DE19823764A1 - Control method for motor vehicle clutch - Google Patents

Control method for motor vehicle clutch

Info

Publication number
DE19823764A1
DE19823764A1 DE19823764A DE19823764A DE19823764A1 DE 19823764 A1 DE19823764 A1 DE 19823764A1 DE 19823764 A DE19823764 A DE 19823764A DE 19823764 A DE19823764 A DE 19823764A DE 19823764 A1 DE19823764 A1 DE 19823764A1
Authority
DE
Germany
Prior art keywords
speed
clutch
opening
opening value
internal combustion
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.)
Withdrawn
Application number
DE19823764A
Other languages
German (de)
Inventor
Michael Reuschel
Martin Zimmermann
Burkhard Kremmling
Boguslaw Maciejewski
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Schaeffler Technologies AG and Co KG
Original Assignee
LuK Getriebe-Systeme GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority to DE19723756 priority Critical
Application filed by LuK Getriebe-Systeme GmbH filed Critical LuK Getriebe-Systeme GmbH
Priority to DE19823764A priority patent/DE19823764A1/en
Publication of DE19823764A1 publication Critical patent/DE19823764A1/en
Withdrawn legal-status Critical Current

Links

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
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/068Control by electric or electronic means, e.g. of fluid pressure using signals from a manually actuated gearshift linkage
    • 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
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00External control of clutches
    • F16D48/06Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064Control of electrically or electromagnetically actuated 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
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/06Combustion engines, Gas turbines
    • B60W2510/0638Engine speed
    • 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
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/06Combustion engines, Gas turbines
    • B60W2510/0638Engine speed
    • B60W2510/0652Speed change rate
    • 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
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/10Change speed gearings
    • B60W2510/1015Input shaft speed, e.g. turbine speed
    • B60W2510/102Input speed change rate
    • 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
    • B60W2510/00Input parameters relating to a particular sub-units
    • B60W2510/10Change speed gearings
    • B60W2510/104Output speed
    • B60W2510/1045Output speed change rate
    • 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
    • B60W2520/00Input parameters relating to overall vehicle dynamics
    • B60W2520/28Wheel speed
    • 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
    • F16DCOUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00External control of clutches by electric or electronic means
    • F16D2500/50Problem to be solved by the control system
    • F16D2500/504Relating the engine
    • F16D2500/5048Stall prevention

Abstract

The method is for controlling an automatic clutch (4) in the drive line of a motor vehicle, so that at least one value stands in an unambiguous relationship with the rpm of an IC engine (2). In certain cases, the rpm is computed and an actuator (25) is activated to open the clutch if the rpm fails to reach a specified opening value. The timed alteration of the rpm of the engine is determined, and the opening value is thus higher, the greater the timed reduction of rpm is. The value is the rpm of the IC engine, and is the rpm of the gearbox (6) or the rpm of at least one vehicle wheel. The opening value can e.g. be established based on the following formula: Opening value = rpm below which clutch opens

Description

The invention relates to a method for controlling the opening of an Powertrain of a motor vehicle contained automated clutch ge according to the preamble of claim 1, a method for tax contain the start of opening in the drive train of a motor vehicle NEN automated clutch, one clearly related to the speed of an internal combustion engine contained in the drive train Size is measured, the speed is calculated and the clutch opening actuator is put into operation when the speed reaches a predetermined, opening dependent on at least one operating parameter of the drive train value, such as the limit value. The invention further relates to a ver drive to control the minimum pressure one in the driveline one Motor vehicle contained clutch according to the preamble of claim 6. The invention further relates to a device for performing the above Method.

The automation of foot-operated clutches in motor vehicles is becoming increasingly widespread. On the one hand, such couplings lead to a  considerable increase in driving comfort. On the other hand, they are special indispensable for automated, previously manual transmissions Lich and in connection with such gears lead to the comfort of one conventional automatic gearbox equipped vehicle without it To show more consumption.

One problem with automated clutches is that when braking, the clutch must open automatically in time so that the Vehicle does not jerk inadmissible or the engine if it is a piston internal combustion engine acts, is not stalled. Because the opening of the clutch takes a certain period of time, the opening must be when braking Vehicle start at engine speeds that are well above the stall speed lie.

Another problem that arises with automated couplings lies in Contact pressure of the clutch. This contact pressure is made up of comfort and energy establish depending on different operating parameters of the contractor Drivetrain controlled, with a min. independent of operating parameters pressure is determined. This minimum pressure allows under be conditions matched a slipping clutch, which for example in low speeds is quite desirable, so that a favorable load change behavior is achieved. At high speeds, however, it can be Train / thrust change will cause the clutch to slip.  

The invention has for its object the operation of automated clutch to adapt better to the requirements of practice, that is, in particular to be designed in such a way that long lifetimes are achieved with good driving comfort the.

The claim 1 characterizes a first solution of the invention task, esp special that the temporal change in the speed of the internal combustion engine be is true and the larger the decrease in time, the higher the opening value me is the speed. The fact that the temporal change in the speed of the Internal combustion engine is determined and the opening value or the speed, at who opens the clutch when the vehicle decelerates, the higher selected the greater the temporal decrease in the speed of the internal combustion engine, it is achieved that the clutch is independent of the vehicle deceleration because it is only opened if this is to avoid jerking or even a stall of the internal combustion engine is required. Especially The inventive solution is independent of the accelerator pedal operations Engine and regardless of the degree of actuation of the accelerator pedal, because the invent derical solution especially when the accelerator pedal is not actuated and / or even actuated Brake is advantageous. The determination of the gradient of the engine speed at Opening the clutch when the value falls below or the opening value is reached is particularly useful for coasting or braking, where no accelerator pedal is pressed.  

It is useful if the size is the speed of the internal combustion engine itself is. It is also useful if the size is a speed of the transmission bes or of at least one wheel of the vehicle.

It is also expedient if the opening value is determined, for example, according to the following formula:

n Ö = n Ömax - | a / (Δn / Δt) | in which

n Ö : opening value = speed below which the clutch opens,
n Ömax : maximum opening value ,
a: proportionality constant, and
Δn / Δt: change in speed over time.

It is advantageous if a minimum opening value is set below the the clutch even with very small changes in speed over time is opened. It is also useful if a maximum opening value at an engine speed in the range of about 1500 to 1000, preferably from 1200 rpm. It is also expedient if the opening value is minimal an engine speed in the range of about 500 to 800, preferably 600 1 / min. It is also advantageous if the minimum opening value at a Engine speed slightly above the stall speed of the engine at which the Engine is stalled.  

The inventive solution is achieved in that the change over time The speed of the internal combustion engine is determined and the actuator is controlled in this way What is more, the greater the decrease in time, the quicker the clutch opens the speed is.

It is advantageous if the opening speed of the clutch depends on the temporal decrease in speed according to the following formula:

v K = v Kmin + b.Δn / Δt

where v K : clutch opening speed,
v Kmin : minimum clutch opening speed and
b: proportionality parameter.

The method according to claim 13 characterizes a further solution of the Invention task. Because the minimum pressure on the clutch ent speaking raised at least one of the specified operating parameters an undesirable slipping of the clutch is avoided or at Lowering the minimum contact pressure means that the clutch slips relieved.

Another inventive solution relates to a method for controlling the min pressure of a car contained in the drive train of a motor vehicle  automated clutch, which is actuated by an actuator, which by a electronic control unit according to the operating parameters of the drive is controlled stranded, characterized in that the minimum pressure the clutch corresponding to at least one of the following operating parameters is raised: increase in wheel speed, increasing load of the drive motor, Increase in the temperature of the clutch or the gearbox or the cooling water sers, switched on air conditioning; and / or according to one or more the following operating parameters are reduced: activation of a driving safety device safety enhancement system, such as ABS, AST or ESP.

It is useful if a device for performing the procedure rens according to one of claims 1 to 11 is provided, containing an powertrain with an internal combustion engine, a clutch and a transmission, an actuator for actuating the clutch and a microprocessor Tending control unit with inputs with at least one sensor for detection sen of operating parameters of the drive train are connected, and one Output for controlling the actuator is stored accordingly in the control unit th algorithms, which as variable sizes at least one of the operating parameters ter of the drive train included.

The invention is illustrated below with reference to schematic drawings explained wisely and with further details.

They represent:  

Fig. 1 shows schematically a drive train of a motor vehicle with egg nem block diagram of the device according to the invention and

Fig. 2 to 4 waveforms useful for explaining the inventive methods.

Referring to FIG. 1, a motor vehicle has a combustion engine 2 which is connected through a coupling 4 with a transmission 6, which drives a Kar danwelle 8 and a differential 10, the rear wheels 12. A vehicle with front-wheel drive or all-wheel drive can also be used.

A braking system 14 with a braking device 16 , which is controlled via a brake pedal 18 , is used to brake the motor vehicle. Only the connection from the braking device 16 to the left front wheel is shown. It is understood that the braking device 16 interacts with all wheels of the motor vehicle.

An accelerator pedal 19 , which controls a throttle valve 21, is used to control the load of the internal combustion engine 2 . The transmission 6 is shifted by means of a shift lever 23 . The clutch 4 is automated and is actuated by an actuator 25 via a master cylinder 27 and a slave cylinder 29 . The actuator 25 is controlled by an electronic control unit 31 , which contains a microprocessor with associated memories and the inputs of which are connected to various sensors of the drive train, for example a sensor 32 for the speed of the internal combustion engine or the clutch input shaft, a sensor 34 for detecting the wheel speed of the internal combustion engine, a sensor 36 for detecting a shift request by actuating the gear lever, a sensor 38 for detecting the position of the clutch 4 and so on. The sensor 38 can be arranged on the master cylinder or also on the slave cylinder. A sensor 38 can also be provided for a mechanical actuation path.

The basic function of the device described is known per se and speaks ent of vehicles with a manually shifted transmission and automati-based clutch. The functions according to the invention are explained below with reference to FIGS. 2 to 4:
In FIG. 2, the speed is normal n of the internal combustion engine 2 is applied, which is detected by the sensor 32. The horizontal indicates the absolute value of the change in time Δn / Δt of the speed n, which is calculated in the control unit 31 .

The speed n, at which the actuator 25 is actuated to open the clutch 4 by the control device 31 , is based on the decrease in the speed n over time and is given by the line drawn as a straight line, the equation of which is:

n Ö = n Ömax - | a / (Δn / Δt) | in which

n Ö : opening value = speed below which the clutch opens,
n Ömax : maximum opening value ,
a: proportionality constant,
Δn / Δt change in speed over time.

Instead of the line equation, another function can be used for another Embodiment find use, for example a cable Gradient or a non-linear gradient.

For very large delays, that is a very large value of .DELTA.n / .DELTA.t, the opening speed approaches the value n Ömax, which is fixed for example in a four-cylinder engine at 1200 min -1. The smaller Δn / Δt, the lower the opening speed, which in the example shown decreases to a minimum value n Ömin , below which the clutch is opened in any case when the vehicle brakes . The algorithm with which the curve for the opening speed n Ö is calculated is stored in the control unit 31 in a manner known per se. With the described method it is achieved that regardless of the respective vehicle deceleration, the clutch is completely open at an engine speed n that is close to a predetermined bucking or strangling speed, provided that the duration for opening the clutch is constant . If this is not the case, for example because the clutch is not fully closed or pressed, this different duration can be additionally taken into account in an appropriate algorithm.

Fig. 3 shows another method with which it is achieved that the clutch 4 opens only in the vicinity of the bucking speed or stall speed. The vertical represents the opening speed V K of the clutch, which can be changed in that the actuator 25 is controlled by the control unit 31 with different power. The horizontal again represents the absolute value of the change in the speed of the internal combustion engine over time. As can be seen, the curve which indicates the opening speed V K as a function of Δn / Δt can be described by the following formula:

v K = v Kmin + b.Δn / Δt,

where v Kmin is the lowest possible opening speed . In the case of Fig. 3, the opening of the clutch begins at a predetermined n, defining motor speed which is considerably higher than the stall speed, for example, in a four cylinder engine at 800 min -1. With the described algorithm of the parameter b is achieved that the clutch is fully opened when the engine speed is dropped to, for example, 600 min -1 by appropriate choice. It is understood that additional operating parameters of the drive train can be taken into account in the parameter b, such as the engine temperature, the load under which the internal combustion engine is running and so on. Likewise, in another exemplary embodiment, a different course can be advantageous.

FIG. 4 shows an advantageous possibility of adapting the contact pressure of the clutch 4 to the respective operating parameters. This contact pressure or the contact pressure A K can be set in that the actuator 25 closes the clutch 4 up to a predetermined, variable position, which is detected by the sensor 38 . In the example shown, the contact pressure K (plotted vertically) is linearly dependent on the vehicle speed v, which is detected by means of the sensor 34 . The contact pressure A K increases with increasing vehicle speed. If the ABS is turned on (ABS a) whereby the torque of the internal combustion engine 2, the torque of the wheels increases the pressing force A K sudden Lich to the above ABS a horizontally drawn line, so that the Kupp lung may slip slightly or even completely severed, only influenced very little or not at all.

Further operating parameters that are advantageously taken into account individually or additively when determining the contact pressure A K are as follows:
increasing contact pressure with increasing engine speed, increasing gear speed, increasing throttle valve position, increasing temperature of the clutch, gearbox or cooling water as well as activated air conditioning system.

The contact pressure A K , which in the case of FIG. 4 is the minimum contact force with which the clutch is closed, is reduced when a driving safety enhancement system, such as automatic slip control (ASR) or an electronic limited slip differential (ESP) is put into operation becomes.

It goes without saying that the device according to FIG. 1 can be modified in many ways. For example, the manual transmission 6 can also be automated in that the individual gears are shifted by means of two actuators. The curves according to FIGS. 2 to 4 can also be varied in a variety of ways, for example in that there is no strictly linear relationship or additional parameters are taken into account in the algorithms.

The claims submitted with the application are drafted strikes without prejudice for obtaining further patent protection. The The applicant reserves the right to do so, so far only in the description and / or to claim disclosed features.

Relationships used in subclaims point to the others Training the subject of the main claim by the features of respective subclaim; they are not a waiver of attainment an independent, objective protection for the characteristics of the return to understand related subclaims.  

However, the subjects of these subclaims also form independent ones Inventions that are one of the objects of the previous Have independent claims independent design.

The invention is also not based on the embodiment (s) of the description exercise limited. Rather, there are numerous variations within the scope of the invention Rations and modifications possible, especially such variants, elements and combinations and / or materials, for example by combination or modification of individual in connection with that in the general Be Description and embodiments and the claims described and features or elements or method contained in the drawings steps are inventive and can be combined to create a new one Subject or new process steps or process step sequences lead, also insofar as they relate to manufacturing, testing and working processes.

Claims (15)

1. A method for controlling the start of opening of an automated clutch contained in the drive train of a motor vehicle, wherein at least ei ne is measured in a clear connection with the speed of an internal combustion engine contained in the drive train, the speed is optionally calculated therefrom and an actuator opening the clutch in Operation is set when the speed falls below a predetermined opening value dependent on at least one operating parameter of the drive train, such as a limit value, characterized in that the change in the speed of the internal combustion engine over time is determined and the opening value is greater, the greater the decrease in time the speed is.
2. The method according to claim 1, characterized in that the size of the Speed of the internal combustion engine itself.
3. The method according to claim 1, characterized in that the size one Speed of the transmission or at least one wheel of the vehicle is.  
4. The method according to claim 1, characterized in that the opening value is determined for example according to the following formula:
n Ö = n Ömax - | a / (Δn / Δt) | in which
n Ö : opening value = speed below which the clutch opens,
n Ömax : maximum opening value ,
a: proportionality constant, and
Δn / Δt: change in speed over time.
5. The method according to claim 4, characterized in that a minimal Opening value is set, below which the clutch even at very small changes in speed over time is opened.
6. The method according to any one of the preceding claims, characterized shows that a maximum opening value at an engine speed in the loading is from about 1500 to 1000, preferably from 1200 1 / min.
7. The method according to any one of the preceding claims, characterized indicates that a minimum opening value at an engine speed in the loading is from about 500 to 800, preferably from 600 1 / min.  
8. The method according to any one of the preceding claims, characterized indicates that the minimum opening value is low at an engine speed gig above the stall speed of the engine at which the engine stalled will is.
9. A method of controlling the start of opening one in the drive train Automated vehicle contained automated clutch, at least ei ne clearly related to the speed of one in the drive strand contained internal combustion engine standing size is measured the speed is determined therefrom and an actuator opening the clutch in Operation is set when the speed is a predetermined opening value falls below, characterized in that the temporal change of the Speed of the internal combustion engine is determined and the actuator in such a way is controlled that the clutch opens the faster the larger the time che decrease in speed.
10. The method according to claim 9, characterized in that the size of the Speed of the internal combustion engine itself.
11. The method according to claim 9, characterized in that the size one Speed of the transmission or at least one wheel of the vehicle is.  
12. The method according to claim 9, characterized in that the opening speed of the clutch depends on the temporal chen decrease in speed according to the following formula:
v K = v Kmin + b.Δn / Δt
where v K : clutch opening speed,
v Kmin : minimum clutch opening speed and
b: proportionality parameter.
13. Procedure for controlling the minimum contact pressure in the drive train Automated clutch contained a motor vehicle, which by means of egg Nes actuator is actuated by an electronic control unit is controlled according to operating parameters of the drive train, characterized in that the minimum pressure of the clutch ent speaking raised at least one of the following operating parameters becomes: increase in the wheel speed, increasing load of the drive motor, Zu taking the temperature of the clutch or the gearbox or the cooling water, switched on air conditioning; and / or corresponding to one or several of the following operating parameters is lowered: activation ei driving safety enhancement system such as ABS, AST or ESP.
14. Device for performing the method according to one of claims 1 to 11, containing a drive train with an internal combustion engine, egg  ner clutch and a transmission, an actuator for actuating the clutch and a control unit containing a microprocessor with inputs gene with at least one sensor for detecting operating parameters tern of the drive train are connected, and an output for on control of the actuator according to the algorithm stored in the control unit men, as variable quantities at least one of the operating parameters of the Powertrain included.
15. Device for controlling an automated clutch, characterized due to its special design and mode of action the present registration documents.
DE19823764A 1997-06-06 1998-05-28 Control method for motor vehicle clutch Withdrawn DE19823764A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE19723756 1997-06-06
DE19823764A DE19823764A1 (en) 1997-06-06 1998-05-28 Control method for motor vehicle clutch

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE19823764A DE19823764A1 (en) 1997-06-06 1998-05-28 Control method for motor vehicle clutch

Publications (1)

Publication Number Publication Date
DE19823764A1 true DE19823764A1 (en) 1998-12-10

Family

ID=7831591

Family Applications (1)

Application Number Title Priority Date Filing Date
DE19823764A Withdrawn DE19823764A1 (en) 1997-06-06 1998-05-28 Control method for motor vehicle clutch

Country Status (3)

Country Link
DE (1) DE19823764A1 (en)
FR (1) FR2764251B1 (en)
IT (1) ITMI981289A1 (en)

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000060249A1 (en) * 1999-03-30 2000-10-12 Robert Bosch Gmbh System for controlling a servo clutch
WO2002023030A1 (en) * 2000-09-15 2002-03-21 Robert Bosch Gmbh Drive unit for a vehicle
DE10157711C1 (en) * 2001-11-24 2003-02-27 Daimler Chrysler Ag Automobile automatic gearbox operating method selects matching gear in response to signals from control device for anti-blocking braking regulation
FR2837888A1 (en) 2002-03-01 2003-10-03 Siemens Ag Method for calculating instant of automatic clutch opening when stopping vehicle, comprises calculation based on clutch opening norm, engine speed, speed gradient, idling speed and supplement
DE10334930A1 (en) * 2003-07-31 2005-02-24 Zf Friedrichshafen Ag Operating method for vehicle automatic transmission, ending shift-in with open clutch when speed is below limit value
DE10346885A1 (en) * 2003-10-09 2005-05-12 Daimler Chrysler Ag Motor vehicle operating method for commercial vehicles or trucks has an automatically operated starting clutch in a drive train and an associated control device
DE102005017025B4 (en) * 2005-04-13 2007-12-27 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method and device for controlling an automated clutch for smooth rolling out of a motor vehicle when stalling the drive unit
WO2008113688A2 (en) * 2007-03-17 2008-09-25 Zf Friedrichshafen Ag Method for operating an automatic transmission
WO2009003769A1 (en) * 2007-06-30 2009-01-08 Zf Friedrichshafen Ag Method and device for controlling a coasting movement of a vehicle
DE102010011887A1 (en) 2010-03-18 2011-09-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method for controlling a drive train of a motor vehicle with automated clutch
RU2495289C1 (en) * 2009-09-14 2013-10-10 Сканиа Св Аб Method and system for clutch disengagement
DE102008013097B4 (en) * 2007-03-28 2020-02-20 Toyota Jidosha Kabushiki Kaisha coupling device

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JPH0623027B2 (en) * 1985-01-25 1994-03-30 マツダ株式会社 Automotive clutch control device
US4732248A (en) * 1985-06-10 1988-03-22 Isuzu Motors Limited Method of and apparatus for controlling automatic clutch
JPH0477170B2 (en) * 1986-03-28 1992-12-07 Isuzu Motors Ltd
US4834226A (en) * 1986-04-09 1989-05-30 Fuji Jukogyo Kabushiki Kaisha Control system for an electromagnetic clutch for a vehicle
JP2832280B2 (en) * 1989-12-28 1998-12-09 富士重工業株式会社 Control device for continuously variable transmission
DE19735451A1 (en) * 1997-08-16 1999-03-04 Daimler Benz Ag Motor vehicle with clutch actuated by automatic control

Cited By (19)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2000060249A1 (en) * 1999-03-30 2000-10-12 Robert Bosch Gmbh System for controlling a servo clutch
US6852066B2 (en) 2000-09-15 2005-02-08 Robert Bosch Gmbh Drive unit for a vehicle
WO2002023030A1 (en) * 2000-09-15 2002-03-21 Robert Bosch Gmbh Drive unit for a vehicle
DE10157711C1 (en) * 2001-11-24 2003-02-27 Daimler Chrysler Ag Automobile automatic gearbox operating method selects matching gear in response to signals from control device for anti-blocking braking regulation
US6848549B2 (en) 2001-11-24 2005-02-01 Daimlerchrysler Ag Method and apparatus for operating an automated change-speed gearbox
DE10209086C1 (en) * 2002-03-01 2003-10-30 Siemens Ag Method for controlling an automatically actuated clutch
FR2837888A1 (en) 2002-03-01 2003-10-03 Siemens Ag Method for calculating instant of automatic clutch opening when stopping vehicle, comprises calculation based on clutch opening norm, engine speed, speed gradient, idling speed and supplement
US7935024B2 (en) 2003-07-31 2011-05-03 Zf Friedrichshafen Ag Method for operating an automatic gearbox on a motor vehicle
DE10334930A1 (en) * 2003-07-31 2005-02-24 Zf Friedrichshafen Ag Operating method for vehicle automatic transmission, ending shift-in with open clutch when speed is below limit value
DE10346885A1 (en) * 2003-10-09 2005-05-12 Daimler Chrysler Ag Motor vehicle operating method for commercial vehicles or trucks has an automatically operated starting clutch in a drive train and an associated control device
DE10346885B4 (en) * 2003-10-09 2006-02-23 Daimlerchrysler Ag Method for operating a commercial vehicle
DE102005017025B4 (en) * 2005-04-13 2007-12-27 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method and device for controlling an automated clutch for smooth rolling out of a motor vehicle when stalling the drive unit
WO2008113688A2 (en) * 2007-03-17 2008-09-25 Zf Friedrichshafen Ag Method for operating an automatic transmission
WO2008113688A3 (en) * 2007-03-17 2008-11-27 Roland Mair Method for operating an automatic transmission
US8663067B2 (en) 2007-03-17 2014-03-04 Zf Friedrichshafen Ag Method for operating an automatic transmission
DE102008013097B4 (en) * 2007-03-28 2020-02-20 Toyota Jidosha Kabushiki Kaisha coupling device
WO2009003769A1 (en) * 2007-06-30 2009-01-08 Zf Friedrichshafen Ag Method and device for controlling a coasting movement of a vehicle
RU2495289C1 (en) * 2009-09-14 2013-10-10 Сканиа Св Аб Method and system for clutch disengagement
DE102010011887A1 (en) 2010-03-18 2011-09-22 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Method for controlling a drive train of a motor vehicle with automated clutch

Also Published As

Publication number Publication date
ITMI981289A1 (en) 1999-12-06
FR2764251B1 (en) 2003-10-24
FR2764251A1 (en) 1998-12-11

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