Robert Boschgmbh

Other

Karl-Heinz Senger

Joachim Luh

Peter Baeuerle

Engbert Spijker

Bram Veenhuizen

Gert-Jan Van Spijk

Gerhard Keuper

Peter Bauerle

Manfred W Meissner

Johan Luyckx

Ernst Wild

Klaus Ries-Mueller

Lutz Reuschenbach

Martin-Peter Bolz

Karl-Heinz Willmann

Manfred Hellmann

Peter Dominke

Dirk Samuelsen

Holger Huelser

Juergen Loeffler

Wolfgang Hermsen

Andrea Steiger-Pischke

Willi Kuehn

Ewald Spiess

Roland Stoller

Peter Weiberle

Frank Seidel

Markus Paeulgen

Rine Pelders

Rin&eacute; Pelters

Mehmet-Fatih Sen

The invention relates to a vehicle braking system, the slip of which can be regulated electronically, for which, in the event of an automatic braking process, the activation of the foot pedal by the driver, does not result in a significant actuating path. The driver therefore disadvantageously perceives different pedal actuating characteristics in the foot actuated and automatic braking operations. According to the invention, a method is proposed for controlling a vehicle braking system, the slip of which is regulated electronically, and with which pedal actuating characteristics, which are largely uniform in the different operating states of the vehicle braking system can be produced. To achieve this, a valve unit is controlled in such a way that a pressure medium flows from the wheel brake to the pressure medium reservoir and the drive motor of the pressure generator is controlled in parallel.

Method for controlling a vehicle brake system, the slip of which can be regulated electronically

The invention relates to a system for inputting a motor torque and a transmission ratio in a vehicle having a continuously variable transmission () with means () for determining a desired motor torque () while considering a signal representing a driver command; means () for determining a desired transmission ratio () while considering a signal representing a driver command; and, means () for determining the signal representing the driver command. The signal, which represents the driver command, is a relative driver accelerative force command ('). The invention further relates to a method for inputting a motor torque and a transmission ratio in a vehicle.

System and method for the setting of an engine torque and a gearbox ratio in a vehicle with a continuously variable gearbox

A method and device for operating a clutch between an internal combustion engine and at least one driven wheel of a vehicle, a torque being transmitted between the internal combustion engine and the driven wheel by pressing the clutch together via an application force or an application pressure, and the application force or the application pressure being controlled or regulated as a function of the temperature of the clutch.

Method and device for operating a clutch

A method and device for operating a clutch between an internal combustion engine and at least one driven wheel of a vehicle, a torque being transmitted between the internal combustion engine and the driven wheel by pressing the clutch together via an application force or an application pressure, and the application force or the application pressure being controlled as a function of a clutch slip in the clutch when the torque is transmitted between the internal combustion engine and the driven wheel and a setpoint clutch slip.

A drive unit for a vehicle including at least one drive wheel is provided, the drive unit having an internal combustion engine, and, between the internal combustion engine and the at least one drive wheel, a clutch for transmitting a torque between the internal combustion engine and the drive wheel, as well as a vehicle control for controlling or regulating the internal combustion engine as a function of the speed of the clutch on the side of the internal combustion engine and/or as a function of the speed of the clutch on the side of the drive wheel.

Drive unit for a vehicle

A method and device for operating a clutch between an internal combustion engine and at least one driven wheel of a vehicle, a torque being transmitted between the engine and the driven wheel by pressing the clutch together with a clamping force or a clamping load (p), and the clamping force or the clamping load (p) being adjusted as a function of an engine torque generated by the engine, and as a function of the inaccuracy of the information about the engine torque generated by the engine.

A method for operating a clutch ( ), whose clutch slip (s) is adjusted to a setpoint value (s ) with the aid of a manipulated variable, should allow a clutch to be controlled in a particularly reliable and stable manner. To this end, the present invention provides for a slip value only being permitted to be a setpoint value (s ), when the derivative of the friction coefficient/slip characteristic at this slip value exceeds a specifiable limiting value. In particular, the setpoint value (s ) is selected as a function of a number of operating parameters, inside a range of permissible setpoint values (s ); the slip value, at which the derivative of the friction coefficient/slip characteristic falls below a specifiable limiting value, being selected as an upper limit (G) of the range of permissible setpoint values (s ).

Method for operating a clutch and control device for implementing the method

A system for adjusting the tension of a continuous part of a continuously variable transmissions; which is adjustable preferably with respect to its transmission ratio, the continuously variable transmission being mounted together with a vehicle engine and at least one clutch and a vehicle engine in the drive train of the vehicle, the clutch having various operating states. The essence of the invention is the adjustment of the tension at least in dependence upon the operating state of the clutch. The adjustment of the tension of the continuous part is especially advantageous when it is undertaken in dependence upon whether an adjustment of the transmission ratio of the continuously variable transmission takes place toward higher transmission ratios or to lower transmission ratios. Furthermore, the adjustment of the tension can take place in dependence upon the activation of an ABS system, ASR system and ESP system.

System for adjusting the voltage of a wrapped component of an infinitely variable speed transmission

The invention relates to an arrangement and a method for controlling an adjusting speed for a change of an actual transmission ratio into a steady-state desired transmission ratio (shifting operation) for a continuously variable transmission mounted in the drive train of a motor vehicle. In the arrangement of the invention, it is provided that the shifting operation is subdivided into individual periods (dT) of fixed duration. During each period (dT), a dynamic desired transmission ratio (u ) is determined by multiplying the steady-state desired transmission ratio (u ) by a gradient (u ). The change of the actual transmission ratio (u) into a dynamic desired transmission ratio (u ) of each period (dT) takes place with a constant adjusting speed (v ).

Arrangement and method for controlling an adjusting speed of a shift operation in a continuously variable transmission

Emergency hydraulic control for adjusting a constant clamping force ratio with regard to a continuously variable transmission

To significantly reduce the use of single signal lines using a simplest possible contacting and connecting technique, a control system is described, in which the electrical shifting elements located in the passenger compartment are connected via signal lines to an electronic control unit, which is located in the passenger compartment and linked to the data bus, and which combines the signals transmitted over the signal lines and routes them via the data bus to the transmission control. The outlay for the wiring harness is again greatly reduced, with the data bus now also being routed into the passenger compartment, enabling additional devices to be connected thereto. Accordingly, the control system can be easily expanded.

Control system for a vehicle having a transmission control

An emergency hydraulic control is provided for a transmission-dependent change of the hydraulic fluid pressures in a first and second hydraulic conical disk axial displacement of a continuously variable transmission, wherein a pump supplies at least the piston chamber of a second axial displacement, and a downstream-connected remote-controlled differential pressure regulator and at least one electro-magnetically actuable pressure relief valve limits the fluid pressure there, and feed from this supply the piston chamber of a first axial displacement, as well as a remote control having an opening function leading to the valve via the remote-control line, via a continuous way valve, whose opening movement into the flow-through position is controlled with the aid of the pressure present upstream of the valve, wherein at least the individual driving states such as forward running, reverse running and idling, can be selected by means of appropriate switching positions of an manual switching valve; and in case of an outage of the electronic control device, the driver has available, besides an 'overdrive' gear, a fixed 'low gear for starting of an incline, among others.

Emergency hydraulic control for continuously variable transmission with

The invention provides first signals (w.sub.z, a.sub.L, a.sub.Q, a.sub.V1, a.sub.V2, a.sub.V3) representing the vehicle movements relative to an inertial reference system (K.sub.I) for use in a chassis regulation and/or control system in a vehicle. Based on the first signals, correction values (beta.sub.S, beta.sub.S ', beta.sub.S ', alpha.sub.S, alpha.sub.S ', psi.sub.S ', psi.sub.S ') for correction of the first signals are determined in such a way that vehicle movements relative to a road surface-fixed reference system (K.sub.S) are inferred from corrected first signals (S.sub.cor i). The invention has the advantage that the inertial sensor signals disturbed by road surface inclinations are projected into the road surface plane, obtaining signals which represent the vehicle movement relative to the road surface.

Growing community of inventors

Farmington Hills, MI, United States of America

Karl-Heinz Senger