WO2004067311A1 - Procede d'optimisation du comportement routier - Google Patents

Procede d'optimisation du comportement routier Download PDF

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Publication number
WO2004067311A1
WO2004067311A1 PCT/EP2004/000785 EP2004000785W WO2004067311A1 WO 2004067311 A1 WO2004067311 A1 WO 2004067311A1 EP 2004000785 W EP2004000785 W EP 2004000785W WO 2004067311 A1 WO2004067311 A1 WO 2004067311A1
Authority
WO
WIPO (PCT)
Prior art keywords
vehicle
inclination
determined
characterizing
reference event
Prior art date
Application number
PCT/EP2004/000785
Other languages
German (de)
English (en)
Inventor
Bernd Walter
Marco Di Pace
Bernd Dietzel
Walter Tschernutter
Peter Rose
Original Assignee
Voith Turbo Gmbh & Co. Kg
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 Voith Turbo Gmbh & Co. Kg filed Critical Voith Turbo Gmbh & Co. Kg
Publication of WO2004067311A1 publication Critical patent/WO2004067311A1/fr

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Classifications

    • 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
    • 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
    • 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
    • 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
    • B60W10/18—Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • 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
    • B60W30/18027—Drive off, accelerating from standstill
    • 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
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • 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
    • B60W2530/00—Input parameters relating to vehicle conditions or values, not covered by groups B60W2510/00 or B60W2520/00
    • B60W2530/10—Weight
    • 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
    • B60W2552/00—Input parameters relating to infrastructure
    • B60W2552/15—Road slope, i.e. the inclination of a road segment in the longitudinal direction
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/20—Ambient conditions, e.g. wind or rain
    • 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
    • B60W2555/00—Input parameters relating to exterior conditions, not covered by groups B60W2552/00, B60W2554/00
    • B60W2555/40—Altitude

Definitions

  • the invention relates to a method for optimizing the driving behavior of vehicles, specifically with the features from the preamble of claim 1.
  • the driving behavior of vehicles is essentially determined by the control of
  • Gearbox and drive machine whereby an optimized engine transmission management is increasingly in the foreground, for example to ensure the operation of the drive machine according to a characteristic curve of optimal efficiency in the characteristic diagram of the drive machine, a characteristic curve optimized consumption or another desired criterion.
  • an optimized engine transmission management is increasingly in the foreground, for example to ensure the operation of the drive machine according to a characteristic curve of optimal efficiency in the characteristic diagram of the drive machine, a characteristic curve optimized consumption or another desired criterion.
  • the non-vehicle-specific ones also play a role
  • Boundary conditions play an important role. These include, among other things, the nature of the route, in particular information about the current and the topography to be traveled, which is either reflected in an increased or reduced power requirement and thus an increased or reduced power requirement for the drive machine and a corresponding control of the transmission.
  • the start-up process which is always carried out in the same way to ensure a standardized solution, is particularly problematic, so that rolling back of the vehicle is avoided with certainty even under the most unfavorable conditions.
  • These most unfavorable conditions are caused by a high, preferably the maximum possible loading of the vehicle during a start-up operation on an incline that can be driven as far as possible characterized.
  • Reaction is made by the driver on the part of the driver, which in turn can lead to a stronger reaction than desired on the vehicle, for example a jerky start-up movement.
  • the invention is therefore based on the object of further developing a method for optimizing the driving behavior of vehicles in such a way that the disadvantages mentioned are avoided, in particular the starting process can always be carried out in an optimal manner regardless of the current topography, undesirable driving conditions noticeable by the driver being avoided and the start-up process should be carried out as it would be possible for a trained driver in connection with a manual start-up process, namely smooth, jerk-free start-up, spontaneous and instant response to the driver's request and avoiding rolling back on the mountain and sticking on a slope.
  • the solution according to the invention is to be characterized by a low structural control expenditure.
  • the inventive method for optimizing the driving behavior of vehicles with a drive train comprising a drive machine and A gear unit coupled with this and a control device for controlling the gear unit and / or the drive machine for changing or setting a desired driving state and at least one braking device which can be controlled via the control device is characterized in that when starting off after a vehicle has come to a standstill, the set-up for moving the The required drive torque of the vehicle is controlled with regard to the time overlap with the deactivation of the braking device to be released as a function of a variable that at least indirectly characterizes the inclination of the roadway at the current position of the vehicle.
  • Drive torque is understood to mean the torque to be output on the wheels that is necessary to implement a driving movement.
  • the setpoint for the required drive torque to be set is also formed as a function of the inclination value in order to further optimize the driving behavior.
  • the following two basic states are essentially distinguished, which can also be subdivided further.
  • the first basic state is characterized by a position of the vehicle that requires the implementation of a starting process on an incline. In this first basic state, those which can also be controlled via the control device are released
  • Braking device decelerates compared to the build-up of the drive torque, so that the brake device is only deactivated when a drive torque which corresponds to the sum of the holding torque required to compensate for the downward slope force and the driving torque required for forward movement, but at least the holding torque mentioned, is deactivated. This reliably prevents the vehicle from rolling back while starting to climb gradients, while the gradual movement begins.
  • the second basic state is characterized by the implementation of a start-up process on the plane or on a slope. Deactivation takes place here, ie the braking device is released before or at the same time as the required drive torque is built up. In this case, in particular when starting off on a downward slope, the thrust torque caused by the downhill driving force is also taken into account, so that, compared to a starting operation on the plane, a lower drive power is also required for simultaneous starting behavior.
  • the information required to take the position of the vehicle into account about the inclination of the roadway can be provided by static or dynamic methods.
  • the inclination of the road surface is recorded using a suitable aid when the vehicle is started up after a standstill or a restart after a long idle period.
  • a pendulum for example, is known as such an aid.
  • recording is only possible when the vehicle is at a standstill without an additional plausibility check.
  • the value recorded with this device can only be formed taking into account the driving speed and acceleration and the dimensioning of the pendulum, whereby the determination is only possible through complicated calculation models. Therefore, according to a particularly advantageous embodiment of the solution according to the invention, use is made of dynamically determined values to characterize the position of the vehicle, in particular the inclination of the road at the current position of the vehicle, at least those at
  • Standstill of the vehicle currently recorded last size or the current sizes at least indirectly characterizing the position of the vehicle are stored and when starting again, i.e. stopping the standstill of the vehicle, this value primarily to determine the release time of the braking device with regard to the structure of the
  • Driving torque is used. This solution makes it possible to fall back on relatively simple methods for determining the inclination of the roadway, whereby additional boundary conditions can largely be dispensed with. In addition, with appropriate modification, this method also allows a derivation with regard to the type of road gradient -
  • the vehicle comes to a standstill in one driving operation, free of the drive machine being switched off, that is to say with the ignition activated and while maintaining the supply voltage for the control device.
  • the situation described under 2 arises in particular when driving in viscous traffic or stop and go traffic. In this state, the drive machine is usually not switched off, but only in
  • the position of the vehicle is understood to mean the position of the vehicle in a specific topography, which is characterized at least by the inclination of the road.
  • the quantity that characterizes the inclination of the roadway at least indirectly directly before or when the vehicle is at a standstill is stored in a non-volatile memory. For this reason, when a desired start-up process is carried out after a standstill, regardless of the time span between the two driving conditions, the current value of the variable characterizing the road inclination can always be reliably used, which can either characterize the inclination directly or the inclination can be determined from this.
  • the inclination values are preferably stored continuously or at time intervals.
  • the time intervals can be freely predefined, which are characterized by the same spacing or irregular spacing.
  • the shortest possible time intervals are chosen, since this also creates the possibility of additionally deriving, based on two successive values, a relatively reliable piece of information about the type of road gradient - incline or slope - which information is then also available with certainty when maneuvering.
  • Information about the desired direction of travel is preferably also recorded and processed. Depending on the inclination value, this enables the size of the drive torque to be set to be controlled.
  • the information about the inclination of the road is determined, for example, from two successive inclination values or, furthermore, by a request by the driver for the driving state to be changed or set at least indirectly characterizing size. This can be specified, for example, on a preselection device for specifying the driver's request after changing the setting of the driving state.
  • Lane at least indirectly d. H.
  • positions are preferably selected which, on the one hand, ensure a safe mode of operation, since the devices in them are largely protected from external influences, and furthermore allow simple assignment to existing components, wherein summaries with components are also possible, for example a preselection device for specifying a driver's request for a change or setting of a driving state or a transmission or the control device.
  • a preselection device for specifying a driver's request for a change or setting of a driving state or a transmission or the control device.
  • the latter option offers the advantage of particularly short line connections between the detection devices and the evaluation device or the memory.
  • the combination of structural units with the components mentioned is carried out either by a) the integration of the device for detecting a variable at least indirectly characterizing the inclination of the roadway in the component or b) the flanging component and the device for recording at least one the inclination of the roadway at least indirectly descriptive size in the area of their housing.
  • the device for at least indirectly detecting a variable that at least indirectly describes the inclination of the roadway comprises at least one sensor, which is preferably used as the dynamic detection of the inclination
  • Pressure sensor is executed.
  • Other, for example thermal, acceleration or inclination sensors or special inclination sensors are also conceivable.
  • the device for determining the inclination of the roadway from the quantity by means of the device for detecting a roadway inclination only indirectly characterizes a calculation device integrated in or formed by a control device which has an input for serial data transmission or at least two inputs with parallel data transmission, and according to the type of
  • Data transmission has at least one output for output of the size of the road inclination in the form of an angle ON or when specified in% N.
  • the individual inputs are either direct or indirect, i. H. without or with the interposition of further devices with different functions coupled with devices for detecting the quantities required for determining the angle ON of the inclination N.
  • the first input is coupled to a device for detecting a quantity that describes the pressure p at least indirectly, while the second input is connected to a device for recording at least one quantity that describes the distance traveled between two reference events at least indirectly.
  • the pressure is preferably recorded directly.
  • the device for acquiring a variable that describes the pressure at least indirectly plus at least one pressure sensor.
  • the device for detecting the route or the variables at least indirectly characterizing the route between the two reference events can be designed in many forms, for example in the form of a displacement transducer. Another possibility is the indirect detection of the route from the speed, the
  • the determination of the route between the reference events is either direct when using a displacement transducer, it can be determined from the quantity present at the second input or must be determined, in particular calculated, from the quantities describing the coordinates of the position of the vehicle relative to the individual reference events.There are also numerous possibilities in this regard, which amount to a simple geometric distance calculation , which is why we will not go into this in more detail here: from the tangent of an angle, which is the difference between the heights determined for the individual reference events te and the route is determined, the inclination N is determined.
  • the individual calculation steps are either carried out a) in individual decoupled and spatially separated from one another, that is to say decentrally arranged calculation units, or b) calculation units integrated in one structural unit.
  • the last calculation unit in each case has the output which is designed to output a value for the road inclination.
  • This output preferably forms the output of the calculation device at the same time.
  • the device is designed as an independent structural unit and thus, on its own, forms the overall functional unit of an inclination sensor.
  • the calculation device is preferably arranged in close proximity to the device for detecting a variable that at least indirectly characterizes the inclination of the roadway. Spatial distances are also conceivable, but preferably only for the part of the calculation device by means of which the mathematical operations to be performed from the determined heights determine the inclination of the road.
  • a control device that is already integrated in the device for specifying the driver's request or is arranged directly on it is used for determining the inclination and determining it, which is used to process the data of the pressure sensor or another sensor which provides data for describing the inclination value.
  • the device for specifying the driver's request can be designed in a variety of ways. Designs as a selector lever, switching device in the form of are conceivable
  • variable that at least indirectly characterizes the roadway inclination is stored at least until the next value is ascertained, the storage taking place in a volatile memory.
  • At least the current value that is present when the vehicle is at a standstill is stored in a non-volatile memory and is therefore available available again when starting up again or putting the vehicle into operation.
  • a plurality of inclination values ascertained at short time intervals or after short distances, or the variables at least indirectly characterizing them are preferably stored.
  • the solution according to the invention can be used for any type of drive train of vehicles, i. H. for purely mechanical drive trains, diesel-electric drive trains, hydrostatic drive trains etc.
  • Figures 1a and 1b illustrate the basic principle of a method according to the invention for optimizing the
  • FIG. 2 illustrates a possibility of determining the inclination of the road with a different definition of the reference events using a signal flow diagram
  • FIG. 3 illustrates the schematically simplified representation
  • FIGS. 1a and 1b illustrate the basic principle of the method according to the invention for optimizing driving behavior based on a particularly advantageous embodiment, as can be used in particular in start-up processes in stop-and-go traffic, using signal flow images.
  • a first step the position of the
  • Vehicle in particular the inclination N of the road at the position of the vehicle at least indirectly characterizing in time Distances determined, which is either directly the size inclination N or reference values a, b determined for different reference events, from which the inclination N to the reference events is then determined.
  • time Distances determined which is either directly the size inclination N or reference values a, b determined for different reference events, from which the inclination N to the reference events is then determined.
  • Interruption of the supply voltage of the control device and / or idling of the engine with simultaneous activation of the braking device can be characterized, at least the most recently determined value, the position of the vehicle, in particular the inclination, which is at least indirectly characterizing, is stored in a non-volatile memory, so that if desired Starting process this value is currently available.
  • the current position which at least indirectly characterizes the position of the vehicle, is carried out
  • the braking device is only deactivated when the drive torque has reached a size which corresponds to the holding torque required for the vehicle to stand securely on the mountain.
  • the braking device is preferably deactivated directly when the holding torque is reached.
  • the second basic functional state is characterized by a position of the vehicle on the plane or on the slope. In this case, the braking device to be deactivated is deactivated before or at the same time as the drive torque is built up.
  • the drive torque is built up by correspondingly controlling the drive machine to provide the required power and / or the transmission, in particular a starting element integrated in the transmission unit for transmitting the required drive torque.
  • FIG. 1a illustrates the minimum requirements for implementing the method according to the invention. If this solution assumes that there is no change of direction of travel, the solution shown in FIG. 1b illustrates a further development in which information about the desired direction of travel is also taken into account. This information is preferably provided via a preselection device for setting or changing the driving state. On the basis of this information, even short-time maneuvering operations can be reliably assessed with regard to the starting behavior. Other options are possible. In addition, this also allows the required drive torque to be set safely.
  • FIG. 2 illustrates on the basis of a signal flow diagram a possibility of determining a variable that at least indirectly characterizes the inclination of the roadway, as can be integrated into the method shown in FIGS. 1a and 1b.
  • FIG. 2a illustrates the basic principle of determining the inclination N of a vehicle using the signal flow diagram, in which a reference time point reference or tareference is selected as a reference event , as an example of a possibility of detecting inclination.
  • the pressure pi is determined for a first reference period, and after a reference time ⁇ treference has elapsed, a second becomes a second reference time t 2 reference Pressure value p 2 determined.
  • the geodetic height hi is calculated at the corresponding reference point in time t 1r ⁇ fe renz or h 2 for p 2 at the point in time t 2re reference - ie reference + ⁇ t re reference 2 .
  • the distance traveled ⁇ s is determined in the reference period
  • the distance traveled ⁇ s is determined either by the distance between the current location o at the time of the meeting and the current location o 2 reached by the vehicle at the time e r e nz, or by a route reference s 2 - si which results from the total distance traveled erence at the time and the driving distance at the time T I re ference results.
  • Reference location o 2 reference is determined and from both pressures the corresponding geodetic heights h, and h 2 belonging to the locations oirefer e nz and o 2re reference are determined, while from the distances traveled s ⁇ reference the location o-ireferenz and s 2re reference at the location ⁇ 2reference or the coordinates for the locations oireferenz and o 2re reference, the travel distance ⁇ s can also be determined. From the height difference, ie h 2 - h, and the travel distance ⁇ s, the Determine roadway angle ⁇ in analogy to the method shown in FIG. 1a from the quotient ⁇ h to ⁇ s determined tangent.
  • the route can be determined in a variety of ways, for example either from the speed and / or acceleration during the reference period A TM, or else directly as a path.
  • the variables that characterize the distance covered at least indirectly are determined and the distance is calculated, while in the second case a device is used to record the distance covered.
  • the respective heights hi and h 2 are determined from the detected pressure values pi and p 2 , where pi and p 2 at the reference events each correspond to the total pressure prevailing there, using the barometric height formula, which is available in various modifications.
  • German can be found.
  • FIG. 3 illustrates in a schematically simplified representation a drive train for vehicles 1, comprising a drive machine 2 and at least one gear 3 coupled to it.
  • a control device 4 is assigned to the gear 3.
  • This comprises at least one control device 5.
  • This can be a control device or a virtual one
  • Control device by summarizing spatially spaced components.
  • Control device is understood to mean the entirety of control device and the coupling with detection devices and actuating devices.
  • the device for detecting a size 6 that at least indirectly characterizes the inclination of the roadway comprises at least one pressure sensor 7, which is arranged on the transmission 3, for example.
  • detection devices 8 are provided for detecting a variable that at least indirectly characterizes a vehicle standstill.
  • the device for detecting a variable 6 that at least indirectly characterizes the inclination of the roadway is coupled to the control device 5.
  • the value at least indirectly characterizing the inclination is stored in a non-volatile memory 9, which is preferably part of the control device 5.
  • the drive torque is built up in the non-volatile memory 9 as a function of the determined inclination and the actuating device 11 is also actuated to deactivate the braking device 12.
  • At least one manipulated variable Y1 is predefined for the provision of a required drive power on the drive machine 2.
  • the drive machine 2 can be activated such that, for example, a torque that can be output by the drive machine and is proportional to the desired drive torque is generated.
  • the control device is connected to an actuating device 13.
  • the control or setting of the required drive torque can also take place via the gear unit 3, an actuating device 14 being provided for this purpose, via which the starting element actuated during the starting process is controlled with regard to the torque which can be transmitted via this.
  • Powertrain drive machine gearbox control device control device device for detecting a variable that at least indirectly characterizes the road inclination pressure sensor device for detecting a variable that at least indirectly characterizes the driving state.
  • Device for detecting a variable that characterizes a desired starting process at least indirectly. Actuating device braking device actuating device actuating device

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Procédé d'optimisation du comportement routier de véhicules à moteur pourvus d'un ensemble transmission qui comporte un moteur d'entraînement et une boîte de vitesses couplée au moteur d'entraînement, ainsi qu'un dispositif de commande, destiné à commander la boîte de vitesses et le moteur d'entraînement pour régler ou modifier le comportement routier et au moins un dispositif de freinage, également commandé par le dispositif de commande. Selon la présente invention, en cas de processus de démarrage désiré après un arrêt du véhicule, la superposition de la formation du couple d'entraînement nécessaire et de la désactivation du dispositif de freinage à libérer est commandée en fonction de la position du véhicule.
PCT/EP2004/000785 2003-01-29 2004-01-29 Procede d'optimisation du comportement routier WO2004067311A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE10303415A DE10303415A1 (de) 2003-01-29 2003-01-29 Verfahren zur Optimierung des Fahrverhaltens
DE10303415.3 2003-01-29

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WO2004067311A1 true WO2004067311A1 (fr) 2004-08-12

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WO2009007594A2 (fr) * 2007-07-12 2009-01-15 Renault S.A.S. Procede et dispositif d'assistance au demarrage d'un vehicule arrete sur une surface en pente

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DE102010033416A1 (de) 2010-08-04 2012-02-09 Voith Patent Gmbh Verfahren zum Steuern einer Anfahrhilfe eines Kraftfahrzeugs
DE102021114529A1 (de) 2021-06-07 2022-12-08 Bayerische Motoren Werke Aktiengesellschaft Bestimmen und ausgeben einer soll-beschleunigung eines kraftfahrzeugs für ein automatisiertes anfahren des kraftfahrzeugs durch einen abstandsregeltempomat

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FR2918714A1 (fr) * 2007-07-12 2009-01-16 Renault Sas Procede et dispositif d'assistance au demarrage d'un vehicule arrete sur une surface en pente.
WO2009007594A3 (fr) * 2007-07-12 2009-10-15 Renault S.A.S. Assistance au demarrage d'un vehicule arrete sur une surface en pente

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