GB2221969A - Arrangement for controlling an automatically actuated motor vehicle friction clutch in manoeuvring operation - Google Patents

Arrangement for controlling an automatically actuated motor vehicle friction clutch in manoeuvring operation Download PDF

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Publication number
GB2221969A
GB2221969A GB8914854A GB8914854A GB2221969A GB 2221969 A GB2221969 A GB 2221969A GB 8914854 A GB8914854 A GB 8914854A GB 8914854 A GB8914854 A GB 8914854A GB 2221969 A GB2221969 A GB 2221969A
Authority
GB
United Kingdom
Prior art keywords
rotation rate
internal combustion
combustion engine
clutch
accelerator pedal
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.)
Granted
Application number
GB8914854A
Other versions
GB2221969B (en
GB8914854D0 (en
Inventor
Andreas Konrad
Franz Nagler
Lothar Wuestefeld
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 Sachs AG
Original Assignee
Fichtel and Sachs 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 Fichtel and Sachs AG filed Critical Fichtel and Sachs AG
Publication of GB8914854D0 publication Critical patent/GB8914854D0/en
Publication of GB2221969A publication Critical patent/GB2221969A/en
Application granted granted Critical
Publication of GB2221969B publication Critical patent/GB2221969B/en
Anticipated expiration legal-status Critical
Expired - Fee Related 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
    • B60W10/04—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
    • B60W10/02—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
    • 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
    • B60W30/18063—Creeping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • 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
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0605—Throttle position

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

Description

2221969 - 1 ARRANGEMENT FOR CONTROLLING AN AUTOMATICALLY ACTUATED MOTOR
VEHICLE FPIrTTON IN MA1r)IJVRIJi-i ODc:RATION The invention relates to an arrangement for contrellingi an automatically actuated friction clutch of a motor vehir-le driven by an internal combustion engine, having a clutch servo-drive for the friction clutch, a sensor which responds to the position of a power output set,ting device of the internal combustion engine, which device comprises an accelerator pedal for its actuation, and a control system responding to the sensor which system controls the clutch servo-drive in dependence upon the position of the power output setting device as detected by means of the sensor.
From German Offenlegungsschrif-Len Nos. 2,8333,961 and 2,927,175 an automatically actuated friction clutch for a motor vehicle driven by an internal combustion engine is known, which is controlled during the starting of movement of the motor vehicle by a servo-drive in such a way that the engine rotation rate remains within a rotation rate range predetermined in dependence upon the loading of the vehicle, that is the position of the accelerator pedal, in which range the maximum torque of the internal combustion engine is produced. The pre-determined rotation rate change here varies in dependence upon the accelerator pedal position, which is detected by means of a sensor, and is evaluated by a control system which responds to the sensor and controls the clutch servo-drive.
While in this way it is possible to start movement with acceleration under normal driving conditions, only inadequate - p- account is taken of driving 'conditions such as occur in manoeuvring the motor vehicle, for example in parking. In manoeuvrina the automatically actuated clutch must be engaged only partially, in order that the driving speed may be kept low. The clutch control system, which is dependent upon the engine rotation rate, can lead in unfavourable cases to dead times in the engagement and disengagement of the clutch, which is a hindrance to exact manoeuvring of the vehicle. In the known control system there is no direct relationship between the position of the accelerator pedal and the drive torque.
It is an object of the invention to indicate an arrangement for the controlling of an automatically actuated friction clutch which permits exact controlling of the friction clutch in manoeuvring of the motor vehicle, that is at low driving speeds.
According to the invention there is provided an arrangement for controlling an automatically actuated friction clutch of a motor vehicle driven by an internal combustion engine, having a clutch servo-drive for the friction clutch, a sensor which responds to the position of a power output setting device of the internal combustion engine, which device comprises an accelerator pedal for its actuation, and a control system responding to the sensor which system controls the clutch servo-drive in dependence upon the position of the power output setting device as detected by means of the sensor, characterised in that the t 1 1 - 3 power output setting device permits, in the region of the rest position of the accelerator pedal, a limited preliminary pedal travel which does notinfluence the power output of the internal combustion engine, and in that the control system, at an accelerator pedal position placed within the preliminary pedal travel, sets the clutch servo-drive to a torque- setting intermediate position of the friction clutch between its completely disengaged position and its completely engaged position.
Within the s,,:ope of the invention the power control device of the internal combustion engine, which is controllable by means of the accelerator pedal, permits in the region of the rest position of the accelerator pedal a limited preliminary pedal distance within which the power output of the internal combustion engine cannot be influenced by actuation of the accelerator pedal. Within this preliminary pedal distance the control system of the friction clutch responds to the accelerator pedal position and sets the friction clutch to an intermediate position in the "slipping range" of the clutch, that is to a torque-transmitting position between the completely engaged position and the completely disengaged position. In other words, within the scope of the invention for manoeuvring, the accelerator pedal, in the region of its rest position, is uncoupled from the power output setting device of the 4 internal combustion engine and utilised, through the sensor which detects the pedal position, for the control of the clutch position. Independently of the accelerator pedal position the internal combustion engine works in manoeuvring with a constant, pre-determined rotation rate, for example idling rotation rate, while the clutch position can be varied by variation of the accelerator pedal position within the preliminary pedal distance. Thus the friction clutch can be controlled by way of the accelerator pedal similarly to a clutch pedal in the slipping range.

Claims (6)

In a preferred development according to Claim 2 or 3, the power output adjusting device of the internal combustion engine includes a rotation rate regulating device which preferably keeps the idling rotation rate of the internal combustion engine constant. With the aid of the rotation rate regulating devices it is possible to compensate for major load fluctuations, such as can occur for example in manoeuvring on a hill or in overrunning kerbstone edges or the like. In addition or alternatively however it can also be provided that directly on commencement of the deflection of the accelerator pedal out of the rest position, the engine rotation rate is raised somewhat compared with the idling rotation rate, in order to adjust the internal combustion engine to a torque suitable for manoeuvring. A suitable trigger signal can be prepared for example by a limit switch of the accelerator pedal or the sensor which detects the pedal position. The sensor which detects the accelerator position is expediently a position indicator which, according to the Z111 1 1 1 - 5 development in accordance with Claim 4, controls the power output or torque of the internal combustion engine through a power output adjusting drive. In this way the sensor is utilised both in normal driving operation and in manoeuvring, its output signal being switched over at the limit between preliminary pedal distance and the range of By the electric switch-over of the output signal of the sensor, mechanical idle distance couplings in the setting path of the accelerator pedal are avoided. The accelerator pedal can however also be coupled with the power output setting device of the internal combustion engine through a mechanical idle distance coupling (Claim 5). Examples of embodiment of the invention will be explained in greater detail below by reference to a drawing, wherein: - FIGURE 1 shows a diagrammatic representation of an arrangement for the control of an automatically actuated friction clutch of a motor vehicle in manoeuvring; FIGURE 2 shows a diagram which shows the position S of the releaser of the automatically actuated friction clutch in dependence upon the angle Y' of actuation of the accelerator pedal of the motor vehicle; FIGURE 3 shows a diagram which shows the dependence of the rotation rate n of the internal combustion engine in dependence upon the angle OC' of actuation of the accelerator pedal and FIGURE 4 shows a diagrammatic circuit illustration of a variant of a control arrangement according to Figure 1. pedal positions provided for driving operation Figure 1 shows diagrammatically an internal combustion engine 1 of a motor vehicle, which drives the vehicle through a friction clutch 3 and a gearing 5. The releaser (not shown further) of the clutch 3 is displaceable by a servo-drive 7, for example an electric motor or a pneumatic or hydraulic servo-drive, between a position Saus2 in which the clutch 3 completely separates the gearing 5 from the internal combustion engine 1, and a position Sein5 in which the clutch is fully engaged. The servo-drive 7 is controlled by a control system 9 in dependence upon working parameters of the motor vehicle both in starting and in changing the ratios of the gearing 5.. By way of example, in a manner known per se, in starting movement the rotation rate n of the internal combustion engine 1 can be detected by means of a sensor and the releaser of the clutch 3 can be positioned according to a pre-determined rotation rate position characteristic curve. The engagement of the clutch in the changing of the gear ratios during driving can take place for example with a pre-determined setting speed of the releaser. The control system 9 further ensures that the clutch 3 is automatically disengaged, for example if the rotation rate n of the internal combustion engine 1 drops below the idling rotation rate no or the changing of the gearing 5 is initiated. The above-explained programmes for engaging and disengaging the clutch 3 are fixed by the control system 9. However the control system 9 can also work according to other programmes. The automatically actuated clutch of the kind as explained above works satisfactorily if the rotation rate of - 7 the internal combustion engine can rise adequately, as is the case in the acceleration of the vehicle during starting movement. However the comfort of operation leaves sonething to be desired when the vehicle is to be moved only at creeping speed, as can be necessary for example in placing into a parking position or in manoeuvring. In this case the releaser of the clutch 3 should be kept in a position between the disengaged position Saus and the engagement position Sein, so that the clutch 3 slips and transmits a partial torque which just suffices to move the motor vehicle at the desired creeping speed. In order that the clutch 3 may be set according to choice into the slipping range for manoeuvring operation, independently of the control properties necessary for normal accelerating starting of the motor vehicle or for changing the gear 5, the accelerator or driving pedal of the vehicle, represented at 11 in Figure 1, is connected with the power output setting device of the internal combustion engine 1, for example its throttle valve 15, through a preliminary travel device, here a mechanical idle distance coupling 13. The idle distance coupling 13 permits. starting from the rest position of the accelerator pedal 11, an idle or preliminary travel angleorol before with increasing angle of actuation the idle distance coupling 13 is by-passed and the throttle valve 15 is set according to the accelerator pedal position. A sensor 17 detects the actual position of the accelerator pedal 11, at least within the preliminary travel actuation range <O, and controls the servo-drive.7 and thus the releaser of the clutch 3, through the control system 9, into a position allocated to the position of the accelerator pedal 11, in a pre-determined manner. Figure 2 shows the position of the releaser of the clutch 3 in dependence upon the actuation angle of the accelerator pedal 11. In the rest positionOC = 0 the clutch 3is disengaged, and the clutch releaser is situated in the position Saus If the accelerator pedal 11 is deflected out of the rest position by an angle C <, QC09 then the control system 9 sets the servo-drive 7 to a position in which the clutch 3 already transmits a partial torque. In Figure 2 the position of commencing torque transmission is designated by So. The pre-determined relationship between the actuation angle 0Cand the releaser position S is represented in Figure 2 by a line 19. By displacement of the accelerator pedal 11 within the preliminary travel range CO it is thus possible to vary the partial torque transmitted by the clutch 3 in slipping operation and thus the creeping speed of the vehicle similarly to the conventional actuation of a clutch by means of a clutch pedal. The characteristic of the slipping operation can be varied by the relationship between the preliminary distance angle cro and the releaser position S, which is indicated by chain lines 20 in Figure 2. As long as the accelerator pedal 11 remains within the preliminary distance angle OCO the internal combustion engine 1 works with its idling rotation rate n07 as represented in Figure 3. If the angle rangeOro is exceeded, the control system 9 switches over to its starting programme and engages the clutch 3 in dependence upon the rotation rate n of the internal combustion engine. Figure 3 shows accordingly, for angleCC > 0(0, by a dot-and-dash line the growth of the rotation rate rising by the actuation of the accelerator pedal 11, while in Figure 2 a dot-and-dash line reproduces the consequent releaser position S completely engaging the clutch 3. The dot-and-dash lines in Figures 2 and 3 however do not represent any direct relationship between the actuation angleDn and the releaser position S or the rotation rate n. For angles (, C >OCO by the position of the accelerator pedal 11 the torque or power output of the internal combustion engine 1 and thus an acceleration of the internal combustion engine 1 to rotation rates greater than the idling rotation rate no are set, while the releaser position S results in dependence upon the position rotation rate characteristic of the control system 9. Figure 4 shows another form of embodiment of a control arrangement which facilitates manoeuvring of a motor vehicle with automatically actuated friction clutch. In Figure 4 components with like effect are designated with the reference numerals according to Figure 1, and provided with the letter a for distinction. For explanation to this extent reference is made to the description of Figures 1 to 3. The control arrangement according to Figure 4 comprises an electrically controllable power output setting device with a servo-motor 21 driving the power output setting member of the internal combustion engine la, for example the throttle valve' 15a, which servo-motor is controlled by the regulator 23 of a rotation rate regulating circuit 25. The - 10 rotation rate regulating circuit 25 detects the actual rotation rate of the internal combustion engine la with a rotation rate sensor 27. and forms a difference or defect signal in a comparator 29 from an ideal value signal supplied at 31 and the actual rotation rate signal of the rotation rate sensor 27. In normal driving operation the ideal value signal is fed through a change-over switch 33 from the sensor 17a detecting the position of the accelerator pedal 11a. Thus the position of the accelerator pedal 11a fixes the rotation rate value to which the internal combustion engine la reacts by variation of the throttle valve 15a, until this rotation rate value is reached. The signal of the rotation rate corresponding to the rotation rate of the sensor 27 internal combustion engine la, is further supplied through a further change-over switch 35 in normal driving operation to the control system 9a, controlling the friction clutch 3a through the servo-drive 7a, in order, for example in starting movement, to control the position of the clutch releaser in dependence upon the actual rotation rate value of the rotation rate sensor 27. The change-over switches 33, 35 are coupled with the accelerator pedal 11a and have, when the accelerator pedal 11a is in the rest position, the position as represented in Figure 4, from which on exceeding of the preliminary distance angle 0("o adjoining the rest position, to switch over into their position in which the sensor 17a is connected with the comparator 29 and the rotation rate sensor 27a is connected with the control system 9a. In the position as illustrated the change-over switch 33 connects the comparator 29 with an ideal value emitter 37 which delivers an ideal idling value signal, determining the idling rotation rate of the internal combustion engine la, to the rotation rate regulating circuit 25. Furthermore the change-over switch 35, when the accelerator pedal 11a is situated at the preliminary travel angle C'0, connects the sensor 17a with the control system 9a, which accordingly sets the releaser of the clutch 3a into an intermediate position between the completely disengaged position and the completely engaged position, in which a torque adequate fo'r a creeping movement of the vehicle is transmitted. Since at the same time the rotation rate of the internal combustion engine la is kept constant by means of the rotation rate regulating circuit 25a, variations of the power output demand of the internal combustion engine such as can occur for example in manoeuvring on inclines or in overrunning obstacles, such for example as the kerbstone edge, can also be compensated. The ideal value emitter 37 can in turn be controllable in dependence upon the position of the accelerator pedal la. The ideal value emitter 37, when the accelerator pedal 11a is in the rest position, expediently generates an ideal value"signal setting the internal combustion engine la to idling rotation rate, while the ideal value emitter 37, on deflection out of the rest position but within the preliminary distance angle or02 generates an ideal value signal which slightly increases the rotation rate for - 12 manoeuvring operation. For this purpose the ideal value emitter 37 is likewise connected with the sensor 17a, as indicated in chain lines at 39. In Figure 4 the change-over switches 33, 35 are formed as switches actuated mechanically by the accelerator pedal 11a. It is self-evident that the change-over switches 33, 35 can be realised as electronic switches which are controlled by threshold value stages or the like in dependence upon the output signal of the sensor 17a. t CLAIMS:
1. Arrangement for controlling an automatically actuated friction clutch of a motor vehicle driven by an internal combustion engine, having a clutch servo-drive (7) for the friction clutch (3), a sensor (17) which responds to the position of a power output setting device (11, 15; 11a, 15a, 25) of the internal combustion engine (1), which device comprises an accelerator pedal (11) for its actuation, and a control system (9) responding to the sensor (17), which system controls the clutch servo-drive (7)in dependence upon the position of the power output setting device (11, 15; 11a, 15a, 25) as detected by means of the sensor (17), characterised in that the power output setting device (11, 15; 11a, 15a, 25) permits, in the region of the rest position of the accelerator pedal (11), a limited preliminary pedal travel (DC.0) which does not influence the power output of the internal combustion engine (1), and in that the control system (9), at an accelerator pedal position placed within the preliminary pedal travel (r,^0) sets the clutch servo-drive (7) to a torque- transmitting intermediate position of the friction clutch (3) between its completely disengaged position and its completely engaged position.
2. Arrangement according to Claim 1 characterised in that the power output setting device (11a, 15a, 25) of the internal combustion engine comprises a rotation rate regulating device (25) which responds by means of a rotation - 14 rate sensor (27) to the rotation rate of the internal combustion engine (1a) and keeps the rotation rate of the internal combustion engine (1a) constant in the case of accelerator pedal positions within the preliminary pedal travel 0).
3. Arrangement according to Claim 2, characterised in that the rotation rate regulating device (25) comprises an ideal value emitter (37) controllable in dependence upon the accelerator pedal position, which emitter delivers a higher ideal value in the case of accelerator pedal positions within the preliminary pedal travel ( o(' 0) than when the accelerator pedal (11a) is situated in the rest position.
4. Arrangement according to one of Claims 1 to 3, characterised in that the internal combustion engine (1a) comprises a power output setting drive (21) and in that the sensor (17a) is formed as a position emitter detecting the accelerator pedal position and controls the power output setting drive (21) outside the preliminary pedal travel (oro).
5. Arrangement according to one of Claims 1 to 4, characterised in that the accelerator pedal (11) is coupled through- a mechanical idle distance coupling (13) with the power output setting device (15) of the internal combustion engine (1).
6. An arrangement for controlling an automatically actuated friction clutch substantially as described with reference to the accompanying drawing.
tied 1990 atThe Patent 0Mce,State House. 6671 High Holborn. London WC1R 4TP.Fbrtller copies maybe obtainedfrom The Patent OfficeSales Branch. St Mary Cray. Orpingtor. Weit BRS 3FX. 1>rr,ed by TK.ji,,ipiex techniques Itu. St mary Cray. Kent. Con- 1187 m z
GB8914854A 1988-07-09 1989-06-28 Arrangement for controlling an automatically actuated motor vehicle friction clutch in manoeuvring operation Expired - Fee Related GB2221969B (en)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE3823387A DE3823387C2 (en) 1988-07-09 1988-07-09 Arrangement for controlling an automatically operated friction clutch

Publications (3)

Publication Number Publication Date
GB8914854D0 GB8914854D0 (en) 1989-08-16
GB2221969A true GB2221969A (en) 1990-02-21
GB2221969B GB2221969B (en) 1992-07-22

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GB8914854A Expired - Fee Related GB2221969B (en) 1988-07-09 1989-06-28 Arrangement for controlling an automatically actuated motor vehicle friction clutch in manoeuvring operation

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DE (1) DE3823387C2 (en)
FR (1) FR2634697B1 (en)
GB (1) GB2221969B (en)

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2234799A (en) * 1989-07-07 1991-02-13 Fichtel & Sachs Ag Method and apparatus for controlling a friction clutch
GB2321940A (en) * 1996-11-23 1998-08-12 Luk Getriebe Systeme Gmbh Automatic clutch with creep control responsive to engine torque
EP1002687A3 (en) * 1998-11-18 2002-01-16 Eaton Corporation Idle drive torque control for automated vehicle master clutch
US6827189B2 (en) 2000-07-20 2004-12-07 Zf Friedrichshafen Ag Electromagnetically actuated, single-surface friction coupling, without a rotor slip ring
US7025708B2 (en) 2001-06-27 2006-04-11 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for changing the clutch torque in a clutch in the power train of a vehicle having an automated manual shift transmission
US7510502B2 (en) 2004-02-12 2009-03-31 Volkswagen Ag Method for preventing load change impacts in a motor vehicle

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DE4442025B4 (en) * 1993-12-07 2009-04-02 Volkswagen Ag Method for improving the starting, Ankriech- and maneuvering behavior of motor vehicles with gasoline engine and with an electronically controlled clutch
DE19753764A1 (en) 1997-12-04 1999-06-10 Itt Mfg Enterprises Inc Method and device for maneuvering motor vehicles
DE19822547C1 (en) 1998-05-20 1999-12-09 Mannesmann Sachs Ag Automatic clutch control for motor vehicle
DE10105749B4 (en) * 2001-02-08 2010-12-30 Man Nutzfahrzeuge Ag Method for easier maneuvering in a commercial vehicle
WO2002099302A1 (en) * 2001-06-05 2002-12-12 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for operating and/or regulating an automated clutch and/or an automatic gearbox on a vehicle
CH699712A2 (en) * 2008-10-13 2010-04-15 Leonardo Grieco Transmission system for motor vehicles.

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Cited By (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2234799A (en) * 1989-07-07 1991-02-13 Fichtel & Sachs Ag Method and apparatus for controlling a friction clutch
US5067599A (en) * 1989-07-07 1991-11-26 Fichtel & Sachs Ag Arrangement for controlling a motor friction clutch
GB2234799B (en) * 1989-07-07 1993-04-14 Fichtel & Sachs Ag Method and apparatus for controlling a friction clutch
GB2321940A (en) * 1996-11-23 1998-08-12 Luk Getriebe Systeme Gmbh Automatic clutch with creep control responsive to engine torque
GB2321940B (en) * 1996-11-23 2001-07-04 Luk Getriebe Systeme Gmbh Method of and apparatus for regulating crawling movements of motor vehicles
EP1002687A3 (en) * 1998-11-18 2002-01-16 Eaton Corporation Idle drive torque control for automated vehicle master clutch
US6827189B2 (en) 2000-07-20 2004-12-07 Zf Friedrichshafen Ag Electromagnetically actuated, single-surface friction coupling, without a rotor slip ring
US7025708B2 (en) 2001-06-27 2006-04-11 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for changing the clutch torque in a clutch in the power train of a vehicle having an automated manual shift transmission
US7169082B2 (en) 2001-06-27 2007-01-30 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for changing the clutch torque in a clutch in the power train of a vehicle having an automated manual shift transmission
USRE41804E1 (en) 2001-06-27 2010-10-05 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Method for changing the clutch torque in a clutch in the power train of a vehicle having an automated manual shift transmission
US7510502B2 (en) 2004-02-12 2009-03-31 Volkswagen Ag Method for preventing load change impacts in a motor vehicle

Also Published As

Publication number Publication date
FR2634697B1 (en) 1994-09-16
FR2634697A1 (en) 1990-02-02
GB2221969B (en) 1992-07-22
DE3823387A1 (en) 1990-01-11
GB8914854D0 (en) 1989-08-16
DE3823387C2 (en) 2000-11-02

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