Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control 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
  • F16H61/02—Control 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 characterised by the signals used
  • F16H61/0202—Control 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 characterised by the signals used the signals being electric
  • F16H61/0204—Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
  • F16H61/0213—Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
  • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
  • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2520/00—Input parameters relating to overall vehicle dynamics
  • B60W2520/10—Longitudinal speed
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2540/00—Input parameters relating to occupants
  • B60W2540/10—Accelerator pedal position
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/10—Change speed gearings
  • B60W2710/105—Output torque
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control 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
  • F16H2061/0075—Control 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 characterised by a particular control method
  • F16H2061/0096—Control 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 characterised by a particular control method using a parameter map
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H61/00—Control 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
  • F16H61/02—Control 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 characterised by the signals used
  • F16H61/0202—Control 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 characterised by the signals used the signals being electric
  • F16H61/0204—Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
  • F16H61/0213—Control 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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
  • F16H2061/0223—Generating of new shift maps, i.e. methods for determining shift points for a schedule by taking into account driveline and vehicle conditions
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/14—Inputs being a function of torque or torque demand
  • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/36—Inputs being a function of speed
  • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
  • F16H—GEARING
  • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
  • F16H59/48—Inputs being a function of acceleration

Definitions

• Device and method for controlling a traction chain for a motor vehicle with a transmission member having an automatic gear change mode, and equipped vehicle are provided.
• the present invention relates to a device for controlling a traction chain for a motor vehicle, said chain comprising at least one engine and a power transmission member with variable gear ratio, provided with an automatic gear change mode, said device comprising - means for acquiring a first significant variable of the speed of the vehicle; means for acquiring a second significant variable of the driver's acceleration setpoint; and a control member connected at the input to said acquisition means and adapted to calculate and deliver at output a gear reduction gear setpoint and a motor torque setpoint.
• Such devices are well known in the state of the art, and generally comprise two separate computers working independently. A first computer determines and regulates the torque that the engine must supply depending on the position of the accelerator pedal and the engine speed.
• the second computer determines the gear to be engaged as a function of the position of the accelerator pedal and the speed of the vehicle.
• engine torque the energy source, that is to say the engine, is controlled directly and independently of the state of the transmission.
• the engine torque setpoint therefore does not take into account the gearbox gear engaged. This means that the driver only controls the engine torque, i.e. the input torque of the gearbox, but not the torque at the wheel. Since the selection of the gearbox reduction is managed independently, the wheel torque available at the output of the gearbox is not the faithful translation of the driver's will.
• the laws for selecting the speed ratio are expressed as a function of the speed of the vehicle and of the position of the accelerator pedal, this latter variable not being representative of the torque at the wheel desired by the driver.
• the selection laws which are obtained empirically by tests on vehicles, and programmed in the corresponding computer, are only valid for a given vehicle and powertrain. These selection laws cannot be transposed to a different powertrain, especially on a vehicle of the same model with a different engine. A change of engine therefore involves a new study of the selection laws and new vehicle tests. It has already been proposed, in particular in document US Pat. No. 6,095,945, to control the engine and the transmission in a combined manner.
• the drive chain control device as described in this document is essentially designed to adapt the engine and transmission controls to the driving style of the user, but does not make it possible to remedy all the drawbacks mentioned. upper.
• the invention aims to provide a control device as described above, which provides a solution to all the aforementioned drawbacks, both in the case of a transmission unit with discrete reports (gearbox) than in the case of a continuous gear unit, for example a speed variator.
• the control member comprises a driver-interface adapted to calculate the target value of a significant physical quantity of the torque at the wheel desired by the driver, as a function of said first and second variables, and in that said control member is adapted to calculate on the one hand the gear ratio setpoint as a function of said target value, and on the other hand the engine torque setpoint as a function of said value- target and said reduction ratio setpoint.
• the driver interface is adapted to calculate said target value independently of the state of the gear ratio and of the state of the engine torque;
• the power transmission member is a gearbox, and the control member is programmed with gearshift laws making it possible to calculate the gear ratio setpoint, said shifting laws being materialized, in a reference expressing the torque to the wheel as a function of the speed of the vehicle, by a first beam of lines corresponding to upshifts, and a second beam of lines corresponding to downshifts, each line extending from a point at zero torque successively according to. a first substantially linear and vertical portion; . a second transition portion; and.
• the invention also relates to a method for driving a traction chain of a motor vehicle, said chain comprising at least one engine and a power transmission member with variable gear ratio, provided with an automatic gear change mode.
• the value of a first significant variable of the speed of the vehicle is estimated; the value of a second significant variable of the driver's acceleration setpoint is estimated, and the successive steps are carried out consisting in: calculating the target value of a significant quantity of the torque at the wheel desired by the driver as a function of said values first and second variables; calculating a gear ratio setpoint as a function of said target value; and. calculating a setpoint of engine torque as a function of said target value and of said gear ratio setting.
• - said target value is calculated independently of the state of the gear ratio and of the state of the engine torque;
• the power transmission member being a gearbox, the ratio ratio setpoint is calculated gearbox by means of gear shifting laws, in a reference frame expressing the torque at the wheel as a function of the speed of the vehicle, by a first beam of lines corresponding to upshifts, and a second beam of lines corresponding to downshifts, each line extending from a zero torque point successively in a first substantially linear and vertical portion; .
• a second transition portion and a third substantially linear and vertical portion; and - the passage laws are provided for: mainly optimizing the fuel consumption of the engine and the pollution in carbon oxides generated, in the low torque areas corresponding to said first portions; and mainly optimize driving pleasure in the areas of intermediate torque corresponding to said second portions.
• the invention further relates to a data structure recorded on a data storage medium for the control by computer of a traction chain for a motor vehicle, from a first significant variable of the speed of the vehicle and from a second significant variable of the driver's acceleration setpoint, this method consisting in calculating the target value of a significant magnitude of the wheel torque desired by the driver as a function of said first and second variables, calculating a gear ratio setpoint as a function of said target value and an engine torque setpoint as a function of said target value and of said gear ratio.
• this data structure defines laws for shifting of gear ratios represented, in a reference frame expressing the torque at the wheel as a function of the speed of the vehicle, by - a first beam of lines corresponding to gear shifts amounts, and - a second bundle of lines corresponding to downshifts, each line extending from a zero torque point successively along - a first substantially linear and vertical portion; - A second transition portion, and - a third substantially linear and vertical portion.
• the invention finally relates to a motor vehicle comprising a traction chain having at least one engine and a power transmission member with variable gear ratio, provided with an automatic gear shift mode, and a device for controlling said chain. of traction as described above.
• Figure 1 is a block diagram of a control device according to the invention
• - Figure 2 shows wheel torque values as a function of vehicle speed values, according to laws pre-programmed in the driver interface
• FIG. 3 represents, in the reference frame expressing the torque at the wheel as a function of the speed of the vehicle, possible operating domains for each of the speed ratios, as well as the lines representative of the laws of upward and downward passage.
• a traction chain 1 of a motor vehicle and its control device 3.
• the traction chain 1 essentially comprises a motor 5 and a gearbox 7, which can be of any type having at least an automatic gear change mode.
• the gearbox 7 can be of the automatic gearbox, or controlled manual gearbox type.
• the description which follows relates only to the automatic operating mode of this gearbox, both with regard to the control device and the corresponding control method.
• the motor 5 delivers a motor torque C m at the input of the transmission, in particular from the gearbox 7, and the gearbox 7 outputs the motor torque to the wheel C r resulting from the motor torque C m and from the reduction corresponding to the gear ratio.
• the engine torque C m and the gearbox ratio are determined by setpoint values delivered by the control device 3, respectively to the engine 5 and to the gearbox 7.
• the engine torque setpoint and the gear ratio setpoint will be respectively denoted S c and S R.
• the control device 3 includes means 11 for acquiring vehicle status and / or operating parameters, including the speed of the vehicle, and means 13 for acquiring parameters expressing the will of the driver, including the acceleration setpoint.
• the means 11 comprise, for example, a vehicle speed sensor, a sensor to which the means 11 will be assimilated in the following, and which delivers a measured value V of the vehicle speed.
• the means 13 comprise, for example, a position sensor of the accelerator pedal, a sensor to which the means 13 will be assimilated in the following, and which delivers a value P measured from the position of the accelerator pedal.
• the value P will for example be expressed as a percentage of penetration.
• the control device 3 further comprises a control member 15 connected, at the input, to the acquisition means 11, 13, and outputting the setpoints of engine torque S c and of speed ratio S R / as a function of the values received from parameters V, P.
• the control member 15 comprises a calculation member 17 called a “supervisor”, and a member 19 for close control of the mechanical members of the traction chain 1, namely the motor 5 and the gearbox 7.
• the supervisor 17 comprises a driver interface 21 which receives the parameters V, P of the acquisition means 11, 13, and calculates, from the values of these parameters, a target value C of torque to the wheel.
• An example of characteristic curves of the driver-interface is given in the form of a graph in Figure 2.
• the driver interface 21 can be provided, as in the example shown, to associate, with a given depressing value of the accelerator pedal, a value from a discrete set. It is thus possible, by selecting a representative curve from those predefined, as represented in FIG. 2, to associate with a value of vehicle speed, a target value of torque to the wheel.
• the driver interface could consist of a mapping associating, continuously, a target value C of torque to the wheel with a pair of values (P, V) of the driving parameter and of the vehicle speed. It is important to note that the driver interface 21 calculates the target value C of torque at the wheel, which is significant of the torque at the wheel desired by the driver, independently of the gearbox ratio already engaged, and independently of the state of engine torque C m .
• the supervisor 17 further comprises a first subset 23 for calculating the gearbox ratio S R , and a second subset 25 for calculating the engine torque setpoint.
• the operating domains of a five-speed gearbox have been represented in a reference frame having on the abscissa the speed of the vehicle expressed in km / h, and on the ordinate the torque at the wheel expressed in Nm
• the domain D x delimited at its apex by the line l ⁇ represents the set of operating points which can be achieved at first speed, the line l ⁇ corresponding to the maximum torque at the wheel achievable at first for all the speed values of the domain.
• the domains D 2 , D 3 , D 4 , D 5 represent the operating points which can be reached respectively at the second, third, and fourth speeds.
• Lines 1 2 , 1 3 , 1, I5 materialize the upper limit of torque to the wheel which can be reached at each of these speed ratios, depending on the speed of the vehicle.
• the first subset 23 performs the calculation of the gearbox ratio S R from the speed V of the vehicle and the target value C of the torque at the wheel, which are transmitted to it by the driver interface 21, in accordance to the operating areas D 1 -D 5 which are stored in the subset 23.
• pre-recorded passing laws which can be characterized by beams lines, each of which separates regions common to at least two areas of operation.
• a first bundle of lines which are designated by the references R ⁇ - 2 , R 2 - 3 , R 3 - 4 , R4-5 for a five-speed gearbox, corresponds to the uplift laws, that is to say incrementing the gear ratios.
• a second bundle of lines (shown in dotted lines in FIG.
• the line R ⁇ _ 2 represents the upward shift law from the speed ratio 1 to the ratio 2
• the line R 2 _ ⁇ represents the downward shift law from the ratio 2 to the ratio 1.
• the shift laws are defined by a data structure recorded on any suitable memory medium, such as a permanent memory.
• the lines R 1 - 2 , R 2 - 3 ⁇ R 3 _ 4 , R 4 _5 and R 2 - ⁇ , R3-2, R 4 -3, 5- are stored on a look-up table.
• the calculation of the speed ratio S R at a given instant, by the first subset 23, is carried out as a function of the target value C of the torque at the wheel obtained from the driver-interface 21, and of the speed V of the vehicle, on the one hand by means of the operating ranges D ⁇ ⁇ D 5 , and on the other hand as a function of the position of the operating point in the reference frame (vehicle speed, torque at the wheel) at l 'previous instant, vis-à-vis the characteristic lines by means of the prerecorded laws of passage. It should be noted that the laws of passage can be unique and invariant or depend, for example, on the driving style of the user.
• the characteristic curves of the laws of passage are continuous, but have distinct portions, which are, successively from a foot of curve originating from the point of zero torque: a first substantially linear and vertical portion defined by how to minimize engine fuel consumption and polluting emissions, especially carbon oxides; a second portion, called “transition”, intended to optimize the gear change mainly according to driving pleasure criteria; and a third substantially linear and vertical portion, corresponding to an optimization of the performance of the traction chain in acceleration or in developed power.
• the optimization of driving pleasure means the reduction or elimination of jolts. (i.e. sudden variations in acceleration) when shifting.
• the other criteria retained for the definition of passing laws are, for example: the guarantee of a reserve of torque at the available wheel, once the gear change has been made; maintaining engine speed above a certain limit at low speeds; and - maintaining the engine speed below a certain limit in high speeds.
• Concerning the upshifting shift laws other optimization criteria can be added, such as the possibility of keeping the same torque at the wheel before and after shifting.
• Regarding the laws of descending passages still other optimization criteria can be taken into account.
• the gearbox ratio S R calculated by the first subset 23, and the target value C of the wheel torque calculated by the interface 21, are transmitted to corresponding inputs of the second subset 25, which develops, in function of these two data and the characteristics of the traction chain 1, the engine torque setpoint S c .
• the close control member 19 comprises a first member 31 for close control of the engine, and a second member 32 for close control of the gearbox. These two members 31, 32 carry out the control and command of the actuators which make it possible to control the operation of the engine and of the gearbox respectively.
• the first close control member 31 receives as input the engine torque setpoint S from the supervisor 17, setpoint which it commands and controls the execution by the motor 5.
• the second close control member 32 receives the speed ratio setpoint S R from supervisor 17, setpoint for which it is responsible for commanding and controlling the execution by the gearbox 7.
• control structure means that gear changes are naturally adapted to driving situations, and that it is not necessary to resort to self-adaptive laws, which have the defect of making the gearbox work non reproducible speeds.
• the proposed control architecture guarantees that the same behavior of the powertrain will always be obtained for identical situations. Controlling the engine and the gearbox simultaneously makes it possible to obtain gear changes without loss of acceleration of the vehicle, since any change in gear can be compensated automatically by a modification of the engine torque.
• the steering device which has just been described can naturally be connected with other electronic systems capable of being mounted on the vehicle, such as braking control systems, trajectory control systems, speed control systems, etc.
• Such a device could also be provided in order to be able to operate in conjunction with devices capable of providing information on the state of the vehicle, on the state of the road and road traffic, and on the driver.
• the coupling of such a device with a GPS navigation system may make it possible to select in advance a piloting mode suited to road conditions, such as slopes or sequences of curves.
• Such a device could also be coupled with a radar making it possible to provide information on the position of the surrounding vehicles. in order to deduce, ultimately, the wheel torque necessary to maintain a safety distance.
• the device and method described above are applicable not only to a transmission chain with a gearbox, but also, essentially, to a transmission chain provided with a transmission member with continuously varying the reduction ratio.

Landscapes

• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• Transportation (AREA)
• General Engineering & Computer Science (AREA)
• Control Of Transmission Device (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

ID=34803394

Family Applications (1)

Country Status (4)

Families Citing this family (3)

Family Cites Families (8)

• 2004
  • 2004-02-16 FR FR0401534A patent/FR2866284B1/fr not_active Expired - Fee Related
• 2005
  • 2005-02-16 BR BRPI0506806-1A patent/BRPI0506806A/pt not_active Application Discontinuation
  • 2005-02-16 EP EP05717639A patent/EP1716033A1/fr not_active Withdrawn
  • 2005-02-16 WO PCT/FR2005/000359 patent/WO2005080123A1/fr not_active Application Discontinuation

Non-Patent Citations (2)

Also Published As

Similar Documents

Legal Events