GB2088007A - Clutch Control Apparatus - Google Patents
Clutch Control Apparatus Download PDFInfo
- Publication number
- GB2088007A GB2088007A GB8103582A GB8103582A GB2088007A GB 2088007 A GB2088007 A GB 2088007A GB 8103582 A GB8103582 A GB 8103582A GB 8103582 A GB8103582 A GB 8103582A GB 2088007 A GB2088007 A GB 2088007A
- Authority
- GB
- United Kingdom
- Prior art keywords
- signal
- clutch
- engine speed
- reference signal
- throttle
- 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.)
- Granted
Links
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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
- F16D48/066—Control of fluid pressure, e.g. using an accumulator
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
-
- 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
- B60W2510/0225—Clutch actuator 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
- 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
- B60W2710/02—Clutches
- B60W2710/021—Clutch engagement state
- B60W2710/022—Clutch actuator 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
- B60W2710/0644—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
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0666—Engine 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3061—Engine inlet air flow rate
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3065—Torque of the engine
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/306—Signal inputs from the engine
- F16D2500/3067—Speed of the engine
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/30—Signal inputs
- F16D2500/314—Signal inputs from the user
- F16D2500/31406—Signal inputs from the user input from pedals
- F16D2500/3144—Accelerator pedal position
-
- 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
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/502—Relating the clutch
- F16D2500/50227—Control of clutch to control engine
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
A vehicle automatic clutch control comprising an engine speed sensor (21) that produces a single V1, an electrical reference signal generator (34) that produces a signal VR and a comparator (23) that processes the two signals V1 and VR to produce an error signal E. The error signal E is utilised for controlling a clutch actuator 27 that operates the clutch to vary the state of engagement of the clutch to alter the engine speed and equalise the two signals V1 and VR until the clutch is fully engaged. <IMAGE>
Description
SPECIFICATION
Clutch Control Apparatus
This invention relates to clutch control apparatus for the automatic control of friction clutches between the engine and transmission of motor vehicles on take up from standing start.
In its broadest aspect the present invention provides an automatic clutch control system in which there is provided means for generating a constant, varying, or variable reference signal for comparison with an engine speed signal and clutch position control means.
Accordingly, there is provided a vehicle transmission clutch control system comprising an electrical engine speed sensor and signal means, an electrical reference signal generator that produces a reference signal, a comparator which receives the reference and engine speed signals and produces an error signal which is utilised for controlling an actuator that operates the clutch to vary the state of engagement of the clutch to alter the engine speed with subsequent variation of the engine speed signal to approach equivalence with the reference signal so as to equalise said signals thus maintaining a substantially constant engine speed until the clutch is fully engaged.
Preferably, means are provided to adjust the reference signal depending upon the torque demand upon the engine of the vehicle so that as the vehicle torque demand increases the reference signal is caused to correspond with a higher engine speed.
The invention will be described by way of example and with reference to the accompanying drawings in which: Fig. 1 is a schematic drawing of one embodiment of the invention;
Fig. 2 is a schematic drawing of the preferred embodiment of the invention
Fig. 3 is a detailed circuit of the engine speed sensor in Fig. 2;
Fig. 4 is a detailed circuit of the limiter and switching circuit as utilised in Fig. 2 shown in their relationships to the difference amplifier 131 and comparator 113.
Fig. 5 is a detailed circuit of the phase-gain shaping network in Fig. 2.
Fig. 6 is a detailed circuit of the oscillator in
Fig. 2;
Fig. 7 is a detailed circuit of the mark space ratio modulator of Fig. 2; and
Fig. 8 is an output as used in Fig. 2.
With reference to Fig. 1 of the drawings a conventional motor car has the usual engine 11, clutch 13, gearbox 14, gearshift lever 15, throttle
16 and an inlet manifold 17.
The engine speed is sensed by a transducer (not shown) which produces a signal S, representative of engine speed and a sensor 21 receives this signal and produces a voltage signal
V1 proportional to the engine speed. The voltage signal V, is fed to a comparator 23 which measures the difference between the voltage V, and a voltage signal VR which is obtained from a reference signal generator 34, which is for example a potentiometer across the vehicle battery. The reference signal VI can be set to be the same value as a signal obtained via the sensor 21 at a particular engine speed for example 1000 r.p.m.
An error signal E is derived from the comparator 23 and is fed into a clutch position control 22 which controls the operation of an actuator 27. The actuator 27 operates the vehicle clutch 13 and is powered by means which may be pneumatic, hydraulic or electrical.
The clutch position control 22 comprises an actuator control 25, a clutch position transducer 42, and a comparator 45. The position transducer 42 is coupled to the actuator output and produces a voltage signal 43 representative of the position of the clutch. This signal 43 is fed into the comparator 45 for comparison with a command signal constituted by the error signal E. The difference signal 24 from the comparator 45 is fed into the actuator control.
Taking a pneumatic actuator 27 by way of example, the actuator 27 may be connected to a vacuum source, for example, the inlet manifold 17 of an internal combustion engine 11, via solenoid valve 30, and non-return valve 40, causing the actuator 27 to move to engage the clutch.
Alternatively the actuator 27 may be connected to atmosphere through solenoid valve 29 causing the actuator to move to release the clutch under the influence of an internai spring located in the actuator.
The actuator control 25 causes either valve 29 or 30, depending upon the polarity of the difference signal 24, to be switched on and off rapidly at a fixed rate. The open time of these valves 29 and 30 is dependent on the amplitude of the difference signal 24. The open time for either valve 29 or 30 determines the velocity of the actuator 27 in the appropriate direction so that theactuator velocity is proportional to the difference signal 24. The actuator 27 operates so as to equalise the position signal 43 and the error signal E and reduce the difference signal 24 to zero. Consequently the actuator takes up a position dictated by the error signal E.
The error signal E determines the degree of engagement of the clutch. The clutch position control 22 operates the actuator 27 so as to vary the state of engagement of the clutch 13 with the engine 11 and thereby alter the engine speed to cause the engine speed signal V, to approach equivalence with reference signal V1 and make the error signal E approach zero.
When the engine speed signal V, is lower than the reference signal V1 the clutch is disengaged.
When V, is equal to V1 the clutch is part engaged and when V, is greater than V1 the clutch is fully engaged. The range of engine speed over which engagement takes place is determined by the overall system amplification. The degree of exactitude with which the error signal E approaches zero is determined by the gain in the system, i.e. the higher the gain the greater the exactitude. In addition, engagement of the clutch will load the engine, resulting in a reduction of speed and consequently more gradual clutch engagement.
The operation of the clutch control apparatus is as follows:- From a standing start, the clutch position control 22 causes the clutch actuator 27 to disengage the clutch by venting the actuator to atmosphere through valve 29.
If the driver places the gearshift lever into first, or possibly second gear then, as the driver operates the throttle control 33 to increase the engine speed, once the engine speed increases so that the voltage V, approaches the reference voltage V1 the actuator 27 will begin to engage the clutch 1 3. The error signal E activates the clutch position control 22 which in turn operates the actuator 27 so as to move the clutch 13 into engagement with the engine 11 to increase the torque load upon the engine through the friction clutch. This has the effect of reducing the engine speed and bringing V, close to VR.
The driver will recognise the fall in engine speed and further open the throttle, hence increasing V, which in turn causes the clutch to further engage. This process of increasing the throttle opening and holding the engine speed steady by engagement of the clutch will continue until the clutch is fully engaged.
The slow increase in the rate of engagement of the clutch ensures a smooth take-up of the clutch, and hence a smooth starting by the vehicle. When the vehicle is moving and the clutch fully engaged the engine speed will rise as the driver increases the throttle opening. When the engine speed exceeds some threshold speed, for example, 2000 r.p.m., the position control 22 causes the disengagement speed to be reduced to a value lower than the original engagement speed so that engine speeds lower than the original engagement speeds are permissible when in higher gears.
In order to make the control system responsive to varying torque demands from the engine, for example, start on a hill or towing a caravan it is necessary to make the reference signal vary accordingly, so that as the torque demand for a standing start increases (i.e. so that the engine does not stall), then the reference signal becomes equivalent to a higher engine speed.
One simple method of doing this is to utilise a variable potentiometer 34 fitted to the vehicle throttle control 33 as the reference generator, so that as the throttle opening increases the reference signal also increases and becomes equivalent to a higher engine speed. The connection between the throttle control 33 and the reference signal potentiometer 34 is shown by dotted lines in the drawing. The reference signal to throttle opening curve is not necessarily linear, and is shaped to give a maximum value at 50% of throttle opening.
In Fig. 2 is illustrated a preferred control system that causes the reference signal to vary.
Further the system operates so that once the clutch has engaged and the vehicle starts to move off then should the engine speed fall, say for example, because the vehicle is going up an incline, then the clutch will not be caused to disengage to equalise the reference and engine speed signals but will remain engaged below the reference until a predetermined minimum engine speed is reached.
The comparator 113 is equivalent to the comparator 23 in Fig. 1 and receives an engine speed signal V, and an input signal Vs and measures the difference between the two signals V and Vs to produce an error signal E. The error signal E is positive when V, is less than Vs and becomes negative when V, exceeds Vs. The error signal E from the comparator 113 is fed into a clutch position control which operates in a manner as previously described for Fig. 1.
The vehicle engine speed is sensed by a sensor 111 that produces a voltage V1 proportional to engine speed. The electrical circuit of the sensor is illustrated in detail in Fig. 3 but is basically a magnetic probe sensing the teeth on the engine flywheel and a transistor pump circuit. The input signal Vs is derived from a difference amplifier 1 31 which adds together signals representing throttle opening and a fixed reference, VT and V1 respectively.
The throttle position is sensed by a transducer 127 which is a variable potentiometer that produces a signal VT proportional to the throttle opening. The signal VT can be a positive signal which has a value proportional to throttle opening i.e. small value at light throttle and large value at full throttle. Alternatively, as utilised in the preferred embodiment, the signal VT can be proportional to throttle closure i.e. at light throttle opening the signal is at a maximum and at full throttle opening the signal has a minimum value.
This relationship can be written as signal VT=k (1throttle opening). The inverse relationship between the signal VT and the throttle opening is utilised because the signal VT is required in this form to control other functions in the vehicle gearbox.
The throttle position transducer 127 is connected to a limiter 128 the action of which is to allow the throttle signal VTto vary only over a limited range say 10% to 50% of the throttle opening. The limiter 28 is disclosed in detail in
Fig. 4 of the accompanying drawings. The signal
VT is fed into an inverting input of a difference amplifier 131. The difference amplifier 131 also receives a reference signal voltage V1 from a reference signal generator 114. As in Fig. 1 the reference signal generator 114 is a potentiometer across the vehicle battery. Because the throttle transducer 127 is connected in the reverse sense, producing maximum voltage for closed throttle conditions, the difference amplifier 131 acts as a summing junction to add the signals VT and V1 together and produce a resultant input signal Vs which is fed into the comparator 11 3.
The throttle transducer signal VT is utilised to modify the speed of the engine at which the error signal E changes from positive to negative.
At a moment of high torque demand e.g. on a hill start when VT is at a high value (because the throttle is part open) since VS=VT+VR then V, must correspond to a high value of engine speed e.g. 1 500 r.p.m. before the error signal is changed from positive to negative and therefore, the engine speed must be increased before the clutch is operated.
A switching circuit 123 is connected between the error signal E and the throttle signal VT. When the negative value of error signal exceeds a predetermined amount the switching circuit is actuated. The switching circuit is shown in detail in Fig. 4 of the accompanying drawings. The switching circuit 123 changes the throttle signal
VT at a value corresponding to a light throttle opening. When in the unenergised state the switching circuit has no loading effect on the signal VT. Once the switching circuit has operated and the reference clamped to the light throttle value, the error signal increases, and consequently ensures that the reference remains clamped until the engine speed is reduced to that corresponding to the light throttle take-up value.
The effect of this is that on vehicle take-off on a hill when the clutch engages V1=VR+VT at say 1 500 r.p.m. as the engine speed increases and the E becomes negative, then if for some subsequent reason the engine speed drops the clutch will not disengage until the engine speed falls below 1000 r.p.m.
A choke position indicator 129 produces a signal Vc, prefarably but not necessarily proportional to the degree of choke. The signal Vc is combined with the reference signal V1 prior to the reference signal being combined with the throttle position signal VT. Hence if a degree of choke is required for starting the vehicle then the input signal Vs is increased by the signal Vc and the engagement speed for the clutch is increased to accommodate the higher idling speed of the engine.
The clutch position control comprises a comparator 1 30 equivalent to comparator 45 in
Fig. 1, that receives the error signal E and a signal from a travel transducer 132 responsive to the clutch position control. The signal from the comparator 130 is then fed into a phase-gain shaping network 133, introduced to ensure the system stability, a mark space ratio modulator and oscillator, 134 and 135 respectively, and then utilised via an output 138 to control a solenoid operated hydraulic valve 136. The hydraulic valve 1 36 controls the hydraulic pressure in a hydraulic actuator 137. The mark/space ratio of the signal fed into the solenoid valve 136 determines the hydraulic pressure in the actuator and hence the state of engagement of the clutch.
The shaping network 133, oscillator 135, mark space ratio network 134 and output are shown in detail in Figs. 6 to 8 respectively.
For the ease of understanding Figs. 3 to 8, the
electrical terminals on each component are
numbered according to component to which they
are connected, e.g, in Fig. 3 the terminal 113
connects the engine speed sensor 111 to the
comparator 113.
Claims (9)
1. A vehicle transmission clutch control system comprising an electrical engine speed sensor and signal means, an electrical reference signal generator that produces a reference signal, a
comparator which receives the reference signal and engine speed signal and produces an error signal which is utilised for controlling an actuator that operates the clutch to vary the state of engagement of the clutch to alter the engine speed with subsequent variation of the engine speed signal to approach equivalence with the reference signal so as to equalise said signals thus maintaining a substantially constant engine speed until the clutch is fully engaged.
2. A control system as claimed in Claim 1, wherein means are provided to adjust the reference signal depending upon torque demand upon the engine of the vehicle so that as the torque demand increases the reference signal is varied to correspond to a higher engine speed.
3. A control system as claimed in Claim 2, wherein said reference signal adjustment means comprise a throttle position sensor that produces a throttle signal indicative of throttle opening, and a summing junction for summation of the throttle signal and reference signal, the comparator receiving the modified reference signal.
4. A control as claimed in any one of Claims 1 to 3, wherein a choke position indicator provides a choke signal which is utilised to alter the reference signal according to the degree of choke.
5. A control as claimed in Claim 4, when dependent upon Claim 3, wherein the choke signal is added to the reference signal prior to the reference signal being summed with the throttle signal.
6. A control as claimed in Claim 3 and Claim 4 and 5, when dependent upon Claim 3, wherein a switching circuit is connected between the error signal and the throttle position signal so that when the switching circuit is energised by a predetermined imbalance between the engine speed signal and the modified reference signal, the switching circuit output signal is then utilised to modify the throttle signal and cause the clutch position control to remain in the clutch engaged state until the engine speed signal drops to a given value.
7. A clutch control as claimed in Claim 3, wherein the throttle signal varies with the throttle opening so that maximum signal equates with no more than 50% throttle opening.
8. A vehicle transmission clutch control system substantially as described herein and as illustrated in Fig. 1 of the accompanying diagram.
9. A vehicle transmission having a control system substantially as described herein and as illustrated in Fig. 2 of the accompanying drawings.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB8103582A GB2088007B (en) | 1980-02-18 | 1981-02-05 | Clutch control apparatus |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB8005373 | 1980-02-18 | ||
GB8103582A GB2088007B (en) | 1980-02-18 | 1981-02-05 | Clutch control apparatus |
Publications (2)
Publication Number | Publication Date |
---|---|
GB2088007A true GB2088007A (en) | 1982-06-03 |
GB2088007B GB2088007B (en) | 1984-03-21 |
Family
ID=26274531
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
GB8103582A Expired GB2088007B (en) | 1980-02-18 | 1981-02-05 | Clutch control apparatus |
Country Status (1)
Country | Link |
---|---|
GB (1) | GB2088007B (en) |
Cited By (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0101220A2 (en) * | 1982-08-11 | 1984-02-22 | Automotive Products Public Limited Company | Electronic clutch control system |
FR2570656A2 (en) * | 1984-09-21 | 1986-03-28 | Renault Vehicules Ind | AUTOMATIC CLUTCH FOR AUTOMOTIVE |
US4926994A (en) * | 1986-09-13 | 1990-05-22 | Isuzu Motors Limited | Automatic clutch control apparatus |
US4986401A (en) * | 1987-03-26 | 1991-01-22 | Zahnradfabrik Friedrichshaften Ag | Device for controlling an automatic motor-vehicle clutch |
GB2250075A (en) * | 1990-11-02 | 1992-05-27 | Automotive Products Plc | A clutch control system |
US5427215A (en) * | 1991-01-18 | 1995-06-27 | Automotive Products, Plc | Clutch control system |
US5454768A (en) * | 1992-09-09 | 1995-10-03 | Automotive Products, Plc | Clutch control system |
GB2311351A (en) * | 1996-03-21 | 1997-09-24 | Luk Getriebe Systeme Gmbh | A clutch control system/method providing different levels of torque transmission |
FR2837889A1 (en) | 2002-03-28 | 2003-10-03 | Luk Lamellen & Kupplungsbau | METHOD FOR CONTROLLING THE ENGINE TORQUE DURING A VEHICLE SPEED CHANGE |
FR2867241A1 (en) * | 2004-03-03 | 2005-09-09 | Peugeot Citroen Automobiles Sa | Electronic clutch closing control process for traction chain, involves controlling engine so that engine shaft speed converges towards primary shaft speed, and controlling closing of clutch independent of operating conditions of engine |
US20100082211A1 (en) * | 2008-09-30 | 2010-04-01 | Honda Motor Co., Ltd. | Clutch controlling apparatus for vehicle |
-
1981
- 1981-02-05 GB GB8103582A patent/GB2088007B/en not_active Expired
Cited By (18)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0101220A2 (en) * | 1982-08-11 | 1984-02-22 | Automotive Products Public Limited Company | Electronic clutch control system |
EP0101220A3 (en) * | 1982-08-11 | 1984-08-08 | Automotive Products Public Limited Company | Electronic clutch control system |
US4561530A (en) * | 1982-08-11 | 1985-12-31 | Automotive Products Plc | Electronic clutch control system |
FR2570656A2 (en) * | 1984-09-21 | 1986-03-28 | Renault Vehicules Ind | AUTOMATIC CLUTCH FOR AUTOMOTIVE |
EP0179723A1 (en) * | 1984-09-21 | 1986-04-30 | RENAULT VEHICULES INDUSTRIELS Société dite: | Automatic clutch for an automotive vehicle |
US4926994A (en) * | 1986-09-13 | 1990-05-22 | Isuzu Motors Limited | Automatic clutch control apparatus |
US4986401A (en) * | 1987-03-26 | 1991-01-22 | Zahnradfabrik Friedrichshaften Ag | Device for controlling an automatic motor-vehicle clutch |
GB2250075A (en) * | 1990-11-02 | 1992-05-27 | Automotive Products Plc | A clutch control system |
GB2250075B (en) * | 1990-11-02 | 1994-09-07 | Automotive Products Plc | A clutch control system |
US5427215A (en) * | 1991-01-18 | 1995-06-27 | Automotive Products, Plc | Clutch control system |
US5454768A (en) * | 1992-09-09 | 1995-10-03 | Automotive Products, Plc | Clutch control system |
GB2311351A (en) * | 1996-03-21 | 1997-09-24 | Luk Getriebe Systeme Gmbh | A clutch control system/method providing different levels of torque transmission |
GB2311351B (en) * | 1996-03-21 | 2000-08-09 | Luk Getriebe Systeme Gmbh | Apparatus for controlling a torque transmitting system |
FR2837889A1 (en) | 2002-03-28 | 2003-10-03 | Luk Lamellen & Kupplungsbau | METHOD FOR CONTROLLING THE ENGINE TORQUE DURING A VEHICLE SPEED CHANGE |
WO2003082623A1 (en) | 2002-03-28 | 2003-10-09 | Luk Lamellen Und Kupplungsbau Beteiligungs Kg | Engine torque control during gear shifting |
FR2867241A1 (en) * | 2004-03-03 | 2005-09-09 | Peugeot Citroen Automobiles Sa | Electronic clutch closing control process for traction chain, involves controlling engine so that engine shaft speed converges towards primary shaft speed, and controlling closing of clutch independent of operating conditions of engine |
US20100082211A1 (en) * | 2008-09-30 | 2010-04-01 | Honda Motor Co., Ltd. | Clutch controlling apparatus for vehicle |
US8306714B2 (en) * | 2008-09-30 | 2012-11-06 | Honda Motor Co., Ltd. | Clutch controlling apparatus for vehicle |
Also Published As
Publication number | Publication date |
---|---|
GB2088007B (en) | 1984-03-21 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
EP0038113B1 (en) | Clutch control apparatus | |
US4403682A (en) | Clutch control apparatus | |
US4432445A (en) | Clutch control systems | |
US4418810A (en) | Clutch control system | |
US4653621A (en) | Control system for automatic clutch | |
US5056639A (en) | Device and method for the control of an automatic vehicle clutch | |
US4462275A (en) | Electronic control for a stepless vehicle transmission using a control member responsive to static pressure | |
KR100347552B1 (en) | Method and apparatus for slip mode control of automatic clutch | |
US4281567A (en) | System for optimizing the fuel consumption of an internal combustion engine | |
US4484497A (en) | Fuel cut-off system for an engine coupled to an automatic power transmission with a lockup device | |
US5435795A (en) | Vehicle drivetrain control including CVT | |
EP0101220A2 (en) | Electronic clutch control system | |
US5628706A (en) | Method and arrangement for controlling the output power of a drive unit of a motor vehicle | |
US4401075A (en) | Automatic speed control for heavy vehicles | |
US5082096A (en) | Control apparatus for an automatic clutch device | |
KR900700318A (en) | Vehicle Power Unit | |
US4572031A (en) | Automotive driving control system utilizing a stepless transmission | |
SU1210655A3 (en) | Electronic system for controlling vehicle transmission | |
GB2088007A (en) | Clutch Control Apparatus | |
US4852429A (en) | Method and apparatus for controlling the steplessly variable transmission ratio of a continuously variable transmission, especially of a cone disk belt transmission, in a motor vehicle | |
EP0043661B1 (en) | Clutch control system | |
US4520694A (en) | Method of controlling engine operation in an automotive vehicle during gear change | |
US4389910A (en) | Motor vehicle power control means | |
US4474153A (en) | Idling speed controlling system for internal combustion engine | |
US4947971A (en) | Control system for a clutch for a motor vehicle |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
732E | Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977) | ||
732E | Amendments to the register in respect of changes of name or changes affecting rights (sect. 32/1977) | ||
PE20 | Patent expired after termination of 20 years |
Effective date: 20010204 |