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WO2004067312A2 - Dispositif servant a proteger un embrayage d'une boite de vitesses automatique - Google Patents

Dispositif servant a proteger un embrayage d'une boite de vitesses automatique Download PDF

Info

Publication number
WO2004067312A2
WO2004067312A2 PCT/DE2004/000109 DE2004000109W WO2004067312A2 WO 2004067312 A2 WO2004067312 A2 WO 2004067312A2 DE 2004000109 W DE2004000109 W DE 2004000109W WO 2004067312 A2 WO2004067312 A2 WO 2004067312A2
Authority
WO
WIPO (PCT)
Prior art keywords
clutch
vehicle
speed
torque
brake
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/DE2004/000109
Other languages
German (de)
English (en)
Other versions
WO2004067312A3 (fr
Inventor
Reinhard Berger
Robert Fischer
Mario Jung
Johannes Moosheimer
Christian Rieger
Inho Song
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Buehl Verwaltungs GmbH
LuK Lamellen und Kupplungsbau GmbH
Original Assignee
LuK Lamellen und Kupplungsbau Beteiligungs KG
LuK Lamellen und Kupplungsbau GmbH
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 LuK Lamellen und Kupplungsbau Beteiligungs KG, LuK Lamellen und Kupplungsbau GmbH filed Critical LuK Lamellen und Kupplungsbau Beteiligungs KG
Priority to DE112004000072.6T priority Critical patent/DE112004000072B4/de
Priority to EP04704987A priority patent/EP1590194A2/fr
Publication of WO2004067312A2 publication Critical patent/WO2004067312A2/fr
Publication of WO2004067312A3 publication Critical patent/WO2004067312A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • B60W2510/025—Slip change rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0275—Clutch torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0291—Clutch temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position

Definitions

  • the present invention relates to a device for protecting a clutch of an automated transmission against overload when starting a vehicle on the mountain and / or holding the vehicle on the mountain.
  • the invention also relates to a device for protecting a clutch of an automated transmission against overload when the vehicle is moving counter to the direction of movement that is appropriate for the gear stage of the transmission.
  • the above-mentioned automated transmission can be a transmission that is based on a manual transmission and can have different degrees of automation. It can also be a gearbox with several input shafts, for example.
  • the automated transmission it is possible for the automated transmission to be an automated manual transmission, an uninterrupted manual transmission, a parallel manual transmission or an electrical manual transmission.
  • At least one friction clutch is used, which is exposed to an increased load when starting the vehicle equipped with the transmission on the mountain.
  • there is also an increased load on the friction clutch if the vehicle is held on an inclined plane by means of the clutch and the output torque originating from the drive motor, so that a slope downforce component acts on the vehicle. If the driver of such a vehicle delays a starting process with the clutch partially closed or the vehicle deliberately holds the inclined plane for a long time with the clutch slipping, the thermal load on the friction clutch naturally increases.
  • the present invention is based on the object of creating a device for protecting a clutch of such an automated transmission against overload, which enables the vehicle to be held on the mountain and, moreover, enables a comfortable starting process and avoids excessive loading of the clutch.
  • the invention is therefore also intended to provide a device which recognizes this situation and avoids an excessive load on the clutch.
  • the invention now provides a device for protecting a clutch of an automated transmission against overload when starting a vehicle on the mountain and / or holding the vehicle on the mountain, the device for monitoring the load on the clutch and for actuating the clutch and for load-dependent activation of a vehicle brake is trained.
  • the load on the clutch can therefore be detected and the clutch can also be operated in a load-dependent manner.
  • the clutch is also capable of activating a brake of the vehicle depending on the load.
  • the driver wants to keep the vehicle on the mountain using the accelerator pedal, this is initially done with the aid of the clutch.
  • the driver will therefore adjust the accelerator pedal so that the clutch is just transmitting the engine torque and this in turn is sufficient to hold the vehicle on the mountain by means of the clutch.
  • This corresponds, for example, to the situation that the vehicle is at an ascending exit or intersection and that a starting process is imminent.
  • the driver presses the accelerator pedal harder so that the vehicle starts.
  • the device is therefore also designed such that it can monitor the actuation of the accelerator pedal of the vehicle and evaluate the accelerator pedal actuation for actuating the clutch and the vehicle brake.
  • the device is therefore also designed to monitor the temperature of the clutch and can evaluate the clutch temperature for actuating the clutch and the vehicle brake. The temperature rises due to the energy input into the clutch. In general, the device is designed so that it can determine the load on the clutch directly, for example by measuring the temperature, or indirectly.
  • the device can also be designed such that it monitors the duration of the slip phase of the clutch, since with increasing slip phase the energy input into the clutch increases and thus the load on the clutch increases ,
  • the device can also be designed such that it detects an increase in temperature on the clutch or determines a temperature gradient and evaluates one or more of these parameters for actuating the clutch and the vehicle brake.
  • the device according to the invention is designed so that it the clutch and the Vehicle can apply the brake in a coordinated manner to prevent the clutch from being overloaded due to brake intervention.
  • the device according to the invention is therefore also designed to evaluate the vehicle speed and the clutch torque and to determine whether the clutch is in a slip state, i.e. There is a speed difference between the engine output shaft and the transmission input shaft.
  • the device which can be implemented, for example, in the clutch control device, can therefore, for example depending on the determined clutch temperature, further close the clutch to avoid excessive loading of the clutch, so that this clutch closing can take place sooner when the clutch is hot than when it is still hot cold clutch.
  • the device provided according to the invention thus incrementally increases the clutch torque, for example, if the clutch torque is greater than a clutch limit torque and is greater than or equal to zero and the speed the motor output shaft is greater than the speed of the transmission input shaft.
  • the vehicle speed can also be included in the evaluation, so that a further criterion is checked whether the vehicle speed is greater than a vehicle limit speed, which is, for example, a vehicle creep speed, so that the clutch torque is increased by the device when the vehicle speed is greater as a vehicle speed limit.
  • the device can also incrementally increase the clutch torque, for example, if it is not satisfied that the time during which the clutch was already in the slip state is greater than a predetermined clutch slip limit time. If the clutch had been in the slip state for a certain period of time and a further incremental increase in the clutch torque by the device would take place, and the clutch would then still be in the slip state, this would lead to a further increase in the thermal Lead the load on the clutch.
  • the device can also be used to evaluate the switching status of a switch, such as the idle switch, with regard to the actuation of the clutch and the vehicle brake and increases the clutch torque when the switch indicates an accelerator pedal actuated. So when the situation arises that the driver releases the accelerator pedal completely, it is This is an indication that the driver does not want the vehicle to start moving, so that a further incremental increase in the clutch torque by the device for maintaining the hill start situation no longer makes sense, so that the device opens the clutch and activates the vehicle brake in order to to keep the vehicle on the mountain.
  • a switch such as the idle switch
  • the vehicle speed can also be checked before the brake is activated, so that the brake is not activated if the vehicle is still moving faster than a vehicle limit speed.
  • the incremental increase in clutch torque by the device enables the driver to maintain the situation of holding the vehicle on the mountain or starting the vehicle on the mountain for a certain time without brake intervention being necessary and without damaging the , Friction clutch due to thermal overload or exceeding the permissible clutch slip limit time.
  • the height of an increment can depend on different influencing variables, such as, for example, the temperature, the strength of the driver's actuation of the accelerator pedal or a gradient of the accelerator pedal actuation.
  • the device according to the invention is also designed to monitor the engine speed and can actuate the clutch and the vehicle brake by evaluating the engine speed and incrementally increase the clutch torque, for example, if the engine speed is already lower than an engine limit speed below which the engine would die. Before the situation arises that the engine stalls, the device according to the invention can open the clutch and activate the brake as a hill holder.
  • the driver can basically keep the vehicle ready for immediate start by means of the accelerator pedal and clutch, at least for a certain time during which there is no fear of damage to the clutch.
  • the increase in the clutch torque leads to a reduction in the slip state in the friction clutch and thus to a reduction in the thermal load on the clutch.
  • the driver reacts, as has already been described above, by opening the accelerator pedal completely, whereupon the device activates the vehicle brake and opens the clutch.
  • the device determines by evaluating the accelerator pedal position, the device is also able to open the clutch and controlled brake intervention, so that the engine does not start and the vehicle pulls through controlled braking intervention is prevented from rolling back on the mountain.
  • the device described above thus makes it possible, on the one hand, to maintain the situation, that the driver can keep the vehicle ready for immediate start on the mountain for a certain period of time, but that there is no damage to the friction clutch and, on the other hand, that the vehicle is not inadvertently rolls back and the actuation of the vehicle brake also does not take place in such a way that the brake actuation would lead to an uncomfortable jerk, which the driver could ascertain.
  • the clutch can be closed when the control detects a vehicle movement, ie the vehicle movement direction correlates with the gear engaged, so that the engine is accelerated to the speed of the transmission input shaft.
  • the invention now provides a device for protecting a clutch of an automated transmission against overload during a movement of the vehicle against the direction of movement appropriate to the gear position of the transmission, the device for determining a movement of the vehicle and for monitoring the load on the clutch and for Opening or closing the torque transmission from the drive motor to the drive train is formed.
  • the device according to the invention is therefore able to monitor the load on the clutch and to control the clutch in such a way that the transmission of the engine torque to the drive train of the vehicle can be changed depending on the load. If the direction of movement of the vehicle does not match the direction of movement of the gear engaged, closing the clutch leads to a lowering of the engine speed and thus to a deceleration of the vehicle. The engine speed is reduced until the engine has reached a limit speed below which it would die (stall protection), whereupon the clutch is opened again until the engine speed has increased again, whereupon the clutch is closed again can. In this way, cyclical braking processes of the vehicle movement can be carried out against the direction of travel that is appropriate for the selected gear, which the driver of the vehicle can perceive as signaling juddering processes.
  • the device detects a significant increase in the temperature of the clutch, which could lead to permanent damage, then the device is able to close the clutch, whereupon the engine dies and the vehicle rolls further against the one inserted Gear step appropriate movement direction is ended and the vehicle stops.
  • the device it is also possible for the device to open the clutch, for example after several jerking operations have been determined by the driver. net and the driver maneuvers the vehicle via a brake intervention.
  • a similar situation can also be brought about in that the device actuates the automated transmission in order to bring the transmission into a neutral position, whereupon the driver can maneuver the vehicle again using the vehicle brake.
  • an optical or acoustic warning signal is output contrary to the direction of movement of the vehicle that is appropriate for the selected gear stage in order to signal to the driver that a movement of the vehicle against the direction of travel actually intended by the driver. It is also possible for the device to actuate the vehicle brake after it has determined that the vehicle is moving in the opposite direction of travel to the gear ratio selected and, for example, that a predetermined number of jerking operations which can be determined by the driver has taken place and the clutch has been used to avoid excessive thermal stress is opened.
  • the device can detect a change in the selector lever division from R to D and determine that the driver does not apply the vehicle brake and signals are provided by the wheel speed sensors which indicate a movement of the vehicle. Due to the brake intervention exercised in a controlled manner by the device, the vehicle movement against the direction of travel planned by the driver is then quickly ended.
  • the device detects a movement of the vehicle when the drive motor is switched off and engages a gear stage of the transmission and closes the clutch in such a way that rolling of the vehicle is permitted before the clutch is engaged. This ensures that the vehicle is not only held by the engine after the clutch is engaged with the gear engaged, but also via the vehicle parking brake, with the driver being reminded of the application of the parking brake in this situation by the delayed engagement of the clutch.
  • this shows a flow chart to explain the functioning of the pre Direction for protecting a clutch of an automated transmission against overload when starting the vehicle on the hill and / or holding the vehicle on the hill by means of the clutch.
  • a first step S1 the device operating according to the invention determines whether the clutch is in a slip state. This state is defined in that a clutch torque M_K is transmitted, the clutch torque being greater than a certain limit clutch torque called M_limit and the engine speed being greater than the transmission speed, i.e. So the speed of the motor output shaft is greater than the speed of the transmission input shaft. If these conditions are not met cumulatively, the clutch is not in clutch slip.
  • a step S2 checks whether the load on the clutch has exceeded a load limit value.
  • the value of the load on the clutch can be measured directly, or determined indirectly from existing measured variables, such as engine torque, speeds, clutch position or the like.
  • a time query can also be implemented, on the basis of which it is determined whether the clutch has been in the slip state for a longer time than a limit slip time t_Grenz that is dependent on the load.
  • the device can already incrementally increase the clutch torque, for example, if the slip time is longer is than the limit hatching time.
  • step S2 If the condition checked in step S2 is met, then a reaction of the driver is checked in a next step S3 and the switching state of an idle switch or the position of the accelerator pedal are queried, which can indicate that the driver has released the accelerator pedal.
  • the device is designed to open the clutch in a next step S4 and to activate a hill holder function by means of the brake.
  • the current vehicle speed v_Fzg can also be compared with a threshold value v_HSchwelle in a step S5. This query serves to prevent the vehicle from braking suddenly, since the hill holder function is only activated when the vehicle speed is below the threshold value.
  • step S3 If, on the other hand, the check in step S3 has led to the result that the driver has not released the accelerator pedal or accelerator pedal completely, but still requests a - albeit lower engine torque - then in a step S7 a check is made as to whether due to the (Incremental) increase in the clutch torque (the clutch is pulled further) the engine speed njnot has already dropped below a speed below which there is a risk of the engine stalling. If this condition is met, the device can open the clutch (step S4) and, by intervening in the vehicle brake, the hill holder function activate (steps S5 and S6).
  • step S9 the device can further increase the clutch torque (incrementally) (step S9).
  • the current vehicle speed v_Fzg can be compared beforehand with a closing threshold v_ZSchwelle, such that the closing function (step S9) is activated when the vehicle moves even faster than the threshold value indicates. This threshold can also be zero. If the vehicle moves slower than the threshold value, the clutch is opened (step S4) and the hill holder function is activated.
  • the procedure proposed by the invention has the advantage that the driver can basically keep the vehicle ready for immediate start by means of the accelerator pedal and clutch, at least for a certain period of time.
  • the device monitors the load on the clutch during the start-up situation of a vehicle on the mountain and / or holding the vehicle on the mountain in standby mode and increments the clutch torque to protect the clutch until a reaction of the driver to the slow start-up of the vehicle occurs and opens if necessary, the clutch and, by activating the vehicle's brake, provides protection against uncontrolled rolling back of the vehicle in the described situation on the mountain.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)

Abstract

L'invention concerne un dispositif servant à protéger un embrayage d'une boîte de vitesses automatique contre la surcharge lors d'un démarrage en côte et/ou d'un arrêt en côte d'un véhicule. Selon ladite invention, ce dispositif est conçu pour surveiller la charge appliquée à l'embrayage, actionner cet embrayage et activer un frein de véhicule en fonction de la charge.
PCT/DE2004/000109 2003-01-27 2004-01-24 Dispositif servant a proteger un embrayage d'une boite de vitesses automatique Ceased WO2004067312A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112004000072.6T DE112004000072B4 (de) 2003-01-27 2004-01-24 Vorrichtung zum Schutz einer Kupplung eines automatisierten Getriebes
EP04704987A EP1590194A2 (fr) 2003-01-27 2004-01-24 Dispositif servant a proteger un embrayage d'une boite de vitesses automatique

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10302993 2003-01-27
DE10302993.1 2003-01-27

Publications (2)

Publication Number Publication Date
WO2004067312A2 true WO2004067312A2 (fr) 2004-08-12
WO2004067312A3 WO2004067312A3 (fr) 2004-11-11

Family

ID=32797272

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/DE2004/000109 Ceased WO2004067312A2 (fr) 2003-01-27 2004-01-24 Dispositif servant a proteger un embrayage d'une boite de vitesses automatique

Country Status (3)

Country Link
EP (1) EP1590194A2 (fr)
DE (1) DE112004000072B4 (fr)
WO (1) WO2004067312A2 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1607650A1 (fr) * 2004-06-16 2005-12-21 Hitachi, Ltd. Procédé et dispositif de commande de véhicule automobile avec embrayage automatique, et véhicule
DE102007034052A1 (de) * 2007-07-20 2009-01-22 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Anfahrvorganges eines Kraftfahrzeuges mit einem automatisierten Schaltgetriebe
DE102011084339A1 (de) * 2011-10-12 2013-04-18 Zf Friedrichshafen Ag Steuerungseinrichtung eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
EP2544930A4 (fr) * 2010-03-08 2013-11-13 Scania Cv Ab Procédé et produit-programme d'ordinateur pour la commande d'une transmission de véhicule et d'un système de frein de service
DE102016210895A1 (de) * 2016-06-17 2017-12-21 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs
CN109477530A (zh) * 2016-04-26 2019-03-15 Wpt能源公司 快速起动过载预测和保护
DE102017221401A1 (de) * 2017-11-29 2019-05-29 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs
DE102014117732B4 (de) 2014-09-24 2021-11-11 Hyundai Motor Company Verfahren und System zum Verhindern von Überhitzung einer Kupplung mittels erzwungenen Kriechens
US12441314B2 (en) 2021-02-09 2025-10-14 Zf Cv Systems Global Gmbh Method for controlling a change in the direction of travel of a working vehicle between forward travel and rearward travel or vice versa

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Publication number Priority date Publication date Assignee Title
GB1582555A (en) * 1976-05-06 1981-01-14 Computer Driver Control Protection of internal combustion engines and/or vehicles embodying the same
DE4124722C2 (de) * 1991-07-25 1995-11-16 Steyr Daimler Puch Ag Einrichtung und Verfahren zum Schutz einer Reibungskupplung vor thermischer Überlastung
GB9402729D0 (en) * 1994-02-12 1994-04-06 Automotive Products Plc Clutch control system
DE19841917A1 (de) * 1998-09-14 1999-12-16 Mannesmann Sachs Ag Antriebsanordnung für ein Kraftfahrzeug
DE19910573A1 (de) * 1999-03-10 2000-09-14 Volkswagen Ag Verfahren und Vorrichtung zur Steuerung einer Kraftfahrzeugkupplung in einem Haltemodus
JP2000280876A (ja) * 1999-03-30 2000-10-10 Isuzu Motors Ltd オートクラッチ車両
DE19942715A1 (de) * 1999-09-08 2001-03-15 Mannesmann Sachs Ag Verfahren zum Ansteuern einer Kupplungseinrichtung

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP1607650A1 (fr) * 2004-06-16 2005-12-21 Hitachi, Ltd. Procédé et dispositif de commande de véhicule automobile avec embrayage automatique, et véhicule
DE102007034052A1 (de) * 2007-07-20 2009-01-22 Zf Friedrichshafen Ag Verfahren zur Steuerung eines Anfahrvorganges eines Kraftfahrzeuges mit einem automatisierten Schaltgetriebe
EP2544930A4 (fr) * 2010-03-08 2013-11-13 Scania Cv Ab Procédé et produit-programme d'ordinateur pour la commande d'une transmission de véhicule et d'un système de frein de service
DE102011084339A1 (de) * 2011-10-12 2013-04-18 Zf Friedrichshafen Ag Steuerungseinrichtung eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
EP2766233A1 (fr) * 2011-10-12 2014-08-20 ZF Friedrichshafen AG Dispositif de commande d'un véhicule automobile et son procédé de fonctionnement
US9481345B2 (en) 2011-10-12 2016-11-01 Zf Friedrichshafen Ag Control device of a motor vehicle and method for operating same
DE102011084339B4 (de) * 2011-10-12 2021-01-28 Zf Friedrichshafen Ag Steuerungseinrichtung eines Kraftfahrzeugs und Verfahren zum Betreiben desselben
DE102014117732B4 (de) 2014-09-24 2021-11-11 Hyundai Motor Company Verfahren und System zum Verhindern von Überhitzung einer Kupplung mittels erzwungenen Kriechens
CN109477530A (zh) * 2016-04-26 2019-03-15 Wpt能源公司 快速起动过载预测和保护
DE102016210895A1 (de) * 2016-06-17 2017-12-21 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs
DE102017221401A1 (de) * 2017-11-29 2019-05-29 Zf Friedrichshafen Ag Verfahren und Steuergerät zum Betreiben eines Kraftfahrzeugs
US12441314B2 (en) 2021-02-09 2025-10-14 Zf Cv Systems Global Gmbh Method for controlling a change in the direction of travel of a working vehicle between forward travel and rearward travel or vice versa

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EP1590194A2 (fr) 2005-11-02
DE112004000072B4 (de) 2019-02-28
WO2004067312A3 (fr) 2004-11-11

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