WO2014170001A1 - Procédé de démarrage automatique d'un véhicule automobile équipé d'une boîte de vitesses manuelle - Google Patents

Procédé de démarrage automatique d'un véhicule automobile équipé d'une boîte de vitesses manuelle Download PDF

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Publication number
WO2014170001A1
WO2014170001A1 PCT/EP2014/000987 EP2014000987W WO2014170001A1 WO 2014170001 A1 WO2014170001 A1 WO 2014170001A1 EP 2014000987 W EP2014000987 W EP 2014000987W WO 2014170001 A1 WO2014170001 A1 WO 2014170001A1
Authority
WO
WIPO (PCT)
Prior art keywords
engine
motor vehicle
torque
speed
clutch pedal
Prior art date
Application number
PCT/EP2014/000987
Other languages
German (de)
English (en)
Inventor
Alexander Breu
Original Assignee
Audi Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Audi Ag filed Critical Audi Ag
Publication of WO2014170001A1 publication Critical patent/WO2014170001A1/fr

Links

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
    • B60W10/18—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
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18109—Braking
    • B60W30/18118—Hill holding
    • 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
    • B60T2260/00—Interaction of vehicle brake system with other systems
    • B60T2260/04—Automatic transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/02—Clutches
    • B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
    • B60W2510/0225—Clutch actuator position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/14—Clutch pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0666—Engine torque

Definitions

  • the invention relates to a method for automatically starting a motor vehicle, comprising a drive train with a motor and a manually switched gear and a both separating, via a clutch pedal to be actuated clutch, wherein the drive train runs to at least one driven axis, with a braking device for Braking the wheels, as well as with at least one control unit for driving the engine, wherein the motor vehicle automatically starts by the engine is controlled by the control unit to increase the speed when only the clutch pedal is actuated to obtain a frictional connection of the engine and transmission.
  • ACC Adaptive Cruise Control
  • DE 10 2004 031 030 A1 discloses a method which also describes an automatic starting of a motor vehicle with a manually switched gear.
  • the basis for this is a driver assistance system having a corresponding object sensor system and a distance and speed controller.
  • the starting process is controlled solely in response to the operation of the clutch pedal.
  • a corresponding sensor monitors whether the clutch pedal is released.
  • the vehicle brakes are released.
  • the speed of the engine is increased in accordance with a defined characteristic, whereupon the vehicle starts with increasing adhesion within the clutch.
  • the operation of the accelerator pedal or the brake pedal is no longer required.
  • the brake is released as soon as the Einkupplungsvorgang begins, which is detected via a corresponding clutch travel sensor, which is associated with the clutch pedal. So if this is only slightly relieved, synonymous with the beginning of the engagement process, the brake is released. When the brake is released, it can now happen that the vehicle, since no longer kept active, and since the driver does not actively press the brake pedal itself due to the desired automated startup, unintentionally rolls off, be it forward or backward.
  • the invention is therefore based on the problem to provide a method of the type mentioned, which allows an improved automatic starting.
  • the braking device is only automatically actuated by activation via the or another control device. solves when a given within the drive train, resulting from the increase in the speed of the motor torque corresponds to a defined target torque value.
  • the inventive method can with particular advantage the integration of an automatic starting functionality - either without implementation of a further developed adaptive longitudinal guide system (ACC system) or on the basis of such a longitudinal guide system - even in a motor vehicle with manual transmission.
  • ACC system adaptive longitudinal guide system
  • the driver is relieved to the extent that only has to operate the clutch pedal for automated startup.
  • the clutch pedal operation for the driver is simplified so that they do not always have to be done in the same way, but different, ie in particular different speeds and thus ultimately "dirty" can be done because the control of the invention via a corresponding adaptive Anfahrkoordination always by suitable control of the engine speed and thus generation of an engine torque in conjunction with a basically torque-dependent brake operation ensures an ideal and comfortable start-up process without the driver having to adapt himself too much or has to control the engagement process particularly in time Generally, therefore, the risk of stalling There is also certainty that the vehicle will be held in a braked condition until it meets driveline conditions that allow the brake system to be released without the risk of an in - stalled engine acceptable strong rolling motion is given.
  • the system only allows automatic access from the held state when the driver actively triggers them via the clutch system, which is also the only triggering possibility. It is also necessary that he has engaged the first gear or the reverse gear, after the inventive method allows automatic starting in both the forward and in the reverse direction.
  • a fast speed control is carried out via a suitable control device for avoiding stalling of the engine as a result of the incipient engagement process.
  • a suitable control device for avoiding stalling of the engine as a result of the incipient engagement process.
  • a corresponding engine torque interface from the control unit of the assistance system is given to the engine control unit and the like.
  • Determining input variables in the startup control are the starting speed and maximum / minimum absolute values as well as positive / negative gradients for torque control, ie increasing the torque of the motor.
  • the selected approach speed can, if possible, depending on driving conditions such. As slope, trailer load, vehicle mass, the selected driving program, if a longitudinal guide system is involved, and the like are set.
  • a torque that is used as a boundary condition of the decision as to whether the brake is to be solved can serve any, within the driveline tapped torque.
  • the engine torque is taken into account, which, after the engine speed is inevitably increased for the automatic starting process, can be determined directly from the control of the motor accordingly.
  • tap the torque for example, at the transmission output and the like.
  • the brake solution is determined not only as a function of the torque, but also in dependence on the degree of frictional connection within the clutch, so the non-positive connection of engine and transmission, which ultimately transmits the torque via the drive train to the to be driven axis is used. For example, if a torque corresponding to the target torque, but the clutch is only slightly closed at this moment, the gift of the release command for the braking device can be delayed for a short time until the degree of clutch engagement is slightly greater respectively reaches a target value.
  • This setpoint can be fixed, but it can also be volatile insofar as it can be determined as a function of the given actual torque.
  • the braking device itself can be released abruptly upon reaching the desired torque value. This means that the brakes are released immediately. Alternatively, it is possible to release the braking device upon reaching the target torque value in the dependence of the further increase in torque, that is, ultimately a slight ramp-like relief of the brakes respectively retraction of the brake pressure is controlled to the vehicle automatically with increasing clutch closure slowly to move out of the braked state.
  • the invention provides with particular advantage to realize the automatic starting process under torque-controlled release of the braking device not only in the forward direction under engagement of the first gear, but also when the reverse gear is engaged. This means that the driver can use the automatic start-up functionality if he wants to drive backwards.
  • the automatic starting process can be continued in this case by the control unit respectively the integrated control units then further increase the engine speed and the resulting engine torque and the brake is automatically released again when an even higher torque is applied respectively the clutch is closed further.
  • the automatic brake actuator operation should only engage when the vehicle has rolled backwards or forwards for a defined distance, that is to say a short backward or forward rocking is permitted, as a result of the vehicle mass. This liquid start is achieved without unnecessary braking.
  • the braking device is also actuated for automatic deceleration or for stalling of the motor vehicle.
  • the recession of the clutch pedal is regarded as a termination criterion for the automatic starting process.
  • a state is automatically set again, which takes this into account.
  • the vehicle is braked or locked automatically. slows down so that the vehicle consequently does not roll uncontrollably and the driver can detect the demolition over it, as he also realizes that he must take over the active operation again.
  • the automatic actuation of the braking device can be effected as a function of the instantaneous speed of the motor vehicle.
  • the vehicle can be immediately brought to a standstill with strong deceleration and immediate stalling. If it is already driving a bit faster, it may initially be delayed sufficiently until it can be braked. This, of course, associated with the fact that the clutch is opened wide enough so as not to bring about the stalling of the engine by the brake operation, regardless of whether this takes into account or without consideration of the instantaneous speed.
  • driver assistance system that performs only this automatic approach for the automatic approach. This means that the driver can use this assistance system only in connection with starting, be it forwards or backwards. After the approach and, if appropriate, reaching a maximum, automatically adjustable speed, the driver must take over the further vehicle guidance himself, for example by actively activating the accelerator pedal and accelerating more. The driver assistance system is then correspondingly deactivated; the driver has full self-control of the vehicle ,
  • a driver assistance system serving the longitudinal guidance of the motor vehicle
  • the automatic approach as well as the further longitudinal guidance of the motor vehicle
  • a longitudinal guidance system such as an ACC system
  • the vehicle starts automatically and then automatically guided in the known longitudinal guidance operation.
  • the driver assistance system provides optical and / or acoustic information for carrying out the gear change, after which the automatic longitudinal guidance is continued after the gear change has taken place.
  • the ACC system is designed so that when the starting process is completed and there is usually a considerable difference between the starting speed and the target speed, the transition accordingly regulates steadily, so that no noticeable setpoint jumps respectively a torque break or the like noticeable is.
  • a gear change which, depending on the operating state, ie when the ACC system accelerates, eventually becomes necessary. The driver is asked for this by giving appropriate information, after which he makes the gear change by stepping on the clutch pedal, manually switches and releases the clutch pedal again.
  • the invention further relates to a motor vehicle comprising a drive train with a motor and a manually to be shifted transmission and a both separating, via a clutch pedal to be actuated clutch, wherein the drive train runs to at least one axis to be driven, with a braking device for braking the Wheels, as well as with at least one control device for driving the engine, wherein the motor vehicle automatically starts by the engine is controlled by the control unit to increase the speed when only the clutch pedal is actuated to obtain a frictional connection of the engine and transmission.
  • the motor vehicle according to the invention is designed to carry out the described method, that is to say that the corresponding program-technical functionalities are implemented, in particular, on the part of the optionally integrated control unit (s).
  • Fig. 2 is a flowchart of a method according to the invention
  • step 1 it is checked in step 1 whether the start-up assistance system that automatically controls the starting procedure is activated. If this is not the case, then this query is made continuously, this query is of course only made when the vehicle is stationary, so therefore can be approached, which can be queried by simply considering a speed information.
  • the starting assistance system can be a system serving only this purpose, but it can also be a more developed driver assistance system that serves the longitudinal guidance, such as an ACC system act.
  • the activation of the starting assistance system can for example be done by pressing a selector lever at the beginning of the ride or the like.
  • step 2 If the query that the starting assistance system is activated, it is checked in step 2, whether a gear is engaged, which allows a journey at all, namely either the first gear for a forward approach or the reverse for a reverse approach. If this is not the case, the loop in turn returns to step 1 to query whether the approach assist system is activated, ie back to step 1. If a corresponding gear is engaged, it is queried continuously in step 3, whether the clutch pedal, which has been kicked until then, thus the clutch is opened, is released. The capture a pedal operation can be detected by a suitable, built-in on the clutch pedal sensor. If the query that the clutch pedal is not released, but remains trodden, the loop returns to step 2.
  • step 4 If it is found that the clutch pedal is released, however, an automatic start-up request is derived from this. It comes in step 4 to an increase in the engine speed and the engine torque, which is necessary to allow with the increasing release of the clutch pedal and thus the increasing engagement respectively closing a non-positive connection between the engine and transmission the starting process, thus to produce an engine torque , which can be passed via the clutch to the transmission and from this in the drive train to the driven wheels.
  • step 5 Simultaneously with the increase of the engine speed starts a continuous query according to step 5, whether the clutch pedal is not moved back, so therefore is entered. Because such a return movement of the clutch pedal is evaluated as a defined termination criterion, thus aborted so the automatic starting process.
  • the loop thus continues with step 6, namely deactivating the start assist system, after which the loop returns to step 1 where it is checked whether the start assist system is not reactivated.
  • step 8 there is a continuous check as to whether a target speed is reached which can be maximally achieved with the active start assistance system, after which the driver must actively take over the further acceleration via the accelerator pedal.
  • the actual speed is continuously queried and compared with a defined target speed, see step 8. If the target speed has not yet been reached, the engine speed or the engine torque is increased even further, the brake is already released. If the target speed has been reached, however, it is checked in step 9 whether the driver, who may be requested to do so acoustically and / or visually, takes over the further drive, that is, he accelerates via the accelerator pedal.
  • the starting assistance system is deactivated in step 10, it is returned to step 1, in the context of which the subsequent reactivation is checked.
  • step 9 If, however, in step 9 that the driver has not taken over the journey, then the drive with the start-up assistance system is continued at the same actual speed, see step 1 1. It is continuously checked whether a driver takeover according to step 9 begins. The continuation with the same actual speed thus takes place until the driver either takes over himself (step 9) or until it is detected (see step 5) that the clutch pedal is actuated, which in turn is rated as a termination criterion. The check whether the clutch pedal is stepped again (step 5), thus takes place continuously starting from the time that the clutch pedal is first released according to step 3. Because the re-kicking during the activity of the Anfahrassassistenzsystems is always considered as a termination criterion.
  • step 5 If, at any time, a pedaling of the clutch pedal according to step 5 occurs, the starting assistance system is deactivated on the one hand according to step 6. In addition, if it has already come to an increase in the engine speed and the engine torque, immediately with the detection of the rearward movement of the clutch pedal and a reduction of the engine speed and the torque according to step 12 made. This avoids that as a result of the reopening of the clutch and thus the reduction of the non-positive connection of the engine revs up. At the same time, according to step 13, the brake is actuated again, that is to say that the vehicle, whether it is still standing and the brake has already been released, that it has already started, is braked again.
  • FIG. 1 While Fig. 1 with the following steps to step 8 9, 10, 1 1 describes a method respectively a procedure, as it is possible for a pure start-up system, which thus automatically controls only the approach, there is the possibility of this as described
  • the corresponding, fundamental continuation of the method according to FIG. 1 after step 8 is shown by way of example in FIG. 2.
  • step 14 If no gear change is required, then the longitudinal guide is continued according to step 14. If a gear change is required, an optical and / or acoustic information is given to the driver in accordance with step 16, for example via the instrument cluster, which requests him to carry out the gear change. This is preferably done with the indication of which direction to turn, ie whether a higher gear, a lower gear, or the idle is to be inserted. In step 17 is then continuously checked whether a gear change is made. If this is the case, the longitudinal guide is continued according to step 14. If this is not the case, only a limited longitudinal continuation is possible according to step 18, since the ACC system then essentially maintains the state, or changes it only insofar as it is possible with the gear engaged. The loop returns to step 16, so the information remains continuously displayed to the driver.
  • the ACC system continues to control the engine speed or the engine torque in such a way that there are no torque jumps, that is to say a smooth transition commences, starting with the renewed engagement process.
  • the engine speed immediately reduced accordingly that the engine does not turn up unnecessarily in this case. If the driver closes the clutch again, since the system itself does not actuate the accelerator pedal, the engine speed and thus the engine torque are correspondingly increased again as the clutch closes, so that there is no jerking or the like.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Automation & Control Theory (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

La présente invention concerne un procédé de démarrage automatique d'un véhicule automobile comportant une chaîne cinématique comprenant un moteur, une boîte de vitesses manuelle et un embrayage qui sépare ces deux organes et peut être actionné par une pédale d'embrayage. La chaîne cinématique va au moins jusqu'à un essieu moteur et comporte un dispositif de freinage des roues et au moins un dispositif de commande du moteur. Pour que le véhicule automobile démarre automatiquement, le moteur est commandé par le dispositif de commande afin d'augmenter le régime lorsque seule la pédale d'embrayage est actionnée pour établir une liaison par friction entre le moteur et l'embrayage. Le dispositif de freinage n'est libéré automatiquement par une commande du dispositif de commande ou autre que si un couple de rotation, présent à l'intérieur du chaîne cinématique et résultant de l'augmentation de la vitesse du couple de rotation du moteur, correspond à une valeur de couple de consigne définie et si le niveau de la liaison de couplage a atteint une valeur de consigne. Ainsi, le véhicule automobile est empêché de manière fiable de se mettre à rouler de façon indésirable, notamment lors du démarrage en côte (anti-recul).
PCT/EP2014/000987 2013-04-18 2014-04-14 Procédé de démarrage automatique d'un véhicule automobile équipé d'une boîte de vitesses manuelle WO2014170001A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102013006688.3A DE102013006688A1 (de) 2013-04-18 2013-04-18 Verfahren zum automatischen Anfahren eines Kraftfahrzeugs mit einem von Hand zu schaltenden Getriebe
DE102013006688.3 2013-04-18

Publications (1)

Publication Number Publication Date
WO2014170001A1 true WO2014170001A1 (fr) 2014-10-23

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PCT/EP2014/000987 WO2014170001A1 (fr) 2013-04-18 2014-04-14 Procédé de démarrage automatique d'un véhicule automobile équipé d'une boîte de vitesses manuelle

Country Status (2)

Country Link
DE (1) DE102013006688A1 (fr)
WO (1) WO2014170001A1 (fr)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
KR102449507B1 (ko) * 2015-03-27 2022-09-30 현대두산인프라코어(주) 건설 기계의 밀림 방지 방법 및 이를 수행하기 위한 장치
DE102018212064A1 (de) * 2018-07-19 2020-01-23 Robert Bosch Gmbh Verfahren zur Fahrerassistenz, bei dem ein Fahrzeug ein Fahrmanöver automatisch ausführt, sowie Steuer- und Regeleinrichtung für eine Bremseinrichtung eines Fahrzeugs
DE102021110545A1 (de) 2021-04-26 2022-10-27 Bayerische Motoren Werke Aktiengesellschaft Verfahren zum Anfahren eines Kraftrads sowie Anfahrassistenzsystem für ein Kraftrad
DE102022212046A1 (de) 2022-11-14 2024-05-16 Audi Aktiengesellschaft Verfahren zum Betreiben einer Antriebseinrichtung für ein Kraftfahrzeug sowie entsprechende Antriebseinrichtung

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DE10210545A1 (de) * 2002-03-09 2003-09-18 Bosch Gmbh Robert Geschwindigkeitsregelvorrichtung für Kraftfahrzeuge mit Handschaltgetriebe
DE102004031030A1 (de) * 2004-06-25 2006-02-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum automatischen Anfahren
US20070191181A1 (en) * 2006-02-13 2007-08-16 Burns Robert D Method and apparatus for controlling vehicle rollback
DE102007012788A1 (de) * 2007-03-16 2008-09-18 Zf Friedrichshafen Ag Verfahren zur Anfahrsteuerung eines Kraftfahrzeuges
DE102009046495A1 (de) * 2009-11-06 2011-05-12 Robert Bosch Gmbh Verfahren zum Betrieb einer automatisierten Parkbremse in einem Motorfahrzeug

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US4717207A (en) * 1985-06-03 1988-01-05 Nissan Motor Co., Ltd. Booster unit for moving a vehicle on a slope and method of controlling the same
DE19630870A1 (de) * 1996-07-31 1998-02-05 Bayerische Motoren Werke Ag Verfahren zum Anfahren eines Fahrzeugs

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10210545A1 (de) * 2002-03-09 2003-09-18 Bosch Gmbh Robert Geschwindigkeitsregelvorrichtung für Kraftfahrzeuge mit Handschaltgetriebe
DE102004031030A1 (de) * 2004-06-25 2006-02-02 Robert Bosch Gmbh Verfahren und Vorrichtung zum automatischen Anfahren
US20070191181A1 (en) * 2006-02-13 2007-08-16 Burns Robert D Method and apparatus for controlling vehicle rollback
DE102007012788A1 (de) * 2007-03-16 2008-09-18 Zf Friedrichshafen Ag Verfahren zur Anfahrsteuerung eines Kraftfahrzeuges
DE102009046495A1 (de) * 2009-11-06 2011-05-12 Robert Bosch Gmbh Verfahren zum Betrieb einer automatisierten Parkbremse in einem Motorfahrzeug

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