WO2012171521A1 - Procédé de commande d'un embrayage à friction automatique dans une chaîne cinématique d'un véhicule automobile pendant une procédure de démarrage - Google Patents

Procédé de commande d'un embrayage à friction automatique dans une chaîne cinématique d'un véhicule automobile pendant une procédure de démarrage Download PDF

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Publication number
WO2012171521A1
WO2012171521A1 PCT/DE2012/000563 DE2012000563W WO2012171521A1 WO 2012171521 A1 WO2012171521 A1 WO 2012171521A1 DE 2012000563 W DE2012000563 W DE 2012000563W WO 2012171521 A1 WO2012171521 A1 WO 2012171521A1
Authority
WO
WIPO (PCT)
Prior art keywords
speed
engine
friction clutch
clutch
slip
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/DE2012/000563
Other languages
German (de)
English (en)
Inventor
Ulrich Neuberth
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.)
Schaeffler Technologies AG and Co KG
Original Assignee
Schaeffler Technologies AG and 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 Schaeffler Technologies AG and Co KG filed Critical Schaeffler Technologies AG and Co KG
Priority to DE112012002460.5T priority Critical patent/DE112012002460A5/de
Priority to KR1020137032973A priority patent/KR101989352B1/ko
Publication of WO2012171521A1 publication Critical patent/WO2012171521A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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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
    • B60W10/02—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
    • B60W10/04—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
    • 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
    • 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/08—Regulating clutch take-up on starting
    • 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
    • B60W2510/0241—Clutch slip, i.e. difference between input and output speeds
    • B60W2510/025—Slip change 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
    • B60W2510/0638—Engine 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
    • 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
    • B60W2510/1015—Input shaft speed, e.g. turbine 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
    • B60W2540/14—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
    • B60W2710/02—Clutches
    • B60W2710/027—Clutch 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
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/304—Signal inputs from the clutch
    • F16D2500/30406—Clutch slip
    • F16D2500/30407—Clutch slip change rate
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/31406—Signal inputs from the user input from pedals
    • F16D2500/3144—Accelerator pedal position
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • 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
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70452—Engine parameters
    • F16D2500/70454—Engine speed

Definitions

  • the invention relates to a method for controlling an automated friction clutch in a drive train of a motor vehicle during a starting operation with an internal combustion engine controlled by means of an accelerator pedal to a driver's desired torque engine and a transmission and a motor speed controller, which is a manipulated variable for the transferable via the friction clutch clutch torque based on a Set target speed such that, depending on an accelerator pedal position of the accelerator pedal, a ratio between an engine speed of the internal combustion engine and a transmission input speed of the transmission is adjusted to an identity of engine speed and transmission input speed.
  • Motor vehicles with an internal combustion engine and a transmission for example a manual transmission, an automated manual transmission, a continuously variable Umslingkarmit transmission (CVT), a dual clutch transmission with two independently operating partial transmissions and an arranged between the engine and transmission or partial transmission automated friction clutch powertrain are off Serial applications known.
  • CVT continuously variable Umslingkarmit transmission
  • a dual clutch transmission with two independently operating partial transmissions and an arranged between the engine and transmission or partial transmission automated friction clutch powertrain are off Serial applications known.
  • the internal combustion engine - as known for example from DE 198 37 816 A1 - held in a certain clutch drive in a certain speed range, as this provides little power at low speed and at high speed much friction in the friction clutch is generated.
  • the slip of the friction clutch that is to say the difference between engine input and transmission input rotational speed, decreases until a transition between slip and adhesion of the friction clutch has been reached. This transition can be perceived as uncomfortable by the excitation of so-called Jerking vibrations in the drive train, this being the greater
  • CONFIRMATION COPY and more uncomfortable the more different the angular acceleration of engine and transmission input speed at that transition.
  • an engine speed controller is provided in the controller, which is designed to control the internal combustion engine to a constant target speed.
  • the target speed is continuously raised using a calibratable map that provides a target speed increase, depending on the accelerator pedal angle and the ratio of transmission input to engine speed.
  • the ratio of transmission input speed to engine speed can be viewed as a measure of the progress of the approach.
  • the increase in the target rotational speed for smoothing the transition between the sliding and adhesion phases of the friction clutch does not directly lead to a speed change.
  • the object of the invention is the development of such previously known control of automated friction clutches during a starting process, in which by means of a uniform start-up without loss of comfort different starting situations can be handled.
  • the object is based on a method for controlling an automated friction clutch in a drive train of a motor vehicle during a starting operation with an internal combustion engine controlled by an accelerator pedal to a driver's desired torque engine and a transmission and an engine speed controller, which is a manipulated variable for the transferable via the friction clutch clutch torque set a target speed such that depending on an accelerator pedal position of the accelerator pedal, a ratio between an engine speed of the internal combustion engine and a transmission input speed of the transmission is adjusted to an identity of engine speed and transmission input speed, solved, wherein the target speed by means of one of a slip gradient of the Friction clutch dependent correction variable is corrected.
  • the target speed can be determined without maintaining a controlled variable, whereby a distinction between the target and actual speed of the engine for the control process the friction clutch is not relevant.
  • the slip gradient can be determined from the difference between an engine angular acceleration of the internal combustion engine and a transmission input angular acceleration of the transmission.
  • the control process of the engine speed controller can be divided into a plurality of control intervals in which the correction door size currently determined from a current clutch slip target slip gradient and a transmission input acceleration.
  • a current target rotational speed can each be formed from the preceding target rotational speed and the correction variable determined in the current control interval. It has been shown that the slip gradient is advantageously set negative. In order to ensure a minimum speed of the internal combustion engine and not to regulate this to speed ranges, in the engine torque is too low for a sufficiently rapid approach, the target speed currently corrected by the correction variable is limited to the originally uncorrected target speed.
  • the determination of a target slip gradient forming the correction quantity or participating in its formation can be determined by means of a map from the current clutch slip.
  • the target slip gradient can be estimated from the current clutch slip by means of an extrapolation of a previous clutch slip with the currently determined slip gradient.
  • the manipulated variable for the clutch torque transferable via the friction clutch is determined by means of a characteristic map at least the corrected target rotational speed.
  • the manipulated variable for the clutch torque transmissible via the friction clutch can be determined by means of a characteristic map at least from a currently determined engine target rotational speed gradient.
  • FIG. 1 shows a detail of a block diagram of an engine speed controller for
  • Figure 2 is a diagram illustrating a Anfahrvörgangs with one by means of a
  • Figure 3 is a diagram with the engine and transmission input speeds during a
  • Figure 4 is a diagram with the engine and transmission input speeds during a
  • FIG. 1 shows the control, which is known from DE 198 37 816 A1, for example, of an automated friction clutch in the form of an engine speed controller extended part 1 of the engine speed controller in a schematic diagram.
  • a negative target slip gradient Ndot_SI_Ziel is determined in the form of the difference between an engine angular acceleration and a transmission input angular acceleration.
  • the target slip gradient Ndot_SI_Ziel results here from the map KL_SI_Ziel depending on the current slip N_SI_Akt the friction clutch.
  • the current slip N_SI_Akt can alternatively be extrapolated with the current target slip gradient Ndot_SI_Ziel by predetermining a slip for a definable time interval.
  • Target speed N_Mo_Ziel_neu is determined Target speed N_Mo_Ziel_neu as follows:
  • the target engine acceleration such as the target engine speed gradient Ndot_Mo_Ziel_VS
  • the target engine speed gradient is adjusted to the target engine speed gradient Ndot_Mo_Ziel_VS Ndot_Mo_Ziel_neu fed directly to the engine speed controller and added on the one hand to the target engine acceleration, to avoid that this is zero.
  • the engine target speed gradient Ndot_Mo_Ziel_neu for precontrol of the friction clutch can be converted directly into a clutch torque and added to a definable proportion of a sum clutch desired torque at the same time a direct effect of the engine target speed gradient Ndot_Mo_Ziel_neu be achieved in the clutch torque or this be taken into account in the engine speed controller, so that a Regelu ng of the engine speed controller against the engine target speed gradient Ndo
  • FIG. 2 shows the diagram 2 formed from the partial diagrams I, II.
  • the partial diagram I shows the speed curves of the drive train over time during a start-up procedure
  • part diagram II shows the associated speed gradient curves for this purpose over time.
  • the dashed curve 3 shows the corrected target speed N_Mo_Ziel_neu of FIG. 1 with the speed increase course 4 following the transmission input shaft speed curve 5 over time.
  • the speed increase curve 4 is followed immediately by the actual engine speed curve 6 without the need for a standard deviation, since the target speed N_Mo_Ziel_neu, in contrast to a control of a conventional engine speed controller, depends on the correction variable in the form of the slip gradient of the friction clutch.
  • setpoint and actual speeds run without any necessary deviation, which simplifies coordination on the one hand and enables a more flexible control strategy on the other hand.
  • the partial diagram II shows the target speed gradient curve 7 and the Istmotordieregra- entientenverlauf 8 of the internal combustion engine and set by the friction clutch Getriebeeingangsnavieregradientenverlauf 9.
  • branches 7, 12 of the target speed gradient follows the conventional branch 7, while left of the break point 13 the slip gradient-controlled target speed of the branch 12 of the target engine speed gradient course 10 formed from the branches 11, 12 is predetermined.
  • the limiting target speed gradient in the target engine speed gradient course 10 with the branches 11, 12 influences the engine speed controller only in the branch 12, in that it increases the target speed.
  • speed of the internal combustion engine causes as soon as the target rotational speed gradient course 7 and the target engine speed gradient course 10 intersect at the break point 13.
  • the dot-dash line 14 is shown on the right of the inflection point 13, resulting in small rotational speeds corresponding to small, not the direct speed control underlying speed gradients.
  • FIGS 3 and 4 show carried out by means of the control according to the invention

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé de commande d'un embrayage à friction automatique dans une chaîne cinématique d'un véhicule automobile pendant une procédure de démarrage, comprenant un moteur à combustion interne régulé en fonction d'un couple délivré au moyen d'une pédale d'accélérateur conformément au souhait du conducteur, une transmission et un régulateur de régime du moteur régulant une grandeur de commande pour le couple d'embrayage pouvant être transféré par l'embrayage à friction en s'appuyant sur une vitesse cible, de telle sorte qu'en fonction d'une position de la pédale d'accélérateur, un rapport entre un régime du moteur à combustion interne et une vitesse d'entrée de la transmission est équilibré jusqu'à une identité du régime et de la vitesse d'entrée de transmission. L'invention vise à obtenir un transfert souple de l'embrayage à friction pendant une procédure de démarrage d'un état glissant à un état adhérent indépendamment de la situation de démarrage. A cet effet, la vitesse cible est corrigée au moyen d'une grandeur de correction dépendant d'un gradient de patinage de l'embrayage à friction.
PCT/DE2012/000563 2011-06-16 2012-05-21 Procédé de commande d'un embrayage à friction automatique dans une chaîne cinématique d'un véhicule automobile pendant une procédure de démarrage Ceased WO2012171521A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
DE112012002460.5T DE112012002460A5 (de) 2011-06-16 2012-05-21 Verfahren zur Steuerung einer automatisierten Reibungskupplung in einem Antriebsstrang eines Kraftfahrzeugs während eines Anfahrvorgangs
KR1020137032973A KR101989352B1 (ko) 2011-06-16 2012-05-21 스타팅 절차 동안 자동차의 구동 트레인에서 자동식 마찰 클러치를 제어하는 방법

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102011104405 2011-06-16
DE102011104405.5 2011-06-16

Publications (1)

Publication Number Publication Date
WO2012171521A1 true WO2012171521A1 (fr) 2012-12-20

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PCT/DE2012/000563 Ceased WO2012171521A1 (fr) 2011-06-16 2012-05-21 Procédé de commande d'un embrayage à friction automatique dans une chaîne cinématique d'un véhicule automobile pendant une procédure de démarrage

Country Status (3)

Country Link
KR (1) KR101989352B1 (fr)
DE (2) DE102012208443A1 (fr)
WO (1) WO2012171521A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018090958A1 (fr) * 2016-11-17 2018-05-24 威伯科汽车控制系统（中国）有限公司 Procédé de commande de position d'embrayage cible basé sur une courbe de transmission de couple d'embrayage
CN112810612A (zh) * 2021-01-07 2021-05-18 东风柳州汽车有限公司 汽车油门加速控制方法、装置、设备及存储介质
CN113007238A (zh) * 2021-04-28 2021-06-22 一汽解放汽车有限公司 一种基于目标冲击度的发动机恒转速离合器起步控制方法及系统

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN104989815B (zh) * 2015-05-14 2018-05-08 武汉合康动力技术有限公司 一种基于amt自动变速箱起步自适应的控制方法
DE102019117633A1 (de) * 2019-07-01 2021-01-07 CLAAS Tractor S.A.S Antriebsstrang eines Fahrzeugs sowie Verfahren zum Betreiben eines Antriebsstrangs eines Fahrzeugs

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4295551A (en) * 1978-08-03 1981-10-20 Volkswagenwerk Aktiengesellschaft Automatic clutch system
ITTO930359A1 (it) * 1993-05-25 1994-11-25 Iveco Fiat Sistema elettronico di controllo di una trasmissione automatizzata
DE19837816A1 (de) 1997-08-26 1999-03-04 Luk Getriebe Systeme Gmbh Verfahren zum Steuern einer Kupplung
EP1505309A2 (fr) * 2003-08-08 2005-02-09 Renault s.a.s. Procédé de contrôle d'un groupe motopropulseur équipé d'une transmission automatisée à embrayage
FR2919697A1 (fr) * 2007-07-31 2009-02-06 Peugeot Citroen Automobiles Sa Procede de commande d'un groupe moto propulseur de vehicule.

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4295551A (en) * 1978-08-03 1981-10-20 Volkswagenwerk Aktiengesellschaft Automatic clutch system
ITTO930359A1 (it) * 1993-05-25 1994-11-25 Iveco Fiat Sistema elettronico di controllo di una trasmissione automatizzata
DE19837816A1 (de) 1997-08-26 1999-03-04 Luk Getriebe Systeme Gmbh Verfahren zum Steuern einer Kupplung
EP1505309A2 (fr) * 2003-08-08 2005-02-09 Renault s.a.s. Procédé de contrôle d'un groupe motopropulseur équipé d'une transmission automatisée à embrayage
FR2919697A1 (fr) * 2007-07-31 2009-02-06 Peugeot Citroen Automobiles Sa Procede de commande d'un groupe moto propulseur de vehicule.

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2018090958A1 (fr) * 2016-11-17 2018-05-24 威伯科汽车控制系统（中国）有限公司 Procédé de commande de position d'embrayage cible basé sur une courbe de transmission de couple d'embrayage
CN112810612A (zh) * 2021-01-07 2021-05-18 东风柳州汽车有限公司 汽车油门加速控制方法、装置、设备及存储介质
CN112810612B (zh) * 2021-01-07 2023-06-20 东风柳州汽车有限公司 汽车油门加速控制方法、装置、设备及存储介质
CN113007238A (zh) * 2021-04-28 2021-06-22 一汽解放汽车有限公司 一种基于目标冲击度的发动机恒转速离合器起步控制方法及系统
CN113007238B (zh) * 2021-04-28 2022-08-05 一汽解放汽车有限公司 一种基于目标冲击度的发动机恒转速离合器起步控制方法及系统

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Publication number Publication date
KR20140031312A (ko) 2014-03-12
KR101989352B1 (ko) 2019-06-17
DE102012208443A1 (de) 2012-12-20
DE112012002460A5 (de) 2014-02-27

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