless direct current motor (BLDC).
  • BLDC brushless direct current motor
  • a switching request 2 is received via the vehicle bus to start.
  • step 3 the controller checks whether the differential speed dnCluRaw between the claw and the shaft is within a specified range. If this is not the case, the controller jumps to prediction step 4 to determine the differential speed signal.
  • a prediction of the differential speed signal to a dnCluPred based on the respective weighted difference quotient of the differential speed dnCluRaw and the difference quotient of the signal obtained in this way is carried out if no signal update is available or if the measured differential speed dnCluRaw is not in the assigned range.
  • the implementation in the controller is carried out by using the differences of the last two signal values of dnCluRaw and their differences.
  • the actuator of the dog clutch is activated with an acceleration pulse 5 depending on an actuator speed error, determined as the deviation between the target speed and the actual speed.
  • the target speed 30 can be selected from different modes depending on the type of requirement.
  • step 6 the controller checks whether a tooth-tooth detection threshold is exceeded. If this is the case, a brake pulse 7 is output depending on the actuator speed error.
  • step 8 it is checked whether a tooth-tooth condition is detected and the actuator is blocked as a result. If a blockage is detected in step 8, an adjustment 9 is initiated on the actuator using the tooth-tooth current specification of the controller.
  • step 10 it is determined whether a tooth overlap threshold has been exceeded. If so, an acceleration pulse 11 occurs.
  • the target speed 30 is reached with adjustment, whereby the PI controller is used.
  • step 14 the PI controller checks whether a switching blockage has been detected. If the answer is yes, a current pulse P1..Pn is again applied to release the blockage 15. If not, it is checked whether the overlap is sufficient, step 13.
  • a braking pulse 16 occurs and the target position is adjusted 17 with the PI controller.
  • Appropriate current pulses are used to accelerate and decelerate the actuator. Since the inertia of the system is practically only given by the rotor of the BLDC and this is known, the necessary current pulse to achieve a desired target speed 30 can be calculated based on an existing output speed of the actuator motor. After the current pulses have been executed accordingly, the system switches to the PI controller, which can then precisely regulate the final position. The regulation via the PI controller is then not time-critical, since the system is already coupled or decoupled.
  • an emergency braking function was implemented, which, when such a case is detected, specifies an adequate counter voltage within 6ms and thus slows down the system.
  • the necessary high reaction speed is only possible by directly specifying the voltage that leads to current pulses.
  • the controller checks whether the residual torque is below a threshold value. Only when the residual torque is small enough does an acceleration pulse occur in step 20. The target speed 30 is then adjusted in 21 using a PI controller.
  • the prediction 4 of the differential speed signal dnCluPred is calculated as follows: dnCluPred(n)
  • dnCluPred(n) dnClu(m)
  • dnCluPred(n) dnClu(m)
  • the result can then be filtered.
  • the gradient is calculated using the difference quotient of the filtered dnCluPred signal, namely dnCluPredFilt.
  • Averaging can be carried out over 1 to 4 values.
  • a comparison of the prediction method to conventional filtering based on an actually recorded synchronization process can be found in Figure 2 in the curves grdDnCluPredFilt and grdDnCluFilt in the upper third of the graph.
  • the energy relationship in the acceleration pulse mode can be defined as follows:
  • a value for the current intensity of the pulse for acceleration should be calculated according to the formula above.
  • a current pulse is generated based on the difference between the target speed 30 and the actual speed 31, taking into account that the pulse should be as short as possible, but discretized to 2 ms, and must not exceed a parameterizable maximum current intensity.
  • Braking current pulse mode works analogously to the acceleration pulse, only with reversal of the signs for speeds and currents.
  • the triggering criterion for a pulse is a jump in the speed specification, ie the target speed 30 increases from an initial value around zero to around 1800 revolutions per minute.
  • the actual speed 31 increases sharply at 0.03 and then remains in the tooth-tooth range 40 at 50 revolutions in the time window between 0.04 s and approximately 0.1 s.
  • a rapid increase follows the decision that the target position of the axial displacement of the shift fork, here defined by the angle of rotation of the reduction wheel, is almost reached and the reduction in speed and the settling in the PI controller range 50.
  • the current pulse strength and duration are calculated from the speed error. This allows special, known positions to be taken into account, such as braking before a tooth-tooth position in the time period of 0.02 to 0.1 seconds to prevent a stop. This also allows a certain spread in the operating strategy, such as fast switching compared to optimized switching with low noise and vibration. At time 0.12s, the target position is almost reached and the remaining small deviations are controlled in the time window 0.12 to 0.18s via the PI controller.
  • the target angle 32 is set to an angle of approximately 300°.
  • the actual angle 33 follows the target position via a position in the tooth-tooth range of 100°.
  • the entire decoupling process is monitored; as soon as the two conditions actual current > threshold value and actual speed 31 ⁇ threshold value are met for a certain, parameterizable time, the pulsed opening is started.
  • the schematic procedure is shown graphically in Figure 4.
  • the curve of a target current Isoll is shown over time t.
  • the actual angle ⁇ p Actual is plotted over time.
  • the current in the pulse P1 increases up to a maximum pulse current IMax.
  • the current IMax is held for a holding period T1. Over a reduction period T2, the current is reduced along a current reduction ramp Ides to a minimum pulse current IMin. During a relaxation period T3, the current is reduced to zero.
  • the angle of rotation increases by a delta amount A ⁇ p until a target angle ⁇ pSoll is reached.
  • a current pulse of maximum strength Imax is generated in response to a current pulse to release the blockage 15. If the thermal load is above a threshold value TSchw, the actuator is regulated down to a holding current llnt for cooling. From this state, the regulation takes place to the minimum current IMin of the pulse. After the time period T2, a check is made as to whether the maximum number of pulses has been reached; if not, the maximum current IMax is generated again.
  • the current pulse oscillates back and forth between IMax and IMin.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)

Abstract

L'invention concerne un procédé permettant de commander un système d'actionnement, le système d'actionnement servant à coupler et à découpler mécaniquement deux éléments avec un moteur électrique comme actionneur, l'actionneur étant couplé de manière fonctionnelle avec un élément de démultiplication qui prévoit une rotation d'un pignon de démultiplication allant jusqu'à 360 degrés en tant qu'entraînement pour assurer un mouvement d'ajustement d'un élément de réglage ainsi qu'un mouvement d'ajustement d'un des deux éléments à coupler, une vitesse de rotation différentielle (vitesse de rotation de consigne par rapport à la vitesse de rotation réelle des éléments à coupler), la course de réglage voulue jusqu'à une position cible, le temps maximal à disposition pour parvenir à la course de réglage voulue étant utilisés comme grandeur d'entrée d'une unité de commande et d'évaluation, et en fonction des grandeurs d'entrée et du rapport à l'énergie, qui est déterminé par l'actionneur, une impulsion de courant équivalente à l'inertie et à la vitesse de rotation étant calculée, et la course de réglage étant parcourue rapidement par application à l'actionneur de cette impulsion de courant calculée et l'ajustement final à la position cible de l'élément de réglage intervenant par l'intermédiaire d'un régulateur proportionnel intégral (PI).
PCT/EP2023/075094 2022-09-28 2023-09-13 Système et procédé permettant de calculer une impulsion de courant appropriée pour commander un système d'actionnement électromécanique WO2024068272A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE102022210254.1 2022-09-28
DE102022210254.1A DE102022210254A1 (de) 2022-09-28 2022-09-28 System und Verfahren für das Ein- und Auslegen einer Klauenkupplung mit einem Aktuator
DE102023201752 2023-02-27
DE102023201752.0 2023-02-27

Publications (1)

Publication Number Publication Date
WO2024068272A1 true WO2024068272A1 (fr) 2024-04-04

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PCT/EP2023/075094 WO2024068272A1 (fr) 2022-09-28 2023-09-13 Système et procédé permettant de calculer une impulsion de courant appropriée pour commander un système d'actionnement électromécanique

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Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5389053A (en) * 1993-07-21 1995-02-14 Eaton Corporation System and method for sliding clutch engagement under tooth butt or torque lock conditions
US20080109143A1 (en) * 2005-03-17 2008-05-08 Ulrich Bartels Motor vehicle transmission control for operating a motor vehicle transmission
DE102010018404A1 (de) * 2010-04-27 2011-10-27 Daimler Ag Getriebevorrichtung
DE102012208735A1 (de) * 2011-06-24 2012-12-27 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines automatisierten Schaltvorgangs eines Getriebes
DE102007057203B4 (de) 2007-11-26 2020-07-02 Getrag-Ford Transmissions Gmbh Verfahren zum Einlegen eines Ganges in eine Gangposition in einem automatisierten Schaltgetriebe
US20220010878A1 (en) * 2019-03-27 2022-01-13 Vitesco Technologies Germany Gmbh Method of Controlling a Dog Clutch
DE102021204859A1 (de) 2021-05-12 2022-11-17 Magna powertrain gmbh & co kg Verfahren zur Hysteresekompensation bei einem Aktuator und einer durch diesen Aktuator verstellbaren Schaltgabel

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5389053A (en) * 1993-07-21 1995-02-14 Eaton Corporation System and method for sliding clutch engagement under tooth butt or torque lock conditions
US20080109143A1 (en) * 2005-03-17 2008-05-08 Ulrich Bartels Motor vehicle transmission control for operating a motor vehicle transmission
DE102007057203B4 (de) 2007-11-26 2020-07-02 Getrag-Ford Transmissions Gmbh Verfahren zum Einlegen eines Ganges in eine Gangposition in einem automatisierten Schaltgetriebe
DE102010018404A1 (de) * 2010-04-27 2011-10-27 Daimler Ag Getriebevorrichtung
DE102012208735A1 (de) * 2011-06-24 2012-12-27 Schaeffler Technologies AG & Co. KG Verfahren zur Steuerung eines automatisierten Schaltvorgangs eines Getriebes
US20220010878A1 (en) * 2019-03-27 2022-01-13 Vitesco Technologies Germany Gmbh Method of Controlling a Dog Clutch
DE102021204859A1 (de) 2021-05-12 2022-11-17 Magna powertrain gmbh & co kg Verfahren zur Hysteresekompensation bei einem Aktuator und einer durch diesen Aktuator verstellbaren Schaltgabel

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