US20090131223A1 - Method and device for detecting a clutch-bite point - Google Patents
Method and device for detecting a clutch-bite point Download PDFInfo
- Publication number
- US20090131223A1 US20090131223A1 US11/919,152 US91915206A US2009131223A1 US 20090131223 A1 US20090131223 A1 US 20090131223A1 US 91915206 A US91915206 A US 91915206A US 2009131223 A1 US2009131223 A1 US 2009131223A1
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- Prior art keywords
- rotational speed
- clutch
- driving motor
- wheel
- point
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- Abandoned
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- 238000000034 method Methods 0.000 title claims abstract description 23
- 230000005540 biological transmission Effects 0.000 claims abstract description 17
- 238000001514 detection method Methods 0.000 claims description 4
- 238000002485 combustion reaction Methods 0.000 description 4
- 230000000994 depressogenic effect Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000002349 favourable effect Effects 0.000 description 2
- 238000011156 evaluation Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
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Classifications
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/50—Queue scheduling
- H04L47/52—Queue scheduling by attributing bandwidth to queues
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/10—Flow control; Congestion control
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/10—Flow control; Congestion control
- H04L47/17—Interaction among intermediate nodes, e.g. hop by hop
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/10—Flow control; Congestion control
- H04L47/24—Traffic characterised by specific attributes, e.g. priority or QoS
- H04L47/2441—Traffic characterised by specific attributes, e.g. priority or QoS relying on flow classification, e.g. using integrated services [IntServ]
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/50—Queue scheduling
-
- H—ELECTRICITY
- H04—ELECTRIC COMMUNICATION TECHNIQUE
- H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
- H04L47/00—Traffic control in data switching networks
- H04L47/50—Queue scheduling
- H04L47/62—Queue scheduling characterised by scheduling criteria
- H04L47/622—Queue service order
- H04L47/623—Weighted service order
Definitions
- the present invention relates to a method for detecting a clutch bite-point of a clutch that is connected to a driving motor, wherein the rotational speed of the driving motor and the wheel rotational speed values of the wheels driven by the driving motor are determined.
- the invention further relates to a device for implementing the method.
- the exact clutch bite-point is required, for example, as a release criterion for an automatic release operation of an electric parking brake in a motor vehicle.
- each clutch is subject to wear, which changes the position of the bite-point.
- DE 10 2005 011 032 A1 discloses a method for detecting the point of time of engagement of a clutch that is connected to a driving motor, when a check is made as to whether a torque provided by a driving motor is within a predetermined range and when clutch engagement is detected as soon as a rate of change of the rotational speed falls below a predetermined first threshold value.
- the torque provided by the driving motor is required as an input variable, the torque being different in individual internal combustion engines.
- the torque provided by the driving motor is not measured directly, but is calculated from the rate of injection, the rotational speed of the engine, air quantity, etc. Therefore, the torque is not always available in a sufficient quantity, as is the case after a cold start of the internal combustion engine, for example.
- an object of the invention is to improve upon a method in such a way that the clutch bite-point is determined in a reliable manner with a higher rate of precision.
- this object is achieved in that a transmission ratio is determined, which is produced from a quotient of the wheel rotational speed values and the rotational speed of the driving motor, and in that the clutch bite-point is established when the transmission ratio and the rotational speed of the driving motor have a local minimum.
- the required rotational speed of the driving motor and the wheel rotational speed values are available with higher precision than the value for the torque of the driving motor, since they are sensed directly by sensors.
- the effort of application is considerably lower for different internal combustion engines, since the method of the invention does not require the torque that is different for each internal combustion engine.
- a clutch pedal travel sensor senses the position of a clutch pedal and that the position of the clutch pedal at the clutch bite-point is saved.
- the position of the accelerator pedal is sensed, and the detection of the clutch bite-point is performed exclusively when the accelerator pedal is not applied.
- the wheel rotational speed values are determined by means of wheel rotational speed sensors
- the accelerator pedal position is determined by means of an accelerator pedal travel sensor
- the position of the clutch pedal which corresponds to the clutch bite-point, is used as a criterion for the automatic release of an electric parking brake in a motor vehicle.
- the object is achieved in addition in that a means is provided determining a transmission ratio, which is produced from a quotient of the wheel rotational speed values and the rotational speed of the driving motor, and detecting the clutch bite-point when the transmission ratio and the rotational speed of the driving motor have a local minimum.
- a clutch pedal travel sensor for determining the clutch pedal position
- wheel rotational speed sensors for determining the wheel rotational speed values
- accelerator pedal travel sensor for determining the accelerator pedal position
- FIG. 1 is a schematic circuit diagram of a hydraulic brake system including an electromechanical unit for executing parking brake operations and on which the method of the invention can be implemented;
- FIG. 2 shows a graph illustrating a comparison between the signals of an accelerator pedal travel sensor, the signals of a clutch pedal travel sensor, a transmission ratio, a rotational speed of the driving motor, a torque of the driving motor, and wheel rotational speed values during travel of a motor vehicle.
- FIG. 1 represents a circuit diagram of a hydraulic brake system.
- the hydraulic brake system is equipped with wheel brakes 2 on a first axle, the front axle, which can be pressurized by way of a hydraulic line 9 during service brake operations.
- wheel rotational speed sensors 12 are associated with the wheels of the front axle whose output signals are sent to an electronic control and regulation unit (ECU) 5 .
- the electronic control and regulation unit 5 is associated with the service brake system.
- the rotational speeds of the wheels of the rear axle are determined by using wheel rotational speed sensors 13 and are sent to the above-mentioned electronic control and regulation unit 5 .
- the wheels of the rear axle include an electromechanically operable parking brake in addition to the wheel brakes 3 for service brake operations.
- the electromechanically operable parking brake comprises two lockable brake devices 4 , which, in the capacity of drum brakes 4 , are designed with each one spreading lock (not shown).
- the mentioned spreading lock is operable by an electromechanical adjusting unit 1 by means of a cable pull 11 , whereupon the drum brakes 4 are applied.
- a parking brake operation is executed after the operator has actuated an operating element 7 .
- the output signals of the operating element 7 are sent to an electronic control unit (ECU) 6 associated with the electromechanical parking brake, said ECU correspondingly actuating the above-mentioned electromechanical adjusting unit 1 .
- ECU electronice control unit
- the above-mentioned electronic control unit 6 and the electronic control and regulation unit 5 associated with the service brake system communicate with each other by way of a data line 8 that can be configured as a CAN connection, for example.
- FIG. 1 additionally represents a clutch pedal 14 , a service brake pedal 15 , and an accelerator pedal 16 as well as a clutch pedal travel sensor 18 that determines the clutch pedal travel.
- a clutch pedal 14 a service brake pedal 15
- an accelerator pedal 16 a clutch pedal 16 that determines the clutch pedal travel.
- the purpose of the mentioned sensors will be explained in detail in the following.
- the exact clutch bite-point is required as a release criterion for an automatic release operation of the electromechanically operable parking brake.
- the control unit 6 associated with the parking brake activates the adjusting unit 1 in the sense of a release operation of the parking brake. To detect a starting maneuver, it is initially checked, whether the ignition of the motor vehicle is activated. If this is the case, it is assumed that the motor vehicle shall be moved. For this purpose, an additional check is made, whether the driving motor is in the operating mode. It is found out by evaluation of the signals of the clutch pedal travel sensor 18 , whether the operator has depressed the clutch pedal.
- FIG. 2 illustrates the time variation of some measured variables when downshifting the manual transmission.
- the time variation shown in the top in FIG. 2 represents the position g of the accelerator pedal 16 and is designated by reference numeral 20 .
- the accelerator pedal position g can assume values between 0% and 100%.
- the accelerator pedal 16 is not applied during the detection of the clutch bite-point, since only gear shifts can be evaluated during which the operator does not step on the gas at the clutch bite-point.
- the time variation designated by reference numeral 21 represents the position of the clutch pedal 14 .
- the clutch pedal position s can likewise adopt values between 0% and 100%, and the position S bite of the clutch pedal 14 at the clutch bite-point is saved.
- a transmission ratio f is determined, which is produced from a quotient of the wheel rotational speed values v wheel and the rotational speed of the driving motor and is designated by reference numeral 22 in FIG. 2 .
- the variation of the mentioned rotational speed n of the driving motor is designated by reference numeral 23
- reference numeral 24 is assigned to the variation of the wheel rotational speed values v wheel . It can be seen in the variation 24 that the wheel rotational speed values v wheel lower, i.e. that the speed of the motor vehicle reduces.
- the detection of the clutch bite-point is performed during deceleration of the motor vehicle in the downshifting maneuver.
- the operator applies the clutch pedal during gearshift, that means the operator moves the clutch pedal 14 from the non-applied position into an almost fully applied position, as is illustrated in the positions 25 and 26 .
- the torque transmitted by the clutch will speed up the driving motor.
- the rotational speed n of the driving motor and the transmission ratio f will rise, as becomes apparent from positions 27 to 30 .
- the clutch pedal position S bite at which the rotational speed n and the transmission ratio f, respectively, begin to rise, is saved as the bite-point, that means when the transmission ratio f and the rotational speed n of the driving motor have a local minimum.
- the total ratio stabilizes itself after clutch engagement at a higher level than before the gearshift.
- the clutch bite-point is detected by way of rise of the rotational speed n of the driving motor during downshifting.
- the method of the invention does not have to be limited to the downshifting maneuver.
- the driving motor will adjust itself at the level of an idling speed and accelerates when engaging the clutch without depression of the accelerator pedal 16 . It is this way possible to extend the scope of application.
Abstract
Disclosed is a method for detecting a clutch bite-point of a clutch that is connected to a driving motor. A rotational speed of the driving motor and the wheel rotational speed values of the wheels driven by the driving motor are determined. The invention further relates to a device for implementing the method. As the exact clutch bite-point is required as a release criterion for an automatic release operation of an electric parking brake in a motor vehicle, a transmission ratio (f) is determined, which is produced from a quotient of the wheel rotational speed values (vwheel) and the rotational speed (n) of the driving motor, and that the clutch bite-point is established when the transmission ratio (f) and the rotational speed (n) of the driving motor have a local minimum.
Description
- The present invention relates to a method for detecting a clutch bite-point of a clutch that is connected to a driving motor, wherein the rotational speed of the driving motor and the wheel rotational speed values of the wheels driven by the driving motor are determined. The invention further relates to a device for implementing the method.
- The exact clutch bite-point is required, for example, as a release criterion for an automatic release operation of an electric parking brake in a motor vehicle. However, the problem is encountered that each clutch is subject to wear, which changes the position of the bite-point.
-
DE 10 2005 011 032 A1 discloses a method for detecting the point of time of engagement of a clutch that is connected to a driving motor, when a check is made as to whether a torque provided by a driving motor is within a predetermined range and when clutch engagement is detected as soon as a rate of change of the rotational speed falls below a predetermined first threshold value. In the prior art method, the torque provided by the driving motor is required as an input variable, the torque being different in individual internal combustion engines. The torque provided by the driving motor is not measured directly, but is calculated from the rate of injection, the rotational speed of the engine, air quantity, etc. Therefore, the torque is not always available in a sufficient quantity, as is the case after a cold start of the internal combustion engine, for example. - In view of the above, an object of the invention is to improve upon a method in such a way that the clutch bite-point is determined in a reliable manner with a higher rate of precision.
- According to the method, this object is achieved in that a transmission ratio is determined, which is produced from a quotient of the wheel rotational speed values and the rotational speed of the driving motor, and in that the clutch bite-point is established when the transmission ratio and the rotational speed of the driving motor have a local minimum. The required rotational speed of the driving motor and the wheel rotational speed values are available with higher precision than the value for the torque of the driving motor, since they are sensed directly by sensors. The effort of application is considerably lower for different internal combustion engines, since the method of the invention does not require the torque that is different for each internal combustion engine.
- It is arranged that a clutch pedal travel sensor senses the position of a clutch pedal and that the position of the clutch pedal at the clutch bite-point is saved.
- In a particularly favorable improvement, the position of the accelerator pedal is sensed, and the detection of the clutch bite-point is performed exclusively when the accelerator pedal is not applied.
- In this respect, the wheel rotational speed values are determined by means of wheel rotational speed sensors, and the accelerator pedal position is determined by means of an accelerator pedal travel sensor.
- In a particularly favorable improvement of the method of the invention, the position of the clutch pedal, which corresponds to the clutch bite-point, is used as a criterion for the automatic release of an electric parking brake in a motor vehicle.
- The object is achieved in addition in that a means is provided determining a transmission ratio, which is produced from a quotient of the wheel rotational speed values and the rotational speed of the driving motor, and detecting the clutch bite-point when the transmission ratio and the rotational speed of the driving motor have a local minimum.
- There is provision of a clutch pedal travel sensor for determining the clutch pedal position, wheel rotational speed sensors for determining the wheel rotational speed values, and an accelerator pedal travel sensor for determining the accelerator pedal position.
- The invention will be explained in detail in the following by way of an embodiment making reference to the accompanying drawings. In the drawings:
-
FIG. 1 is a schematic circuit diagram of a hydraulic brake system including an electromechanical unit for executing parking brake operations and on which the method of the invention can be implemented; -
FIG. 2 shows a graph illustrating a comparison between the signals of an accelerator pedal travel sensor, the signals of a clutch pedal travel sensor, a transmission ratio, a rotational speed of the driving motor, a torque of the driving motor, and wheel rotational speed values during travel of a motor vehicle. -
FIG. 1 represents a circuit diagram of a hydraulic brake system. The hydraulic brake system is equipped withwheel brakes 2 on a first axle, the front axle, which can be pressurized by way of ahydraulic line 9 during service brake operations. To check the desired braking deceleration and realize anti-lock control (ABS) as well as to detect the vehicle speed, wheelrotational speed sensors 12 are associated with the wheels of the front axle whose output signals are sent to an electronic control and regulation unit (ECU) 5. The electronic control andregulation unit 5 is associated with the service brake system. On a second axle, the rear axle, there is also provision ofwheel brakes 3, which can be pressurized by way of a secondhydraulic line 10 during service brake operations. The rotational speeds of the wheels of the rear axle are determined by using wheelrotational speed sensors 13 and are sent to the above-mentioned electronic control andregulation unit 5. Further, the wheels of the rear axle include an electromechanically operable parking brake in addition to thewheel brakes 3 for service brake operations. The electromechanically operable parking brake comprises twolockable brake devices 4, which, in the capacity ofdrum brakes 4, are designed with each one spreading lock (not shown). The mentioned spreading lock is operable by an electromechanical adjustingunit 1 by means of acable pull 11, whereupon thedrum brakes 4 are applied. A parking brake operation is executed after the operator has actuated anoperating element 7. As this occurs, the output signals of theoperating element 7 are sent to an electronic control unit (ECU) 6 associated with the electromechanical parking brake, said ECU correspondingly actuating the above-mentionedelectromechanical adjusting unit 1. The above-mentioned electronic control unit 6 and the electronic control andregulation unit 5 associated with the service brake system communicate with each other by way of adata line 8 that can be configured as a CAN connection, for example. -
FIG. 1 additionally represents aclutch pedal 14, aservice brake pedal 15, and anaccelerator pedal 16 as well as a clutchpedal travel sensor 18 that determines the clutch pedal travel. The purpose of the mentioned sensors will be explained in detail in the following. - As has been mentioned already by way of introduction, the exact clutch bite-point is required as a release criterion for an automatic release operation of the electromechanically operable parking brake. After starting of the motor vehicle has been detected, the control unit 6 associated with the parking brake activates the adjusting
unit 1 in the sense of a release operation of the parking brake. To detect a starting maneuver, it is initially checked, whether the ignition of the motor vehicle is activated. If this is the case, it is assumed that the motor vehicle shall be moved. For this purpose, an additional check is made, whether the driving motor is in the operating mode. It is found out by evaluation of the signals of the clutchpedal travel sensor 18, whether the operator has depressed the clutch pedal. If the operator releases theclutch pedal 14 from the above-mentioned depressed position, a starting maneuver of the motor vehicle is identified, and the control unit 6 mentioned with respect toFIG. 1 actuates the adjustingunit 1 in the sense of a release operation of the parking brake. As every clutch is subject to wear, the position of the clutch bite-point will change. - The method of the invention for detecting the clutch bite-point is explained in more detail in the following by way of
FIG. 2 .FIG. 2 illustrates the time variation of some measured variables when downshifting the manual transmission. The time variation shown in the top inFIG. 2 represents the position g of theaccelerator pedal 16 and is designated byreference numeral 20. The accelerator pedal position g can assume values between 0% and 100%. As thevariation 20 shows, theaccelerator pedal 16 is not applied during the detection of the clutch bite-point, since only gear shifts can be evaluated during which the operator does not step on the gas at the clutch bite-point. - The time variation designated by
reference numeral 21 represents the position of theclutch pedal 14. The clutch pedal position s can likewise adopt values between 0% and 100%, and the position Sbite of theclutch pedal 14 at the clutch bite-point is saved. - To detect the clutch bite-point, a transmission ratio f is determined, which is produced from a quotient of the wheel rotational speed values vwheel and the rotational speed of the driving motor and is designated by
reference numeral 22 inFIG. 2 . The variation of the mentioned rotational speed n of the driving motor is designated byreference numeral 23, whilereference numeral 24 is assigned to the variation of the wheel rotational speed values vwheel. It can be seen in thevariation 24 that the wheel rotational speed values vwheel lower, i.e. that the speed of the motor vehicle reduces. In the embodiment described, the detection of the clutch bite-point is performed during deceleration of the motor vehicle in the downshifting maneuver. - The operator applies the clutch pedal during gearshift, that means the operator moves the
clutch pedal 14 from the non-applied position into an almost fully applied position, as is illustrated in thepositions positions 27 to 30. The clutch pedal position Sbite, at which the rotational speed n and the transmission ratio f, respectively, begin to rise, is saved as the bite-point, that means when the transmission ratio f and the rotational speed n of the driving motor have a local minimum. The total ratio stabilizes itself after clutch engagement at a higher level than before the gearshift. The clutch bite-point is detected by way of rise of the rotational speed n of the driving motor during downshifting. - The values of rotational speed n of the driving motor and wheel rotational speed values vwheel required for the method of the invention are at disposal with a high rate of precision, since they are directly sensed by means of sensors. This allows detecting the clutch bite-point also in a precise fashion. The effort of application of the method at topic to different motor vehicle models is comparatively low.
- The method of the invention does not have to be limited to the downshifting maneuver. When the operator disengages the clutch for a very long time in an upshifting maneuver, the driving motor will adjust itself at the level of an idling speed and accelerates when engaging the clutch without depression of the
accelerator pedal 16. It is this way possible to extend the scope of application.
Claims (9)
1-8. (canceled)
9. A method for detecting a clutch bite-point of a clutch that is connected to a driving motor, the method comprising:
determining rotational speed (n) of a driving motor;
determining wheel rotational speed values (vwheel) of wheels driven by the driving motor;
determining a transmission ratio (f), wherein the transmission ratio is determined from a quotient of the wheel rotational speed values (vwheel) and the rotational speed (n) of the driving motor; and
establishing a clutch bite-point the transmission ratio (f) and the rotational speed (n) of the driving motor have a local minimum.
10. The method of claim 9 , wherein a clutch pedal travel sensor (18) senses the position of a clutch pedal (14), and in that the position of the clutch pedal (14) at the clutch bite-point is saved.
11. The method of claim 9 , wherein a position of an accelerator pedal (16) is sensed, and the detection of the clutch bite-point is performed exclusively when the accelerator pedal (16) is not applied.
12. The method of claim 10 , wherein the accelerator pedal position is determined by means of an accelerator pedal travel sensor.
13. The method of claim 9 , wherein the wheel rotational speed values (vwheel) are determined by means of wheel rotational speed sensors (12, 13).
14. The method of claim 9 , wherein the position of the clutch pedal (18), which corresponds to the clutch bite-point, is used as a criterion for the automatic release of an electric parking brake in a motor vehicle.
15. A device for detecting a clutch bite-point of a clutch that is connected to a driving motor, the device comprising:
a device for determining rotational speed (n) of the driving motor and wheel rotational speed values (vwheel) of wheels driven by the driving motor;
a device for determining a transmission ratio (f), which is produced from a quotient of the wheel rotational speed values (fwheel) and the rotational speed (n) of the driving motor, and detecting the clutch bite-point when the transmission ratio (f) and the rotational speed (n) of the driving motor have a local minimum.
16. The device of claim 15 , further comprising a clutch pedal travel sensor (18) for determining the clutch pedal position, wheel rotational speed sensors (12, 13) for determining the wheel rotational speed values, and an accelerator pedal travel sensor for determining the accelerator pedal position.
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR05-04447 | 2005-05-02 | ||
FR0504447A FR2885275A1 (en) | 2005-05-02 | 2005-05-02 | METHOD FOR SCHEDULING PACKETS BELONGING TO FLOATS AND ASSOCIATED EQUIPMENT |
PCT/EP2006/061832 WO2006114423A1 (en) | 2005-04-27 | 2006-04-26 | Method and device for recognizing a clutch slipping point |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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PCT/EP2006/050884 A-371-Of-International WO2006100154A1 (en) | 2005-03-24 | 2006-02-13 | Cosmetic treatment with nitric oxide, device for performing said treatment and manufacturing method therefor |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US14/470,963 Continuation US20160106657A9 (en) | 2005-03-24 | 2014-08-28 | Cosmetic Treatment with Nitric Oxide, Device for Performing Said Treatment and Manufacturing Method Therefor |
Publications (1)
Publication Number | Publication Date |
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US20090131223A1 true US20090131223A1 (en) | 2009-05-21 |
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ID=35276339
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US11/919,752 Expired - Fee Related US7933204B2 (en) | 2005-05-02 | 2006-04-20 | Method for organizing packets belonging to streams, and associated equipment |
US11/919,152 Abandoned US20090131223A1 (en) | 2005-05-02 | 2006-04-26 | Method and device for detecting a clutch-bite point |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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US11/919,752 Expired - Fee Related US7933204B2 (en) | 2005-05-02 | 2006-04-20 | Method for organizing packets belonging to streams, and associated equipment |
Country Status (4)
Country | Link |
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US (2) | US7933204B2 (en) |
EP (1) | EP1878180B1 (en) |
FR (1) | FR2885275A1 (en) |
WO (1) | WO2006117448A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090137365A1 (en) * | 2007-11-26 | 2009-05-28 | Martin Leibbrandt | Method for controlling a clutch |
US20110130911A1 (en) * | 2008-07-24 | 2011-06-02 | Zf Friedrichshafen Ag | Method for operating a drive train |
US20160193995A1 (en) * | 2015-01-05 | 2016-07-07 | Hyundai Motor Company | Method for learning the kisspoint of an engine clutch in a hybrid vehicle |
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2005
- 2005-05-02 FR FR0504447A patent/FR2885275A1/en not_active Withdrawn
-
2006
- 2006-04-20 WO PCT/FR2006/000878 patent/WO2006117448A1/en active Application Filing
- 2006-04-20 US US11/919,752 patent/US7933204B2/en not_active Expired - Fee Related
- 2006-04-20 EP EP06755432A patent/EP1878180B1/en not_active Not-in-force
- 2006-04-26 US US11/919,152 patent/US20090131223A1/en not_active Abandoned
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US6937932B2 (en) * | 2002-03-26 | 2005-08-30 | Robert Bosch Gmbh | Detecting the clutch state during engine drag torque regulation |
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US20090137365A1 (en) * | 2007-11-26 | 2009-05-28 | Martin Leibbrandt | Method for controlling a clutch |
US8180549B2 (en) * | 2007-11-26 | 2012-05-15 | Getrag Ford Transmissions Gmbh | Method for controlling a clutch |
US20110130911A1 (en) * | 2008-07-24 | 2011-06-02 | Zf Friedrichshafen Ag | Method for operating a drive train |
US8509977B2 (en) * | 2008-07-24 | 2013-08-13 | Zf Friedrichshafen Ag | Method for operating a drive train |
US20160193995A1 (en) * | 2015-01-05 | 2016-07-07 | Hyundai Motor Company | Method for learning the kisspoint of an engine clutch in a hybrid vehicle |
US9789867B2 (en) * | 2015-01-05 | 2017-10-17 | Hyundai Motor Company | Method for learning the kisspoint of an engine clutch in a hybrid vehicle |
Also Published As
Publication number | Publication date |
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US7933204B2 (en) | 2011-04-26 |
FR2885275A1 (en) | 2006-11-03 |
WO2006117448A1 (en) | 2006-11-09 |
EP1878180B1 (en) | 2013-03-13 |
US20100278053A1 (en) | 2010-11-04 |
EP1878180A1 (en) | 2008-01-16 |
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