Nothing Special   »   [go: up one dir, main page]

WO2002032735A1 - Procede et appareil de commande du freinage d'un frein auxiliaire hydraulique dans un vehicule - Google Patents

Procede et appareil de commande du freinage d'un frein auxiliaire hydraulique dans un vehicule Download PDF

Info

Publication number
WO2002032735A1
WO2002032735A1 PCT/SE2001/002289 SE0102289W WO0232735A1 WO 2002032735 A1 WO2002032735 A1 WO 2002032735A1 SE 0102289 W SE0102289 W SE 0102289W WO 0232735 A1 WO0232735 A1 WO 0232735A1
Authority
WO
WIPO (PCT)
Prior art keywords
coolant
brake
temperature
vehicle
allowing
Prior art date
Application number
PCT/SE2001/002289
Other languages
English (en)
Inventor
Johnny Arne
Rolf Gustafsson
Original Assignee
Scania Cv Ab (Publ)
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 Scania Cv Ab (Publ) filed Critical Scania Cv Ab (Publ)
Priority to AU2002211133A priority Critical patent/AU2002211133A1/en
Priority to DE10196800T priority patent/DE10196800T5/de
Priority to DE10196800.0A priority patent/DE10196800B4/de
Publication of WO2002032735A1 publication Critical patent/WO2002032735A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T17/00—Component parts, details, or accessories of power brake systems not covered by groups B60T8/00, B60T13/00 or B60T15/00, or presenting other characteristic features
    • B60T17/18—Safety devices; Monitoring
    • B60T17/22—Devices for monitoring or checking brake systems; Signal devices
    • B60T17/221—Procedure or apparatus for checking or keeping in a correct functioning condition of brake systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T10/00—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope
    • B60T10/02—Control or regulation for continuous braking making use of fluid or powdered medium, e.g. for use when descending a long slope with hydrodynamic brake
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/10—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with fluid assistance, drive, or release
    • B60T13/58—Combined or convertible systems
    • B60T13/585—Combined or convertible systems comprising friction brakes and retarders
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D65/00—Parts or details
    • F16D65/78—Features relating to cooling
    • F16D2065/783—Features relating to cooling cooling control or adjustment

Definitions

  • the invention relates to an arrangement and a method for controlling the braking of a hydrodynamic auxiliary brake in a vehicle according to the preambles to patent claims 1 and 11.
  • Auxiliary brakes such as hydraulic retarders contain circulating hydraulic oil which substantially absorbs the heat energy generated during a braking process.
  • the hydraulic oil is usually cooled by the motor vehicle's ordinary cooling system before it can be used in the retarder again.
  • a known way of preventing coolant boiling in the cooling system is to use information about the coolant temperature as a basis for limiting the braking effect which the driver calls for from the auxiliary brake.
  • Such limitation of the hydraulic retarder's braking effect may begin at a coolant temperature of 95°C and increase in a linear manner to complete limitation of the hydraulic retarder's braking effect at a coolant temperature of 110°C.
  • Such a control system has to incorporate a suitably increased safety margin to ensure that no local boiling occurs in the cooling system.
  • a safety margin appreciably reduces the braking effect obtainable from the retarder.
  • SE 507 807 A way of reducing this safety margin is referred to in SE 507 807, in which a control system limits the braking effect called for from the hydrodynamic auxiliary brake by using information about the coolant temperature and the vehicle engine speed.
  • the object of the present invention is to provide a method and an arrangement which make possible a substantially minimum limitation of the braking effect called for from a hydrodynamic auxiliary brake during braking of a vehicle, without any risk of incipient local boiling of coolant in a cooling system which is designed to remove the heat generated by the hydrodynamic brake.
  • Such a maximum temperature is usually the temperature at which there is risk of local boiling of coolant in the cooling system.
  • Obtaining information not only about the coolant temperature but also about its rate of increase makes it possible to predict future coolant temperature with good precision without affecting the braking effect.
  • the braking effect of the hydrodynamic auxiliary brake can thus be limited in situations where the coolant tends to exceed the maximum coolant temperature. With such refined control there is no need to apply such a large safety margin for ensuring that the maximum coolant temperature is not exceeded.
  • Such a control system means that the hydrodynamic brake can brake the vehicle over a considerably longer distance before any limitation of braking effect has to be applied.
  • limitation of the braking effect called for is possible on the basis of information about the temperature of the medium.
  • the temperature of the medium before it is cooled by the coolant it is possible to estimate the coolant temperature trend with greater precision.
  • the medium is prevented from exceeding a maximum temperature. For safety reasons it is desirable that such a maximum medium temperature should not be exceeded.
  • limitation of the braking effect called for is possible on the basis of information about the rate of increase of the temperature of the medium. Taking this factor also into account further enhances the precision of estimating the coolant temperature trend when a braking effect is called for from the hydrodynamic brake. If information about a rapidly rising medium temperature is received, it may be supposed that the coolant temperature will also follow a corresponding pattern.
  • a further preferred embodiment of the present invention allows activation of functions which counteract a temperature increase of the cooling medium.
  • a function may be to allow an increased coolant flow in the cooling system. This may be achieved by control of thermostats in the cooling system to provide them with a greater degree of opening and create an increased coolant flow.
  • Another function may be to allow increased cooling of the coolant. This may be achieved by controlling a cooling fan so that the radiator of the cooling system is provided with an increased air flow.
  • activation of an alternative auxiliary brake which does not load the cooling system is allowed. Heavy motor vehicles often incorporate two or more auxiliary brakes. Such an auxiliary brake may be an exhaust brake or a compression brake. Such auxiliary brakes do not load the cooling system and their activation is therefore very appropriate when the braking effect called for from the hydrodynamic brake has to be limited.
  • a further preferred embodiment of the present invention allows limitation of the braking effect called for, at a value which is related to a calculated value according to a mathematical algorithm.
  • a mathematical algorithm takes into account the coolant temperature and its rate of increase and, with advantage, the medium temperature and its rate of increase in such proportions as to provide a substantially minimum downward adjustment of the braking effect called for from the hydrodynamic brake, without the coolant exceeding the maximum coolant temperature.
  • the cooling system thermostats may be caused to open so that the coolant flow increases.
  • the degree of opening of the thermostats may be related to the value of the algorithm.
  • the cooling fan may correspondingly be activated at a certain algorithm value.
  • the cooling fan speed may also be related to the value of the algorithm.
  • a further preferred embodiment of the present invention makes it possible in a crisis situation to allow the coolant temperature to exceed the maximum temperature, and to confine limitation of the braking effect called for to preventing the medium temperature from exceeding the maximum medium temperature.
  • the braking effect called from the hydrodynamic auxiliary brake is only limited if there is risk of the medium reaching a temperature above the maximum medium temperature at which there is risk of fire or explosion. In such situations the coolant is allowed to rise beyond its maximum coolant temperature. Boiling of coolant in the cooling system is of little importance in a crisis situation.
  • a crisis situation may be identified in various ways, e.g.
  • the vehicle's acceleration may be greater than 1 m/s " while at the same time the brake pedal is more than 70% depressed.
  • a crisis situation may also be identified by the medium being at a temperature above the maximum medium temperature, thereby causing risk of fire and explosion. This may occur if coolant leaks from the cooling system.
  • Fig. 1 depicts schematically an embodiment of an arrangement according to the present invention.
  • Fig. 1 depicts schematically a motor vehicle with a number of selected parts appropriate in this context.
  • the motor vehicle incorporates non-driving wheels 1 and driving wheels 2 which are in contact with a running surface 3.
  • the vehicle incorporates not only ordinary brakes (not depicted in Fig. 1) but also a hydrodynamic first auxiliary brake in the form of a hydraulic retarder 4 and a second auxiliary brake in the form of an exhaust brake 5.
  • the hydraulic retarder 4 incorporates a stator and a rotor which form a toroidal space.
  • the toroidal space is designed to be filled with a medium in the form of hydraulic oil when it is desired to apply a braking action to the vehicle.
  • the hydraulic retarder 4 is fitted adjacent to an output shaft from a gearbox 6 which is connected to the vehicle's engine 7.
  • the rotor of the hydraulic retarder 4 is provided with driving power by the vehicle's driveline, which includes inter alia a propeller shaft 8 for transmission of driving torque to the vehicle's driving wheels 2.
  • the hydraulic retarder 4 thus only provides braking action to the vehicle's driving wheels 2.
  • a first brake control in the form of a brake pedal 9 and a second brake control in the form of a hand control 10 are arranged to apply braking action to the vehicle.
  • the brake controls 9, 10 are settable by the driver so that they initiate a braking effect called for from the hydraulic retarder 4.
  • the braking effect called for from the hydraulic retarder 4 is transmitted in the form of a signal to the control unit 12 via a signal line 1 1.
  • the control unit 12 is designed to send a control signal to the hydraulic retarder 4 via a signal line 13.
  • the circulating hydraulic oil of the hydraulic retarder 4 substantially absorbs the heat energy generated during a braking process.
  • the heated hydraulic oil is cooled in a heat exchanger 14 before it can be used again.
  • the heat exchanger 14 is connected to the vehicle's ordinary cooling system.
  • the hydraulic oil is cooled by the cooling system's circulating coolant passing through the heat exchanger 14.
  • the coolant is thus heated and is led to the engine's ordinary radiator 15 in order to be cooled.
  • the coolant is cooled in the radiator 15 by an air flow which passes through the radiator 15.
  • the control unit 12 is designed to prevent the coolant from exceeding a maximum coolant temperature.
  • the maximum coolant temperature is the coolant temperature at which there is risk of the coolant beginning to boil locally in the cooling system. Such a temperature is about 110°C in a conventional cooling system.
  • a first sensor 16 is designed to measure the coolant temperature after the coolant has passed through the heat exchanger 14. The first sensor 16 is designed to send to the control unit 12 a signal which is related to the coolant temperature detected.
  • a second sensor 17 is designed to measure the temperature of the hydraulic oil after the latter has left the hydraulic retarder 4. The second sensor 17 is designed to send to the control unit a signal which is related to the hydraulic oil temperature detected.
  • the control unit 12 is designed to determine coolant and hydraulic oil temperature values at constant intervals of time.
  • the control unit 12 stores the coolant and hydraulic oil temperature values for at least one period of time.
  • the stored temperature values are used for estimating a rate of increase of the temperatures of the coolant and the hydraulic oil.
  • the rate of increase is estimated by calculating the difference between the latest temperature value determined and at least one previously determined temperature value and then dividing by the temperature difference between said temperature values.
  • the control unit 12 is connected to the exhaust brake 5 by a signal line 18.
  • the control unit 12 can thus control the activation of the exhaust brake 5.
  • the control unit 12 is also connected by a signal line 19 to at least one thermostat 20 in the cooling system.
  • the control unit 12 can thus control the degree of opening of the thermostat 20 and vary the coolant flow in the cooling system.
  • the control unit 12 is also connected by a signal line 21 to a cooling fan 22.
  • the control unit 12 can thus control the speed of the cooling fan 22 and vary the air flow through the radiator 15.
  • the control unit 12 can thus increase the cooling of the coolant in the radiator 15.
  • the control unit 12 is thus designed to prevent the coolant exceeding a maximum coolant temperature.
  • the control unit 12 is designed to allow the coolant temperature to exceed the maximum coolant temperature.
  • the control unit 12 allows a limitation of the braking effect called for, in order to prevent the hydraulic oil temperature exceeding a maximum hydraulic oil temperature.
  • the maximum hydraulic oil temperature is the temperature at which there is risk of the hydraulic oil overheating. Such overheating entails risk of fire and explosion.
  • the control unit 12 is designed to allow limitation of the braking effect called for, at a value which is related to a calculated value according to a mathematical algorithm. An example of such an algorithm is set out below.
  • Such an algorithm provides a calculated reference value r which is related to the extent to which the braking effect called for has to be limited to prevent the coolant exceeding the maximum coolant temperature.
  • the reference value r thus increases with a rising coolant temperature t c and the latter' s rate of increase t c ' and a rising rate of increase t m ' of cooling medium temperature.
  • the control unit 12 calculates the value of the reference value r at continuous intervals of time during a braking process. At a low reference value r within a reference value range up to a first limit value , the risk of the coolant temperature t c reaching the maximum coolant temperature is negligible. In this situation the braking effect called for by the driver is passed on unmodified by the control unit to the hydraulic retarder 4.
  • the control unit 12 has to respond actively to ensure that the coolant temperature t c does not exceed the maximum coolant temperature.
  • the control unit 12 activates the thermostat 20 to provide a greater degree of opening.
  • the degree of opening of the thermostat 20 is related to the reference value r.
  • a greater degree of opening results in an increased coolant flow in the cooling system, thereby counteracting a rising coolant temperature t c .
  • the control unit 12 also activates the cooling fan 22.
  • the cooling fan 22 is activated in relation to the reference value r.
  • the coolant is thus subjected to greater cooling in the radiator, thereby also counteracting a rising coolant temperature t c .
  • the control unit 12 thus in the first place activates functions which increase the performance of the cooling system to prevent the coolant temperature t c exceeding the maximum coolant temperature. If these measures are not sufficient to stop the pace of increase of the coolant temperature t c , a yet higher reference value r is reached within a reference value range which extends from the second limit value r 2 up to a third limit value r 3 . Within this reference value range the control unit 12 has gradually to limit the retarder braking effect called for by the driver. At the same time, the control unit 12 activates the exhaust brake 5 so that at least part of the braking effect called for by the driver can be replaced.
  • the retarder braking effect called for is limited in relation to the reference value r. If the reference value exceeds the third reference value r , the control unit 12 limits the whole braking effect called for from the hydraulic retarder 4. As the reference value r takes into account not only the coolant temperature t c but also its rate of increase t c ⁇ such an algorithm results in a substantially minimum limitation of the retarder braking effect called for, without the coolant temperature t c exceeding the maximum coolant temperature. In a crisis situation, the control exercised by the control unit 12 is modified so that the retarder's braking effect is only limited if there is risk of the hydraulic oil temperature t m exceeding a maximum hydraulic oil temperature.
  • a crisis situation is defined, for example, by vehicle acceleration exceeding 1 m/s" and the brake pedal 9 being more than 70% depressed. In such a situation the vehicle accelerates uncontrolledly despite the driver trying to brake the vehicle. The situation requires the utilisation of all available braking resources to prevent an accident.
  • s assumes the value 1 in the algorithm.
  • the coolant temperature t c is allowed to exceed the maximum coolant temperature.
  • the control unit 12 therefore completely limits the braking effect of the hydraulic retarder 4.
  • the present invention is in no way limited to the embodiment depicted in Fig. 1 but may be varied freely within the scopes of the patent claims.
  • the control unit may, for example, use information about the coolant temperature and its rate of increase as a basis for allowing a limitation of the braking effect called for from the hydraulic brake, without using a mathematical algorithm, and if such an algorithm is used it is not limited to that described above.

Landscapes

  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Braking Arrangements (AREA)
  • Regulating Braking Force (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Transmission Of Braking Force In Braking Systems (AREA)

Abstract

La présente invention concerne un procédé et un système pour commander le freinage d'un frein auxiliaire hydrodynamique (4) d'un véhicule. Ce véhicule comprend un frein ordinaire et au moins un frein auxiliaire sous forme d'un frein hydrodynamique (4) qui contient un milieu de circulation qui est chauffé par la chaleur générée par le freinage du véhicule. Un système de refroidissement contient un liquide de refroidissement conçu pour refroidir le milieu, et au moins une commande de frein (9, 10) qui peut être réglée de telle sorte qu'un effet de freinage requis est initié par le frein hydrodynamique (4). Le système comprend une unité de commande (12) conçue pour utiliser des informations relatives à la température du fluide réfrigérant (tc) et sa vitesse d'augmentation (tc') comme base permettant de limiter l'effet de freinage requis du frein hydrodynamique (4) pour éviter que le fluide réfrigérant ne dépasse une température de fluide réfrigérant maximale.
PCT/SE2001/002289 2000-10-20 2001-10-19 Procede et appareil de commande du freinage d'un frein auxiliaire hydraulique dans un vehicule WO2002032735A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
AU2002211133A AU2002211133A1 (en) 2000-10-20 2001-10-19 Method and apparatus to control the braking of a hydraulic auxiliary brake in a vehicle
DE10196800T DE10196800T5 (de) 2000-10-20 2001-10-19 Verfahren und Vorrichtung zum Steuern des Bremsens einer hydraulischen Hilfsbremse in einem Fahrzeug
DE10196800.0A DE10196800B4 (de) 2000-10-20 2001-10-19 Verfahren und Vorrichtung zum Steuern des Bremsens einer hydraulischen Hilfsbremse in einem Fahrzeug

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE0003813-3 2000-10-20
SE0003813A SE522431C2 (sv) 2000-10-20 2000-10-20 Förfarande och arrangemang för att styra bromsning av en hydrodynamisk tillsatsbroms i ett fordon

Publications (1)

Publication Number Publication Date
WO2002032735A1 true WO2002032735A1 (fr) 2002-04-25

Family

ID=20281505

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE2001/002289 WO2002032735A1 (fr) 2000-10-20 2001-10-19 Procede et appareil de commande du freinage d'un frein auxiliaire hydraulique dans un vehicule

Country Status (4)

Country Link
AU (1) AU2002211133A1 (fr)
DE (2) DE10196800B4 (fr)
SE (1) SE522431C2 (fr)
WO (1) WO2002032735A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011002400A1 (fr) * 2009-07-01 2011-01-06 Scania Cv Ab Dispositif et procédé pour commander un fonctionnement d'un ralentisseur dans un véhicule à moteur
US20130173131A1 (en) * 2010-04-29 2013-07-04 Jurgen Betz Method for Limiting the Maximum Brake Performance Which Can Be Accessed of a Hydrodynamic Brake
EP2740641A3 (fr) * 2012-12-10 2016-11-23 ZF Friedrichshafen AG Procédé de limitation régulée de la puissance de freinage d'un frein permanent hydrodynamique
SE543381C2 (en) * 2019-04-17 2020-12-29 Scania Cv Ab Method for controlling a braking system, control device, computer program, computer- readable medium and vehicle

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
SE526372C2 (sv) * 2003-12-08 2005-08-30 Volvo Constr Equip Holding Se Bromsskyddsanordning, bromsinrättning och förfarande för styrning av temperaturen hos en broms

Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19654586A1 (de) * 1995-12-28 1997-07-03 Toyota Motor Co Ltd Beschleunigungsschlupfsteuersystem für ein Kraftfahrzeug
DE19604126A1 (de) * 1996-02-06 1997-08-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS57110548A (en) 1980-12-27 1982-07-09 Komatsu Ltd Automatic controlling device of retarder brake
DE4408350C2 (de) 1994-03-11 1995-08-31 Voith Turbo Kg Antriebseinheit und Verfahren zum Betreiben der Antriebseinheit
DE29715289U1 (de) 1996-12-20 1997-11-06 Meyerle, Michael, 88074 Meckenbeuren Stufenloses Getriebe, insbesondere mit hydrostatischer Leistungsverzweigung
DE19716922C2 (de) 1997-04-23 2001-08-02 Voith Turbo Kg Verfahren und Vorrichtung zur geregelten Begrenzung der Bremswirkung eines Retarders

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19654586A1 (de) * 1995-12-28 1997-07-03 Toyota Motor Co Ltd Beschleunigungsschlupfsteuersystem für ein Kraftfahrzeug
DE19604126A1 (de) * 1996-02-06 1997-08-07 Bosch Gmbh Robert Verfahren und Vorrichtung zur Steuerung der Bremsanlage eines Fahrzeugs

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2011002400A1 (fr) * 2009-07-01 2011-01-06 Scania Cv Ab Dispositif et procédé pour commander un fonctionnement d'un ralentisseur dans un véhicule à moteur
RU2525586C2 (ru) * 2009-07-01 2014-08-20 Сканиа Св Аб Устройство и способ для управления работой тормоза-замедлителя в транспортном средстве
EP2448800A4 (fr) * 2009-07-01 2018-04-18 Scania CV AB Dispositif et procédé pour commander un fonctionnement d'un ralentisseur dans un véhicule à moteur
US20130173131A1 (en) * 2010-04-29 2013-07-04 Jurgen Betz Method for Limiting the Maximum Brake Performance Which Can Be Accessed of a Hydrodynamic Brake
EP2740641A3 (fr) * 2012-12-10 2016-11-23 ZF Friedrichshafen AG Procédé de limitation régulée de la puissance de freinage d'un frein permanent hydrodynamique
SE543381C2 (en) * 2019-04-17 2020-12-29 Scania Cv Ab Method for controlling a braking system, control device, computer program, computer- readable medium and vehicle

Also Published As

Publication number Publication date
SE522431C2 (sv) 2004-02-10
AU2002211133A1 (en) 2002-04-29
SE0003813D0 (sv) 2000-10-20
SE0003813L (sv) 2002-04-21
DE10196800B4 (de) 2021-12-09
DE10196800T5 (de) 2004-04-15

Similar Documents

Publication Publication Date Title
US8602509B2 (en) Brake protection device, brake arrangement and method for controlling a brake temperature
US8131431B2 (en) Method for controlling cooling of an auxiliary brake
US7434893B2 (en) Device for controlling or regulating auxiliary brake torque in a motor vehicle
US5358081A (en) Hydraulic retarder control system
CN110131397A (zh) 湿式双离合器润滑流量控制系统
EP1671834B1 (fr) Procédé et dispositif pour commander la phase d'échauffement d'un véhicule lors du démarrage à froid au moyen d'un ralentisseur hydraulique
WO1994027845A1 (fr) Procede et systeme de regulation servant a limiter l'effet de freinage produit par un frein auxiliaire hydrodynamique dans un vehicule a moteur
WO2002032735A1 (fr) Procede et appareil de commande du freinage d'un frein auxiliaire hydraulique dans un vehicule
CN114562559B (zh) 两挡电机的空挡控制方法、装置、电子设备及存储介质
US7309536B2 (en) Method for vehicle thermal management
EP0699144B1 (fr) Procede et systeme de regulation servant a limiter l'effet de freinage produit par un frein auxiliaire hydrodynamique dans un vehicule a moteur
WO2005080166A1 (fr) Dispositif et procede de freinage de vehicule motorise
JPH07259593A (ja) 車両用トラクション制御装置
EP1520762B1 (fr) Système de gestion de la dissipation de puissance
JPH07156780A (ja) ブレーキパッド温度推定装置及びそれを用いた車輪スリップ制御装置
US6910989B2 (en) Method for increasing brake efficiency
EP1716030A1 (fr) Procede et dispositif pour commander l'activation d'un frein auxiliaire d'automobile
WO2002032737A1 (fr) Dispositif de commande du frein auxiliaire d'un vehicule et procede correspondant
JP2003314684A (ja) 自動変速装置のトルクコンバータを過熱から保護する方法およびその保護機能を備えた駆動滑り制御装置

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NO NZ PH PL PT RO RU SD SE SG SI SK SL TJ TM TR TT TZ UA UG US UZ VN YU ZA ZW

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): GH GM KE LS MW MZ SD SL SZ TZ UG ZW AM AZ BY KG KZ MD RU TJ TM AT BE CH CY DE DK ES FI FR GB GR IE IT LU MC NL PT SE TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG

DFPE Request for preliminary examination filed prior to expiration of 19th month from priority date (pct application filed before 20040101)
121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase
RET De translation (de og part 6b)

Ref document number: 10196800

Country of ref document: DE

Date of ref document: 20040415

Kind code of ref document: P

WWE Wipo information: entry into national phase

Ref document number: 10196800

Country of ref document: DE

NENP Non-entry into the national phase

Ref country code: JP

REG Reference to national code

Ref country code: DE

Ref legal event code: 8607