WO2002008640A1 - Automatic selection of start gear - Google Patents
Automatic selection of start gear Download PDFInfo
- Publication number
- WO2002008640A1 WO2002008640A1 PCT/IB2001/001322 IB0101322W WO0208640A1 WO 2002008640 A1 WO2002008640 A1 WO 2002008640A1 IB 0101322 W IB0101322 W IB 0101322W WO 0208640 A1 WO0208640 A1 WO 0208640A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- vehicle
- transmission system
- clutch
- gear ratio
- processing unit
- Prior art date
Links
Classifications
-
- 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
-
- 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
- F16H2059/142—Inputs being a function of torque or torque demand of driving resistance calculated from weight, slope, or the like
-
- 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
- F16H59/36—Inputs being a function of speed
- F16H2059/366—Engine or motor 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
- 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
- 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
- F16H59/24—Inputs being a function of torque or torque demand dependent on the throttle opening
-
- 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
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/40—Output shaft 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
- F16H59/36—Inputs being a function of speed
- F16H59/38—Inputs being a function of speed of gearing elements
- F16H59/42—Input shaft 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
- F16H59/68—Inputs being a function of gearing status
- F16H59/70—Inputs being a function of gearing status dependent on the ratio established
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S475/00—Planetary gear transmission systems or components
- Y10S475/90—Brake for input or output shaft
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10S475/00—Planetary gear transmission systems or components
- Y10S475/901—Particular material
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/20—Control lever and linkage systems
- Y10T74/20012—Multiple controlled elements
- Y10T74/20018—Transmission control
- Y10T74/2003—Electrical actuator
Definitions
- This invention relates to vehicle transmission systems and improvements thereto.
- a conventional automatic transmission is normally a automatic transmission uses a torque converter and an epicyclic gear train.
- An automated mechanical transmission (AMT) is normally considered to be a stepped gear transmission and will have a clutch device between it and the engine to selectively connect the engine to the transmission.
- the clutch device is normally a friction type device, rather than a torque converter.
- An AMT normally includes means for controlling the selection of gear ratio. Operation of the clutch can be by pedal or by an automated means.
- An AMT is normally provided with a manual override control for selecting or holding a ratio. With an AMT the selection of a start gear can be controlled to give optimum start performance and minimise clutch slip time. Whilst clutch slip can be minimised by always starting in 1 st gear, such an implementation would often result in a large number of unnecessary gear shifts and would be tedious and unacceptable for the driver. Fuel efficiency would also be adversely affected.
- a selector switch On current AMT implementations, the selection of a starting gear is still made by the driver by operation of a selector switch.
- a selector switch will normally be in the form of a selector lever mounted on the steering column or beside it, or a dash panel mounted switch and is also used for gear selection or overriding the gear selected/determined to be appropriate by the CPU.
- These switches can allow the driver to select a less than optimum gear for starting and so possibly reduce clutch life.
- an AMT will have a pre-programmed start gear which may be preprogrammed into tl e control system of the AMT. Alternatively, and frequently, it may be set at the beginning of every journey or even re-set during the journey.
- a disadvantage of such systems is that they are relatively inflexible in that they do not take account of changes in road conditions or vehicle weight due to a loading or unloading stop.
- an automated transmission system for a vehicle including a change gear transmission system and a vehicle starting device, the starting device being capable of transferring torque from the engine to the transmission in a range of from zero torque transfer to a transfer of maximum available engine torque, the transmission system including at least one processing unit, a plurality of sensors whose outputs are supplied as input to the processing unit, the processing unit using the sensors inputs to determine values of current gross vehicle weight and of the gradient on which the vehicle is operating in order to determine an optimum start gear ratio, said optimum start gear ratio will be the highest start gear possible to provide starting device slip of less than a pre-determined amount and a minimum number of gear shifts needed to reach a target road speed.
- Figure 1 shows a schematic view of a transmission system
- Figure 2 shows a flow chart detailing operation of the system of the present invention.
- a transmission system 10 includes an engine E having an output shaft 12 connected to a clutch C, which is in turn connectable to an input shaft 16 of a change gear transmission 11.
- the transmission 11 is has an output shaft 20 connected to the drive wheels (not shown) of the vehicle.
- the system is controlled by a CPU 30, which preferably is a single processing unit, but alternatively could be a plurality of processing units distributed processing units.
- the processing units may be located on the transmission, in the vehicle cab, on tlie engine, on the chassis or any combination of these.
- the transmission will normally have a number of modes in which it can operate, including manual and automatic. There may be additional functions to enable the shift points to be adjusted to suit the prevailing conditions.
- the engine power demanded by a driver is signaled by THL 22, whose output signal is sent to the CPU 30.
- the CPU 30 then communicates the demanded power as an output signal to the engine E along link 23.
- the driver will also be provided with a gear ratio selector lever 34, usable to select a transmission ratio or to override the selection made by the CPU if the transmission is in automatic mode. Operation of the clutch is controlled by the CPU whose control signals are sent to a clutch operator 27. Operation of the transmission will be by known means not forming a part of this invention.
- the gear ratio selector lever 34 operates a set of contacts in unit 36 to provide an output signal to the CPU 30.
- the selector lever 34 is used by the driver to select a gear ratio or to override the ratio selected by the transmission. Additional inputs to the CPU are from sensors ES, IS and OS which measure engine speed, transmission inputs shaft speed and transmission output shaft speed respectively. Output shaft speed can be used to determine vehicle speed in known manner.
- the CPU will receive inputs of signals of ES, IS and OS from the appropriate sensors.
- the transmission controller 29 will also supply information about the currently engaged gear ratio (GR). From this information, it is possible to calculate GVW in known manner.
- Another source of GVW information could be the suspension system if it is of the air suspension type.
- This optimum start gear ratio will be the ratio which will result in a minimum amount of clutch slip during the launch of the vehicle from the rest to the clutch fully engaged condition.
- the preference is to use a higher gear as possible for starting purposes. This improves fuel efficiency by reducing the number of subsequent gear changes necessary. A reduced number of gear changes is to be preferred by the operator and leads to a more comfortable ride, providing the engine is not labouring too hard.
- the drive train "snatches" with an abrupt engagement and that is neither comfortable for the operator nor good for the life of the other components of the vehicle.
- Acceptable range of times for the clutch to slip vary between 0.25 and 5 seconds and are heavily dependant on the vehicle, the conditions at the time, such as gross vehicle weight, grade, gear ratio selected and tlie driver demands.
- the driver demands will affect the slip time depending upon whether the driver wishes to move off quickly or more smoothly and gently.
- the preferred values lie between 0.5 and 1.5 seconds.
- the normally known parameters are engine speed, vehicle speed, engaged gear ratio, but if the gross vehicle weight and the gradient is also known, then an optimum starting gear value can be calculated. Clearly, the optimum ratio will be higher if the vehicle is going to set off in a downhill direction than if it is on a level or uphill gradient. If it is on an uphill gradient the gear will be selected according to the steepness of the gradient.
- a normal start gear In a heavy vehicle operating at a GVW of say, 40 tonnes or more (approx. 80000 lbs.), and fitted with a transmission having 12 or 16 forward ratios, depending upon load and gradient, a normal start gear would be between 3 and 7 gear depending upon the GVW and gradient For a medium weight vehicle operating at up to 36 tonnes (approx. 72000 lbs.) and fitted with a six or nine speed transmission, the normal start ratio will be between 2 n and 4 gear, again depending upon GVW and gradient.
- a preferred method of determining the optimum start gear is shown in the flow chart of Figure 2.
- the maximum start gear can be programmed into a CPU memory and selected to suit the particular transmission type and number of the ratios. As indicated above it could be 3 r or 5 1 .
- the grade on which the vehicle is operating is sensed, as is the load. As explained above, the information can be calculated by methods described or read from the J1939 data link.
- Tractive Effort TE is calculated as a function:
- RR rolling resistance
- an estimated acceleration slip time that is the time during which it is estimated the clutch will slip as the vehicle is accelerated to the point at which the clutch can be fully engaged.
- this value can be programmed into the CPU memory as the reference time. If the result of the calculation of the acceleration slip time, a time of greater than the predetermined reference value is found then the start gear can be decreased by 1 and the calculation process repeated with the lower gear value. This cycle can be repeated until the acceleration slip time falls within acceptable limits. At that time the gear ratio calculated can be engaged by the automated transmission and the vehicle launch is allowed.
- the CPU can also be programmed to conduct this test to ensure tlie slip time is not below a pre-determined minimum value. However, certain exceptions may be allowed, such as when the vehicle is setting off down a steep hill, and so tlie amount of torque being transmitted through the clutch will be very low with a low.
- the acceleration slip time will be greater than the predetermined reference value (normally permitted time), such as when needing to start on a very steep incline with a fully loaded vehicle. In such circumstances there may be little alternative but to allow the launch in 1 st gear.
- the vehicle will normally be provided with other clutch and drive-line protection devices which can be used to ensure the clutch does not overheat and is not damaged. Examples of such devices are temperature sensors and/or vibration sensors.
Abstract
Description
Claims
Priority Applications (6)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2002224562A AU2002224562A1 (en) | 2000-07-26 | 2001-07-24 | Automatic selection of start gear |
US10/333,154 US6953410B2 (en) | 2000-07-26 | 2001-07-24 | Automatic selection of start gear |
BR0113017-0A BR0113017A (en) | 2000-07-26 | 2001-07-24 | System and method of automatic starting gear selection |
JP2002514294A JP2004504574A (en) | 2000-07-26 | 2001-07-24 | Automatic selection of starting gear |
DE60112092T DE60112092T2 (en) | 2000-07-26 | 2001-07-24 | AUTOMATIC START-UP STEERING DETERMINATION |
EP01984344A EP1303713B1 (en) | 2000-07-26 | 2001-07-24 | Automatic selection of start gear |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
GB0018184.2 | 2000-07-26 | ||
GBGB0018184.2A GB0018184D0 (en) | 2000-07-26 | 2000-07-26 | Automatic selection of start gear |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2002008640A1 true WO2002008640A1 (en) | 2002-01-31 |
Family
ID=9896275
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/IB2001/001322 WO2002008640A1 (en) | 2000-07-26 | 2001-07-24 | Automatic selection of start gear |
Country Status (9)
Country | Link |
---|---|
US (1) | US6953410B2 (en) |
EP (1) | EP1303713B1 (en) |
JP (1) | JP2004504574A (en) |
CN (1) | CN1293328C (en) |
AU (1) | AU2002224562A1 (en) |
BR (1) | BR0113017A (en) |
DE (1) | DE60112092T2 (en) |
GB (1) | GB0018184D0 (en) |
WO (1) | WO2002008640A1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002042108A1 (en) * | 2000-11-21 | 2002-05-30 | Eaton Corporation | Starting and driveline shock protection control method and system |
WO2010053411A1 (en) * | 2008-11-10 | 2010-05-14 | Volvo Lastvagnar Ab | Method and device for preventing a surging of fluids in a tank of a tank truck |
WO2012005670A1 (en) * | 2010-07-09 | 2012-01-12 | Scania Cv Ab | Method and device for estimation of weight of a vehicle |
US10190511B2 (en) | 2011-06-10 | 2019-01-29 | Scania Cv Ab | Method and system for a vehicle |
Families Citing this family (21)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
SE518967C2 (en) * | 2001-04-27 | 2002-12-10 | Volvo Lastvagnar Ab | Motor-driven traction vehicle |
US20050211524A1 (en) * | 2004-03-24 | 2005-09-29 | Devore James H | Clutch assembly with smooth engagement |
DE102007031725A1 (en) * | 2007-07-06 | 2009-01-08 | Zf Friedrichshafen Ag | Method for controlling an automated stepped gearbox |
DE102007035297A1 (en) * | 2007-07-27 | 2009-01-29 | Zf Friedrichshafen Ag | Method for controlling an automatic transmission of a motor vehicle |
US7818140B2 (en) * | 2008-01-29 | 2010-10-19 | Zf Friedrichshafen Ag | System for estimating a vehicle mass |
CN101952621B (en) | 2008-02-28 | 2014-05-07 | 沃尔沃拉斯特瓦格纳公司 | A method and device for automatic or semiautomatic selection of a better starting gear in a vehicle |
CN102132075B (en) * | 2008-08-28 | 2014-10-29 | 沃尔沃拉斯特瓦格纳公司 | Method for selecting starting gear in vehicle and vehicle transmission |
CN102030004B (en) * | 2009-09-25 | 2013-06-05 | 一汽解放青岛汽车有限公司 | Control method for realizing hill-start of automatic transmission by utilizing pulse catching |
DE102010028071A1 (en) | 2010-04-22 | 2011-10-27 | Zf Friedrichshafen Ag | Method for driving control of a motor vehicle |
DE102010028069A1 (en) | 2010-04-22 | 2011-10-27 | Zf Friedrichshafen Ag | Method for switching control of a motor vehicle |
DE102010028072A1 (en) | 2010-04-22 | 2011-10-27 | Zf Friedrichshafen Ag | Method for starting control of a motor vehicle |
JP2011231839A (en) * | 2010-04-27 | 2011-11-17 | Bosch Corp | Automatic transmission shift control device |
DE102010028282A1 (en) | 2010-04-28 | 2011-12-01 | Zf Friedrichshafen Ag | Method for determining a starting gear in a motor vehicle |
DE102011007641B4 (en) * | 2011-04-19 | 2022-06-15 | Bayerische Motoren Werke Aktiengesellschaft | Motor vehicle with a manual gear selector and method for automatically engaging a gear |
WO2012163369A1 (en) * | 2011-05-30 | 2012-12-06 | Volvo Lastvagnar Ab | Method for optimised launch of a vehicle |
US9039568B2 (en) * | 2012-05-04 | 2015-05-26 | Ford Global Technologies, Llc | Methods and systems for extending regenerative braking |
US8813881B2 (en) * | 2012-05-04 | 2014-08-26 | Ford Global Technologies, Llc | Methods and systems for a vehicle driveline power take off |
JP6401253B2 (en) | 2013-10-02 | 2018-10-10 | ボルボトラックコーポレーション | Method and apparatus for adjusting starter gear of vehicle |
DE102016206716A1 (en) | 2016-04-20 | 2017-10-26 | Bayerische Motoren Werke Aktiengesellschaft | Method and control unit for operating a transmission |
US10583736B2 (en) * | 2017-12-11 | 2020-03-10 | Caterpillar Inc. | System for controlling a drive operation of a machine |
CN112728069B (en) * | 2020-12-25 | 2022-07-08 | 采埃孚商用车系统(青岛)有限公司 | Method and system for selecting proper starting gear |
Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5406862A (en) * | 1993-11-02 | 1995-04-18 | Eaton Corporation | Method and apparatus for selecting a starting gear in an automated mechanical transmission |
EP0738844A2 (en) * | 1992-08-27 | 1996-10-23 | Eaton Corporation | Start ratio selection control system and method |
DE19839837A1 (en) * | 1998-09-02 | 2000-03-09 | Zahnradfabrik Friedrichshafen | Procedure for determining a starting gear |
DE19839838A1 (en) * | 1998-09-02 | 2000-03-09 | Zahnradfabrik Friedrichshafen | Procedure for determining a starting gear |
DE19946334A1 (en) * | 1998-10-08 | 2000-04-13 | Luk Getriebe Systeme Gmbh | Motor vehicle has unsuitable gear selection warning device that triggers warning signal before driving, especially before driving off with unsuitable gear |
Family Cites Families (4)
Publication number | Priority date | Publication date | Assignee | Title |
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JPS62261551A (en) * | 1986-05-08 | 1987-11-13 | Komatsu Ltd | Starting speed step selector in automatic gear shifter |
US5070959A (en) * | 1989-11-20 | 1991-12-10 | General Electric Company | Work vehicle having an electric propulsion system with adapted overspeed limit for traction motors |
GB9218273D0 (en) * | 1992-08-27 | 1992-10-14 | Eaton Corp | Scrolling gear ratio selection control system and method |
US6394931B1 (en) * | 1999-07-19 | 2002-05-28 | Eaton Corporation | Starting and driveline shock protection control method and system |
-
2000
- 2000-07-26 GB GBGB0018184.2A patent/GB0018184D0/en not_active Ceased
-
2001
- 2001-07-24 DE DE60112092T patent/DE60112092T2/en not_active Expired - Lifetime
- 2001-07-24 JP JP2002514294A patent/JP2004504574A/en active Pending
- 2001-07-24 EP EP01984344A patent/EP1303713B1/en not_active Expired - Lifetime
- 2001-07-24 AU AU2002224562A patent/AU2002224562A1/en not_active Abandoned
- 2001-07-24 WO PCT/IB2001/001322 patent/WO2002008640A1/en active IP Right Grant
- 2001-07-24 BR BR0113017-0A patent/BR0113017A/en not_active IP Right Cessation
- 2001-07-24 CN CNB018130437A patent/CN1293328C/en not_active Expired - Lifetime
- 2001-07-24 US US10/333,154 patent/US6953410B2/en not_active Expired - Lifetime
Patent Citations (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP0738844A2 (en) * | 1992-08-27 | 1996-10-23 | Eaton Corporation | Start ratio selection control system and method |
US5406862A (en) * | 1993-11-02 | 1995-04-18 | Eaton Corporation | Method and apparatus for selecting a starting gear in an automated mechanical transmission |
DE19839837A1 (en) * | 1998-09-02 | 2000-03-09 | Zahnradfabrik Friedrichshafen | Procedure for determining a starting gear |
DE19839838A1 (en) * | 1998-09-02 | 2000-03-09 | Zahnradfabrik Friedrichshafen | Procedure for determining a starting gear |
DE19946334A1 (en) * | 1998-10-08 | 2000-04-13 | Luk Getriebe Systeme Gmbh | Motor vehicle has unsuitable gear selection warning device that triggers warning signal before driving, especially before driving off with unsuitable gear |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
WO2002042108A1 (en) * | 2000-11-21 | 2002-05-30 | Eaton Corporation | Starting and driveline shock protection control method and system |
WO2010053411A1 (en) * | 2008-11-10 | 2010-05-14 | Volvo Lastvagnar Ab | Method and device for preventing a surging of fluids in a tank of a tank truck |
US9174624B2 (en) | 2008-11-10 | 2015-11-03 | Volvo Lastvagnar Ab | Method and device for preventing a surging of fluids in a tank of a tank truck |
WO2012005670A1 (en) * | 2010-07-09 | 2012-01-12 | Scania Cv Ab | Method and device for estimation of weight of a vehicle |
US10190511B2 (en) | 2011-06-10 | 2019-01-29 | Scania Cv Ab | Method and system for a vehicle |
Also Published As
Publication number | Publication date |
---|---|
CN1293328C (en) | 2007-01-03 |
EP1303713B1 (en) | 2005-07-20 |
JP2004504574A (en) | 2004-02-12 |
GB0018184D0 (en) | 2000-09-13 |
US20040025617A1 (en) | 2004-02-12 |
US6953410B2 (en) | 2005-10-11 |
CN1443288A (en) | 2003-09-17 |
EP1303713A1 (en) | 2003-04-23 |
DE60112092D1 (en) | 2005-08-25 |
AU2002224562A1 (en) | 2002-02-05 |
BR0113017A (en) | 2004-01-13 |
DE60112092T2 (en) | 2006-04-20 |
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