DE19631281C2 - Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation - Google Patents

Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation

Info

Publication number
DE19631281C2
DE19631281C2 DE19631281A DE19631281A DE19631281C2 DE 19631281 C2 DE19631281 C2 DE 19631281C2 DE 19631281 A DE19631281 A DE 19631281A DE 19631281 A DE19631281 A DE 19631281A DE 19631281 C2 DE19631281 C2 DE 19631281C2
Authority
DE
Germany
Prior art keywords
transmission
speed
continuously variable
stopping
cvt
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.)
Expired - Fee Related
Application number
DE19631281A
Other languages
German (de)
Other versions
DE19631281A1 (en
Inventor
Gunter Juergens
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.)
LuK GS Verwaltungs GmbH and Co KG
Original Assignee
LuK GS Verwaltungs GmbH and Co KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE19530931 priority Critical
Priority to DE19530930 priority
Priority to DE19530929 priority
Priority to DE19530932 priority
Priority to DE19530852 priority
Priority to DE19530933 priority
Priority to DE19536865 priority
Priority to DE19536747 priority
Priority to DE19536864 priority
Priority to DE19536863 priority
Priority to DE19631281A priority patent/DE19631281C2/en
Application filed by LuK GS Verwaltungs GmbH and Co KG filed Critical LuK GS Verwaltungs GmbH and Co KG
Publication of DE19631281A1 publication Critical patent/DE19631281A1/en
Application granted granted Critical
Publication of DE19631281C2 publication Critical patent/DE19631281C2/en
Anticipated expiration legal-status Critical
Expired - Fee Related legal-status Critical Current

Links

Classifications

    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/36Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings
    • B60K6/365Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the transmission gearings with the gears having orbital motion
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48Parallel type
    • B60K6/485Motor-assist type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60KARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
    • B60K6/54Transmission for changing ratio
    • B60K6/543Transmission for changing ratio the transmission being a continuously variable transmission
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101Infinitely variable gearings
    • B60W10/107Infinitely variable gearings with endless flexible members
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101Infinitely variable gearings
    • B60W10/108Friction gearings
    • B60W10/109Friction gearings of the toroïd type
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W30/00Purposes 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18063Creeping
    • 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
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/06Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/0846CVT using endless flexible members
    • 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
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/06Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H37/086CVT using two coaxial friction members cooperating with at least one intermediate friction member
    • 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
    • F16H47/00Combinations of mechanical gearing with fluid clutches or fluid gearing
    • F16H47/02Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type
    • F16H47/04Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the volumetric type the mechanical gearing being of the type with members having orbital motion
    • 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
    • F16H61/66Control 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 continuously variable gearings
    • F16H61/662Control 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 continuously variable gearings with endless flexible means
    • F16H61/66254Control 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 continuously variable gearings with endless flexible means controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • 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
    • F16H61/66Control 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 continuously variable gearings
    • F16H61/664Friction gearings
    • F16H61/6648Friction gearings controlling of shifting being influenced by a signal derived from the engine and the main coupling
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W20/00Control systems specially adapted for hybrid vehicles
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT 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
    • B60W2710/00Output or target parameters relating to a particular sub-units
    • B60W2710/02Clutches
    • B60W2710/025Clutch slip, i.e. difference between input and output speeds
    • 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
    • F16H15/00Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members
    • F16H15/02Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by friction between rotary members without members having orbital motion
    • F16H15/04Gearings providing a continuous range of gear ratios
    • F16H15/06Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B
    • F16H15/32Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line
    • F16H15/36Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface
    • F16H15/38Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces
    • F16H2015/383Gearings providing a continuous range of gear ratios in which a member A of uniform effective diameter mounted on a shaft may co-operate with different parts of a member B in which the member B has a curved friction surface formed as a surface of a body of revolution generated by a curve which is neither a circular arc centered on its axis of revolution nor a straight line with concave friction surface, e.g. a hollow toroid surface with two members B having hollow toroid surfaces opposite to each other, the member or members A being adjustably mounted between the surfaces with two or more sets of toroid gearings arranged in parallel
    • 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
    • F16H37/00Combinations of mechanical gearings, not hereinbefore provided for
    • F16H37/02Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings
    • F16H37/06Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
    • F16H37/08Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
    • F16H37/0833Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
    • F16H37/084Combinations of mechanical gearings, not hereinbefore provided for comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
    • F16H2037/088Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
    • 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
    • F16H59/00Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14Inputs being a function of torque or torque demand
    • F16H2059/144Inputs being a function of torque or torque demand characterised by change between positive and negative drive line torque, e.g. torque changes when switching between coasting and acceleration
    • 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
    • F16H61/66Control 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 continuously variable gearings
    • F16H2061/6604Special control features generally applicable to continuously variable gearings
    • F16H2061/6609Control of clutches or brakes in torque split transmissions
    • 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
    • F16H61/66Control 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 continuously variable gearings
    • F16H2061/6604Special control features generally applicable to continuously variable gearings
    • F16H2061/6614Control of ratio during dual or multiple pass shifting for enlarged ration coverage
    • 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
    • F16H9/00Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members
    • F16H9/02Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion
    • F16H9/04Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes
    • F16H9/12Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members
    • F16H9/16Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts
    • F16H9/18Gearings for conveying rotary motion with variable gear ratio, or for reversing rotary motion, by endless flexible members without members having orbital motion using belts, V-belts, or ropes engaging a pulley built-up out of relatively axially-adjustable parts in which the belt engages the opposite flanges of the pulley directly without interposed belt-supporting members using two pulleys, both built-up out of adjustable conical parts only one flange of each pulley being adjustable
    • Y02T10/6221
    • Y02T10/6226

Description

The invention relates to a method according to the preamble of the patent claim 1.

The behavior of drive trains with automatic transmissions when braking a motor vehicle to a standstill is characterized, among other things, by the following points:

  • - In the lower gears of gradually shifting automatic Freewheels are often used in gears, so without complicated Control strategies a good upshift comfort is achieved. These freewheels must be bridged by additional clutches in overrun mode, which is usually only in low gear steps, but not in normal Driving range D takes place.  
  • - A hydraulic torque converter is usually used as the starting element used, depending on its speed ratio, thrust or tension transfers.

It is typical of the stopping process in multi-speed automatic transmissions that, on the one hand, the vehicle must be braked with the service brake in the lower gears while the engine rotates largely freely at its idling speed, and on the other hand a creep torque builds up as soon as the transmission-side, ie the turbine Speed of the torque converter falls below the engine idle speed. This behavior is illustrated in FIG. 4, top two diagrams. The abscissa represents the time axis of a stopping process. The ordinate in the top diagram shows the ratio between the output speed of the torque converter ω ab and the idling speed of the engine ω mot . In the second diagram, the ordinate indicates the output torque M ab of the hydraulic torque converter, which converts from a braking torque into a drive torque that is the same as the creeping torque when the vehicle is at a standstill (output torque of the torque converter = zero) if the speed between the output speed of the torque converter and idling speed of the engine is the same Maximum reached.

With continuously variable automatic transmissions, there is usually no freewheel, d. H. the converter output speed (turbine speed) is directly from Gear ratio of the continuously variable transmission determined. That means, that the output torque curve when decelerating the vehicle by Interaction between engine idle speed controller and transmission ratio control is determined.

Fig. 3 describes the engine behavior in the idling range. The abscissa indicates the engine speed ω, the ordinate indicates the engine torque M mot . ω mot is again the engine idling speed. Above the idle speed ω mot , the engine delivers a thrust torque in overrun; below the idle speed, an additional torque is applied due to the normally available idle controller (electronic or conventional). The course of the engine torque over engine speed is different depending on the controller version. This gradient has a significant influence on the output torque curve when stopping.

The ratio control of a continuously variable transmission gives a turbine speed that is greater than the engine idling speed, so it turns out on Transmission output a thrust torque that corresponds to the thrust torque of the engine, multiplied by the gear ratio. Is through the translator control the turbine speed is lower than the engine speed, so  there is a positive (pull) moment, which in turn depends on that Torque due to the idle speed multiplied by the torque wall in the torque converter multiplied by the ratio in the stepless Transmission. If a clutch is used instead of a torque converter, then what has been said applies until the clutch slips. If you leave that Slip - as shown in DE 39 39 660 A1 - slip, depending on the differential speed direction Train or thrust occur at a height, again from the clutch moment - multiplied by the ratio of the continuously variable transmission - depends.

If no special measures are taken, the result is at continuously variable transmission due to the lack of freewheels gear than the step machine. Is the engine due to the gear ratio regulation of the continuously variable transmission in the thrust area, that multiplies Thrust torque with the transmission of the continuously variable transmission. For one good roll-out comfort, it would be necessary not to over-translate to choose what contradicts the requirement when accelerating in as large a translation as possible. A translation adjustment in Standstill of the vehicle is problematic.

The situation with stepless transmissions becomes particularly difficult a so-called zero-rule or geared-neutral structure, such as that found in VDI reports 579, Pages 125-150 are known in the order of the  Approach point the ratio is infinite, so that the output torque ver runs are particularly difficult to control.

A known transmission with such a geared-neutral structure is shown schematically in FIG. 5. It comprises an input shaft e and an output shaft a. At a first branch node 3 , the transmission path between the input shaft and the output shaft is divided into two paths. The first path contains a friction clutch K1, which is followed by a transmission stage 5 , to which a differential gear 7 connects, the output of which is connected to the output shaft a via a second branching node 9 .

The second transmission path contains a continuously variable transmission CVT, for example a belt transmission with two disks with variable diameters, the output of which is connected via a node 11 to a support member of the transmission 7 and via a second friction clutch K2 to the second branch node 9 .

The function of the transmission according to FIG. 5 will be explained with reference to FIG. 6, in which the speed ratio of the entire transmission is plotted on the abscissa and the speed ratio of the continuously variable transmission is plotted on the ordinate. Mean:
ν G the speed ratio of the entire transmission,
ν CVT the speed ratio of the continuously variable transmission,
ω a the speed of the output shaft a,
ω e is the speed of the input shaft e and
ω Wa is the speed of the output shaft of the continuously variable transmission.

In the range of low overall speed ratios, clutch K1 is closed and clutch K2 is open, the relative speed Δω K2 / ω e of clutch K2 being indicated in the lower left half of FIG. 6. This relative speed decreases with decreasing speed ratio of the continuously variable transmission CVT and in the example shown is at the speed ratio 0.45, the synchronization point of the transmission, zero. At speed ratios ν G above 0.45, clutch K2 is closed and clutch K1 is open, the relative speed at clutch K1 being indicated in the lower right half of FIG. 6. As can further be seen from FIG. 6, the transmission ratio ν G of the transmission decreases as the transmission ratio of the continuously variable transmission CVT and clutch K1 increases to ever smaller values and finally takes the value zero at a value of 1.45 of the transmission ratio ν CVT on. If the gear ratio CVT is further increased, then ν G takes on negative values, ie the output shaft begins to rotate backwards when the input shaft is turned further forward. The point at which the gear ratio is zero is called the neutral point.

In Fig. 4, below, the output torque curve of such a geared-neutral transmission is shown without the presence of a torque converter. If the gear ratio control of the continuously variable transmission CVT of FIG. 5 gives exactly the engine idling speed, the output torque is also exactly zero (Δ = zero). In this view, the effects of mass accelerations and mass decelerations in the transmission structure are neglected. However, if the engine speed determined by the gear ratio is below the idling speed, a creep torque will result which, when neglecting losses at a standstill due to the torque ratio, must be infinite. Similarly, if the engine speed is set too high, there is a thrust torque that can also go towards infinity.

Since the engine idle speed depends on many parameters and also the entire gear ratio control of the CVT transmission is subject to tolerance, is the Stopping process for geared neutral transmissions without additional measures problematic unless you bet, as von Vahabzadeh, H .; James, P .; Dittrich, O .; "Continuously variable zero-speed transmission with power split", 23. FISITA, Turin, 1990, described freewheels.

The invention has for its object to provide a method with which the stopping process with a continuously variable, automatic transmission provided motor vehicle with little design effort in satisfied controlling way.

This object is achieved with a method according to claim 1.

By combining a transmission control of the continuously variable transmission and a torque control of the friction slipping in the drive train clutch can the output torque curve, that is the torque curve the output shaft of the transmission effective on the vehicle, in a wide range Area can be freely specified.

Such a friction clutch is either as in continuously variable transmissions Start clutch or range change clutch available. Especially It is advantageous if the slipping clutch between the stepless Transmission and the output is because then the output torque is not that Coupling torque is multiplied by the gear ratio, but directly the clutch torque. Taking into account the respective gear However, translation can also be a drive-side friction clutch control according to the desired output torque.  

The subclaims relate to advantageous embodiments of the invention directed method according to the invention.

Overall, is achieved with the invention without the need for Installation of freewheels to a satisfactory output torque curve achieve.

The invention is described below with the aid of schematic drawings for example and explained in more detail.

They represent:

Fig. 1 diagrams for explaining the use of the invention in a geared neutral transmission,

Fig. 2 is an overall diagram of a powertrain having control apparatus for performing the method according to the invention,

Fig. 3, which builds up the engine torque as a function of different speeds,

Fig. 4, in a drive train construction moments in dependence from the ratio of output speed to idling speed of the engine,

Fig. 5 shows the diagram of a geared-neutral transmission and

Fig. 6 are diagrams for explaining the operation of the Geared- neutral transmission according to Fig. 5.

Like the FIG. 4 already explained, the abscissa of FIG. 1 means the time axis during a stopping process. The top straight line shows the course of the speed ratio ν G = speed ω a of the output shaft a ( FIG. 5) to speed ω e of the input shaft e during the stopping process.

The middle straight lines parallel to one another according to FIG. 1 give an example of a course of the speed difference Δω between idling speed of the engine ω mot and speed ω e of the input shaft during a stopping process. The middle solid straight line corresponds to the case in which ω mot and ω e are matched to one another in such a way that they correspond to one another in gear ratio 1. With the dash-dotted upper straight line, the idling speed is high or the gear ratio control of the transmission is not ideally matched to the engine speed. In the dashed curve, the gear ratio is such that the speed of the transmission input shaft is equal to the idle speed even at gear speed ratios above 1. The bottom curves in FIG. 1 show the output torques which occur on the drive shaft a, the maximum output torque (creep torque M K1 ) being determined by the actuation of the clutch K1. As can be seen immediately, by appropriately regulating the gear ratio and actuating the clutch K1, largely any predeterminable course of the output torque, from a braking torque (on the left in FIG. 1) to a driving or creeping torque (on the right in FIG. 1), can be generated. The transmission ratio when the vehicle is at a standstill, which is important for the starting dynamics, can also be varied within wide limits.

FIG. 2 shows an overall arrangement for carrying out the method described with reference to FIG. 1.

The power-split transmission here comprises a continuously variable transmission CVT, which is designed as a belt transmission with two conical pulleys S1 and S2. The gear 7 is designed as a planetary gear, the ring gear 13 is fixedly connected to the output shaft a, the planet gear 15 meshes with the gear ratio 5 and the sun gear 17 is rotatably connected to the output shaft of the continuously variable transmission CVT. The first clutch K1 connects the input shaft e to the transmission stage 5 ; the second clutch K2 connects the planet gear carrier 15 to the ring gear 13 .

The output shaft of the transmission a is connected via an axle differential 19 to the driven wheels 21 of a motor vehicle. The input shaft e is connected to the internal combustion engine 25 via a dual-mass flywheel 23 . The ring gear 13 works with a lockup clutch KL to stop the vehicle.

An accelerator pedal 27 , like a selector lever 28, is connected to a programmable electronic control unit 29 which controls the internal combustion engine 25 and the power-split transmission. The control unit 29 as input signals include the position α of the accelerator pedal 27 , the position W of the selector lever 28 , the speed ω a of the output shaft a, the torque MD of the internal combustion engine and the speed n of the internal combustion engine, which corresponds to the speed of the input shaft e , as well as the speed ω CVT of the output shaft of the CVT transmission.

From these values, the electronic control unit 29 calculates values for controlling a power actuator LG of the internal combustion engine 25 and the translation of the continuously variable transmission CVT and the clutches K1 and K2 in accordance with the maps and programs stored in it.

The maps and setpoints required for carrying out the method according to the invention are stored in corresponding memories of the control device 29 so that the stopping process proceeds as described, the power actuator LG not being actuated during the stopping process, so that the internal combustion engine is idling or with the appropriate equipment with a fuel cut-off overrun cut-off - runs almost to a standstill with maximum braking torque.

Claims (8)

1. A method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable transmission, in which an input shaft (s) of the automatic transmission is driven in rotation by a drive motor of the vehicle and an output shaft (a) of the transmission drives the vehicle, wherein A friction clutch (K1) is provided between the input shaft of the transmission and the output shaft, characterized in that during the stopping process the ratio of the continuously variable transmission (CVT) and the torque which can be transmitted by the friction clutch (K1) are coordinated with one another in such a way that a specifiable or predetermined torque curve of the output shaft (a) is achieved.
2. The method of claim 1, wherein the transmission is a power ver branched gearbox with a neutral point, in which at a certain ratio of the continuously variable transmission (CVT) the ratio between the speed of the output shaft (a) and the speed of the input shaft  (e) is zero, characterized in that the translation of the stepless transmission contained in the power split transmission (CVT) at least just before stopping from driving forward like this is set that a drive torque on the output shaft (a) acts.
3. The method according to claim 2, characterized in that the over setting of the stepless, contained in the power split transmission Transmission (CVT) during the stopping process and while driving Vehicle is adjusted so that the speed of the input shaft (s) is greater than the engine idling speed.
4. The method according to claim 2 or 3, characterized in that the Gear ratio of the continuously variable transmission in the power split transmission contained transmission (CVT) just before the vehicle comes to a standstill in the proximity of the neutral point is adjusted.
5. The method according to any one of claims 1 to 4, characterized in that during the stopping process by constantly changing the Gear ratio of the continuously variable transmission to achieve a Transmission input speed from greater to less than idle speed of the engine, thus a steady transition from overrun to Train operation takes place.  
6. The method according to any one of the preceding claims, characterized in that the course of the output torque over the driving speed when stopping by specifying the transmissible moments of a slipping clutch, such as friction clutch, takes place.
7. The method according to any one of the preceding claims, characterized in that the slip in the clutch, like friction clutch by which the translation history in CVT is kept small.
8. The method according to any one of the preceding claims, characterized in that the effective direction of the output torque in connection with a control of an idle controller Drive machine by the direction of slip in the clutch, given by the gear ratio of the CVT.
DE19631281A 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation Expired - Fee Related DE19631281C2 (en)

Priority Applications (11)

Application Number Priority Date Filing Date Title
DE19530929 1995-08-23
DE19530932 1995-08-23
DE19530852 1995-08-23
DE19530933 1995-08-23
DE19530931 1995-08-23
DE19530930 1995-08-23
DE19536747 1995-10-02
DE19536864 1995-10-02
DE19536863 1995-10-02
DE19536865 1995-10-02
DE19631281A DE19631281C2 (en) 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19631281A DE19631281C2 (en) 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation

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DE19631281A1 DE19631281A1 (en) 1997-02-27
DE19631281C2 true DE19631281C2 (en) 2003-01-02

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DE19631281A Expired - Fee Related DE19631281C2 (en) 1995-08-23 1996-08-02 Method for controlling the stopping process of a motor vehicle equipped with an automatic transmission with continuously variable translation
DE19631216A Withdrawn DE19631216A1 (en) 1995-08-23 1996-08-02 Transmission unit esp. for motor vehicle with cone and pulley belt drive
DE19631294A Expired - Fee Related DE19631294C2 (en) 1995-08-23 1996-08-02 gear unit
DE19631236A Expired - Fee Related DE19631236C2 (en) 1995-08-23 1996-08-02 Gear unit and method for using a gear unit
DE19631243A Expired - Fee Related DE19631243C2 (en) 1995-08-23 1996-08-02 gear unit

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DE19631216A Withdrawn DE19631216A1 (en) 1995-08-23 1996-08-02 Transmission unit esp. for motor vehicle with cone and pulley belt drive
DE19631294A Expired - Fee Related DE19631294C2 (en) 1995-08-23 1996-08-02 gear unit
DE19631236A Expired - Fee Related DE19631236C2 (en) 1995-08-23 1996-08-02 Gear unit and method for using a gear unit
DE19631243A Expired - Fee Related DE19631243C2 (en) 1995-08-23 1996-08-02 gear unit

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DE19631236C2 (en) 2003-03-20
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DE19631216A1 (en) 1997-03-20
DE19631243A1 (en) 1997-02-27
DE19631281A1 (en) 1997-02-27
DE19631294C2 (en) 2003-03-20
DE19631236A1 (en) 1997-02-27

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