WO2003039903A1 - Appareil et procede empechant le demarrage d'un vehicule dans un rapport trop eleve - Google Patents
Appareil et procede empechant le demarrage d'un vehicule dans un rapport trop eleve Download PDFInfo
- Publication number
- WO2003039903A1 WO2003039903A1 PCT/SE2002/001973 SE0201973W WO03039903A1 WO 2003039903 A1 WO2003039903 A1 WO 2003039903A1 SE 0201973 W SE0201973 W SE 0201973W WO 03039903 A1 WO03039903 A1 WO 03039903A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- engine
- gear
- gearbox
- motion
- Prior art date
Links
- 238000000034 method Methods 0.000 title claims abstract description 22
- 230000033001 locomotion Effects 0.000 claims abstract description 68
- 230000001133 acceleration Effects 0.000 claims abstract description 10
- 230000000977 initiatory effect Effects 0.000 claims abstract description 7
- 230000001105 regulatory effect Effects 0.000 claims abstract 3
- 230000005540 biological transmission Effects 0.000 claims description 4
- 239000000446 fuel Substances 0.000 description 12
- 230000000694 effects Effects 0.000 description 3
- 238000004904 shortening Methods 0.000 description 2
- 238000002485 combustion reaction Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
- 238000007906 compression Methods 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 230000007935 neutral effect Effects 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
- F02N11/00—Starting of engines by means of electric motors
- F02N11/10—Safety devices
- F02N11/101—Safety devices for preventing engine starter actuation or engagement
- F02N11/103—Safety devices for preventing engine starter actuation or engagement according to the vehicle transmission or clutch status
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
- B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to 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
- 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
- F16H61/16—Inhibiting or initiating shift during unfavourable conditions, e.g. preventing forward reverse shift at high vehicle speed, preventing engine over 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
- B60W2510/02—Clutches
- B60W2510/0208—Clutch engagement state, e.g. engaged or disengaged
-
- 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
- B60W2520/00—Input parameters relating to overall vehicle dynamics
- B60W2520/10—Longitudinal speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W2710/00—Output or target parameters relating to a particular sub-units
- B60W2710/06—Combustion engines, Gas turbines
- B60W2710/0677—Engine power
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/10—Road Vehicles
- B60Y2200/14—Trucks; Load vehicles, Busses
-
- 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
-
- 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
- F16H2312/00—Driving activities
- F16H2312/02—Driving off
Definitions
- the invention relates to an arrangement and a method for preventing a vehicle being set in motion in too high a gear, according to the preambles of claims 1 and 8.
- Being set in motion means here the opening stage of a vehicle's acceleration from a substantially standstill situation.
- a problem of heavy vehicles with manually operated gears is that certain drivers choose, for reasons of convenience, to engage too high a gear when setting the vehicle in motion. Being set in motion in too high a gear leads, particularly on heavy vehicles which are heavily laden, to considerable wear of the vehicle's clutch. The replacement of worn clutches and the loss of revenue during the time when a working vehicle cannot be used represent a relatively large cost.
- the object of the present invention is to provide an arrangement and a method which make it substantially impossible or at least substantially difficult for a vehicle of the kind mentioned in the introduction to be set in motion in too high a gear and which thus prevent or at least substantially reduce the risk of unnecessary wear of the vehicle's clutch.
- control unit to limit the power delivered by the engine thus requires that the vehicle be substantially at a standstill, that the clutch be in an unconnected position and that a gear which is not acceptable for setting the vehicle in motion has been engaged in the gearbox. If all of these conditions are fulfilled, the control unit will appropriately limit the engine's power irrespective of the acceleration control position adopted by the driver. The engine power will be limited to such a low value that the vehicle cannot normally be set in motion in the gear engaged.
- the control unit is preferably a computer which incorporates suitable software for receiving said information and for initiating such limitation of the engine's power.
- All heavy vehicles incorporate by law some kind of speed limiting device intended to limit the vehicle's maximum speed.
- Such speed limiting devices usually limit the engine's power by reducing the fuel supply to the engine.
- the control unit may with advantage utilise the vehicle's existing speed limiting device in order to limit the engine's power to a level which is low enough to prevent the vehicle being set in motion in normal circumstances.
- a driver using a vehicle equipped with an arrangement according to the present invention will therefore learn not to try to set the vehicle in motion in too high a gear.
- the damaging practice of setting vehicles in motion in gears which are too high will thus be effectively prevented and the driver will learn to select a correct gear for setting the vehicle in motion. Unnecessary wear of the vehicle's clutch, leading to considerably shortening of clutch service life, will thus be prevented.
- said speed level is 4 km/h.
- a maximum speed level from which the vehicle may be designated to be set in motion is preferably about 3 to 4 km/h.
- the control unit is preferably designed to limit the engine's power at the time of setting the vehicle in motion with respect to all existing gears intended for forward motion other than the gear which has the lowest transmission ratio. Engine power guaranteed to allow the vehicle to be set in motion is thus only available when the vehicle is set in motion in the very lowest gear.
- the control unit is designed to limit the engine's power to the engine's idling power.
- the control unit thus limits the engine power to the engine's idling power whatever the accelerator control position.
- it will nevertheless be possible to set the vehicle in motion by means of the idling power e.g. when the vehicle is totally unladen or on a downhill gradient. Setting the vehicle in motion in such circumstances involves no appreciable clutch wear.
- the arrangement incorporates a first sensor intended to detect the vehicle's speed.
- a speed-detecting first sensor may for example detect the rotation speed of a suitable component of the vehicle's driveline.
- the first sensor is designed to send to the control unit a signal concerning the magnitude of the vehicle's speed. Any existing speed-detecting equipment of the vehicle may possibly be used.
- the control unit receives information about the prevailing speed, it determines whether the prevailing speed exceeds the intended speed level or not. If the prevailing speed exceeds said level, the speed is too high for it to be possible for subsequent acceleration to be interpreted as the vehicle being set in motion, in which case the control unit does not initiate any limitation of the engine power.
- the arrangement may incorporate a second sensor designed to detect whether an acceptable gear for setting the vehicle in motion is engaged in the gearbox.
- a second sensor may be of relatively simple design and incorporate a circuit-breaker which is so positioned as to be activated by the gear lever or by a suitable movable part within the gearbox when an acceptable gear is engaged.
- a breaker then sends a signal to the control unit to the effect that an acceptable gear for setting the vehicle in motion is engaged in the gearbox. If such a signal is received, the control unit does not initiate any engine power limitation. If on the contrary no such signal is received, then either no gear has been engaged in the gearbox or a gear which is unacceptable for setting the vehicle in motion has been engaged in the gearbox.
- any existing sensor which detects the gear lever position may possibly be used for enabling the vehicle to change gear.
- the arrangement may incorporate a third sensor designed to detect the position of the clutch.
- the sensor may incorporate a breaker which is activated when the clutch pedal is in its fully released position corresponding to the fully applied position of the clutch. Such a breaker then sends a signal to the control unit when the clutch is in its fully applied position. If no such signal is received, the clutch is in a more or less unconnected position, which is one of the requirements for the control unit to limit the engine power.
- the invention also relates to a method for enabling limitation of the power delivered by an engine for operation of a vehicle of the kind mentioned in the introduction.
- the method is characterised by steps according to the characterising part of claim 8. These steps require that the vehicle's speed be so low that subsequent acceleration of the vehicle is definable as setting it in motion, that the clutch be in an at least partly unconnected position and that a gear which is not acceptable for setting the vehicle in motion be engaged in the gearbox. All of these three requirements have thus to be fulfilled in order to define a state in which the vehicle is deemed to be being set in motion in too high a gear. If such a state is defined, the power delivered by the engine will thus be limited to a level such as to prevent any normal setting in motion of the vehicle.
- Fig. 1 depicts schematically a vehicle with an arrangement according to the present invention
- Fig. 2 depicts schematically a method according to the present invention.
- Fig. 1 schematically depicts selected parts of a vehicle.
- the vehicle is powered by an engine 1 which may be a combustion engine such as a diesel engine.
- the engine 1 drives, via an output shaft 2 and a clutch 3, an input shaft 4 to a stepped gearbox 5.
- the gearbox 5 incorporates a number of shafts with a varying transmission ratio.
- the gearbox 5 has an output shaft 6 extending from it which engages with a final portion of the vehicle's driveline.
- the final portion of the driveline incorporates a universal shaft 7, a final gear 8 and driveshafts 9 which are connected to the vehicle's powered wheels 10.
- the vehicle incorporates a number of controls by means by which the driver operates the vehicle.
- the engine 1 is connected to an acceleration control in the form of an accelerator pedal 11.
- the gearbox 5 is connected to a gear control in the form of a gear lever 12.
- the clutch 3 is manoeuvrable by means of a clutch pedal 13 between a fully applied position in which it creates a substantially rigid connection between the engine 1 and the gearbox 5, and an unconnected position in which it allows at least partial disconnection of the engine 1 from the gearbox 5.
- a first sensor 14 is designed to detect a parameter which is related to the vehicle's speed.
- the first sensor 14 detects in the embodiment depicted the speed of the gearbox output shaft 6.
- the first sensor 14 sends to a control unit 15 a signal concerning the rotation speed of the shaft 6, which is thus related to the vehicle's speed.
- the sensor 14 is preferably incorporated in the vehicle's normal speed detection equipment.
- the control unit 15 incorporates a computer with suitable software for receiving information from a number of sensors and for initiating a limited engine power when the vehicle is deemed to be being set in motion with an unacceptable gear engaged in the gearbox 5.
- the control unit 15 also incorporates stored information concerning a predetermined speed level which represents an upper limit from which any subsequent acceleration of the vehicle is definable as the latter being set in motion. Such a speed level is preferably 3 to 4 km/h.
- the control unit 15 is designed to receive information concerning the vehicle's prevailing speed frequently enough to enable it to determine substantially continuously whether the prevailing speed exceeds the specified speed level.
- a second sensor 16 is designed to detect the position of the clutch 3. Such a second sensor 16 may be of relatively simple design and incorporate a breaker which is activated when the clutch pedal 13 is in its fully released position. When the clutch pedal 13 is in its fully released position, the second sensor 16 sends to the control unit 15 a signal to the effect that the clutch 3 is in a fully applied position. The clutch 3 thus creates a rigid connection between the engine 1 and the gearbox 5.
- a third sensor 17 is designed to detect whether an acceptable gear is engaged in the gearbox 5.
- the third sensor 17 may also be of relatively simple design and incorporate a breaker which is so positioned as to be activated by a gear lever 12 or by a suitable movable part in the gearbox 5, such as a gearshift bar, when an acceptable gear is engaged. Such a breaker then sends a signal to the control unit 15 when an acceptable gear for setting the vehicle in motion is engaged in the gearbox.
- a fourth sensor 18 is designed to detect the position of the accelerator pedal 11. A signal with information about the position of the accelerator pedal 11 is sent substantially continuously to the control unit 15. During normal operation of the vehicle, the control unit 15 thus initiates the provision to the engine 1 of a fuel supply which is related to the position of the accelerator pedal 11.
- the control unit 15 receives information from the first sensor 14 about the vehicle's prevailing speed.
- the control unit 15 compares the prevailing vehicle speed with a reference value concerning the stored speed level, which in this case is 4 km/h.
- the control unit 15 determines that the prevailing vehicle speed is not greater than the stored speed level.
- the control unit 15 also receives information by means of a signal from the second sensor 16 if the clutch pedal 13 is in its fully released position. If no such signal is received, the control unit finds that the clutch is in an unconnected position.
- control unit 15 receives information by means of a signal from the third sensor 17 if an acceptable gear for setting the vehicle in motion is engaged. If no such signal is received, the control unit 15 finds that no acceptable gear for setting the vehicle in motion has been engaged in the gearbox 5.
- the control unit 15 will find that this is a situation of setting the vehicle in motion. If the driver has engaged a gear which is acceptable for setting the vehicle in motion, which in most cases will be a reverse gear or the lowest gear for forward motion of the vehicle, the third sensor 17 sends a signal to the control unit 15.
- the control unit 15 is thus informed that an acceptable gear for setting the vehicle in motion has been engaged in the gearbox 5, and signals received from the fourth sensor 18 concerning the position of the accelerator pedal 11 are transmitted in a conventional manner to a fuel control means, here exemplified by a fuel pump 19, for the supply to the engine 1 of a quantity of fuel which corresponds to the position of the accelerator pedal 11. In this case the process of setting the vehicle in motion will be entirely conventional. If on the contrary the driver has engaged a gear which is not acceptable for setting the vehicle in motion, the control unit 15 receives no signal from the third sensor 17 to the effect that an acceptable gear has been engaged.
- the vehicle's speed being below 4 km/h, the clutch pedal 13 being in an unconnected position and no acceptable gear having been engaged in the gearbox 5 constitute fulfilment of all the requirements for the control unit 15 to find that the situation is an attempt to set the vehicle in motion in an unacceptable gear.
- Signals received by the control unit 15 from the fourth sensor 18 concerning the position of the accelerator pedal 11 will then be disregarded and the control unit 15 will limit the amount of fuel delivered by the fuel pump 19 to a value which corresponds to the idling speed of the engine 1.
- the idling power of the engine 1 is in most situations insufficient for setting the vehicle in motion, or at least so low that the vehicle can in practice not be set in motion in a manner acceptable to the driver.
- a driver aware that the vehicle is equipped with an arrangement as above will of course avoid engaging too high a gear when attempting to set the vehicle in motion. Attempts to set vehicles in motion in too high gears are thus effectively prevented. Preventing vehicles being set in motion in too high gears eliminates unnecessary clutch wear which would otherwise cause unnecessary shortening of clutch service life.
- Fig. 2 depicts a schematic flowchart of a method according to the present invention.
- the method applies to setting a vehicle in motion and begins with step a, which receives information concerning the vehicle's speed and determines whether the vehicle's speed is not over a specified speed level.
- the speed level is selected to be so low that any subsequent acceleration of the vehicle is definable as setting the vehicle in motion.
- the speed level is set at 4 km/h. If the vehicle's speed is over 4 km/h, no limitation of engine power is applied and the process illustrated in the flowchart starts again. If the vehicle's speed is not over 4 km/h, the process continues.
- step b receives information concerning the position of the clutch and determines whether the clutch 3 is in an unconnected position. If the clutch is in a fully applied position, no limitation of engine power is effected and the process starts again. If on the contrary the clutch is in a neutral position, it may be found that the situation may be a setting in motion of the vehicle and the process will continue.
- step c receives information about the gear engaged in the gearbox and determines whether a gear acceptable for setting the vehicle in motion is engaged in the gearbox 5. If such is the case, there will of course be no limitation of engine power and the vehicle will be allowed to be set in motion conventionally with power applied according to the position of the accelerator pedal 11.
- Fig. 1 depicts an accelerator pedal 11 whose position is transmitted by electrical signals from a sensor 18 to an electrically controlled fuel pump 19 or similar fuel injection means, via the control unit 15.
- the control unit 15 can easily limit the engine power by a suitable control signal to the fuel pump 19.
- the invention is also applicable in vehicles in which the accelerator pedal is connected mechanically to a fuel pump.
- the control unit 15 may, for example, act upon the compressed air cylinders incorporated in the existing speed limiters of many vehicles so that the compression cylinders are controlled so that the engine is supplied with a quantity of fuel such as to provide only idling power if the vehicle is set in motion in too high a gear.
- the sequence of the three different stages a-c in Fig. 2 may substantially be varied as desired. What is essential is that the three different factors be fulfilled at substantially the same time.
- the engine power is limited to what corresponds to idling power, but in other embodiments of the invention the power may be limited to other levels, although nevertheless to such low levels as in practice not to allow the vehicle to be set in motion in the gear concerned.
- more than one gear may be also deemed acceptable for setting the vehicle in motion, in which case setting in motion takes place with no engine power reduction when any of these gears is selected.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- General Engineering & Computer Science (AREA)
- Automation & Control Theory (AREA)
- Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Control Of Transmission Device (AREA)
Abstract
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE10297417T DE10297417T5 (de) | 2001-11-05 | 2002-10-31 | Vorrichtung und Verfahren zum Verhindern des Startens eines Fahrzeugs mit einem zu hohen eingelegten Gang |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
SE0103656A SE518530C2 (sv) | 2001-11-05 | 2001-11-05 | Arrangemang och förfarande för att förhindra start av ett fordon med en för hög växel |
SE0103656-5 | 2001-11-05 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2003039903A1 true WO2003039903A1 (fr) | 2003-05-15 |
Family
ID=20285858
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/SE2002/001973 WO2003039903A1 (fr) | 2001-11-05 | 2002-10-31 | Appareil et procede empechant le demarrage d'un vehicule dans un rapport trop eleve |
Country Status (3)
Country | Link |
---|---|
DE (1) | DE10297417T5 (fr) |
SE (1) | SE518530C2 (fr) |
WO (1) | WO2003039903A1 (fr) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2911556A1 (fr) * | 2007-01-24 | 2008-07-25 | Renault Sas | Procede de controle du fonctionnement d'un groupe moto-propulseur. |
EP2388459A4 (fr) * | 2009-01-15 | 2017-01-25 | Toyota Jidosha Kabushiki Kaisha | Dispositif de commande pour vehicule |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4765450A (en) * | 1985-10-30 | 1988-08-23 | Diesel Kiki Co., Ltd. | Clutch control apparatus responsive to motor and gearing controls |
US5083647A (en) * | 1991-01-24 | 1992-01-28 | Ford New Holland, Inc. | Method of controlling clutches |
DE19744051A1 (de) * | 1996-10-10 | 1998-04-16 | Luk Getriebe Systeme Gmbh | Kraftfahrzeug |
US5819585A (en) * | 1995-03-15 | 1998-10-13 | Kongsberg Techmatic Uk Limited | Vehicle transmissions with automatic safety override when in manual mode |
US6142909A (en) * | 1997-11-26 | 2000-11-07 | Mannesmann Sachs Ag | Device for controlling a starting process of a motor vehicle |
-
2001
- 2001-11-05 SE SE0103656A patent/SE518530C2/sv not_active IP Right Cessation
-
2002
- 2002-10-31 DE DE10297417T patent/DE10297417T5/de not_active Withdrawn
- 2002-10-31 WO PCT/SE2002/001973 patent/WO2003039903A1/fr not_active Application Discontinuation
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US4765450A (en) * | 1985-10-30 | 1988-08-23 | Diesel Kiki Co., Ltd. | Clutch control apparatus responsive to motor and gearing controls |
US5083647A (en) * | 1991-01-24 | 1992-01-28 | Ford New Holland, Inc. | Method of controlling clutches |
US5819585A (en) * | 1995-03-15 | 1998-10-13 | Kongsberg Techmatic Uk Limited | Vehicle transmissions with automatic safety override when in manual mode |
DE19744051A1 (de) * | 1996-10-10 | 1998-04-16 | Luk Getriebe Systeme Gmbh | Kraftfahrzeug |
US6142909A (en) * | 1997-11-26 | 2000-11-07 | Mannesmann Sachs Ag | Device for controlling a starting process of a motor vehicle |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2911556A1 (fr) * | 2007-01-24 | 2008-07-25 | Renault Sas | Procede de controle du fonctionnement d'un groupe moto-propulseur. |
WO2008107581A1 (fr) * | 2007-01-24 | 2008-09-12 | Renault S.A.S. | Procede de controle du fonctionnement d'un groupe moto-propulseur |
US8428835B2 (en) | 2007-01-24 | 2013-04-23 | Renault S.A.S. | Method for controlling the operation of a power unit group |
EP2388459A4 (fr) * | 2009-01-15 | 2017-01-25 | Toyota Jidosha Kabushiki Kaisha | Dispositif de commande pour vehicule |
Also Published As
Publication number | Publication date |
---|---|
SE0103656L (sv) | 2002-10-22 |
DE10297417T5 (de) | 2004-10-28 |
SE0103656D0 (sv) | 2001-11-05 |
SE518530C2 (sv) | 2002-10-22 |
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