WO2005077724A1 - Longitudinal control system for keeping a vehicle stationary, said vehicle being equipped with an automatic gear-box - Google Patents
Longitudinal control system for keeping a vehicle stationary, said vehicle being equipped with an automatic gear-box Download PDFInfo
- Publication number
- WO2005077724A1 WO2005077724A1 PCT/FR2004/000033 FR2004000033W WO2005077724A1 WO 2005077724 A1 WO2005077724 A1 WO 2005077724A1 FR 2004000033 W FR2004000033 W FR 2004000033W WO 2005077724 A1 WO2005077724 A1 WO 2005077724A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- control system
- torque
- engine
- braking torque
- Prior art date
Links
Classifications
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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
- 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
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
- B60W10/11—Stepped gearings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
-
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/18—Propelling the vehicle
- B60W30/18009—Propelling the vehicle related to particular drive situations
- B60W30/18109—Braking
- B60W30/18118—Hill holding
-
- 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, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- 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
- 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
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/06—Combustion engines, Gas turbines
- B60W2510/0657—Engine torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2510/00—Input parameters relating to a particular sub-units
- B60W2510/10—Change speed gearings
- B60W2510/1005—Transmission ratio engaged
-
- 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
- B60W2510/18—Braking system
- B60W2510/186—Status of parking brakes
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/10—Accelerator pedal position
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2540/00—Input parameters relating to occupants
- B60W2540/12—Brake 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
- B60W2552/00—Input parameters relating to infrastructure
- B60W2552/15—Road slope
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
- F16H2061/205—Hill hold control, e.g. with torque converter or a friction device slightly engaged to keep vehicle stationary
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
- F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
- F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission
Definitions
- the present invention relates to a system for automatically holding a motor vehicle stationary, comprising an automatic gearbox.
- the development of piloted and decoupled braking systems called "brake by wire” makes possible the appearance of new services useful to drivers of motor vehicles. In situations where a vehicle stops, it is advantageous to immobilize this vehicle by relieving the driver of this task. This reduces his workload and therefore his fatigue; safety is also improved because the vehicle is not likely to move forward or backward without the driver's wish.
- These systems are particularly useful in the case of automatic gearboxes, where the torque when stationary is quite high (drag) and must almost always be compensated for by pressing the brake pedal.
- Known parking brake or electronically controlled service brake systems activated by the driver or automatically when the vehicle is stationary, exert a braking torque which generally takes account of the slope of the road, measured by a sensor. By this means, it is possible to calculate the braking torque necessary to maintain the stop, as well as manage the take-off phases while avoiding any backing up of the vehicle on a hill.
- the parking brake can be activated in the D or Drive position of the gearbox control. The transmission is on a forward gear. The braking torque must then compensate for the so-called ramping torque provided by the powertrain (GMP) when stopped, which is quite high.
- GMP powertrain
- the braking torque is not optimized as a function of the GMP (powertrain) torque when stationary: the stress on the braking system is higher than necessary, which accelerates wear and consumes energy. Having to depress the brake pedal to disengage the automatic transmission when stationary represents undue hardship for the driver, and is not appropriate in the case of an automatic vehicle maintenance system stopped.
- GMP powertrain
- patent FR-2 809 065 which proposes an automatic holding system when stationary, the solution proposed for uncoupling the GMP from the wheels applies in practice to robotic mechanical gearboxes comprising a single clutch, and not automatic gearboxes with distributed clutches.
- the parking brake is applied when the engine is off, while the transmission would be able to immobilize the vehicle alone.
- the invention thus relates to an automatic holding system when a motor vehicle is stopped, comprising a heat engine, an automatic gearbox and a service brake controlled by an electronic control system.
- the automatic standstill system is characterized in that it comprises means for estimating the resistant forces applied to the vehicle, means for calculating on the basis of this estimate, the braking torque necessary to maintain the stationary vehicle and means for transmitting the value of the braking torque thus calculated to the service brake control system.
- the system according to the invention has the following advantages in particular: reduction of the manufacturing cost by removing the sensor, - reduction of the manufacturing cost by eliminating an actuator, - reduction of the electric consumption of the piloted braking system, - reduction of the fuel consumption, - reduction of the wear of the braking system, - improvement of the approval driving.
- the means for estimating the resistant forces applied to the vehicle take account of the torque exerted by the powertrain, when a ratio of the automatic gearbox, other than the "Park" position, is engaged.
- said means also take into account the slope on which the vehicle is located, wind, the holding torque of the braking system exerted on the wheels, the nominal resistive force of the vehicle, such as its aerodynamic drag and its rolling resistance.
- the system comprises means for controlling the removal of the braking torque, when the "Park" position is engaged.
- the system comprises means for controlling when the vehicle is stopped, the passage of the automatic gearbox in the disengaged position, including when the driver is not stepping on the pedal. brake.
- the system comprises means for progressively reducing the braking torque, when the automatic gearbox is shifted to the "Park” position. This arrangement allows a comfortable docking in this "Park” position, without oscillations or jolts.
- FIG. 1 is the input / output diagram of the vehicle standby controller: version not comprising the strategy c of automatic passage through the Park of the gearbox. automatic speeds
- - Figure 2 is the input / output diagram of the vehicle standby controller: version including strategy c
- - Figures 3 and 4 are diagrams of the various functions of the vehicle standby controller (with / without strategy c)
- - Figure 5 is the input / output diagram of the longitudinal force estimator - variant using a longitudinal acceleration sensor
- - Figure 6 is the input / output diagram of the longitudinal force estimator - variant without acceleration sensor longitudinal
- - Figure 7 is the input / output diagram of the standstill strategy when the engine is running outside the Park position of the automatic transmission
- - Figure 8 is the input / output diagram of the stop authorization strategy of the engine
- - Figure 9 is the input / output diagram of the automatic passage strategy in Park
- - Figure 10 is the input / output diagram of the comfortable docking strategy in Park.
- Figures 1 and 2 show that the system according to the invention comprises a controller (2) for holding the vehicle stationary, in functional relation with a control system (1) of the service brake, a control system (3 ) of the transmission and a control system (4) of the heat engine.
- the vehicle standstill controller (2) is adapted to receive the following data: position of the accelerator pedal, - position of the brake pedal, - state of the parking brake, - request to stop the vehicle, - position of the automatic gearbox lever, - vehicle speed, From the service brake control system (1): - the brake pressure,
- the vehicle standstill controller (2) is further adapted to transmit the following commands: to the service brake control system (1): - the set braking torque setpoint, to the transmission control system (3): - the clutch release request, to the engine control system (4): - the engine stop authorization, - the engine torque limitation.
- the controller (2) for keeping the vehicle stationary is further adapted to transmit to the control system (3) the order to move to the Park position.
- the present invention comprises the following four elements: - an estimate of the longitudinal forces exerted on the vehicle, - a strategy for keeping the vehicle stationary, engine running, outside the Park position of the automatic gearbox, - a shift strategy automatic transmission in Park when the engine is stopped, - a comfortable approach strategy in Park position, a. Estimation of the forces exerted on the vehicle (see also Figures 5 and 6).
- C GMP can be estimated from the torque of the heat engine and the knowledge of the transmission reduction ratio over the current ratio.
- CGMP C * " • ratio _trans ou: C mot • 'estimate of the engine torque ratiojtrans: gear reduction ratio of the transmission C word is calculated conventionally from an observation of the air pressure in the intake manifold or of the throttle angle or of the fuel flow as well as of the engine speed.
- a direct measurement of the torque or tensile force can be used by a sensor.
- the GMP is driven from a wheel torque setpoint, it is possible to use a prediction of the traction force of the GMP calculated from the wheel torque setpoint, possibly delayed by a duration representative of the time of GMP response.
- & P brake could be estimated from a quantity representative of the clamping force of the brake calipers.
- _ resist _suppl J LV ⁇ nominal system input system output
- C anti_return —C GMP - F resist _suppl - r - F resist_nom + m 2
- C ant i_ received i 'Braking torque to prevent the vehicle from rolling back m 2 Torque safety margin
- the convention used is that the couples and the efforts are positive when they tend to move the vehicle forward, negative otherwise. According to this convention, the anti-kickback torque must be positive. Note that F resjst _ nom is negative when the vehicle tends to move forward, positive when it tends to move back.
- the anti-reverse torque is optimized according to the state of the GMP and the disturbances exerted on the vehicle.
- C stops torque required to keep the vehicle stationary
- C au tres_s sté m es torque possibly requested by other driving assistance systems
- the braking torque requested can be modified (example: Neutral shift ⁇ - »Drive ).
- any increase in torque demand (in absolute value) must be applied immediately to ensure that the vehicle remains stationary.
- a reduction in torque (in absolute value) it must be applied gradually to allow the transmission time to change state.
- the stop torque C is filtered with a filter of low time constant in the direction of growth (in absolute value), and a larger time constant in the direction of decrease.
- Some Automatic Gearboxes allow automatic disengagement of the transmission when the vehicle is stopped with the engine running in the Drive position. This allows a big reduction in consumption in town and in traffic jams, by canceling the resistant torque exerted by the transmission on the engine.
- This stopping clutch mode is achieved by opening one or more of the distributed clutches of the automatic gearbox.
- Known strategies for controlling this declutching when stationary require the driver to have his foot on the brake pedal. This ensures that the driver wishes to keep the vehicle stationary, and prevents the risk of the vehicle rolling backwards when declutching. With an automatic hold-to-stop system, there are other ways of determining the driver's will, and of preventing the vehicle from rolling back.
- the strategy proposed by this invention is as follows: when the automatic standstill system is active, the clutch is controlled when the automatic gearbox is stopped if the following conditions are simultaneously verified: Accelerator pedal not pressed - Vehicle stopped - Gearbox control unit in Drive position - Time since vehicle stopped above a threshold The clutch is re-engaged when one of the following conditions is satisfied: Accelerator pedal pressed - Vehicle in movement - Gearbox control unit in a position other than Drive To avoid suddenly during re-engagement, cause of discomfort and wear of the automatic gearbox, the engine torque is limited as long as the forward gear is not engaged.
- b.3 Engine stop authorization strategy (see figure 8). This strategy applies in the case where there is no system allowing the Park position to be automatically engaged. If the driver requests the engine to stop, for example by pressing a Start / Stop button while the transmission is not in the Park position, or a parking brake has not been previously activated, it It is not possible to guarantee that the vehicle will remain permanently stationary. Consequently, for safety reasons, it is prohibited to stop the engine in these situations, which indicates to the driver that he must use one of the systems making it possible to keep the vehicle permanently stopped with the engine stopped. This strategy is also applied to prohibit any automatic engine shutdown that would be required by a so-called Start / Stop strategy aimed at reducing consumption, polluting emissions and noise.
Abstract
Description
Claims
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP04701035A EP1594729A1 (en) | 2003-01-10 | 2004-01-09 | Longitudinal control system for keeping a vehicle stationary, said vehicle being equipped with an automatic gear-box |
JP2006516254A JP2006520301A (en) | 2003-01-10 | 2004-01-09 | Longitudinal control device for maintaining the stationary state of an automobile equipped with an automatic transmission |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR03/00249 | 2003-01-10 | ||
FR0300249A FR2849811B1 (en) | 2003-01-10 | 2003-01-10 | LONGITUDINAL CONTROL SYSTEM FOR MAINTAINING A VEHICLE WITH AN AUTOMATIC GEARBOX |
Publications (1)
Publication Number | Publication Date |
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WO2005077724A1 true WO2005077724A1 (en) | 2005-08-25 |
Family
ID=32524822
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR2004/000033 WO2005077724A1 (en) | 2003-01-10 | 2004-01-09 | Longitudinal control system for keeping a vehicle stationary, said vehicle being equipped with an automatic gear-box |
Country Status (5)
Country | Link |
---|---|
EP (1) | EP1594729A1 (en) |
JP (1) | JP2006520301A (en) |
KR (1) | KR20060026401A (en) |
FR (1) | FR2849811B1 (en) |
WO (1) | WO2005077724A1 (en) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US8473151B2 (en) * | 2010-03-30 | 2013-06-25 | Toyota Motor Engineering & Manufacturing North America, Inc. | Excursion prevention methods and systems |
GB2489209B (en) * | 2011-03-15 | 2013-09-04 | Jaguar Cars | Motor vehicle and method of control thereof |
AR088377A1 (en) | 2011-10-20 | 2014-05-28 | Siena Biotech Spa | PROCESS FOR THE PREPARATION OF 6-CHLORINE-2,3,4,9-TETRAHIDRO-1H-CARBAZOL-1-CARBOXAMIDE AND INTERMEDIATE COMPOUNDS OF THIS |
Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0245243A (en) * | 1988-08-05 | 1990-02-15 | Fuji Heavy Ind Ltd | Automatic parking brake device |
EP0812747A2 (en) * | 1996-06-11 | 1997-12-17 | Volkswagen Aktiengesellschaft | Device and method for locking and release of pressure actuated vehicle brakes as a starting aid on an inclined roadway |
DE19849799A1 (en) * | 1998-10-29 | 2000-06-08 | Volkswagen Ag | Setting braking pressure for vehicle involves releasing first braking pressure, applying second pressure for long-term parking, applying first pressure for start-up, removing to drive off |
US6253144B1 (en) * | 1998-06-25 | 2001-06-26 | Nissan Motor Co., Ltd. | Vehicle longitudinal force control |
FR2809065A1 (en) * | 2000-05-17 | 2001-11-23 | Luk Lamellen & Kupplungsbau | Device and method for operating a vehicle brake automatically activates a clutch operated by separate force to interrupt partially torque transfer between a driving engine and a vehicle wheel. |
US6411881B1 (en) * | 2001-08-10 | 2002-06-25 | Ford Global Technologies, Inc. | System and method for controlling neutral idle operation of a vehicle |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19632863B4 (en) | 1996-08-14 | 2007-10-18 | Bayerische Motoren Werke Ag | Motor vehicle with a parking brake system |
-
2003
- 2003-01-10 FR FR0300249A patent/FR2849811B1/en not_active Expired - Fee Related
-
2004
- 2004-01-09 EP EP04701035A patent/EP1594729A1/en not_active Withdrawn
- 2004-01-09 JP JP2006516254A patent/JP2006520301A/en not_active Withdrawn
- 2004-01-09 KR KR1020057012827A patent/KR20060026401A/en not_active Application Discontinuation
- 2004-01-09 WO PCT/FR2004/000033 patent/WO2005077724A1/en not_active Application Discontinuation
Patent Citations (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPH0245243A (en) * | 1988-08-05 | 1990-02-15 | Fuji Heavy Ind Ltd | Automatic parking brake device |
EP0812747A2 (en) * | 1996-06-11 | 1997-12-17 | Volkswagen Aktiengesellschaft | Device and method for locking and release of pressure actuated vehicle brakes as a starting aid on an inclined roadway |
US6253144B1 (en) * | 1998-06-25 | 2001-06-26 | Nissan Motor Co., Ltd. | Vehicle longitudinal force control |
DE19849799A1 (en) * | 1998-10-29 | 2000-06-08 | Volkswagen Ag | Setting braking pressure for vehicle involves releasing first braking pressure, applying second pressure for long-term parking, applying first pressure for start-up, removing to drive off |
FR2809065A1 (en) * | 2000-05-17 | 2001-11-23 | Luk Lamellen & Kupplungsbau | Device and method for operating a vehicle brake automatically activates a clutch operated by separate force to interrupt partially torque transfer between a driving engine and a vehicle wheel. |
US6411881B1 (en) * | 2001-08-10 | 2002-06-25 | Ford Global Technologies, Inc. | System and method for controlling neutral idle operation of a vehicle |
Non-Patent Citations (1)
Title |
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PATENT ABSTRACTS OF JAPAN vol. 014, no. 209 (M - 0968) 27 April 1990 (1990-04-27) * |
Also Published As
Publication number | Publication date |
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KR20060026401A (en) | 2006-03-23 |
EP1594729A1 (en) | 2005-11-16 |
FR2849811B1 (en) | 2006-01-21 |
FR2849811A1 (en) | 2004-07-16 |
JP2006520301A (en) | 2006-09-07 |
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