KR100749193B1 - Method and device for controlling the drive unit of a vehicle - Google Patents

Abstract

In the present invention, a method and apparatus for controlling a drive unit of a vehicle is proposed. In the first step, the first setting variable is formed by supplying a setting variable independent of the driving unit. In a second step, a second setting variable is formed from the first setting variable and the setting variable unique to the at least one engine, and the second setting variable adjusts an adjustment variable of the at least one drive unit. . In addition, the interface between the engine independent part and the engine specific part in engine control is described.

Drive unit, adjusting device, setting variable, microcomputer, characteristic variable

Description

METHOD AND DEVICE FOR CONTROLLING THE DRIVE UNIT OF A VEHICLE}

The present invention relates to an apparatus and a method for control of a drive unit of a vehicle.

In modern vehicle control some contradictory plurality of setting variables act on the regulating elements (eg drive units, gears, etc.). For example, the vehicle drive unit may be a target value from an external or internal control function such as drive slip control, engine drag torque control, gear control, rotational speed or speed limit or idling speed control based on the driving command set by the driver. Should be controlled according to Since these target setting variables exhibit some contradictory characteristics, the target value setting variables must be adjusted because the drive unit can adjust only one of the target value setting variables. (Ie target value setting variable to be implemented must be selected)

With regard to the control of the drive unit, it is already known in German Patent Publication No. 197 39 567 that such various target torque values are adjusted. Here, one target value is selected from the torque target values by selecting the maximum value or the minimum value. The target value is formed by determining individual control variable values of the drive unit in the actual operating state, for example, by determining the filling amount, the ignition angle or the fuel injection amount in the case of an engine. The target setting variable may be related to various characteristics, for example, dynamic characteristics, priority, etc. required for adjustment, and these characteristics may have opposite properties as well. This point is known in the known target setting variable adjusting method. It is not considered.

In order to take account of such characteristics, in German patent application No. 1996 1291.9 (published on December 18, 1999) (unpublished), the characteristics attached to each target torque are also adjusted equally by the adjusting device, whereby the adjustment parameters of the drive unit are adjusted. It is intended to obtain the final characteristic vector that is the basis for controlling.

In the known method the target torque is integrated into the maximum and minimum selection stages based on its action, and is adjusted separately for the gentle (filling) control path and the rapid (ignition angle) control path, respectively. The result is a relatively expensive structure with an interface that is uniquely tailored for each type of drive unit (e.g., an auto engine).

By separating the adjustment of the external interference variable from the adjustment of the internal interference variable, the torque structure is formed independent of the specific drive unit, which is independent of almost all types of drive units, for example diesel engines and gasoline, including electric engines. The same can be used for the engine. Only adjustments to internal variables (ie, parameters specific to a particular drive unit) need only be configured to suit each particular drive unit.

Thus, a unified interface and simple configuration can be obtained.

Further, by separating the process of converting the final torque obtained from the adjustment and the final characteristic vector obtained correspondingly into the adjustment variable of the drive unit, the torque conversion is separated from the cause of the torque demand, so that a degree of freedom is obtained. Thus, for example, determining the type of implementation is not a cause of the requirement, but rather an actual characteristic and has nothing to do with the need to be implemented.

The predetermined setting variable selected from the viewpoint of engine control, structure and interface optimization and transmitted from a part independent of the engine to a part specific to the engine or vice versa, that is, two parts by variables supplied from each part The definition of the interface between the liver makes the structure and interface more optimized and simplified. In addition, the interaction between the two parts is ensured even when both parts are generated separately.

Other advantages are apparent from the following description of the embodiments or from the independent claims.

The invention is explained in detail below with reference to the embodiments shown in the drawings.

1 is a schematic block diagram of a control device for control of a drive unit.

FIG. 2 is a schematic execution diagram shown with reference to the implementation diagram of the torque structure detailed in FIG.

4 and 5 illustrate the parameters supplied from each part of the detailed configuration of the interface between the parts unique to the engine and the parts independent of the engine in the preferred embodiment.

1 shows a block circuit diagram of a drive unit, in particular a control device for controlling an engine. The control unit 10, as a component, comprises an input circuit 14, at least one computer unit 16 and an output circuit 18. In order to exchange data with each other, the communication system 20 connects the elements. Input lines 22 to 26 are supplied to the input circuit 14 of the control unit 10. In a preferred embodiment the input line consists of a bus system, through which the signal is supplied to the control unit 10. The signal represents an operating variable that is evaluated for controlling the drive unit. These signals are measured by measuring devices 28 to 32. Such operating parameters are accelerator pedal position, engine speed, engine load, exhaust gas composition, engine temperature and the like. Through the output circuit 18, the control unit 10 controls the output of the drive unit. This is illustrated by the output lines 34, 36, 38 in FIG. 1, and the amount of injection fuel including at least one electric throttle valve for regulating the air supply to the engine via the output lines 34, 36, 38. The ignition angle of the engine is manipulated. In addition to the above-described setting variables, a control system of a vehicle for transmitting a setting variable, such as a torque target value, to the input circuit 14 is provided. Such control systems are, for example, drive slip control devices, travel dynamics control devices, gear control devices, engine drag torque control devices, speed control devices, speed limiters, and the like. Through the control path shown, the air supply amount to the engine, the ignition angle of each cylinder, the injection fuel amount, the injection timing or the air-fuel ratio, etc. are adjusted. In addition to the target value setting variable described above, that is, a target value setting variable by the driver in the form of a travel command and an external target value setting variable including a maximum speed limit, an internal setting variable for controlling the drive unit, for example, an idle controller Torque changes, rotational speed limitations for outputting corresponding target setting variables, torque limitations, and the like.

Each target value setting variable is combined with constraints or properties that indicate the conversion properties of the target value setting variables. Depending on the application, since one or several characteristics may be combined with the target value setting variable, in the preferred embodiment, the term “characteristic” is understood to be a characteristic vector containing various characteristic variables. The characteristics of the target value setting variable are, for example, the dynamic characteristics required for adjusting the target value setting variable, the priority of the target value setting variable, the magnitude of the torque margin to be set or the adjustment comfort (for example, the change limit). In a preferred embodiment these properties are present. In another embodiment, one or several selected features are provided.

The above scheme can be used not only for the engine, but also for other drive designs such as an electronic engine. In this case the control parameters should be configured accordingly.

In a preferred embodiment, the torque variable is used as the target value setting variable. In other embodiments, other variables are set appropriately. These variables relate to output variables of the drive unit such as output, rotational speed and the like.

Fig. 2 shows the overall system diagram of the engine control program executed in the computer unit 16, in which case the external variable adjustment and the adjustment of the internal variable are separated from each other and this adjustment process is carried out in which the final target value and the final characteristic value It is also separate from the process of conversion to control variables.

The elements shown in Fig. 2 represent individual programs, program steps or program parts as in Fig. 3, while the connection lines between the elements represent the flow of information.

In Fig. 2, a first adjusting device 100 for an external target torque setting variable including such characteristic variable is provided. The external target variable msollexti and its associated characteristics eexti are supplied to the adjusting device 100. In one embodiment, the target variables are compared, for example, in a range of minimum and maximum value selection steps. As a result, the final torque target value msollresext and its subsidiary characteristics esollresext are transmitted. In another embodiment, for adjustment, for example, the characteristics are selected in the range of the corresponding selection (eg minimum adjustment time), and the target value or variables derived therefrom are combined with each other to form the final value. The external target variable differs from an engine such as a target torque of a driver command torque, a traveling speed control device or an adaptive control device (ACC) of a traveling speed, a speed limit, a driving stability control, an engine drag torque control, or a target torque of a drive slip control. Represents an independent interference variable. The setting variable independent of the engine represents the output torque or the gear output torque and is adjusted at this level. Here, running comfort functions such as a load shock absorbing function or a dash pot function are also arranged. The driving force is another variable independent of the engine. This includes target torques resulting from gear control to support gear switching operations, limit target values for gear protection or torque demand values from accessory devices such as generators, air conditioning compressors and the like. These represent external interference (independent of the engine) and are coordinated in the adjustment device 100. These variables represent gear output torque or engine output torque which is also an output variable of the adjusting device 100. When converting torque values, gear / transducer losses, amplification in the drive system, etc. are taken into account.

Internal target variables msollinti, einti are supplied to the adjusting device 104. Variables depending on the engine are, for example, component protection, a target value of the internal torque limit for the prevention of lean combustion at full load, a target value for the maximum rotational speed limit, and the like. In addition, in order to determine the target torque in Fig. 2, correction parameters (not shown) of the rotation speed control device, the engine failure prevention control device, the idle control device, engine loss and drag torque, and the driving comfort function associated with the engine are provided. Included. The output variables of the regulating device 104 are the target values for the internal engine torque, i.e. the torque msoll generated by combustion and its associated characteristic vector esoll.

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The final variables output by the adjusting device 104 are supplied to a conversion device 108 specific to the engine, and the final torque variables (internal target torque and characteristic vector) are adjusted by the conversion device 108 to the engine specific. Converted to the target value for the path. This is for example a filling amount, an ignition angle or an injection amount for a gasoline engine, a fuel supply amount for a diesel engine, for example, and an electric current for an electric engine. Other practical conditions that affect the actual timing of operation of the vehicle and the regulation path are also considered. The conversion of the target torque and the characteristic vector into the adjustment path is selected, for example, an adjustment path that can reliably supply the required torque in the required time, as described in the prior art description described earlier. Portions of the converter 108 are interference acting directly on the regulation path, for example, ignition angle interference of the anti-jerking control device, additional charge to torque margin at idle, and the like.

As mentioned above, the properties are included in the property vector esoll. According to each embodiment, the feature vector includes various variables. In the preferred embodiment, also shown in Figure 3 below, the feature vector includes at least one expected torque that corresponds to a driver command that is not normally filtered, but the expected torque is due to other interference, in particular requiring some torque margin. Can be properly adjusted by interference. In addition, the adjustment time corresponding to each target torque and information on the vehicle operation (e.g., dynamic characteristic information, required rotational speed limit, load shock dampening-active-bit or dash pot-active-bit, idling-active) Beat, comfort control, etc.) are components of the characteristic vector.

3 shows a preferred embodiment of the above torque structure. 3a to 3b show a preferred embodiment of the adjusting device 100. 3C and 3D, the preferred embodiment of the adjusting device 104 and the converting device 108 is shown. Also in this case, each element represents a whole program, a program part or a program step of a program executed in the microcomputer 16 of the control unit, and the connecting line represents the flow of information.

First, in 200, for example, the driver command torque is determined according to, for example, the characteristic field based on the engine rotation speed and the operating angle of the accelerator pedal by the driver. The driver command torque msollfa represents the propulsion torque. Correspondingly, the expected driver command torque mpradfa is determined, and the expected driver command torque mpradfa initially corresponds to the driver command torque in the preferred embodiment, and then represents the torque to be adjusted in the future with a predetermined probability. The driver command torque is accompanied by at least one characteristic efa, for example, an adjustment time at which the driver command torque is adjusted or an operating state of the pedal. The adjustment time is determined and output according to, for example, the speed of pedal operation. The vehicle includes a traveling speed control device 202 or a traveling speed adaptive control device that considers a distance from the preceding vehicle. In the traveling speed control device 202, the torque target variable msollfgr and the predicted variable mpradfgr ) (Which may correspond to a target torque or steady state torque variable to be reached) and its accessory characteristic variable efgr (adjustment time, operating state of the control device, etc.). In the adjustment device 204, the parameters transmitted from the driver command torque determination 200 and the speed control device 202 are adjusted. Thus, for example, when the travel speed control device is connected, the target torque and the expected torque determined by the travel speed control device 202 are transmitted. Correspondingly, a characteristic vector attached to the torque, for example a characteristic vector relating to the adjustment time, is transmitted. When the travel speed control device is shut off, the adjustment device 204 passes the corresponding driver command variable. In addition, if the driver command target torque is larger than the speed limiter target torque, for example, the driver command target torque is transmitted along with the characteristics. The final variable of the adjustment device 204 is supplied to the driving comfort function 206. The driving comfort function means, for example, a load shock absorbing function or a dash pot function, in which the target torque setting value of the driver command or the traveling speed control device is filtered to prevent a sudden torque change. The filtering applies in particular to the torque target value but not to the expected torque value. Correspondingly, selected features, such as characteristics, for example adjustment time information, may be filtered out. The result of the driving comfort preceding control 206 is a target value for propulsion torque msollfavt, a target value for expected propulsion torque mpradfavt and at least one characteristic emsollfavt attached to these variables.

The above parameters are transmitted to the adjusting device 208, which is different from the driving stability control (ESP), engine drag torque control device (MSR) or drive slip control device (ASR) 210, for example. External interference variables are supplied. These functions supply the target propulsion torque (e.g. msollesp) to the adjusting device 208 and, in a preferred embodiment, the corresponding characteristics (emsollesp) including the adjustment time necessary for the adjustment in particular. In addition, the speed limiting device 212 transmits the torque target value msollvmax for the propulsion torque together with the corresponding characteristic emsollvmax, depending on the degree of exceeding the maximum traveling speed of the vehicle. These variables are adjusted at the adjusting device 208. In the adjusting device 208, as described above, the torque target value and the at least one characteristic are combined with each other, while the expected torque (such as the future torque to be adjusted after the increased or decreased interference attenuation) is the target of the external interference. It is not adjusted with torque. For example, if the reduced interference continues longer, the expected torque adjusted by the corresponding external target torque value can be output. In the simplest case, the target torque is selected based on the maximum value and the minimum value selection step, and the state variable and the setting variable and the characteristics attached to the selected variable are assumed (as the final characteristic). That is, the output of the adjusting device 208 is the expected propulsion torque mpradvt, the final target propulsion torque msollvt and the final characteristic emsollvt. The torque is physically the torque at the output of the drive system of the vehicle.

In order to convert the propulsion torque value to the gear output torque value, the parameters determined in the adjusting device 208 (ie, the expected propulsion torque and the target propulsion torque) are determined by the system amplification (step 213) in accordance with the system diagram of FIG. 3B. That is, for example, it is converted according to the amplification coefficient between the output and the gear fixed in the memory cell 218) and the gear loss torque mgetrver. The gear loss torque mgetrver is formed, for example, by the characteristic field 222, depending on the actual operating state of the gear. The result is the corresponding gear output torque value. The properties are not converted unless the propulsion torque value is included. In one embodiment, the conversion is done at connections 214 to 216, and at connections 214 to 216, the target torque values are combined with system amplification, respectively. The target gear output torque and the expected gear output torque thus formed are then corrected by the gear loss torque mgetrver at the connections 218 to 220. In a preferred embodiment the gear loss torque is added to the expected torque or target gear output torque. Also, by the adjusted gear ratio, the gear output torque value is converted into the clutch torque value.

The expected torque, target torque and its characteristic vector are supplied to the adjusting devices 224 to 226. In the two adjusting devices, parameters relating to gears, that is, setting variables of the gear control for the switching process or setting parameters of the gear protection function, are considered. Regarding the protection of the gear, the maximum value for the clutch torque is set at 228, and the target clutch torque is limited to the maximum value. Along with gear interference, certain clutch torque characteristics are set that optimize the switching process. In the adjusting device 226, the target clutch torque is compared with this target torque, and in one embodiment, the minimum torque is transmitted as the target clutch torque. In particular at least one characteristic variable is appended to the target torque for gear interference, which sets the adjustment time necessary for implementing the torque change between the switching processes, for example. This characteristic variable is adjusted with at least one corresponding characteristic variable of the target clutch torque, and in the case of an active switching process, for example, the characteristic variable of this gear interference torque is given priority. In the adjusting device 224 the gear interference torque is combined with the expected clutch torque. In one embodiment the expected clutch torque is transmitted unchanged, while in other embodiments the expected torque is set to gear clutch torque, especially if the interference continues longer.

The output variables of the adjusting devices 224 to 226 are supplied to the other adjusting devices 229 to 230, where the torque demands of the accessory device are taken into account. This torque request is determined, for example, by the characteristic field 232 in accordance with the operating state of each accessory (heating unit, fan, etc.). In the adjusting device 230 the target clutch torque is combined with a load torque mverbr representing the sum of the torque demands of all the loads under consideration, in which case at least one characteristic variable emverbr is appended to the load torque. This case is also a characteristic, in particular, the adjustment time required for adjusting the torque demand of the load, and, if necessary, the state of the individual loads are considered. In one embodiment, when the corresponding load is operating in the adjusting device 230, for example, the torque demand value mverbr is added to the target clutch torque. In this embodiment, for example, the shortest adjustment time is transmitted as the final characteristic. As with the adjusting device 224 in the adjusting device 229, the marginal torque mresna necessary to implement the torque demand mverbr of the load is combined with the expected clutch torque. In one embodiment, the expected torque increases by the marginal torque, so that when the torque increase is expected by the load (connection), the expected clutch torque increases while the decrease in the torque demand of the load is expected (e.g., cutoff). , The estimated clutch torque is reduced. The output variables of the adjusting device 229 and 230 represent external variables shown in FIG. 2 as the output variable of the adjusting device 100. The adjusting device 229 outputs an expected engine output torque mpradex, and the adjusting device 230 outputs an engine output target torque msollex and at least one accessory characteristic variable emsollex.

The above variables are supplied to the adjusting device 234 as shown in Fig. 3C, and in the adjusting device 234, these variables are adjusted with setting variables unique to the engine. In this case, in the preferred embodiment, the target value msollbeg having the accessory characteristic variable emsollbeg is supplied from the torque limiting device 236, and the target variable msollnmax having the accessory characteristic variable emsollnmax is the maximum rotational speed limiter. Supplied from 238. The target value of the torque limiting device 236 is determined according to the degree to which the actual torque exceeds the limit value for the torque, and the target torque of the maximum rotational speed limiting device 238 is the degree to which the vehicle rotational speed exceeds the maximum rotational speed. It depends on. Correspondingly, the adjustment time is set as a preferable characteristic variable. As shown in Fig. 3C, the maximum rotational speed nmax may be a characteristic variable of the vector emsollex or may be set from the outside.

Based on the characteristic variable, the adjusting device 234 forms a final output variable for the engine output torque and at least one accessory characteristic. In a preferred embodiment, the minimum target variable is selected from the supplied target variable and output as the target output torque msollint. In other embodiments, the target variables are combined with each other by arithmetic operations. The expected torque is constant in one embodiment, and in other embodiments it is a target variable, especially if the interference continues to decrease. Adjustments are likewise made with respect to at least one characteristic variable, and the result is at least one final characteristic variable (emsollint), the final characteristic variable (emsollint) being the shortest adjustment time or final torque of each adjustment time, depending on the embodiment. The adjustment time attached to the variable. In addition, the operating state information is part of the characteristic variable.

The target torque msollin is supplied to the connection part 240, and the target torque is corrected according to the output signal of the engine failure prevention control device 246. The output signal of the engine failure prevention control device 246 represents the correction torque dmaws, and the correction torque dmaws is formed according to the engine rotation speed and the engine failure prevention target rotation speed, in which case the magnitude of the correction torque is actually It depends on the difference between the rotational speed and the engine speed. For example, the condition signal B_akt for operating the control device in the presence of a driver command or external interference is preferably part of the characteristic vector emsollex, as shown in FIG. 3C. The corrected target torque is then supplied to the connecting portion 242, where the correcting torque dmllr of the idle control device 248 is supplied to the target torque. The operating conditions B_akt and B_akt2 (idle state, no driver command, etc.) of the idling control device 248 are likewise part of the characteristic vector emsollex. Also, the minimum rotation speed nmin of the idle control device is part of the characteristic vector. The correction torque dmllr is formed based on the actual rotation speed and the target rotation speed. This correction torque is also supplied to the expected torque mpradint at the connection 237.

The engine loss torque value (drag torque value) mds is formed according to the characteristic curve or characteristic field 250 according to the temperature and rotation speed. The engine loss torque value mds is supplied to the expected output torque and the target output torque at the connections 239-244. The result is the expected internal torque mpradin and the internal target torque msollin, which are referenced to the reference torque mnorm in other correction steps 252 and 254. Thus, the output variables of the correction steps 252 and 254 are the standardized expected internal torque (mpradin) or the target value msollin for the standardized internal torque. The reference torque is formed in the characteristic field 256 in accordance with the operating variables (eg, rotational speed and load). The characteristic vector emsollint formed by the adjusting device 234 is not adjusted.

The expected internal torque or internal target torque is supplied to the converter 258 as shown in FIG. D, and a characteristic vector (emsollint) which is converted along with the internal target torque is also supplied to the converter 258. In this step, the function directly interfering with the engine regulation path, for example, the anti-jerking control device 260, the control device 262 for supplying the torque margin at the ignition angle for the catalyst heating, and the idle torque margin are adjusted and the idling control An idle control device portion 264 is provided which performs ignition angle interference of the device. Control variables are supplied to the conversion device 258 from the above function, and the conversion device 258 considers these control variables when converting the target torque. Information on each operating range of the function is transmitted as part of the characteristic vector (emsollint) as shown in FIG. 3D. From the target torque value msollin, the conversion device 258 takes into account the characteristics (especially the necessary adjustment time), the target torque for the filling amount msollfu, the target torque for the ignition angle msollzw, the target torque for injection or suppression. msollk and, if necessary, form a target torque msolllad to the loader. These are adjusted by the corresponding adjusting devices 266, 268, 270, 272, in which case the filling amount target torque is converted to the target throttle flap position, and the other target torque is converted to reduce the deviation in consideration of the actual torque. Such a scheme is already known. The expected torque and margin values formed by the catalyst heating control device and the idling control device are also taken into account. The maximum value of the supplied target variables (msollin, mpradin, margin) is formed and output as the filling amount target value. Depending on the adjustment time, other interference is activated and corresponding target variables are formed. Output variables of the function (idle control device, anti-jerking control device) acting directly on the regulation path (larger ignition angle) are supplied directly to the corresponding target torque.

The methods described in the above combinations are each formed at random or individually depending on the embodiment. In this case, the preferred implementation is performed as a computer program stored in a storage medium (disk, memory element, computer, etc.).

4 and 5 show, as a preferred embodiment, the detailed configuration of the interface between the parts unique to the engine and the parts independent of the engine, which supply the variables supplied from the respective parts. FIG. 4 relates to all torque variables or variables directly related to torque adjustment, and other variables are shown in FIG. 5. These variables are combined into feature vectors as described above. 4 and 5 are for clarity only.

A feature of the interface of Figures 4 and 5 is that the variables are transmitted from a portion unique to the engine to a portion independent of the engine.

The torque variables (preferably clutch torque variable, crankshaft torque variable or other engine output torque variable) supplied from the portion 302 unique to the engine and from the portion 300 independent of the engine are shown in FIG. . The portion 302 unique to the engine and the portion 300 independent of the engine correspond to that shown in FIG.

As shown in FIG. 3 above, the portion 300 independent of the engine is defined by variables, i.e., target torque msollex, expected target torque (which may include a certain torque margin) (both units). Supplies, for example, Nm) and a target adjustment time tsollex in which the target torque can be adjusted (unit is, for example, msec (milliseconds)). This target torque adjustment time is part of the characteristic vector as described above. An example of using this variable in parts specific to the engine is as described above. Further, as shown in Fig. 4, the torque request mverbe (unit is, for example, Nm) of the auxiliary unit is supplied from a portion 300 independent of the engine. The determination of this torque value is as described above. This torque value represents the difference between the engine output torque and the clutch torque. This is assessed, for example, in parts specific to the engine when calculating engine loss torque. In one embodiment, the torque demand variable (unit: Nm, for example), which is not shown in FIG. 4, is transmitted from the portion 300 independent of the engine to the portion 302 unique to the engine, and this torque demand variable is The target torque without correction by interference of the gear control is shown.

The part 302 unique to the engine supplies an actual torque (preferably an actual torque on the crankshaft) in the torque stage according to FIG. 4, which is measured or calculated. In addition, the maximum adjustment range of the fast path (adjustment via ignition angle, fuel supply, etc.) is determined by the maximum and minimum torque values (mmaxdyn and mmindyn), which are the maximum and minimum torque values (mmaxdyn and mmindyn). Adjustable via adjustable parameters. These variables are evaluated by external functions such as drive slip control, for example, while mmaxdyn or mmindyn provide information on the possible quick adjustment range, while mist is taken into account in the calculation of the setpoint. In addition, a characteristic line is supplied by the part 302 unique to the engine, which characteristic line is for example the maximum and minimum steady state torques nmax and nmin (the minimum torque is achievable depending on the rotational speed). Same as drag torque). This is used as status information in determining the gear switching method. Characteristic lines are transmitted in the form of value pairs and controlled in a separate part of the engine. In addition, the part 302 unique to the engine supplies an adaptation variable mverbradapt to the load torque mverbr, which adaptation variable mverbradapt is determined in a known manner. 43 04 779 = U.S. Patent No. 5,484,351) With this information, parts independent of the engine can correct or adjust the calculation for load torque (mverbr). In addition to or instead of the above variables, for example, actual drag torque transmitted from a portion 302 unique to the engine to a portion 300 independent of the engine (eg, calculated according to the prior art above), Other variables such as actual maximum torque (crankshaft torque depending on actual operating conditions) or maximum and minimum torque (minimum torque = maximum drag torque achievable) under optimum conditions (according to rotational speed, sea level, temperature, etc.) Not shown. All torque variables have a unit Nm in the embodiment.

In addition to the torque stage, the operation signal ACC for the accelerator pedal, the operation signal BRAKE for the brake and the operation signal CLUTCH for the clutch (continuous or switched state) from an independent part of the engine as shown in FIG. As an operating signal). These variables are evaluated in order to activate various functions such as, for example, idle control, comfort functions, etc. in the portion 302 specific to the engine. As an alternative or supplementary embodiment, the switching state (e.g. as a bit signal) of the brake pedal contact or the clutch pedal contact is designed to be transmitted via the interface so as to include system interference without the necessary sensor arrangement. Furthermore, in one embodiment no information is shown on the driver's idling command (requires minimum torque, preferably likewise a bit signal) which can be transmitted as an alternative or further embodiment. Another variable not shown (as a bit signal) is information that there is traction of the drive system.

In addition, a mark (komf) is supplied and the mark (komf) provides information regarding the operating state (whether operating state) of the comfort function such as the load shock absorbing function or the dash port function. This variable can be used to evaluate whether comfort issues are considered for torque regulation in the engine-specific part 302 (eg, speedy regulation, avoidance of knocking, etc.) or load shock damping or dash pots. It is evaluated to activate comfort functions such as functions. Therefore, in general, this variable represents information of whether or not comfort of control is prioritized. Likewise or alternatively in this variable, changes in operator command are limited for comfort reasons, whether traction should be protected for control of the engine, whether structural part protection is considered, whether dynamic or high dynamic adjustment is required, engine Information regarding whether or not the comfort function is to be considered in the adjustment of the driver and whether the driver command value is adjusted to the highest priority may be included.

Other parameters (not shown) include gear mode (gear control panel position, eg neutral position, 1-position, 2-position, D-position, R-position, P-position, winter setting, etc.), gear type (Manual changeover, automatic, belt-type CVT, automatic transmission), the actual gear (idle, first stage, second stage, etc.) or the position of the ignition switch (off, standby, radio, energized control device ( Binder 15), starting device (binder 50, etc.) This information is preferably transmitted in words of a predetermined length, said information being coded.

In addition or in addition, in one embodiment, measurement parameters that are not specific to the engine, such as ambient temperature, atmospheric pressure, longitudinal speed, battery voltage, etc., are transmitted from a portion independent of the engine to a portion unique to the engine.

Further, for example, the predetermined external minimum and maximum rotational speeds nminex and nmaxex representing the setting values nminex relating to the idle control device or the anti-jerking protection control device or the setting values nmaxex relating to the maximum rotation speed limit. Is supplied.

Information from the engine-specific part 302 (engine running), actual engine speed (nmot) or actual engine temperature (tmot) and actual maximum speed (nmax) and actual minimum speed (nmin) Engine-specific measurement parameters such as (actual idling target rotational speed) are supplied. These variables are used for calculations (eg nmot for determining driver command torque) in parts independent of the engine or as status information. Information regarding the executed coasting prevention which is transmitted from any part of the idle control device or from one part specific to the engine as a further or alternative embodiment in one embodiment to the part independent of the engine is not shown.

The above variables of the interface are used according to the requirements and constraints of each embodiment in each or a predetermined combination depending on the application.

According to an embodiment the parts independent of the engine and the parts unique to the engine are executed in one computer unit, in two different computer units of the control unit, or in two spatially separated control units.

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Claims (14)

At least one adjustment variable adjusted according to at least one setting variable for the output variable of the drive unit, wherein the setting variable is a method for driving control of the vehicle selected from a plurality of setting variables for the output variable; , In the first step, using only the setting variables independent of the drive unit of the setting variables for the output variable to form a first setting variable for the output variable, In a second step, a second setting variable for the output variable is formed from the first setting variable and at least one setting variable unique to the engine for the output variable, And said second setting variable adjusts said at least one adjustment variable. The method of claim 1 wherein the output variable is a torque of a drive unit. The method according to claim 1, wherein in the first adjusting device, the first setting variable is a driver request target variable, a target variable of the traveling speed control system, a driving dynamics control system, an engine drag torque control system, a target variable of the drive slip control system, or the like. And according to the target variable of the maximum vehicle speed limit. 4. A method according to claim 3, wherein the setting variable is a target propulsion torque which is converted into a target output torque of the drive unit in consideration of the ratio of the drive system. 2. A method according to claim 1, wherein a second adjusting device is provided for forming said second setting variable from said first setting variable and at least one engine-specific setting variable. 6. The method according to claim 5, wherein the output variable of the second adjusting device is converted into an internal target torque in consideration of the loss torque of the drive unit. The method of claim 1, wherein at least one characteristic variable including an adjustment time required to adjust the setting variable is disposed in each of the setting variables, and the characteristic variable of the various setting variables of the first and second adjusting devices. At least one final characteristic variable is formed from them. The method of claim 1, wherein the second setting variable is converted in the converter into an adjustment variable for the adjustment path of the drive unit according to the at least one final characteristic variable. The method of claim 1, wherein the predictive setting variable corresponding to the request value of the driver that is not filtered in the at least one operating condition is determined, and the driving unit is adjusted in the at least one operating condition according to the predictive setting parameter. Way. For controlling the drive unit of the vehicle, including at least one microcomputer, and outputting at least one adjustment variable for controlling the drive unit, in accordance with at least one setting variable for the output variable of the drive unit, The setting variables are devices for driving control of a vehicle having a control unit selected from a plurality of setting variables for the output variable, The control unit includes a first adjusting device for forming a first setting variable using only setting variables unrelated to the driving unit among the setting variables for the output variable, the control unit at least with the first setting variable. And a second adjusting device for forming a second setting variable for the output variable from a setting variable unique to one engine, the second setting variable adjusting at least one adjustment variable. 11. The apparatus of claim 10, further comprising a first portion having a program independent of the engine, wherein the first portion is connected by a predetermined interface with a second portion having a program unique to the engine, the first portion Supplies predetermined variables to the interface and receives predetermined variables from a portion unique to the engine. 11. The apparatus of claim 10, further comprising a portion having a program unique to the engine, the portion being connected by a predetermined interface with a portion having a program independent of the engine, wherein the portion unique to the engine is a predetermined variable. To the interface and receive certain variables from a part independent of the engine. 13. The variable according to claim 11 or 12, wherein the variable supplied by the part independent of the engine includes a target torque, an expected target torque, a target adjustment time, a load torque, at least one accelerator pedal drive amount, a brake variable, a clutch operating variable, At least one information about a predetermined minimum or maximum rotational speed value or information on the comfort of control or on a gear condition, gear type, position of the ignition switch or measurement variables not specific to the engine, Variables supplied by engine-specific parts include actual torque, maximum or minimum dynamic torque value achievable, maximum or minimum steady state torque, maximum or minimum torque under optimum conditions, compensation torque for load torque, engine operating information, engine A measurement variable specific to the engine, such as rotational speed or engine temperature or maximum or minimum rotational speed, information about coasting shutoff motion, or information about any component of an idle control system. A storage medium in which a computer program for use in any one of the methods is stored.

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