US20030214186A1 - Method and system for assisting the start-up of a motor vehicle - Google Patents

Method and system for assisting the start-up of a motor vehicle Download PDF

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Publication number
US20030214186A1
US20030214186A1 US10/464,283 US46428303A US2003214186A1 US 20030214186 A1 US20030214186 A1 US 20030214186A1 US 46428303 A US46428303 A US 46428303A US 2003214186 A1 US2003214186 A1 US 2003214186A1
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US
United States
Prior art keywords
motor vehicle
current
operating state
engine torque
state
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.)
Abandoned
Application number
US10/464,283
Other languages
English (en)
Inventor
Ralf Kinder
Gerhard Klapper
Reza Shokoufandeh
Franz-Josef Endres
Ralf Leiter
Lorenz Maack
Andreas Sons
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 Active Safety GmbH
Original Assignee
Lucas Automotive 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
Application filed by Lucas Automotive GmbH filed Critical Lucas Automotive GmbH
Assigned to LUCAS AUTOMOTIVE GMBH reassignment LUCAS AUTOMOTIVE GMBH ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: MAACK, LORENZ, SONS, ANDREAS, KLAPPER, GERHARD, ENDRES, FRANZ-JOSEF, KINDER, RALF, LEITER, RALF, SHOKOUFANDEH, REZA
Publication of US20030214186A1 publication Critical patent/US20030214186A1/en
Priority to US11/249,729 priority Critical patent/US7338137B2/en
Abandoned legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B60T7/122—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger for locking of reverse movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/06—Hill holder; Start aid systems on inclined road
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2230/00—Monitoring, detecting special vehicle behaviour; Counteracting thereof
    • B60T2230/04—Jerk, soft-stop; Anti-jerk, reduction of pitch or nose-dive when braking
    • 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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S188/00—Brakes
    • Y10S188/02—Hill holder

Definitions

  • the present invention relates to a method and a system for assisting the start-up of a motor vehicle.
  • the present invention relates to a method and a system which during start-up of a motor vehicle control braking equipment, which is activated in the stationary state of the motor vehicle, so as to assist and allow the start-up.
  • the braking equipment or parts of the braking equipment of a motor vehicle are usually operated also in the stationary state of the motor vehicle in order to maintain the stationary state of the latter.
  • a parking brake which is typically actuated by a vehicle driver, or of braking equipment which in a controlled manner generates braking forces required for the stationary state.
  • a brake system comprises a valve, which is disposed between the master brake cylinder and the wheel brake cylinders and which is closed in the stationary state to maintain a brake-actuating pressure and opened to cancel the brake-actuating pressure and allow start-up of the motor vehicle.
  • the engine torque defined by a vehicle driver is checked to see whether it corresponds to a starting torque required for start-up.
  • the required starting torque is determined in dependence upon a current angle of inclination of the vehicle on an ascending gradient and upon the vehicle weight.
  • Said procedure has the drawback that the current engine torque, even when it corresponds to the required starting torque, does not provide any reliable indication about whether the motor vehicle is actually in a driving state required for start-up. This-is the case, for example, when the clutch is actuated or no gear is selected. When in such cases the required starting torque is reached, the brake system is nevertheless deactivated with the result that an undesirable movement of the motor vehicle may occur.
  • a general drawback of said start-up assistance is that the reduction—occasioned by opening of the valve—of braking forces summoned up in the stationary state is effected independently of the manner in which the motor vehicle is to be moved out of the stationary state. This may lead to uncomfortable, jerky start-up phases, during which it may be necessary for the driver to take additional measures to achieve start-up of the motor vehicle in a desired manner.
  • the object of the present invention is to provide a method and a system for assisting the start-up of a motor vehicle having braking equipment activated in the stationary state, which method and system assist and render more comfortable the transitions from a stationary to a travelling state, wherein the previously described drawbacks of prior art are overcome.
  • the invention provides a method of assisting the start-up of a motor vehicle, the braking equipment of which is activated in the stationary state in a controlled manner, automatically or by a vehicle driver and may be deactivated in a controllable manner without any activity on the part of the vehicle driver.
  • parameters are determined, which characterize a motor vehicle operating state, in which the motor vehicle is to be moved from the stationary state. Determination of the so-called starting parameters is used to recognize a starting request, which is defined by a vehicle driver or, in the case of an automatic vehicle controller (“autopilot”), by a vehicle control system.
  • the braking equipment and, in particular, parking brakes of the motor vehicle are subsequently controlled in such a way that the braking forces generated in the stationary state are reduced in order to allow the desired transition from the stationary state to a travelling state.
  • parameters are defined, which define for the motor vehicle in the stationary state an operating state, which has to exist before the motor vehicle may be moved at all out of the stationary state.
  • parameters characterizing current operating states of the motor vehicle are acquired in the stationary state in order to check whether the defined initial operating state exists. If this is the case, the starting parameters are determined.
  • the initial operating state use may be made of parameters which indicate whether an ignition system of the motor vehicle is switched on, i.e. the vehicle engine has been started or is in a state enabling it to be started e.g. through actuation of an accelerator pedal or under the control of a vehicle controller, and/or the velocity of the motor vehicle is zero, and/or the braking equipment has been activated in such a way that it generates the braking forces needed for the stationary state existing at said time.
  • an operating state of the motor vehicle in which a clutch or a clutch switch has been actuated.
  • the actuation of the clutch is used for a motor vehicle having a conventional shift transmission, while the switching state of a clutch switch is taken as a basis for motor vehicles having automatic or semi-automatic transmissions.
  • the starting parameters are preferably determined until at least one of the starting parameters characterizes an operating state, which differs from an operating state of the motor vehicle in the stationary state.
  • the previously described starting parameters it is, for example, possible to recognize a starting request when the accelerator pedal has been actuated, the current engine speed is higher than the idling speed, the engine torque defined in response to the starting request is higher than the current engine torque and the current engine torque is higher the no-load engine torque.
  • the current engine torque is compared with a combination (e.g. sum, product) of the defined no-load engine torque and a correction factor.
  • the correction factor is used to take account of parameters, which may influence start-up phases for the motor vehicle, such as e.g. the vehicle weight. It may moreover be checked whether the engine torque and/or the desired engine torque are increasing. It may moreover be determined whether the current, time-averaged change of the engine torque during a defined period of time (e.g. 400 milliseconds) lies within a predefined range (e.g. 1%-60%).
  • the inclination or changes of inclination of the motor vehicle may be acquired. If the current vehicle inclination has changed by a predetermined value (e.g. 5%) relative to the vehicle inclination in the stationary state or if changes of the vehicle inclination are detected, which do not occur in the stationary state, an operating state exists, which allows the motor vehicle to be actually movable out of the stationary state.
  • a predetermined value e.g. 5%
  • the procedure for the previously described determination of current opening states is based on a recognition of a reaction of the engine to the biting of the clutch (i.e. change of gradient of the engine speed curve) with a simultaneous increase of the engine torque and/or a recognition of movements of the motor vehicle in response to forces transmitted from the engine to the driving wheels (“dipping” of the motor vehicle).
  • the braking equipment is preferably activated to reduce the braking forces generated in the stationary state when the parameters required for the initial operating state, the parameters required for recognition of the starting request and/or the parameters for the operating state allowing a transition from the stationary state to a travelling state exist over suitably defined periods of time.
  • the brake system On the basis of the quantities acquired for the initial operating state, the starting request and the start-up operating state it is possible to control the brake system so as to reduce the braking forces, which are provided in the stationary state, in dependence upon one or more of said parameters. In said manner the reduction of the braking forces is adapted to the respective operating state of the motor vehicle and/or to the respective recognized starting request.
  • the motor vehicle is controlled in such a manner that start-up takes place as jerk-free as possible and without increased strain on or damage of the braking equipment, in particular the brake linings.
  • start-up takes place as jerk-free as possible and without increased strain on or damage of the braking equipment, in particular the brake linings.
  • the control of the motor vehicle may during the control of the braking equipment for leaving the stationary state take place in dependence upon an operating state of the braking equipment in the stationary state, the detected startup parameters, the detected current operating state in the state of start-up, and a current operating state during the control of the braking equipment.
  • the engine speed and/or the engine torque are controlled during the control of the operating states of the motor vehicle during start-up. It is possible in this case that the engine speed and/or the engine torque is/are reduced at least for a short period of time during start-up if the braking equipment still generates braking forces preventing an actual starting of the motor vehicle.
  • the engine speed and/or engine torque can be increased, for example in response to the chronological order of the effective braking forces while controlling the braking equipment, so that the stationary state can be left.
  • engine speed and/or engine torque can be controlled in such a manner that an undesired movement of the motor vehicle (rolling away) is prevented during control of the braking equipment.
  • Increase of the engine speed and/or engine torque may be effected abruptly, linearly, in steps or according to another function that effects a start-up comfortable to the driver and avoids increased strain on or damages of the brake linings.
  • the invention further provides a system for ass sting the start-up of a motor vehicle, which is held in the stationary state by braking equipment activated in said stationary state.
  • the system according to the invention comprises a control device as well as a plurality of detection devices (sensors) for acquiring parameters, which characterize operating states of the motor vehicle, and an interface for controlling the braking equipment, wherein the control device is operated using one of the previously described methods.
  • the invention provides a computer program product that comprises program code portions allowing it to carry out the above method steps.
  • FIG. 1 a diagrammatic view of a system according to the invention for assisting the start-up of a motor vehicle
  • FIG. 2 a flowchart of an embodiment of a method according to the invention for assisting startup
  • FIG. 3 a flowchart of a further embodiment of a method according to the invention for assisting startup.
  • the start-up assistance system 1 illustrated in FIG. 1 may be a separately constructed device of a motor vehicle, use at least partially already existent components of further systems of the motor vehicle or be encompassed by a system which provides further control and check functions for the motor vehicle.
  • the start-up assistance system 1 comprises a control device 2 , which via an interface 4 controls braking equipment 6 of a motor vehicle.
  • the control device 2 by means of a plurality of devices, which are described below, detects the current operating state of the motor vehicle and on the basis of data supplied by said devices determines an operating state for the motor vehicle, into which operating state the motor vehicle is to be brought under the control of a vehicle driver.
  • a sensor device 8 is connected to an ignition system 10 of the motor vehicle, to sensors 12 for detecting open and closed positions of vehicle doors and to a safety device 14 , which is used to recognize the occupation of vehicle seats and current operating states of protection devices for vehicle occupants (e.g. airbags, seat belt systems)
  • a safety device 14 which is used to recognize the occupation of vehicle seats and current operating states of protection devices for vehicle occupants (e.g. airbags, seat belt systems)
  • a sensor device 16 for recognizing positions and/or movements of an accelerator pedal 18 is connected to the latter and, if provided, to an accelerator pedal switch 20 , which checks whether the vehicle driver is contacting or actuating the accelerator pedal 18 .
  • a sensor device 22 is connected to a brake pedal 24 and, if provided, to a brake pedal switch 26 in order to determine positions and/or movements as well as actuation of the brake pedal 27 .
  • a sensor device 28 By means of a sensor device 28 a current actuating state of a clutch pedal 30 and optionally of a clutch pedal switch 32 is detected.
  • a sensor device 34 is connected to a transmission 36 .
  • a sensor device 38 is used to acquire parameters which characterize the current operating state of an engine 40 .
  • the control device 2 is further connected to a temperature sensor 42 for detecting the ambient temperature, a velocity sensor 44 for detecting the current vehicle velocity, a vehicle inclination sensor 46 for detecting the current inclination of the motor vehicle in longitudinal direction of the latter, sensors 48 for detecting the rotational speeds of one or more vehicle wheels, and a weight sensor 50 for detecting a current vehicle weight.
  • the control device 2 moreover via a brake sensor device 52 detects the current operating state of the braking equipment 6 .
  • the control device 2 receives data, which are provided by further components (not shown) of the motor vehicle and supply, in addition to the previously described performance quantities, further information about the state of the vehicle. Examples thereof are data, which characterize correct and/or defective operating states of a vehicle engine management system, an anti-skid system (ABS) and traction and stability control systems (e.g. ESP, ASR, ASD) and indicate the tyre air pressure of one or more tyres and available quantities of operating substances (e.g. gear oil, engine oil). It is further possible via the interface 54 to detect whether the motor vehicle is connected to a towed vehicle (e.g. a caravan) and to detect parameters characterizing the current operating state of the towed vehicle.
  • a towed vehicle e.g. a caravan
  • the start-up assistance system 1 is suitable for vehicles having conventional shift transmissions, automatic transmissions and semi-automatic transmissions. Given use of the system 1 in conjunction with an automatic or semiautomatic transmission, as opposed to use with a shift transmission, the sensor device 28 is connected to a clutch switch (not shown) instead of to the clutch pedal switch 32 . Connection of the sensor device 28 to a clutch pedal is not possible in said cases.
  • the braking equipment 6 independently and automatically generates braking forces which are needed to keep the motor vehicle in the stationary state.
  • step 1 it is checked whether the braking equipment 6 is generating braking forces to keep the motor vehicle in the stationary state. If it is ascertained here that the braking equipment 6 has not been activated, i.e. is not generating immobilizing braking forces, which is attributable e.g. to a defective operating state of the braking equipment 6 or manual deactivation of the braking equipment 6 by a vehicle driver, the steps described below for reducing braking forces generated by the braking equipment 6 are not necessary. Accordingly, at this point the method (the program flow) for control of the system 1 is terminated.
  • the method likewise terminates if it is ascertained in step 2 that the ignition system 10 is not switched on, if in step 3 the velocity sensor 44 detects a vehicle velocity, or if it is ascertained in step 4 that the clutch pedal 30 and/or, if provided, the clutch pedal switch 32 has not been actuated.
  • step 2 it is checked whether the ignition system 10 is switched on.
  • the ignition system 10 may be checked whether the ignition system 10 has effected a start of the engine 40 , i.e. the engine 40 is running, Cr whether the ignition system 10 , e.g. because of a detected ignition key position, is in a state which allows starting of the engine 40 .
  • the last case of checking the ignition system 10 is adequate particularly for motor vehicles, in which the engine 40 is automatically stopped in the stationary state and automatically started, e.g. through actuation of the accelerator pedal 18 , when the ignition key is in an appropriate position.
  • step 4 If it is ascertained in steps 2 and 3 that the ignition system 10 is switched on and the motor vehicle has zero velocity, a check is made in step 4 for the actuation of a clutch (not shown) necessary for start-up of a motor vehicle having a shift transmission. If said check is likewise successfully concluded, the basic preconditions for control of the braking equipment 6 to assist start-up are met. In the steps described below, current operating states and operating states for the motor vehicle requested by the vehicle driver are determined in order to control the braking equipment 6 accordingly during start-up of the motor vehicle.
  • step 5 the state of the accelerator pedal 18 and, if provided, of the accelerator pedal switch 20 is checked. If it is ascertained here that the accelerator pedal 18 has been moved out of its neutral position (and, optionally, the accelerator pedal switch 20 indicates an accelerator pedal operation), the control system moves on to step 6 . It is further provided that in step 5 the nature of the movement of the accelerator pedal out of its neutral position, i.e. the speed at which the accelerator pedal is moved out of the neutral position, is determined. Detection of the accelerator pedal movement, which characterizes the manner in which the vehicle driver would like to start, may then be used to control the reduction of the braking forces generated by the braking equipment 6 in the stationary state in a corresponding manner, provided further conditions described below are met. In the event of an unsuccessful check in step 5 , the control system goes back to step 1 .
  • step 6 the transmission ratio of the transmission 36 is determined in order to ascertain its suitability for startup of the motor vehicle. Usually said check is successfully concluded when the transmission ratio of the transmission 36 indicates that first gear or reverse gear has been selected.
  • a transmission ratio for second gear should also lead to a successful check because, particularly in the case of a road surface quality having low friction (e.g. snow-covered roads, black ice), second gear is frequently used for starting up.
  • step 7 the current engine speed and the current engine torque are determined.
  • the current engine speed is higher than the idling speed defined for the engine 40 , whether the current engine torque is higher than a defined engine torque during no-load operation, and whether the engine torque requested by the vehicle driver through actuation of the accelerator pedal 18 is equal to or greater than the current engine torque.
  • the temperature sensor 42 detects the ambient temperature in order to take account of temperature-dependent influences upon the engine speed.
  • the increase of the engine torque may also be determined in order to ascertain whether the increase is equal to or greater than zero.
  • the engine torque increase may be used during the reduction of the immobilizing braking forces of the braking equipment 6 .
  • step 8 the current engine torque is compared with a value, which reflects the engine torque defined for no-load operation and correction factors. During said comparison the current engine torque is checked to ascertain whether it is actually sufficient for start-up of the vehicle from the stationary state.
  • the vehicle inclination sensor 46 determines whether the motor vehicle is situated on an ascending or descending gradient, wherein optionally by means of the weight sensor 50 the current vehicle weight and/or via the interface 52 the weight of a towed vehicle connected to the motor vehicle may be ascertained. On the basis of said information, the correction factors are calculated.
  • step 9 it is determined whether the current engine torque or the engine torque requested by the vehicle driver is increasing.
  • step 10 it is checked whether the clutch (not shown) of the motor vehicle is in a state which enables power transmission from the engine 40 to the wheels.
  • a time-averaged increase of the engine torque is detected, wherein said check is concluded successfully when the average torque increase during a defined period of time (e.g. around 4 milliseconds) lies within a defined range, e.g. is between 1% and 60%.
  • step 11 it is checked whether the inclination detected by the vehicle inclination sensor 46 has changed by a defined amount relative to the vehicle inclination existing after steps 4 to 7 (i.e. after recognition of the start-up request).
  • the check in step 11 is successfully concluded when the inclination detected here has increased by 5% relative to the inclination of the motor vehicle upon recognition of the start-up request.
  • step 11 instead of the inclination, the current change of inclination may be compared with changes of inclination in steps 4 to 7 .
  • step 11 a “dipping” of the motor vehicle, which is typical of start-up, is determined.
  • step 11 instead of replacing steps 8 , 9 and 10 , may be effected after said steps.
  • step 12 further parameters/quantities may be acquired, which indicate whether the motor vehicle may or should actually be moved out of the stationary state.
  • An obstacle to start-up of the motor vehicle is, for example, detection by the sensor device 22 of an actuation of the brake pedal 24 and/or of the brake pedal switch 26 .
  • Data provided via the interface 54 may also reflect such operating states.
  • the motor vehicle should not be started up if the engine management system, the anti-skid system or traction and stability control systems are not operating correctly, if one of the tyres has insufficient air pressure or no air pressure at all, if operating substances fall below the minimum quantities needed to operate the motor vehicle, and the like.
  • the state of the sensors 12 for vehicle switches and of the safety device 14 may be checked, wherein a start-up is admissible when all doors are closed and the seat belt systems of the occupied seats are activated.
  • start-up of the motor vehicle is desirable also with open vehicle doors when, for example, the driver door has been opened for manoeuvring into a parking space or bulky articles are transported with the boot lid open.
  • the checking of seat belt systems may also lead to undesirable prevention of starting if, for example, an article is situated on a seat and activates the seat occupation recognition.
  • step 12 A further factor to be considered in respect of step 12 is that the checks, which may be effected there, may be effected by other control and monitoring devices of the motor vehicle.
  • step 13 via the interface 4 the braking equipment 6 is controlled by the control device 2 in such a way that the braking forces generated in the stationary state are reduced, advantageously in dependence upon parameters/quantities acquired in the preceding steps.
  • steps 1 , 2 and 3 of FIG. 3 correspond to steps 1 , 2 and 3 according to FIG. 2.
  • step 4 of FIG. 3 on the other hand, a clutch switch (not shown) is checked.
  • Steps 5 , 6 and 7 for recognition of a start-up request of a vehicle driver correspond, here, to the steps 5 , 6 and 7 described in connection with a shift transmission.
  • step 8 is implemented, which checks whether the current operating state of the engine 40 is actually capable of bringing the motor vehicle from a stationary state to a travelling state.
  • step 8 of FIG. 3 corresponds to that of step 8 according to FIG. 2.
  • step 11 is provided.
  • step 12 may then be implemented.
  • step 13 as described above, the braking equipment 6 is controlled so as to enable start-up of the motor vehicle, provided that the previously implemented steps have been successfully concluded.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Motors That Do Not Use Commutators (AREA)
  • Reciprocating, Oscillating Or Vibrating Motors (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
US10/464,283 2000-12-18 2003-06-18 Method and system for assisting the start-up of a motor vehicle Abandoned US20030214186A1 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
US11/249,729 US7338137B2 (en) 2000-12-18 2005-10-13 Method and system for assisting the driveaway of a motor vehicle

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE10063061.8 2000-12-18
DE10063061A DE10063061A1 (de) 2000-12-18 2000-12-18 Verfahren und System zur Anfahrunterstützung eines Kraftfahrzeuges
PCT/EP2001/014947 WO2002049895A1 (fr) 2000-12-18 2001-12-18 Procede et systeme d'assistance au demarrage d'un vehicule automobile

Related Parent Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2001/014947 Continuation WO2002049895A1 (fr) 2000-12-18 2001-12-18 Procede et systeme d'assistance au demarrage d'un vehicule automobile

Related Child Applications (1)

Application Number Title Priority Date Filing Date
US11/249,729 Continuation-In-Part US7338137B2 (en) 2000-12-18 2005-10-13 Method and system for assisting the driveaway of a motor vehicle

Publications (1)

Publication Number Publication Date
US20030214186A1 true US20030214186A1 (en) 2003-11-20

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US10/464,283 Abandoned US20030214186A1 (en) 2000-12-18 2003-06-18 Method and system for assisting the start-up of a motor vehicle
US11/249,729 Expired - Lifetime US7338137B2 (en) 2000-12-18 2005-10-13 Method and system for assisting the driveaway of a motor vehicle

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US11/249,729 Expired - Lifetime US7338137B2 (en) 2000-12-18 2005-10-13 Method and system for assisting the driveaway of a motor vehicle

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US (2) US20030214186A1 (fr)
EP (1) EP1343667B1 (fr)
AT (1) ATE421451T1 (fr)
AU (1) AU2002217129A1 (fr)
DE (2) DE10063061A1 (fr)
ES (1) ES2317871T3 (fr)
WO (1) WO2002049895A1 (fr)

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US20040212247A1 (en) * 2001-11-20 2004-10-28 Franz-Josef Endres Method and system for controlling braking equipment
US20050017580A1 (en) * 2003-07-23 2005-01-27 Ford Global Technologies, Llc. Hill holding brake system for hybrid electric vehicles
US20050246081A1 (en) * 2004-04-10 2005-11-03 Christophe Bonnet Method and system to prevent unintended rolling of a vehicle
US20060145533A1 (en) * 2002-11-09 2006-07-06 Karsten Braeuer Method and device for controlling at least one wheel-brake unit of a vehicle
US20060224277A1 (en) * 2003-02-15 2006-10-05 Daimlerchrysler Ag Method and device for identifying the initiation of the starting process carried out by a driver of a vehicle
US20100138129A1 (en) * 2007-04-19 2010-06-03 Renault S.A.S. Hill start assistance method for motor vehicles
US20110065548A1 (en) * 2009-09-17 2011-03-17 Hai Yu Brake Assisted Vehicle Engine Restart on a Road Grade
US20150031504A1 (en) * 2012-01-09 2015-01-29 Jaguar Land Rover Limited Vehicle rollback control apparatus and method
US20170080946A1 (en) * 2014-05-21 2017-03-23 Renault S.A.S Method for controlling a power train of a vehicle, and corresponding device and vehicle

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JP3958542B2 (ja) * 2001-09-12 2007-08-15 日野自動車株式会社 坂道発進補助装置
DE10200783C2 (de) * 2002-01-11 2003-12-24 Audi Ag Anfahrhilfesteuerungsvorrichtung
DE10243143B4 (de) * 2002-09-17 2007-12-27 Siemens Ag Verfahren und System zur Anfahrunterstützung für ein Kraftfahrzeug
DE10248813A1 (de) * 2002-10-19 2004-06-09 Wabco Gmbh & Co. Ohg Verfahren für die Steuerung einer Rollsperre für ein Fahrzeug
DE10361280A1 (de) * 2003-12-24 2005-07-28 Daimlerchrysler Ag Kraftfahrzeug mit ansteuerbaren Aufprall-Sicherheitseinrichtungen
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WO2002049895A1 (fr) 2002-06-27
DE10063061A1 (de) 2002-06-20
ES2317871T3 (es) 2009-05-01
DE50114679D1 (de) 2009-03-12
EP1343667B1 (fr) 2009-01-21
EP1343667A1 (fr) 2003-09-17
AU2002217129A1 (en) 2002-07-01
US20060131957A1 (en) 2006-06-22
US7338137B2 (en) 2008-03-04
ATE421451T1 (de) 2009-02-15

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