瑞典专利SE1051274A1 Method and system for assessing coupling wear

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专利摘要:
The invention relates to a system for assessing a driver's wear of a friction clutch (1) placed between a gearbox (2) and an engine in a vehicle, which comprises: a calculation unit (3) adapted to determine a value of the clutch energy Es ﬁ p during a slimming period. , depending on the engine power of the vehicle Pang and the clutch slimming s, and to generate an energy signal indicating said value pEEs ﬁ p; a comparison unit (4) adapted to compare the calculated value of the switching energy Es ﬁ p with limits of the switching energy, and to generate a comparison signal SC indicating the result of said comparison; a rating unit (5) adapted to rate the clutch wear based on said comparison and generate a single rating signal Sg indicating said rating; and an indicator unit (6) adapted to feedback the rating to the driver. The invention also relates to a method for assessing a driver's wear of a friction clutch (1). (Figure 2)
公开号:SE1051274A1
申请号:SE1051274
申请日:2010-12-02
公开日:2012-06-03
发明作者:Jonny Andersson
申请人:Scania Cv Ab；
IPC主号:

专利说明:

DE 102008007559 describes a monitoring device which uses sensors to determine if the wrong gear is used in relation to the torque. In the event of a wrong gear, this is displayed as a warning signal to the driver.
WO2010020520 describes a method for detecting clutch wear by comparing a current course with a desired course on the clutch actuators.
WO072546 describes a method and apparatus for indicating clutch wear in a friction clutch in a vehicle. A value is calculated on the energy released in the clutch based on the motor torque and the clutch slimming. When there is a risk of overloading the clutch, the driver is warned. However, this system does not identify the fault of the driver during the clutch sequence.
The systems and methods above only identify high coupling wear. They can thus not identify what the driver has done wrong, in order to be able to help the driver to a better behavior. You also usually do not get feedback when you have performed a start in a good way, which is also important during submission. This is not taken into account as many starts are made in sequence, which contributes to elevated temperature in the coupling lamellae, which in turn increases wear.
The object of the present invention is to provide an improved method for reducing the clutch wear in vehicles.
Summary of the invention The object described above is achieved by a system for assessing a driver's wear of a friction clutch placed between a gearbox and an engine in a vehicle. The system comprises a calculation unit which is adapted to determine a value of the coupling energy Es ﬁ p during a slipping period, depending on the vehicle's engine power Peng and the clutch slip s, and to generate an energy signal indicating said value of Es ﬁ p; a comparison unit adapted to compare the calculated value of the switching energy Eslip with limits for the switching energy, and to generate a comparison signal SC indicating the result of said comparison; a rating unit 10 adapted to rate the clutch wear based on said result and generate a rating signal Sg indicating said rating; and an indicator unit adapted to feed the rating to the driver.
According to another aspect, the object is achieved by a method for assessing a driver's wear of a friction clutch which comprises: - determining a value of the clutch energy Es ﬁ p during a slip period, depending on the vehicle's engine power Peng and the clutch slimming s, and generating an energy signal indicating said value of Eslip; - comparing the calculated value of the coupling energy Es ﬁ p with limits for the coupling energy, and generating a comparison signal indicating the result of said comparison; - rating the clutch wear based on said result and generate a rating signal indicating said rating; and - feedback the rating to the driver.
In this way, the driver can get feedback on his clutch behavior, and especially at the start of the vehicle, in order to thereby learn to handle the start sequence in a good way. In addition, tips or reminders can be given to the driver even before starting, which can help the driver to avoid unnecessary clutch wear. This means that the coupling does not wear as much, and does not need to be replaced as often, which means that money is saved.
The assessment of clutch wear is made by calculating the energy lost through the clutch at, for example, a start. Calculating this energy can sometimes be difficult if sensors are missing to determine which gear the driver has chosen. Therefore, calculations of the clutch energy can be completed when the start is completed and the start gear can be determined by estimation.
Preferred embodiments are described in the dependent claims and in the detailed description.
Brief Description of the accompanying Figures 10 15 20 25 30 4 The invention will be described below with reference to the accompanying figures, of which: Figure 1 shows a schematic view of a friction clutch.
Figure 2 shows a block diagram of the system according to an embodiment of the invention.
Figure 3 shows an example of grading of the clutch wear.
Figure 4 shows an example of energy limits EHIGH and ELOW as a function of switching temperature. At Twafn, the driver is reminded to use a lower starting gear than normal. At Tcri ﬁ cal, a very low gear is required to meet the wear requirements.
Figure 5 illustrates parameters used to identify too high a starting gear.
Figure 6 schematically shows a picture of a friction clutch and how the heat flow goes.
Figure 7 shows a flow chart of a method according to an embodiment of the invention.
Figure 8 shows a fate diagram of a method according to a further embodiment of the invention.
Detailed Description of Preferred Embodiments of the Invention Figure 1 shows a schematic view of a friction clutch 1 and its adjacent parts.
From the vehicle's engine, the engine speed neng and the engine power Pang are transmitted via the clutch 1 and the gearbox 2 to a drive shaft 11 which transmits a drive shaft speed np to the vehicle's wheels.
The gearbox's currently set gearbox is illustrated as gear. The friction clutch 1 comprises one or two slats with friction pads which are pressed against a steel plate of, for example, strong springs and a pressure plate, which in driving position provides a direct drive between the engine and gearbox. When the clutch pedal is depressed, the pressure of the pressure plate against the lamella gradually decreases and the clutch begins to slip. Sliming means that there is a difference in speed between the parts of the coupling that are pressed against each other, here the pressure plate and the lamella. This means that the parts wear on each other through friction. When the clutch pedal is ﬁ badly depressed, the engine is almost completely disengaged from the gearbox.
Figure 2 shows a block diagram of a system for assessing a driver's wear of a friction clutch 1. The system comprises a calculation unit 3 which is adapted to determine a value of the clutch energy Eslip generated during a slip period, depending on the vehicle's engine power Feng and the clutch slip s , and generating an energy signal indicating said value of Eslip. The coupling energy can be determined using the following equations. The instantaneous gear ratio between motor and drive shaft including clutch is calculated by the following equation: i: rlel transfer n P Gear ratio at starting gear again may be unknown during start. The instantaneous slimming s can be calculated by the following equation: i -í = (2) transfer S The power transferred to the coupling then becomes: Ijslip I Peng I s When the coupling slips, the following calculations are made to obtain the coupling energy Es ﬁ p: Ett-p = I1 :, @ = J1: ng-s = I1: ,, gI <är. ) l ígear ltrzmsfer where igear is still unknown. Since igw is unknown, two energies are calculated while the driver is slipping on the clutch: El = JPeng (S) Ez = [ggr> <6) transfer The calculation unit 3 is thus according to this embodiment adapted to determine the value of the clutch energy Es ﬁ p which comprises integrating values of the engine power Pang, and the engine power Peng divided by the gear itfansf during the slimming period.
When the start is over and the driver has left, the starting gear can be estimated. It gives a value of gear which means that the calculation can be completed by the following equation: Eszzp I E1 -Ez 'i (7) gellï' 10 15 20 25 30 The system further comprises a comparison unit 4 which is adapted to compare the calculated value of the coupling energy Eslip with limits for the switching energy, and to generate a comparison signal SC indicating the result of said comparison. Figure 3 shows a diagram of different switching energies and what they give for grades. The system also comprises a rating unit 5 which is adapted to rate the clutch wear based on said result and generate a rating signal Sg which indicates said rating. The driver's behavior is then scored using the calculated energy Eslip that has been lost through the clutch. If a lot of switching energy is generated, a low rating is given, and if a little switching energy is generated, a high rating is given. The grading scale is shown in Figure 3 as a scale from 0 to 100%, but it could still be other scales such as 0 to 10. The system further comprises an indicator unit 6 which is adapted to feedback the rating to the driver. The display unit can, for example, be a display in the vehicle's dashboard that shows the vehicle's rating in the form of numbers or symbols.
According to one embodiment, the system comprises a time unit 7 which is adapted to monitor the driver's use of the clutch control by detecting a slimming period ts ﬁ p which it takes for the driver to release the clutch from a disengaged position to an engaged position.
For example, pedal sensors can monitor the clutch pedal and detect its position in the form of closed and open positions, respectively.
In order to take into account that the wear is worse when the temperature in the clutch is high, the comparison unit 4 is according to one embodiment adapted to determine said limits for the clutch energy Eslip with regard to the temperature of the clutch. In this way, it is possible to determine within which limits for the switching temperature a start should be performed. To avoid having temperature sensors in the coupling, an estimate of the coupling temperature can be used. Figure 4 shows an example of energy limits EHIGH and ELOW which are determined as a function of the switching temperature.
The temperature in the coupling can be determined as follows. The material of the coupling can be divided into two parts, i.e. 1: Clutch disc and 2: Ambient material (flywheel, clutch cover, air, etc.). The coupling lamella is assumed to absorb heat during slipping and then transfer heat to the surrounding material, which in turn emits heat to the surroundings.
This is illustrated in Figure 6, in which the arrows indicate the direction of heat transfer.
The underlying formulas for the heat ﬂ fate and heat capacity used are: AQ ﬁ- A-äirri, <7) which thus indicates the Heat ﬂ heat AQ at the temperature difference AT. k is a constant for the material, A is the area of the lamella, and d is the thickness of the lamella. The heat capacity, i.e. the energy supplied Q to the lamella, is calculated by: Q = m-c-AT [J], (8) where m is the mass of the material and c is the heat capacity. Since the material constants are unknown, these are estimated by actual measurements of energy uptake and cooling.
The calculations can therefore be abbreviated to AQ = k -AT for protection de destiny and conduct Q = kabmb -AT for protection capacity for the given components. kabsorb is estimated by measuring the temperature increase when a given amount of energy is quickly supplied. kmnduct is estimated by measuring the cooling time of a component when kabsorb is already known.
The energy supplied to the lamella during a slip is assumed to give a Värrne increase with the corresponding: E.
AT =, <9) disc k absorb _ disc where kabsorbidisc always indicates a constant for the heat absorption in the lamella. The heat from the lamella to the surrounding material is assumed to be: AQdísc-> cov er = kc0nduct_dísc i (Tdísc _ Tlcov er) and cooling of surrounding material is calculated according to: AQcov er-> ambient I kconducï_cov er l (Tcov er _ 25 Tambient) 10 Then the cooling temperatures change according to the following equations: JQdísc-Nmv er. = i 12 disc kabsorb _ disc () isc-> cov er _ AQcov er-> am íent) -l ”'b (13) cov er _ k absorb _ cov er The ambient temperature Tambient can, if not measured, for example be assumed to be a weighted average of engine temperature and air temperature. Cooling at higher speeds can also be taken into account.
When repeated starts are made, the temperature in the coupling is calculated with the help of the supplied energy Es ﬁ p which is obtained according to the calculations above. With the help of material constants and simple assumptions about the cooling of the material, the temperature can thus be estimated, see calculations above. According to one embodiment, the system comprises a first monitoring unit 8 which is adapted to determine the temperature of the clutch and to generate an indication signal to the driver which indicates that the temperature in the clutch is high, if the vehicle has stopped and the temperature exceeds a predetermined threshold value. When the temperature on the Tdisc lamella reaches a critical temperature Twam and the driver has stopped, a reminder is given to the driver where he is alerted that the temperature in the clutch is high and that a lower starting gear than normal may therefore need to be used. At Tcri ﬁ cal, a very low gear is required to achieve the requirements for wear.
On most manually shifted trucks, it is possible to have access to between eight and twelve gears with only three or four gear positions. This is made possible, among other things, by means of a range gear which divides the gears into a high-speed part and a low-speed part. When an inexperienced driver drives for a while at high speed and then stops, it is very easy to forget to change the control to low range before starting a new start. Starting in a high range contributes to wear of the clutch. Problems can also occur with a gearbox on a normal vehicle, which does not have range gears, but only the division of low and high gears. This division can vary depending on the situation the vehicle is in. However, when starting a vehicle, a low gear is preferable. To prevent wear, the system according to one embodiment comprises a second monitoring unit 9 which is adapted to detect the setting of the gearbox, and if the gearbox is set to a high gear, the vehicle is stationary and the driver releases the brake pedal, the monitoring unit 9 is adapted to generate an indication signal to the driver indicating that a high gear is set. When the brake pedal is released, an expected scenario is that acceleration follows. The driver can thus be alerted that the vehicle is starting in too high a gear, and can shift down in time. The monitoring unit 9 is preferably adapted to monitor if the vehicle is stationary, and to receive signals from a sensor which monitors the position of the brake pedal. If the gears are divided into high-speed parts and low-speed parts, respectively, then the monitoring unit 9 is according to an embodiment adapted to detect the setting of the gearbox in high-speed part and low-speed part, respectively. If the monitoring unit 9 detects that the gearbox is set to high speed part, the vehicle is stationary and the driver releases the brake pedal, then according to this embodiment the monitoring unit 9 is adapted to generate an indication signal to the driver indicating that a gear in a high speed part is set. In this way, the risk can be reduced that the driver starts with the gear set in the high-speed part.
When the clutch wear has been assessed and the energy for the clutch has been calculated, according to one embodiment, an attempt is made to identify what the driver has done wrong in order to help the driver to be able to improve the behavior. For this purpose, according to one embodiment, the system comprises an identification unit which is adapted to identify what the driver has done wrong by analyzing the situation that has arisen.
To identify if the driver has used too high a starting gear, at a start the energy Es som p is lost which is lost to the clutch. The remaining energy is used instead to accelerate the vehicle and to counteract any gravitational force. During a starting process, the energy used to start and accelerate the vehicle is therefore calculated. The period for a start process is meant here the same period as a slimming period. This energy is then used to calculate the force required to accelerate the vehicle according to: E _ iakea ﬂ Fiakeo ﬂ "_ d 7 taken ff (14) 10 15 20 25 30 10 where dtakeoff is the starting distance and Etakeoff the remaining energy. Fmkeoff and dtakeoff are illustrated in figure 5. Etakeoff is calculated by Etakeo ﬁ "= El_Eslip9 where El is obtained by equation (5).
To then identify whether the starting gear was low enough or not, calculate the engine number Mtak ﬂ off required to accelerate the vehicle the first bit: M Fiakeo o "'rwheel taken / f I. 9 (16) rear_axle i lgear gear' naxle where rwheel is wheel radius, ir rwheel is wheel radius is the rear axle gear ratio, igw is the starting gear ratio, ngea, and nam is the efficiency of the starting gear and shaft respectively.
The identification unit 10 is thus adapted to calculate which engine number Mtakeoff was required to accelerate the vehicle during a starting distance dtakeoff. Mtakeoff is then compared with at least one predetermined value Mmax on the engine torque, and if Mtakeoff exceeds Mmax, an indication signal is generated to the driver indicating that the vehicle's starting gear was too high at vehicle start. This sets a limit for the engine torque that is acceptable at a start. The indicator signal may include tips to the driver to improve driver behavior.
If Mtakeoff was too high, the driver is reminded of this. In this way, the driver gradually learns which starting gear is suitable for different inclinations, as well as for different loads. Of course, this reminder is not given if the lowest gear is already in use.
According to one embodiment, the identification unit 10 is adapted to compare the time tslip with at least a predetermined time value tmax, and if tslip exceeds tmax generates an indication signal to the driver which indicates that the time for releasing the clutch pedal has been too long. In this way, the driver can be made aware that the time to release the clutch has been too long. The indicator signal may comprise tips to the driver to improve the driver behavior, where the driver is reminded to release the clutch faster at a start 10 15 20 25 30 ll According to another embodiment, the identification unit 10 is adapted to compare the engine speed during the start of the vehicle with at least a predetermined engine speed value. nmax, and if neng exceeds nmax generate an indicator signal to the driver indicating that the engine speed has been too high during a start. The indicator signal may include tips for the driver to improve the driver's behavior, by which the driver is reminded to keep the engine speed down when the clutch is released. The invention also includes a method for assessing a driver's wear of a friction clutch. The method will now be explained with reference to the fate diagram in Figure 7. In a first step S1, the method comprises determining a value of the coupling energy Eslip during a slip period, depending on the vehicle's engine power Peng and the coupling slip s. To determine Es ﬁ p, the equations (1) are used - (7) as explained above. In a second step S2, an energy signal is generated which indicates said value of Eslip.
Then, the calculated value of the coupling energy Eslip is compared with limits for the coupling energy in a third step S3. This is illustrated in the diagram shown in Figure 3. In a fourth step S4, a comparison signal is generated which indicates the result of said comparison. In a fifth step S5, the clutch wear is rated based on the said result. This is also illustrated in the diagram in Figure 3, where a rating of between 0 and 100% is given. In a sixth step S6, a rating signal is generated indicating said rating. In a seventh step S7, the rating is fed back to the driver. The driver thus becomes aware of how well he has used the clutch from a wear point of view.
According to one embodiment, the method comprises determining said limits for the coupling energy Es ﬁ p with respect to the temperature of the coupling. An example of the relationship between the switching temperature and the limits for the switching energy is shown in Figure 4. If the switching temperature is high, the limits for the switching energy will be low.
According to another embodiment, the method comprises monitoring the driver's use of the clutch control by detecting a slip period ts ﬁ p which is a period of time it takes for the driver to release the clutch from a disengaged position to a engaged position. In this way, only the energy used during the slip period is included in the assessment. 10 15 20 25 30 12 In order to avoid the driver forgetting to change the gear of the vehicle at start-up, the method according to an embodiment comprises detecting the setting of the gearbox 2. If the gearbox is set to a high gear, the vehicle is stationary and the driver releases the brake pedal, then an indication signal is generated to the driver indicating that a high gear is set. In this way, the driver can be advised to change the gearbox to low gear if the driver forgot to do this before starting. The driver then avoids starting the vehicle with too high a gear, which wears more on the clutch. If the gearbox is divided into high-speed parts and low-speed parts, this setting can also be detected and the driver can be warned if too high a gear is set.
According to a further embodiment, the method comprises determining the temperature of the clutch 1 and generating an indication signal to the driver which indicates that the temperature in the clutch 1 is high, if the vehicle has stopped and the temperature exceeds a predetermined threshold value. In this way, the driver can be alerted that the clutch temperature is too high and that a lower gear should be set at the next start.
In order to be able to identify what the driver has done wrong, the method according to an embodiment comprises making an evaluation according to the method steps shown in the ﬂ fate diagram in figure 8. The identification is based on a rating signal being generated in step S6 in figure 7. The grade is evaluated in one step S80, and if the generated grade is a bad grade, the identification of what caused the bad grade begins. A bad grade can, for example, be in the range 1-5 on a scale of 1-10. In step S81, it is identified if a too high starting gear has been used. The identification of too high a starting gear is performed according to an embodiment by calculating which engine number Mtakeoff was required to accelerate the vehicle during a starting distance dtakeoff and comparing Mtakeoff with at least a predetermined value Mmm of the engine torque. In a step S82 it is identified if Mtakeoff exceeds Mmax, and in that case in a step S800 an indication signal is generated to the driver which indicates that the vehicle's starting gear was too high at the start of the vehicle. Mmkeoff can be determined using equations (14) - (16) above. This allows the driver to know that he has used too high a starting gear.
In a step S83, it is identified if the poor rating was due to the vehicle having too high an engine speed at start-up. This is done according to one embodiment by comparing the engine speed neng during start-up of the vehicle with at least a predetermined engine speed value n 15 max. In a step S84 it is identified if neng exceeds nmax, and in that case in an step S800 an indication signal is generated to the driver which indicates that the engine speed has been too high during a start. In this way, the driver can be warned that he has used too high an engine speed during start-up.
In a step S85, it is identified if the bad rating is due to the driver taking too long to release the clutch at start. This is done according to an embodiment by comparing the time tshp with at least a predetermined time value tmax. In a next step S86 it is identified if tslip exceeds tmax, and in that case in a step S800 an indication signal is generated to the driver which indicates that the time for releasing the clutch pedal has been too long. In this way, the driver can know how good he is at releasing the clutch from a wear point of view, and can be encouraged to reduce the time.
The above-mentioned embodiments can be performed in different order and are not limited to the order indicated in Figure 8. It is also possible to state only a reason for poor rating for the driver, and thus stop at the first identification of faults which give a positive rash. If there are ﬂ your reasons for poor grades, they can of course all be reported to the driver. The driver signal may also include tips to the driver to improve driver behavior. The tips from the different embodiments can, for example, be specified in order of priority or only the tip that is considered most important can be displayed to the driver.
The invention also comprises a computer program product comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the above-mentioned method, when the computer program instructions are run on said computer system.
The invention also comprises a computer program product, where the computer program instructions are stored on a medium readable by a computer system.
The present invention is not limited to the embodiments described above.
Various alternatives, modifications and equivalents can be used. Therefore, the above-mentioned embodiments do not limit the scope of the invention, which is defined by the appended claims.

权利要求:
Claims (22)
[1]
A system for assessing a driver's wear of a friction clutch (1) located between a gearbox (2) and an engine of a vehicle, comprising: - a calculation unit (3) adapted to determine a value of the clutch energy Es ﬁ p during a slimming period, depending on the engine power of the vehicle Pang and the clutch slimming s, and generating an energy signal indicating said value of Es ﬁ p; characterized in that the system comprises - a comparison unit (4) adapted to compare the calculated value of the coupling energy Es ﬁ p with limits for the coupling energy, and to generate a comparison signal SC indicating the result of said comparison; a rating unit (5) adapted to rate the clutch wear based on said result and generate a rating signal Sg indicating said rating; and - an indicating unit (6) adapted to feedback the rating to the driver.
[2]
A system according to claim 1, wherein the comparison unit (4) is adapted to determine said limits of the coupling energy Eslip with regard to the temperature of the coupling.
[3]
A system according to claim 1 or 2, comprising a time unit (7) adapted to monitor the driver's use of the clutch control by detecting a slip period tslip which it takes for the driver to release the clutch from a disengaged position to an engaged position.
[4]
A system according to any one of the preceding claims, wherein the determination of the value of the coupling energy Es ﬁ p comprises integrating values of the motor power Feng, and the motor power Peng divided by the gear ratio itransf.
[5]
A system according to any one of the preceding claims, comprising a first monitoring unit (8) adapted to determine the temperature of the clutch and to generate an indication signal to the driver indicating that the temperature in the clutch is high if the vehicle is stopped and the temperature exceeds a predetermined threshold value. 10 15 20 25 30 15
[6]
A system according to any one of the preceding claims, comprising a second monitoring unit (9) adapted to detect the setting of the gearbox, and if the gearbox is set to a high gear, the vehicle is stationary and the driver releases the brake pedal, then the monitoring unit (9) adapted to generate an indicator signal to the driver indicating that a high gear is set.
[7]
A system according to any one of the preceding claims, comprising an identification unit (10) adapted to calculate which engine torque Mtakcoff was required to accelerate the vehicle during a starting distance dtakeoff and compare Mtakeoff with at least a predetermined value Mmax of the engine torque, and if Mtakeoff exceeds Mmax generates an indicator signal to the driver which indicates that the vehicle's starting gear was too high at vehicle start.
[8]
A system according to claim 3, comprising an identification unit (10) adapted to compare the time tslip with at least a predetermined time value tmax, and if tslip exceeds tmax generating an indication signal to the driver indicating that the time to release the clutch pedal has been too long .
[9]
A system according to any one of the preceding claims, comprising an identification unit (10) adapted to compare the engine speed neng during start of the vehicle with at least a predetermined engine speed value nmax, and if neng exceeds nmax generating an indication signal to the driver indicating that the engine speed has been too high during a start.
[10]
A system according to any one of claims 7 to 9, comprising said indication signal to the driver comprising tips to the driver to improve the driver behavior.
[11]
A method for assessing a driver's wear of a friction clutch (1) placed between a gearbox (2) and an engine of a vehicle, comprising: determining a value of the clutch energy Eshp during a slimming period, depending on the engine power of the vehicle Feng and the clutch slip s, and generate an energy signal indicating said value of the Eslip; - comparing the calculated value of the coupling energy Eslip with limits for the coupling energy, and generating a comparison signal indicating the result of said comparison; - rating the clutch wear based on said result and generate a rating signal indicating said rating; and - feedback the rating to the driver.
[12]
The method of claim 11, comprising determining said limits for the coupling energy Eslip with respect to the temperature of the coupling.
[13]
A method according to claim 11 or 12, comprising monitoring the driver's use of the clutch control by detecting a slimming period tslip which is a period of time it takes for the driver to release the clutch from a disengaged position to an engaged position.
[14]
A method according to any one of claims 11 to 13, wherein the determination of the value of the coupling energy Es ﬁ p comprises integrating values of the motor power Pang, and the motor power Peng divided by the gear ratio imnsf.
[15]
A method according to any one of claims 11 to 14, comprising detecting the setting of the gearbox (2), and if the gearbox (2) is set to a high gear, the vehicle is stationary and the driver releases the brake pedal, generating an indication signal to the driver indicating that a high gear is set.
[16]
A method according to any one of claims 11 to 15, comprising determining the temperature of the clutch (1) and generating an indication signal to the driver indicating that the temperature in the clutch (1) is high if the vehicle is stopped and the temperature exceeds a predetermined threshold value. 10 15 20 25 17
[17]
A method according to any one of claims 11 to 15, comprising calculating which engine torque Mtakeoff was required to accelerate the vehicle during a starting distance dtakeoff and comparing Mtakeoff with at least a predetermined value Mmax of the engine torque, and if Mtakeoff exceeds Mmax generating an indicator signal to the driver which indicates that the vehicle's starting gear was too high at vehicle start.
[18]
A method according to claim 13, comprising comparing the time tsüp with at least a predetermined time value tmax, and if tslip exceeds tmax generating an indication signal to the driver indicating that the time for releasing the clutch pedal has been too long.
[19]
A method according to any one of claims 11 to 18, comprising comparing the engine speed neng during the start of the vehicle with at least a predetermined engine speed value nmax, and if nsng exceeds nmax generating an indication signal to the driver indicating that the engine speed was too high during a start.
[20]
A method according to any one of claims 17 to 19, wherein said indicator signal to the driver comprises tips to the driver to improve the driver behavior.
[21]
A computer program product, comprising computer program instructions for causing a computer system in a vehicle to perform the steps of the method according to any one of claims 11 to 20, when the computer program instructions are run on said computer system.
[22]
The computer program product of claim 21, wherein the computer program instructions are stored on a computer system readable medium.

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EP2461064A3|2012-11-14|

BRPI1105056A2|2013-03-12|

SE535427C2|2012-08-07|

引用文献:

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DE19602006A1|1995-01-28|1996-08-01|Luk Getriebe Systeme Gmbh|Torque transfer system, such as clutch, control system|

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DE10324481A1|2003-05-30|2004-12-16|Man Nutzfahrzeuge Ag|Process for establishing the wear of a friction clutch between an internal combustion engine and a manual transmission of a commercial vehicle|

DE102004023581A1|2004-05-13|2005-12-08|Adam Opel Ag|Clutch controlling method for motor vehicle gear, involves evaluating temperature of clutch and comparing temperature with temperature threshold value, where control unit is substitution strategy for starting vehicle|

US8370037B2|2004-06-30|2013-02-05|Schaeffler Technologies AG & Co. KG|Method for the protection of an automatically actuated clutch of a vehicle from overload|

DE102005061080A1|2005-01-20|2006-07-27|Luk Lamellen Und Kupplungsbau Beteiligungs Kg|Damage detection method of clutch, involves determining friction power introduced into friction surfaces of components, by slippage between torque-transferring components|

DE102005026615A1|2005-06-09|2006-12-14|Zf Friedrichshafen Ag|Method and apparatus for controlling an automated friction clutch between a motor and a transmission|

DE102006037389A1|2006-08-10|2008-02-14|Daimler Ag|Assessment of clutch energy dissipation on starting off, using a manual gearbox, takes the selected gear reduction for an assessment correction to prevent overheating|

JP5232441B2|2007-10-30|2013-07-10|三菱重工業株式会社|Clutch device alarm device|

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DE102008041446B4|2008-08-22|2021-01-14|Robert Bosch Gmbh|Method for detecting wear on an engine disconnect clutch|

US8062178B2|2008-11-05|2011-11-22|Ford Global Technologies, Llc|Temperature control of dual input clutch transmission|

SE533138C2|2008-11-21|2010-07-06|Scania Cv Abp|Gear Feedback System|

SE0950384A1|2009-05-28|2010-11-29|Scania Cv Ab|Method and system for displaying information related to how a vehicle is driven|DE112018003185A5|2017-06-21|2020-03-05|Schaeffler Technologies AG & Co. KG|Method for correctly determining a friction energy generated in a clutch when a vehicle with a manual transmission is started|

法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1051274A|SE535427C2|2010-12-02|2010-12-02|Method and system for assessing coupling wear|SE1051274A| SE535427C2|2010-12-02|2010-12-02|Method and system for assessing coupling wear|

EP11190348.0A| EP2461064B1|2010-12-02|2011-11-23|Method and system for assessment of clutch wear|

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