DE102011088855A1 - Method for controlling torque converter clutch of heavy-duty vehicle e.g. tractor, involves carrying out closing operation of bridging clutch during subsequent transmission of start-up circuit with opened clutch - Google Patents

Method for controlling torque converter clutch of heavy-duty vehicle e.g. tractor, involves carrying out closing operation of bridging clutch during subsequent transmission of start-up circuit with opened clutch

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Publication number
DE102011088855A1
DE102011088855A1 DE102011088855A DE102011088855A DE102011088855A1 DE 102011088855 A1 DE102011088855 A1 DE 102011088855A1 DE 102011088855 A DE102011088855 A DE 102011088855A DE 102011088855 A DE102011088855 A DE 102011088855A DE 102011088855 A1 DE102011088855 A1 DE 102011088855A1
Authority
DE
Germany
Prior art keywords
clutch
torque converter
lock
transmission
up clutch
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.)
Pending
Application number
DE102011088855A
Other languages
German (de)
Inventor
Johannes KEMLER
Maik Würthner
Joachim Staudinger
Andelko Vesenjak
Markus Maurer
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.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Priority to DE102011088855A priority Critical patent/DE102011088855A1/en
Publication of DE102011088855A1 publication Critical patent/DE102011088855A1/en
Application status is Pending legal-status Critical

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Classifications

    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H45/00Combinations of fluid gearings for conveying rotary motion with couplings or clutches
    • F16H2045/005Combinations of fluid gearings for conveying rotary motion with couplings or clutches comprising a clutch between fluid gearing and the mechanical gearing unit
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/14Control of torque converter lock-up clutches
    • F16H61/143Control of torque converter lock-up clutches using electric control means
    • F16H2061/146Control of torque converter lock-up clutches using electric control means for smoothing gear shift shock
    • FMECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16HGEARING
    • F16H61/00Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings

Abstract

The method involves bridging a torque converter (2) between a drive shaft (10) and a clutch (9) using a bridging clutch (7). A transmission input shaft (12) is decoupled from the torque converter and the drive shaft using the clutch. The bridging clutch is closed according to starting operation of the torque converter. The closing operation of the bridging clutch is carried out during a subsequent transmission of the start-up circuit with opened clutch.

Description

  • The invention relates to a method for controlling a converter clutch according to the preamble of patent claim 1.
  • Converter clutches are often used together with manual transmissions in commercial vehicles for demanding applications, such as heavy duty, construction site or military area to allow easy and low-wear starting of the vehicle even under the most difficult conditions.
  • Known torque converter clutches are arranged in the drive train of such vehicles between an internal combustion engine and a transmission and include a hydrodynamic torque converter for converting the drive torque of the internal combustion engine, a preferably formed as a friction clutch lock-up clutch, which is arranged parallel to the torque converter in the drive train and can mechanically bridge the torque converter, often one Freewheel clutch, which can bridge the torque converter in overrun mode, and a shift or disconnect clutch, with the help of which the transmission can be disconnected from the engine during transmission shifts.
  • The manual transmission is usually an automated transmission, which is usually switched in the load-free state, ie when the drive train is open. This automated transmission can have simple form-locking claw switching elements or be equipped with locking synchronizers, which adjust the rotational speed of the switching partners in each case via a friction clutch and only allow the positive engagement of the gear by a blocking element after completion of the synchronization.
  • As is known, the hydrodynamic torque converter consists of an oil-filled housing in which a pump wheel is connected or connectable to a crankshaft of the drive or internal combustion engine, and in which a turbine wheel is connected or connectable to an output shaft, and arranged between the impeller and the turbine wheel in a direction on a freewheel movable stator as a support element for torque conversion.
  • During operation, the impeller, driven by the internal combustion engine of the vehicle, sets the oil charge of the torque converter in motion. The kinetic flow energy of the oil is absorbed by the turbine wheel and converted into a rotational movement, which is transmitted to the input shaft of the transmission. The stator deflects the oil flowing back from the turbine wheel, so that the torque of the turbine wheel which can be output to the transmission is higher than the torque of the pump wheel received by the internal combustion engine. The torque converter thus operates as a continuously variable transmission, which can typically increase the torque of the drive motor by a factor of 2 to 2.5. Since the impeller always precedes the turbine wheel, however, there is a difference-speed-dependent increase in slip, which reduces the efficiency of the converter. In addition, the energy conversion in the torque converter generates heat that heats up the oil. Therefore, the hydrodynamic torque converter in modern drives consistently only briefly in acceleration phases, for example, to start in train operation or in deceleration phases, for example, as an aid in gear changes in overrun operation, operated. Otherwise, the impeller and the turbine wheel of the torque converter are frictionally connected by means of the lock-up clutch, so that the torque converter is bridged and hydrodynamically ineffective.
  • In torque converter clutches of the output of the turbine or the output side of the lock-up clutch is compared to conventional hydrodynamic torque converters not directly but switchably connected to a transmission input shaft of the gearbox. For this purpose, a preferably designed as a friction clutch and controllable by a control device clutch is arranged in the power flow between the turbine wheel and the transmission input shaft. The internal combustion engine with the torque converter is thus decoupled in transmission circuits of the transmission and thus the output of the transmission and the driven vehicle wheels.
  • For starting a drive gear is loaded load-free and closed the clutch in such a trained drive train. Via the torque converter, the driving internal combustion engine can then transmit a torque to the vehicle wheels and start the vehicle. After completion of the starting operation, the lock-up clutch is closed and thus the drive shaft of the drive motor rotatably connected to the transmission input shaft. During the gear shifts to change the gears in the following driving the clutch is opened in each case to switch the transmission load. The lock-up clutch can remain closed. The torque converter is conventional, ie with open lock-up clutch and closed clutch, effective as a starting element, and the clutch is effective with closed lock-up clutch when changing gears as a separating and connecting element of the transmission to the drive.
  • In particular, in driving situations with high loads and consequent relatively high differential speeds on the torque converter, as they often occur in the applications mentioned above, it may come when closing the lockup clutch after a startup due to the inertia of the drive motor to a jerky acceleration of the vehicle. Such shocks are perceived by the driver as unpleasant.
  • From the DE 2 011 206 A a mechanical change gear is known, with a torque converter clutch, which is upstream of the change gear in the power flow, and comprising a hydrodynamic torque converter, a torque converter in parallel with the lock-up clutch and arranged between the torque converter and the change gear disconnect clutch. The transmission uses the comfort offered by the torque converter in all gears. A switching unit is intended to open or close the lock-up clutch speed-dependent in the gears of the transmission. To determine switching points of the lockup clutch, the switching unit receives as input variable a speed value that depends on an output speed and a drive speed of the transmission. The relationship between the speed value and the input speed and the output speed can be realized electronically or mechanically. The input speed may be the engine speed or the transmission input speed resulting from the converter slip. The output speed of the transmission results from the transmission input speed and the respective gear ratio and determines the driving speed of the vehicle. From the speed value for each gear individual switching points for opening and closing the lock-up clutch to optimize the performance of the transmission by utilizing the torque converter.
  • From the DE 10 2010 028 077 A1 an automated manual transmission with a hydrodynamic starting and braking element is known, which comprises a pump, a turbine wheel and a lock-up clutch, and which is upstream of the transmission in the power flow. The impeller is connected to the drive shaft of a drive motor and connected via the lock-up clutch with an intermediate shaft, which is connected to a transmission input shaft. The turbine wheel can be connected to the intermediate shaft via an overrunning clutch and can be braked by a brake relative to a housing. In an upshift, the turbine wheel is braked by means of a brake and the transmission input shaft by means of a synchronization device of the transmission to synchronize a target gear. The deceleration of the transmission input shaft already takes place during the deceleration of the turbine wheel, starting with a time offset. Due to the largely parallel deceleration of the turbine wheel and the transmission input shaft a shortening of the transmission interruption of the transmission and the entire shift duration is achieved in the circuit and thus increases the ride comfort.
  • From the DE 10 2007 032 946 A1 is a powertrain with a manual transmission and a torque converter clutch is known, which is upstream of the transmission in the power flow and includes a hydrodynamic torque converter, a parallel to the torque converter lock-up clutch and arranged between the torque converter and the transmission clutch. The separating clutch is designed as a friction clutch and can be actuated automatically. The manual transmission is provided with positive clutches, such as dog clutches, which may be synchronized or unsynchronized. The clutch is always disengaged when falling below a minimum vehicle speed and not actuated accelerator pedal and brake pedal pressed, and engaged with starting gear when exceeding the minimum vehicle speed or accelerator pedal or brake pedal is not actuated. With the help of a repeatedly detected degree of depression of the brake pedal or derived variables, which is compared with a predetermined threshold value, upcoming start-up and imminent stops are detected. When starting the vehicle, the separating clutch is then engaged before exceeding a predetermined minimum vehicle speed or releasing a brake pedal or the operation of the accelerator pedal. When the vehicle is stopped, the disconnect clutch is disengaged even before the accelerator pedal is depressed and the brake pedal is actuated, even before the vehicle minimum speed has been undershot. This avoids overloading the friction clutch and improves ride comfort.
  • Against this background, the invention has for its object to provide a method for controlling a torque converter clutch, which improves the ride comfort and reduces the clutch wear in a vehicle operated therewith.
  • The solution of this problem arises from the features of the main claim, while advantageous embodiments and further developments of the invention are the dependent claims can be removed.
  • The invention is based on the finding that in the case of a commercial vehicle for heavy-duty and off-road applications with a zugkraftunterbrechend switching preferably automated transmission, and a hydrodynamic torque converter upstream of the transmission with a lock-up clutch and a clutch for interrupting the drive train in transmission circuits, which at high loads difficult closing operation of the lock-up clutch is then bumpless and reliable feasible if this in such operating phases takes place in which the clutch is opened anyway.
  • Accordingly, the invention is based on a method for controlling a torque converter clutch, which has a hydrodynamic torque converter, a lockup clutch and a clutch and is arranged in a drive train of a motor vehicle, for example a heavy commercial vehicle, in the power flow between a drive shaft of a drive motor and a transmission input shaft of a gearbox in which the torque converter can be bridged by means of the lock-up clutch between the drive shaft and the clutch, and in which the transmission input shaft is decoupled by means of the clutch of the torque converter and the drive shaft, wherein in transmission circuits, the transmission input shaft is decoupled by the clutch from the torque converter, and at the lock-up clutch is closed after a start-up carried out via the torque converter. In order to achieve the object, the invention provides that the closing operation of the lockup clutch takes place during a gearshift following the starting operation when the clutch is open.
  • Accordingly, the lock-up clutch is advantageously closed after starting during a running transmission circuit, the drive motor including the torque converter is separated by the clutch from the output. The speed and torque equalization between the converter input side and the converter output side when closing the lock-up clutch is fortunately imperceptible to the driver, because the open drive train acceleration pressure of the vehicle can not take place. This increases ride comfort and reduces wear on the lock-up clutch.
  • In addition, it can be provided that a speed criterion is taken into account for the closing operation of the lock-up clutch according to which the lock-up clutch is closed when the drive motor has reached or exceeded a predetermined minimum speed and a differential speed at the torque converter, which consists of its input-side speed and its output speed results, has fallen below a predetermined maximum value. This ensures that the lock-up clutch can be closed easily and with little wear, and that the torque converter is not operating in an inefficient or inefficient operating range. However, since the prioritized triggering criterion for closing the lockup clutch according to the teachings of the invention is a transmission circuit, said speed thresholds can be set more generously compared to a conventional method during the transmission shift, with the torque converter disconnected from the transmission input shaft and thus from the output. In particular, a comparatively larger differential speed can be accepted on the torque converter for the closing operation.
  • Furthermore, it can be provided that a waiting period is determined, after which the lock-up clutch is closed, if until then no gear shift has been triggered since the starting process. This can ensure that, in the event that no gearshift follows after starting, for example, because due to a high driving resistance in a large slope of the starting gear must be maintained after a certain period yet the torque converter is bridged so that the vehicle is not unnecessary Runs long in converter operation and impermissibly high oil temperatures in the torque converter and increased fuel consumption arise.
  • Appropriately, after the waiting period, first the engine speed of the drive motor and the differential speed of the torque converter is detected and evaluated before the lock-up clutch is closed. In this case, the stricter speed criteria can be applied, which would normally be used in a conventional closing of the lock-up clutch outside a transmission circuit.
  • For determining the waiting period, it may be provided that a current driving resistance value is determined during a stopping process, and that after the starting process following the stopping process, this driving resistance value is taken into account. The driving resistance, which essentially results from the gradient resistance and the rolling resistance and the air resistance, can be determined with sufficient accuracy, for example, from the ratio of the vehicle acceleration to the engine torque and / or with the aid of an inclination sensor. A method for determining the running resistance of a motor vehicle is, for example, in DE 10 2006 022 170 A1 described.
  • Accordingly, the waiting period may be dependent on the current driving resistance, which was determined or calculated when approaching the vehicle standstill. As a result, in particular in the case of very large gradients or in difficult off-road conditions, the converter operation can be extended, if necessary even without a time limit. On the other hand, a shortening of the waiting period for large slopes or at high driving resistance is possible, resulting in that despite a relatively high differential speed on the torque converter this is reduced by early bridging of the torque converter. This can be useful to be able to perform a desired upshift.
  • In addition, it can be provided that, in the case of a transmission circuit and / or during a starting process, a so-called safety period is initially waited during which activation or a change in the activation of the lockup clutch and / or the clutch is suppressed. As a result, it can be ensured in principle that no unwanted or prematurely triggered transmission circuits or converter bypasses occur in the event of short-term signal fluctuations or malfunctions of sensors, for example when detecting the relevant rotational speeds and accelerations.
  • However, the duration of the safety period can also be continuously adapted to the rising driving resistance in a starting process in which the driving resistance increases, whereby the safety period changes in the direction of shortening the same, for example to allow the torque converter to close as early as possible.
  • To clarify the invention, the description is accompanied by a drawing of an embodiment. In this, the single figure shows a simplified schematic representation of a drive train of a commercial vehicle with a torque converter clutch. Such a drive train for heavy duty tractors, with a combination of a torque converter clutch and an automated manual transmission, is known per se. The converter clutch 1 includes a hydrodynamic torque converter 2 , an automatically operated lock-up clutch 7 , a push-freewheel 8th and a clutch nine , The lockup clutch 7 and the clutch nine are designed as friction clutches.
  • The torque converter 2 has an impeller in an oil-filled housing, not shown 3 , a turbine wheel 4 and a stator 5 on. The impeller 3 is with a drive shaft 10 or a drive shaft of a drive motor designed as an internal combustion engine 11 connected. The turbine wheel 4 is with the input side 9a the clutch nine connected. The exit side 9b the clutch nine is with a transmission input shaft 12 of the automated manual transmission 13 connected. The stator 5 of the torque converter 2 is between the impeller 3 and the turbine wheel 4 arranged and in one direction on a freewheel 6 movably arranged. The lockup clutch 7 is input side with the drive shaft 10 of the drive motor 11 and on the output side with the input side 9a the clutch nine connected. The sliding freewheel 8th is between the drive motor 11 and the lock-up clutch 7 arranged in parallel.
  • The clutch nine is as a separator for opening the drive train and thus for decoupling the gearbox nine from the torque converter 2 as well as the drive motor 11 in gear shifting 13 effective. The torque converter 2 can be used as a starting element. The lockup clutch 7 is as a mechanical frictional element between the drive motor 11 and the clutch nine or with the clutch disengaged the manual transmission 13 effective. The sliding freewheel 8th serves as a bridging element for bridging the torque converter 2 in overrun mode of the vehicle.
  • In a running according to the invention method for controlling the converter clutch 1 is before starting the first stationary vehicle with open clutch nine in the manual transmission 13 a starting gear, for example, a second or a third gear, inserted and the clutch 13 then closed. The drive motor 11 transmits at a subsequent concrete start of the vehicle via the torque converter 2 with open lock-up clutch 7 and closed clutch nine a drive torque, which in the torque converter 2 increased and in the manual transmission 13 is translated according to the switched starting gear, the driven vehicle wheels, whereupon the vehicle starts.
  • Until the next first gear change, but at the latest up to the expiry of a predetermined waiting period, depending on the current driving resistance, the lock-up clutch remains 7 open. When the clutch nine the drive train to carry out the gear change in the manual transmission 13 opens, and thus the drive motor 11 and the torque converter 2 decoupled from the output, the lock-up clutch is during the current transmission circuit 7 closed. By closing the clutch nine after inserting the target gear is thus the drive motor 11 directly to the manual transmission 13 drive technology coupled.
  • The current driving resistance value can be determined, for example, during the last stopping process of the vehicle, ie before the current starting process. As a result of the dependence of the said waiting period on the current driving resistance value, the waiting period can be between a comparatively small and a large value. This ensures that the starting process at least largely using the torque converter 2 is carried out.
  • The closing process of the lock-up clutch 7 is speed dependent, this closing operation is only started when the engine speed has reached a minimum speed value and the speed difference between the impeller 3 which is the turbine wheel 4 leading the way, and the turbine wheel 4 has fallen below a maximum speed value.
  • If, after a hydrodynamic start-up, no gearshift can be carried out, for example because the currently active starting gear should still be used due to a large and long roadway gradient, the lock-up clutch will become active after the waiting period has elapsed 7 closed outside a transmission circuit. This ensures that the vehicle does not run unnecessarily long in converter operation. Also in this mode of operation, the closing operation of the lock-up clutch 7 speed-dependent, but preferably with other speed limit values, for example, only at a smaller difference in the rotational speeds of impeller 3 and turbine wheel 4 ,
  • LIST OF REFERENCE NUMBERS
  • 1
    Torque converter clutch
    2
    Hydrodynamic torque converter
    3
    impeller
    4
    turbine
    5
    stator
    6
    freewheel
    7
    lock-up clutch
    8th
    freewheel
    9
    clutch
    9a
    Clutch input side
    9b
    Clutch output side
    10
    drive shaft
    11
    drive motor
    12
    Transmission input shaft
    13
    manual transmission
  • QUOTES INCLUDE IN THE DESCRIPTION
  • This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.
  • Cited patent literature
    • DE 2011206A [0010]
    • DE 102010028077 A1 [0011]
    • DE 102007032946 A1 [0012]
    • DE 102006022170 A1 [0021]

Claims (7)

  1. Method for controlling a torque converter clutch ( 1 ), which is a hydrodynamic torque converter ( 2 ), a lock-up clutch ( 7 ) and a clutch ( nine ) and in a drive train of a motor vehicle, for example, a heavy commercial vehicle, in the power flow between a drive shaft ( 10 ) of a drive motor ( 11 ) and a transmission input shaft ( 12 ) of a manual transmission ( 13 ) is arranged, wherein the torque converter ( 2 ) by means of the lock-up clutch ( 7 ) between the drive shaft ( 10 ) and the clutch ( nine ) is bridgeable, and wherein the transmission input shaft ( 12 ) by means of the clutch ( nine ) of the torque converter ( 2 ) and the drive shaft ( 10 ) can be decoupled, wherein in transmission circuits, the transmission input shaft ( 12 ) through the clutch ( nine ) of the torque converter ( 2 ) and in which the lock-up clutch ( 7 ) after one via the torque converter ( 2 ) is closed, characterized in that the closing operation of the lock-up clutch ( 7 ) during a following on the starting gear transmission circuit with open clutch ( nine ) he follows.
  2. A method according to claim 1, characterized in that for the closing operation of the lock-up clutch ( 7 ) a speed criterion is taken into account according to which the lock-up clutch ( 7 ) is closed when the drive motor ( 11 ) has reached or exceeded a predetermined minimum speed and a differential speed at the torque converter ( 2 ), which consists of an input-side rotational speed and an output-side rotational speed on the torque converter ( 2 ), has fallen below a predetermined maximum value.
  3. A method according to claim 1 or 2, characterized in that a waiting period is determined, after which the lock-up clutch ( 7 ) is closed, if until then no gear shift was triggered after the starting process.
  4. A method according to claim 3, characterized in that after the waiting period, first the engine speed of the drive motor ( 11 ) and the differential speed of the torque converter ( 2 ) and evaluated before the lock-up clutch ( 7 ) is closed.
  5. Method according to one of claims 1 to 4, characterized in that in a stopping process, a current driving resistance value is determined, and that in the determination of a waiting period after the starting process following the stopping process, this driving resistance value is taken into account.
  6. Method according to one of claims 1 to 5, characterized in that in a transmission circuit and / or during a start-up operation first a safety period is awaited, during which a control or a change of the control of the lock-up clutch ( 7 ) and / or the clutch ( nine ) is suppressed.
  7. A method according to claim 6, characterized in that the duration of the safety period in a starting operation, during which the driving resistance increases, is continuously adapted to the increasing driving resistance, wherein the safety period in the direction of shortening thereof changes.
DE102011088855A 2011-12-16 2011-12-16 Method for controlling torque converter clutch of heavy-duty vehicle e.g. tractor, involves carrying out closing operation of bridging clutch during subsequent transmission of start-up circuit with opened clutch Pending DE102011088855A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
DE102011088855A DE102011088855A1 (en) 2011-12-16 2011-12-16 Method for controlling torque converter clutch of heavy-duty vehicle e.g. tractor, involves carrying out closing operation of bridging clutch during subsequent transmission of start-up circuit with opened clutch

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011088855A DE102011088855A1 (en) 2011-12-16 2011-12-16 Method for controlling torque converter clutch of heavy-duty vehicle e.g. tractor, involves carrying out closing operation of bridging clutch during subsequent transmission of start-up circuit with opened clutch
CN201210548525.XA CN103161940B (en) 2011-12-16 2012-12-17 A method for controlling a torque converter clutch device

Publications (1)

Publication Number Publication Date
DE102011088855A1 true DE102011088855A1 (en) 2013-06-20

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DE102011088855A Pending DE102011088855A1 (en) 2011-12-16 2011-12-16 Method for controlling torque converter clutch of heavy-duty vehicle e.g. tractor, involves carrying out closing operation of bridging clutch during subsequent transmission of start-up circuit with opened clutch

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Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104455393B (en) * 2014-11-27 2017-02-22 长城汽车股份有限公司 A method for controlling the moving car break mitigation and control apparatus
CN104691317A (en) * 2015-02-11 2015-06-10 王子齐 Transmission and preparation integration assembly for electromechanical automatic gearbox of pure electric vehicle
CN106671773A (en) * 2015-11-09 2017-05-17 熵零股份有限公司 Energy adjusting method and system
CN106990358A (en) * 2017-05-02 2017-07-28 国网重庆市电力公司 Rotation speed criterion calculation method for power-load unbalance protection

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DE2011206A1 (en) 1970-03-10 1971-09-30
DE4028710A1 (en) * 1989-09-09 1991-03-28 Jatco Corp The control device for the automatic change gear in a ueberbrueckungskupplung
DE102006022170A1 (en) 2006-05-12 2008-01-31 Zf Friedrichshafen Ag Method for determining the driving resistance of a motor vehicle
DE102007032946A1 (en) 2007-07-14 2009-01-15 Zf Friedrichshafen Ag A method for controlling an automated separating clutch
DE102010028077A1 (en) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag A method for shift control of an automated manual transmission

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JPS6250704B2 (en) * 1982-01-14 1987-10-26 Nissan Motor
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JP4201111B2 (en) * 2001-10-31 2008-12-24 アイシン・エィ・ダブリュ株式会社 The lock-up control device for an automatic transmission
JP2005042800A (en) * 2003-07-28 2005-02-17 Aisin Aw Co Ltd Control device of vehicle
JP4269893B2 (en) * 2003-10-30 2009-05-27 トヨタ自動車株式会社 Control apparatus for a vehicle installed with a continuously variable transmission
DE102008043109A1 (en) * 2008-10-23 2010-04-29 Zf Friedrichshafen Ag A method for closing of the converter lock-up clutch in a power transmission of a working machine
US8109857B2 (en) * 2009-04-23 2012-02-07 GM Global Technology Operations LLC Vehicle launch device having fluid coupling and electric machine

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2011206A1 (en) 1970-03-10 1971-09-30
DE4028710A1 (en) * 1989-09-09 1991-03-28 Jatco Corp The control device for the automatic change gear in a ueberbrueckungskupplung
DE102006022170A1 (en) 2006-05-12 2008-01-31 Zf Friedrichshafen Ag Method for determining the driving resistance of a motor vehicle
DE102007032946A1 (en) 2007-07-14 2009-01-15 Zf Friedrichshafen Ag A method for controlling an automated separating clutch
DE102010028077A1 (en) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag A method for shift control of an automated manual transmission

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CN103161940A (en) 2013-06-19

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