WO2008132011A1 - Procédé de fonctionnement d'une chaîne cinématique - Google Patents

Procédé de fonctionnement d'une chaîne cinématique Download PDF

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Publication number
WO2008132011A1
WO2008132011A1 PCT/EP2008/053972 EP2008053972W WO2008132011A1 WO 2008132011 A1 WO2008132011 A1 WO 2008132011A1 EP 2008053972 W EP2008053972 W EP 2008053972W WO 2008132011 A1 WO2008132011 A1 WO 2008132011A1
Authority
WO
WIPO (PCT)
Prior art keywords
starting
determined
engine
torque
vehicle
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2008/053972
Other languages
German (de)
English (en)
Inventor
Roland Mair
Ramon Cordt
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ZF Friedrichshafen AG
Original Assignee
ZF Friedrichshafen 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 ZF Friedrichshafen AG filed Critical ZF Friedrichshafen AG
Publication of WO2008132011A1 publication Critical patent/WO2008132011A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • 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
    • 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
    • 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
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0001—Details of the control system
    • B60W2050/0043—Signal treatments, identification of variables or parameters, parameter estimation or state estimation
    • B60W2050/0057—Frequency analysis, spectral techniques or transforms
    • 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
    • B60W2510/0216—Clutch engagement rate
    • 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
    • B60W2510/0676—Engine temperature
    • 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
    • B60W2510/10—Change speed gearings
    • B60W2510/1095—Inertia
    • 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
    • B60W2520/105—Longitudinal acceleration
    • 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
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0644—Engine speed
    • 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
    • F16H59/00—Control inputs to control units of change-speed- or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H2059/145—Inputs being a function of torque or torque demand being a function of power demand of auxiliary devices
    • 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
    • F16H61/02—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 characterised by the signals used
    • F16H61/0202—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 characterised by the signals used the signals being electric
    • F16H61/0204—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—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 characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/023—Drive-off gear selection, i.e. optimising gear ratio for drive off of a vehicle

Definitions

  • the invention relates to a method for operating a drive train of a motor vehicle comprising at least one automatic transmission and one drive unit.
  • the main components of a drive train of a motor vehicle are a drive unit and a transmission.
  • a gearbox converts torques and speeds and thus converts the tractive power of the drive unit.
  • the present invention relates to a method for operating a drive train, which comprises at least one drive unit and an automatic transmission.
  • the term automatic transmission is understood to mean all transmissions with an automated gear change or an automatic gear change.
  • Between the drive unit and the automatic transmission of a drive train is preferably designed as a starting clutch starting element is switched to trigger a startup of the motor vehicle, the starting element is automatically closed or automatically taking into account a previously determined starting gear and a previously determined starting speed.
  • DE 198 39 837 A1 and DE 198 39 838 A1 disclose methods by means of which a starting gear can be determined for a starting operation with the aid of an electronic control device.
  • a method is known, with the aid of which a starting speed can be determined for a starting process, namely such that a predetermined starting characteristic curves on the basis of characteristics start-up speed during the startup based on a characteristic that the actual acceleration behavior of the motor vehicle is reflected, modified.
  • the present invention is based on the problem to provide a novel method for operating a drive train comprising at least one automatic transmission and a drive unit.
  • the method comprises at least the following steps: a) vehicle-side forces or moments are determined which must be overcome when starting as driving resistances; b) motor-side forces or moments are determined which reduce a motor torque provided by the drive unit, which provides the same for starting; c) an acceleration is determined for starting; d) Depending on the particular vehicle-side forces or moments, depending on the specific engine-side forces or moments, depending on the specific acceleration and depending on a translation of the determined starting gear a required engine torque for the starting process is calculated formula; e) on the basis of the calculated engine torque, an engine speed is determined, which is used as the starting speed.
  • a method for operating a drive train is proposed for the first time, in which for a starting process a required for the starting engine torque is calculated formula, namely on the basis of predetermined vehicle-side forces or moments, depending on predetermined engine-side forces or Moments, depending on a predetermined acceleration and depending on a translation of a determined starting gear. From this calculated, required for the starting engine torque, the starting speed for the starting process is determined. As a result, an optimal starting behavior of a motor vehicle is ensured while minimizing the load of the starting element. With the help of the method according to the invention dynamic influences such. B. a temperature-dependent reduction in engine performance, as well as influences of various vehicle configurations such. As axle ratios and tire radii, are taken into account in the determination of the starting speed for the starting process.
  • Fig. 1 is a diagram for illustrating the method according to the invention for operating a drive train of a motor vehicle.
  • the present invention relates to a method for operating a drive train of a motor vehicle, wherein such a drive train comprises at least one drive unit and an automatic transmission.
  • the method according to the invention relates to the starting of the motor vehicle, the method according to the invention being described in detail below with reference to FIG. 1.
  • FIG. 1 illustrates the method according to the invention for operating a drive train comprising a drive unit and an automatic transmission with the aid of a signal flow diagram, wherein the inventive method according to FIG. 1 is subdivided into a total of five steps or blocks.
  • a first block or step 1 of the method according to the invention forces or torques on the motor vehicle are determined which must be overcome when starting as driving resistances.
  • the vehicle-side forces or moments that must be overcome when starting as driving resistances it is at least a vehicle-side rolling resistance and a vehicle-side gradient resistance force.
  • An air resistance can be neglected when starting.
  • engine-side forces or moments are determined which reduce an engine torque provided by the drive unit, which provides the same for starting. This is at least a friction torque on the engine side and a loss moment on the engine-side ancillary units or secondary consumers on the engine side.
  • an engine torque can be calculated, which is sufficient to hold a motor vehicle at a standstill, which, however, still allows no access.
  • an acceleration for starting the motor vehicle is additionally determined. This is the desired or desired acceleration for the starting process.
  • the acceleration for starting can be specified directly in dependence on an accelerator pedal operation, a vehicle mass, a driving resistance and a drive train ratio in block 3, wherein the powertrain ratio of a wheel radius, a translation of the driven axle and the translation of the particular starting gear is dependent ,
  • the calculation of the acceleration for starting on the basis of the closing time of the starting clutch to the slip-free transmission takes place with the following formula:
  • a KFZ is the acceleration to start
  • i GES is the driveline ratio
  • r RAD is the wheel radius
  • n MOT is the engine speed
  • t ⁇ is the closing time of the launch clutch to slip-free transmission.
  • a subsequent block or step 4 of the method according to the invention is carried out depending on the determined in block 1 vehicle-side forces or moments, depending on the determined in block 2 engine side forces or moments, depending on the acceleration determined in block 3 and dependent from a translation of the starting gear a formulaic calculation of the motor torque required for the starting process.
  • the motor torque required for the starting process is calculated using the following formula:
  • M M0T is the required motor torque
  • M REIB is the motorsei- term friction torque
  • M M0T PT0 is the loss torque motor side auxiliary units
  • F R0LL is the vehicle-side rolling resistance force
  • F FALL is the vehicle-side slope resistance
  • i GES is the driveline ratio
  • n is the wheel radius
  • ⁇ GES powertrain efficiency
  • m is the motor vehicle 's mass
  • e is a driveline dependent size.
  • J 1 ⁇ 0 is the mass moment of inertia of the wheel
  • i ACUSE is the axle ratio
  • J ABTRIEB is the mass moment of inertia of the output
  • i GES is the powertrain ratio
  • J M0T is the mass moment of inertia of the motor
  • m is the motor vehicle mass is
  • ⁇ n is the wheel radius.
  • the formula calculated engine torque for the starting process by a maximum allowable engine torque, which is specified by an accelerator pedal operation can be limited.
  • the engine torque is determined on the basis of the calculated engine torque, which is used as the starting speed for the starting operation.
  • the procedure is such that the smallest possible engine speed is determined from the calculated engine torque by means of an engine characteristic curve or an engine characteristic field, at which the calculated engine torque is available.
  • the starting speed is chosen as low as possible in order to keep a load and thus wear of the starting clutch as low as possible.
  • the map or the characteristic curve of the engine or drive unit can be stored statically. Preferably, however, the engine characteristic curve or the engine map, based on which the starting speed is determined, is continuously provided by the drive unit. If in the map or in the characteristic of the engine or drive unit dynamic effects such. As temperature influences or turbocharger pressures are not taken into account, the same can be taken into account directly or by other variables transmitted by a motor control.
  • the determined in block 5 engine speed is used as the starting speed.
  • the control of the engine speed can be done via a transmission internal controller or an internal motor controller. Then, when the engine speed control via an internal-transmission controller, a motor intervention can be done via a torque setting. Then, however, when the engine speed control is done via an engine-internal controller, a speed is specified as the engine intervention, namely the determined in step 5 engine speed.
  • the motor torque calculated in block 4 is preferably limited by the maximum permissible engine torque, which is predetermined by the accelerator pedal actuation. This may be the case that the predetermined by the accelerator pedal engine torque is not sufficient to accelerate the motor vehicle. In this case, then the starting clutch remains open for a long period of time, whereby the same, however, in particular on slopes of a higher load and thus a higher wear is exposed. This can be counteracted by taking into account a minimum torque or an offset for the engine torque calculated in block 4 during the starting operation as a function of a predetermined minimum acceleration or a maximum sliding time of the starting clutch. Alternatively, it is also possible to specify via the accelerator pedal actuation no maximum permissible engine torque, but rather an acceleration or a clutch slip time.
  • the lowest engine speed at which the calculated engine torque is available is determined in block 5 from the engine torque calculated in block 4 by means of an engine map or an engine characteristic curve.
  • This engine speed is used as the starting speed.
  • z. B. due to a deteriorating engine run-round or a deteriorating acoustics, it is possible that this minimum engine speed can not be used as the starting speed. In this case, then a higher engine speed is selected as the starting speed.
  • the starting speed is limited to a maximum value, namely a maximum starting speed. This may be necessary because the quantities used for the engine torque calculation in block 4 and the engine speed determination in block 5 may be faulty.
  • the method according to the invention can be used both in pure starting operations and in maneuvering operations. It is in the nature of maneuvering that for shunting operations the acceleration determined in block 3 is less than in the case of pure starting operations.

Landscapes

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

Abstract

L'invention concerne un procédé de fonctionnement d'une chaîne cinématique d'un véhicule à moteur, laquelle chaîne cinématique comprend au moins une boîte de vitesses automatique et un organe d'entraînement, une vitesse de démarrage et un régime de démarrage permettant le démarrage du véhicule à moteur étant déterminés et un processus de démarrage étant déclenché à l'aide de la vitesse et du régime de démarrage déterminés par fermeture d'un élément de démarrage, en particulier d'un embrayage de démarrage. Selon l'invention, le procédé comprend au moins les étapes suivantes : a) des forces ou couples côté véhicule à vaincre lors du démarrage comme des résistances à l'avancement sont déterminés; b) des forces ou couples côté moteur réduisant un couple moteur fourni par le organe d'entraînement, fournissant ce couple moteur pour permettre le démarrage, sont déterminés; c) une accélération de démarrage est déterminée; d) un couple moteur nécessaire au processus de démarrage est calculé selon une formule en fonction des forces ou couples côté véhicule déterminés, en fonction de l'accélération déterminée et en fonction d'une démultiplication de la vitesse de démarrage déterminée; e) un régime moteur, utilisé comme régime de démarrage, est déterminé sur la base du couple moteur calculé.
PCT/EP2008/053972 2007-04-26 2008-04-03 Procédé de fonctionnement d'une chaîne cinématique Ceased WO2008132011A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007019729A DE102007019729A1 (de) 2007-04-26 2007-04-26 Verfahren zum Betreiben eines Antriebsstrangs
DE102007019729.4 2007-04-26

Publications (1)

Publication Number Publication Date
WO2008132011A1 true WO2008132011A1 (fr) 2008-11-06

Family

ID=39580233

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/053972 Ceased WO2008132011A1 (fr) 2007-04-26 2008-04-03 Procédé de fonctionnement d'une chaîne cinématique

Country Status (2)

Country Link
DE (1) DE102007019729A1 (fr)
WO (1) WO2008132011A1 (fr)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102010028069A1 (de) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag Verfahren zur Schaltsteuerung eines Kraftfahrzeugs
DE102010028072A1 (de) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag Verfahren zur Anfahrsteuerung eines Kraftfahrzeugs
DE102010028071A1 (de) 2010-04-22 2011-10-27 Zf Friedrichshafen Ag Verfahren zur Fahrsteuerung eines Kraftfahrzeugs
DE102010028283A1 (de) * 2010-04-28 2011-12-01 Zf Friedrichshafen Ag Verfahren zur Bestimmung eines Anfahrgangs
DE102010028282A1 (de) 2010-04-28 2011-12-01 Zf Friedrichshafen Ag Verfahren zur Bestimmung eines Anfahrgangs bei einem Kraftfahrzeug
DE102011004127B4 (de) * 2011-02-15 2019-09-19 Bayerische Motoren Werke Aktiengesellschaft Berechnen eines Drehzahlsignals in einem Kraftfahrzeug
DE102011013022B3 (de) 2011-03-04 2012-08-30 Audi Ag Verfahren zur Bestimmung des Fahrwiderstands eines Fahrzeugs
FR3100195B1 (fr) * 2019-08-29 2025-01-10 Psa Automobiles Sa Procédé de détermination d’un régime moteur de décollage pour une amélioration de la prestation acoustique et vibratoire dans les vehicules

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DE19752276A1 (de) * 1997-11-26 1999-06-10 Mannesmann Sachs Ag Vorrichtung zur Steuerung eines Anfahrvorganges

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DE19743059A1 (de) * 1997-09-30 1999-04-22 Bosch Gmbh Robert Verfahren und Vorrichtung zur Bestimmung einer den Fahrwiderstand bei einem Kraftfahrzeug repräsentierenden Größe
DE19839837A1 (de) 1998-09-02 2000-03-09 Zahnradfabrik Friedrichshafen Verfahren zur Ermittlung einer Anfahr-Gangstufe
DE19839838A1 (de) 1998-09-02 2000-03-09 Zahnradfabrik Friedrichshafen Verfahren zur Ermittlung einer Anfahr-Gangstufe
DE10202520A1 (de) 2002-01-24 2003-08-14 Bayerische Motoren Werke Ag Antriebsstrangsteuerung für Kraftfahrzeuge

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE19752276A1 (de) * 1997-11-26 1999-06-10 Mannesmann Sachs Ag Vorrichtung zur Steuerung eines Anfahrvorganges

Non-Patent Citations (2)

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Title
BAUER, H., ET AL.: "Kraftfahrtechnisches Handbuch", 2 August 1999, ROBERT BOSCH GMBH, BRAUNSCHWEIG; WIESBADEN, XP002487637 *
NAUNHEIMER, H., BERTSCHE, B., LECHNER, G.: "FAHRZEUGGETRIEBE", 2007, SPRINGER VERLAG, BERLIN, HEIDELBERG, NEW YORK, BERLIN HEIDELBERG, XP002487638 *

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