EP1718883A1 - Procede et dispositif pour commander des processus de demarrage, d'acceleration ou de passage de rapports d'un vehicule automobile - Google Patents

Procede et dispositif pour commander des processus de demarrage, d'acceleration ou de passage de rapports d'un vehicule automobile

Info

Publication number
EP1718883A1
EP1718883A1 EP05707047A EP05707047A EP1718883A1 EP 1718883 A1 EP1718883 A1 EP 1718883A1 EP 05707047 A EP05707047 A EP 05707047A EP 05707047 A EP05707047 A EP 05707047A EP 1718883 A1 EP1718883 A1 EP 1718883A1
Authority
EP
European Patent Office
Prior art keywords
clutch
speed
engine speed
accelerator pedal
fuel injection
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Withdrawn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
EP05707047A
Other languages
German (de)
English (en)
Inventor
Bernd Döbele
Norbert Wiencek
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of EP1718883A1 publication Critical patent/EP1718883A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F02D41/102—Switching from sequential injection to simultaneous injection
    • 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
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • 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
    • B60W30/00—Purposes 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
    • B60W30/18—Propelling the vehicle
    • 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
    • B60W30/00—Purposes 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
    • B60W30/18—Propelling the vehicle
    • B60W30/19—Improvement of gear change, e.g. by synchronisation or smoothing gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0215—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission
    • F02D41/023—Introducing corrections for particular conditions exterior to the engine in relation with elements of the transmission in relation with the gear ratio shifting
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/06—Combustion engines, Gas turbines
    • B60W2510/0638—Engine 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/1015—Input shaft speed, e.g. turbine 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
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/10—Change speed gearings
    • B60W2510/104—Output 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
    • B60W2710/0616—Position of fuel or air injector
    • 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
    • B60W2710/0644—Engine speed

Definitions

  • the invention relates to a method and a device for controlling starting, driving or switching operations of a motor vehicle according to the preamble of claims 1 and 7, respectively.
  • the invention is therefore based on the object of presenting a device and a method for a generic motor vehicle with a drive motor, a manual transmission and a clutch, with which an unnecessarily heavy wear of the starting and shift clutch due to an accelerator pedal deflection not adapted to a starting or shifting situation can be avoided.
  • the invention with regard to the device for controlling starting, driving or shifting operations of a motor vehicle assumes that the drive train of the motor vehicle includes a drive motor, a manual transmission and a starting and shifting clutch, by means of which the drive motor and the manual transmission are effectively connected to one another are connectable.
  • this vehicle has a manually operable clutch actuation device and a control device, which is connected to a power actuator of the drive motor to control the power of the drive motor, and which is signal-connected to sensors that detect the accelerator pedal deflection angle A, the engine speed C, the transmission input shaft speed E and sense the transmission output shaft speed G.
  • the control device provides that the control device has a first calculation module with which a shifted engine speed value D is calculated for shifting operations depending on the transmission output shaft speed G and the target gear, to which the engine speed C is adjusted during such shifting operations. that the control device has a second calculation module with which the fuel injection quantity B for the drive motor is calculated as a function of the accelerator pedal deflection angle A as well as the engine speed C and / or the transmission input shaft speed E outside of switching operations when the clutch slips, and that with a third control module outside of switching operations when the clutch is not slipping, a fuel injection quantity B from a current target fuel injection quantity to a target fuel injection given by the vehicle driver through the accelerator pedal deflection A. F is adjusted.
  • this can be a manually operated clutch or an automatically closing, preferably centrifugally operated clutch, the centrifugal weights of which are deflected radially when the engine speed increases and thus close the clutch.
  • control device or the control device is connected via a sensor line to a sensor for detecting the actuation position of the clutch, so that the various calculation modules mentioned can be safely activated and deactivated.
  • control device can also be connected to a sensor for determining the speed of the transmission output shaft, so that it can be used to reliably determine whether the vehicle is at a standstill or not by means of its speed information for selecting the operating mode.
  • the invention also encompasses the variant in which the three calculation modules are embodied in a device separate from the control device, the latter being connected in terms of signal technology to the control device mentioned.
  • a separate device can be, for example, a transmission control device.
  • the manual transmission it can be provided that it is designed as a manually or automatically shiftable manual transmission.
  • the invention also relates to a method for controlling starting, driving or switching operations of a motor vehicle of the type mentioned above.
  • This method is now characterized in that during switching operations depending on the transmission output shaft speed G and the gear to be shifted, a target engine speed value D is calculated, to which the engine speed C is adjusted, and that outside of switching operations with a slipping clutch for controlling the power and speed of the drive motor, the fuel injection quantity B for the drive motor depending on that Accelerator pedal deflection angle A and the engine speed C and / or the transmission input shaft speed E is calculated and set.
  • This method enables the internal combustion engine to be controlled in accordance with the power requirements, and the clutch to be worn to reduce wear, both during switching operations and in operating states with a slipping clutch.
  • the latter also includes a starting process.
  • the target engine speeds D calculated for gear shift operations are advantageously directly as target speeds Transmit to the control device or its calculation modules, so that the calculation effort for the value of a target-oriented, need-based fuel injection quantity B can be omitted or at least reduced in the transmission control unit.
  • the aforementioned computing effort is then incumbent on the manufacturer of the internal combustion engine, which then uses the control unit as a power control unit.
  • This procedure advantageously allows a predetermined engine speed, for example, when starting from a standstill even when the clutch is fully disengaged and the accelerator pedal is at full throttle not exceeded and so the clutch and possibly also the synchronization means in the manual transmission can be operated with reduced wear.
  • the fuel injection quantity B is adapted from a current value to a target fuel injection quantity F specified by the vehicle driver through the accelerator pedal deflection A. In this way, the output of the drive motor immediately follows the driver's output during the clutch-free operating time of the vehicle.
  • a target engine speed value D dependent on the transmission output shaft speed G is determined, which also takes into account the driving speed of the vehicle.
  • the method is preferably operated such that the target engine speed D is formed as a function of the torque characteristic of the drive motor and / or the reduction of the drive train and the transmission output speed G.
  • control of the engine speed C to a target engine speed value D will preferably take place if a comparison of the engine speed with the transmission input shaft speed determines a clutch slip that exceeds a predetermined target slip value.
  • a gear is engaged within shifting operations only when the target engine speed D, the engine speed C and the transmission input shaft speed E do not differ from one another more than a predeterminable speed amount.
  • This predeterminable rotational speed amount is preferably increased after initiation of gear engagement.
  • FIG. 1 shows a schematic view of a motor vehicle drive train
  • FIG. 2 shows the qualitative variation over time of various parameters of the drive train according to FIG. 1 during a starting process.
  • the drive train 1 of a motor vehicle shown in FIG. 1 comprises a drive motor 2 designed as an internal combustion engine, which is connected via a crankshaft 3 to a manually operable shifting and starting clutch 4.
  • This clutch 3 can also be designed such that it can be automatically closed depending on the centrifugal force by the speed of an input-side component thereof.
  • the output side of the clutch 3 is connected in terms of drive technology to the input shaft 5 of the manual transmission 6.
  • the manual transmission 6 is designed as an automatically switchable transmission, the transmission output shaft 7 of which drives a differential transmission 8, from which drive shafts 9, 10 leading to the vehicle wheels 11, 12 depart.
  • a control device 13 is assigned to this drive train 1, which is designed here as an engine control device.
  • This engine control unit 13 receives a status description of the drive train 1 via a large number of sensors.
  • the sensors important for this invention include a sensor 15 for determining the deflection angle “A” of an accelerator pedal, a sensor 17 for detecting the engine speed “C” and a sensor 21 to determine the transmission input shaft speed “E”.
  • the transmission output shaft speed G is determined on the transmission output shaft 7 with the aid of a speed sensor 23 and the clutch actuation position is measured with a sensor 19.
  • the sensors 15, 17, 19, 21 and 23 mentioned are with the control device 13 connected via sensor lines 16, 18, 20, 22, 24, although the signal can also be transmitted wirelessly.
  • the drive train 1 is assigned a clutch pedal 25, with which the clutch 4 can be brought into different actuation positions such as “closed”, “opened” or “slipping” via a clutch actuation device 26 arranged on the clutch 4 ,
  • control line 30 shown in dashed lines that the shift actuation of the automated manual transmission 6 can also be controlled by the control device 13, although a separate transmission control device is usually provided for this purpose.
  • the control device 13 has a first calculation module 28, with which, during shift operations depending on the transmission output shaft speed G and the gear ratio to be shifted, a target engine speed value D is calculated, to which the engine speed C is adjusted , This ensures in every operating situation of the vehicle that there is no severe clutch wear caused by the behavior of the driver.
  • this control device 13 has a second calculation module 29, with which the target fuel quantity B is set directly as a function of the accelerator pedal deflection angle A, the engine speed C and / or the transmission input shaft speed E for regulating the engine output and engine speed outside of switching operations.
  • a third calculation module 32 becomes active outside of switching operations when the clutch is not slipping and adjusts an applicable fuel injection quantity B to the target fuel injection quantity F that has just been specified by the vehicle driver.
  • This specification is made, for example, by deflecting the accelerator pedal by the accelerator pedal deflection angle A, and is preferably used during the drive operation phase without clutch actuation.
  • the control device 13 is connected to the power actuator of the drive motor 2 in terms of signals, so that, depending on the above-mentioned operating situations, the drive motor 2 depends on the measured engine speed C, the measured transmission output shaft speed G and / or the transmission input shaft speed E dependent engine speed setpoint D is regulated, or only those start-up or shift-relevant engine speed values are permitted which lead to the desired low-wear operation of clutch 4 to lead.
  • the aforementioned power actuator is formed by the fuel injection valves of the drive engine.
  • FIG. 2 The qualitative course over time of some drive train parameters that are important in this context is shown in FIG. 2 for a starting process.
  • the accelerator pedal is deflected to the stop by the vehicle driver and is held in this position in the further course, which is evident from the steep rise and then constant value of the accelerator pedal deflection angle A.
  • the engine speed C would follow this inadequate power requirement, so that there would be a speed difference between the input side (crankshaft 3) and the output side (transmission input shaft 5) of the clutch 4 that would wear out the friction lining of the clutch during this starting process.
  • the invention provides, according to the method, that an optimal engine target speed D is calculated for this starting process, to which the engine speed C is adjusted.
  • the measured deflection angle A of the accelerator pedal 14, the engine speed C and / or the transmission input shaft speed E are included in the calculation of this target engine speed.
  • the torque characteristic of the drive motor 2 and the starting reduction ratio of the manual transmission 6 can also preferably be taken into account.
  • a fuel injection signal (curve B), according to which fuel is injected into the combustion chambers of the drive motor 2 via said fuel injection valves.
  • the target engine speed D is present in the form of a first intermediate value at time t 2 .
  • the engine speed C has up to there also reaches an intermediate value which is just below the value of the target engine speed D, which is present from the time t 3 .
  • the engine speed C is further regulated to the now constant value D of the target engine speed, so that to prevent a drop in speed from this point in time, fuel is again injected into the drive motor 2 in accordance with the time course of the fuel injection quantity B.
  • the amount of fuel required increases continuously over time.
  • clutch 4 begins to transmit torque, which is evident from the increase in the transmission input shaft speed E. From time t 4, clutch 4 initially only transmits torque in a slipping manner until it is fully closed at time t 5 and transmission input shaft speed E has reached the value of engine speed C.
  • an engine target rotation numerical value D is calculated, to which the engine speed C is adjusted.
  • this advantageously avoids the occurrence of highly wear-promoting engine speeds and thus differential speeds between the input and the output side of the clutch 4 as a result of an impetuous accelerator pedal deflection.
  • the engine speed C is regulated directly by specifying the target fuel injection quantity. If, in the slip-free phase of the clutch, when the fuel injection quantity B is adjusted, that target fuel injection quantity F specified by the driver is reached, the influencing of fuel injection quantity B can be switched off. The drive motor 2 then receives the target fuel injection quantity F. If slip at the clutch is subsequently detected again, the fuel injection quantity B is supplied to the drive motor 2 in order to set the target engine speed D on the drive motor 2.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • General Engineering & Computer Science (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L'objectif de l'invention est d'éviter l'usure d'un embrayage provenant d'une déflexion importante et inappropriée de la pédale d'accélérateur. A cet effet, un dispositif, prévu pour commander des processus de démarrage, d'accélération ou de passage de rapports d'un véhicule automobile, est équipé d'un premier module de calcul (28) au moyen duquel une valeur de consigne (D) pour le régime du moteur est calculée pour des processus de passage de rapports en fonction de la vitesse de rotation (G) de l'arbre de sortie de la boîte de vitesses et en fonction du rapport à passer, valeur de consigne sur laquelle le régime (C) du moteur est réglé lors de ces processus de passage de rapports. De plus, l'organe de commande (13) comporte un second module de calcul (29) au moyen duquel, en dehors de processus de passage de rapports lorsque l'embrayage (4) patine, la quantité de carburant à injecter (B) pour le moteur de commande (2) est réglée en fonction de l'angle de déflexion (A) de la pédale d'accélérateur (A) et du régime (C) du moteur et/ou de la vitesse de rotation (E) de l'arbre d'entrée de la boîte de vitesse et, lorsque l'embrayage (4) ne patine pas, en dehors de processus de passage de rapports, la quantité de carburant à injecter (B) est ajustée à partir d'une valeur actuelle, au moyen d'un troisième module de commande (32), sur une quantité de carburant de consigne (F) définie par le conducteur par la déflexion (A) de la pédale d'accélérateur.
EP05707047A 2004-02-26 2005-01-28 Procede et dispositif pour commander des processus de demarrage, d'acceleration ou de passage de rapports d'un vehicule automobile Withdrawn EP1718883A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102004009233A DE102004009233A1 (de) 2004-02-26 2004-02-26 Verfahren und Vorrichtung zur Steuerung von Anfahr-, Fahr- oder Schaltvorgängen eines Kraftfahrzeuges
PCT/EP2005/000818 WO2005084994A1 (fr) 2004-02-26 2005-01-28 Procede et dispositif pour commander des processus de demarrage, d'acceleration ou de passage de rapports d'un vehicule automobile

Publications (1)

Publication Number Publication Date
EP1718883A1 true EP1718883A1 (fr) 2006-11-08

Family

ID=34833040

Family Applications (1)

Application Number Title Priority Date Filing Date
EP05707047A Withdrawn EP1718883A1 (fr) 2004-02-26 2005-01-28 Procede et dispositif pour commander des processus de demarrage, d'acceleration ou de passage de rapports d'un vehicule automobile

Country Status (4)

Country Link
US (1) US7584039B2 (fr)
EP (1) EP1718883A1 (fr)
DE (1) DE102004009233A1 (fr)
WO (1) WO2005084994A1 (fr)

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DE102019117633A1 (de) * 2019-07-01 2021-01-07 CLAAS Tractor S.A.S Antriebsstrang eines Fahrzeugs sowie Verfahren zum Betreiben eines Antriebsstrangs eines Fahrzeugs

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US7584039B2 (en) 2009-09-01
US20070135263A1 (en) 2007-06-14
WO2005084994A1 (fr) 2005-09-15
DE102004009233A1 (de) 2005-09-08

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