CN100557598C - Powertrain braking with scope selection of coordinating torque control (CTC) based on shaft torque - Google Patents
Powertrain braking with scope selection of coordinating torque control (CTC) based on shaft torque Download PDFInfo
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- CN100557598C CN100557598C CNB2005800192532A CN200580019253A CN100557598C CN 100557598 C CN100557598 C CN 100557598C CN B2005800192532 A CNB2005800192532 A CN B2005800192532A CN 200580019253 A CN200580019253 A CN 200580019253A CN 100557598 C CN100557598 C CN 100557598C
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Abstract
The powertrain braking system of vehicle comprises and may be adjusted to propulsion system that expection propulsion system torque is provided and to transmit expection propulsion system torque so that the gearing of expection shaft torque is provided one of in a plurality of ratio of gear.Request comes the reference axis torque command to control module according to powertrain braking, and determines shift command according to the powertrain braking request.Control module control is based on the dynamical system of axle torque command and based on the gearing of shift command, so that obtain the expection rate of deceleration of the vehicle corresponding with the powertrain braking request.
Description
Invention field
[0001] the present invention relates to powertrain braking, and more particularly, relate to powertrain braking based on shaft torque.
Background of invention
[0002] vehicle power ties up to and comprises that traditionally the generation driving torque is to drive the propulsion system (for example internal combustion engine, motor and/or their combination) of kinematic train.Driving torque is by gearing, pass to kinematic train as automatic transmission.One of driving torque various ratio of gear by automatic transmission transmit to obtain the expection shaft torque.More particularly, propulsion system and gearing are adjusted to kinematic train the expection shaft torque are provided.
[0003] dynamical system can be used for car brakeing.For example, but gearing downshift and/or propulsion system may be adjusted to variable bit rate and make vehicle deceleration.Powertrain braking may be that the driver initiates and/or is automatic.For example, the driver can manually shift the transmission to lower scope, thereby causes gear shift.Perhaps, vehicle can detect the time that needs deceleration, and can shift the transmission to lower scope automatically.
[0004] still, traditional powertrain braking may produce than the driver and be accustomed to or desirablely slow down faster.Because from the too fast deceleration of downshift, the driver tends to step on the gas.This may cause control system search.More particularly, vehicle quickens owing to the driver steps on the gas, and it causes upshift.The driver then stops throttle, thereby causes downshift.This circulates in the suitable equilibrium point of control system search but repeats when in fact not obtaining.
Summary of the invention
[0005] therefore, the invention provides the powertrain braking system of vehicle.The powertrain braking system comprises and may be adjusted to propulsion system that expection propulsion system torque is provided and one of them transmits expection propulsion system torque so that the gearing of expection shaft torque is provided with a plurality of ratio of gear.Request comes the reference axis torque command to control module according to powertrain braking, and determines shift command according to the powertrain braking request.Control module control is based on the dynamical system of axle torque command and based on the gearing of shift command, so that obtain the expection rate of deceleration of the vehicle corresponding with the powertrain braking request.
[0006] in a feature, control module produces the powertrain braking request.
[0007] in another feature, the powertrain braking system also comprises the submodule that produces the powertrain braking request.
[0008] in further feature, the powertrain braking request is based at least one absolute axle torque request of increment torque requests and absolute torque requests.Control module is also determined minimum axle torque according to the scope of gearing, and according to minimum axle torque the increment torque requests is converted to the absolute increment torque requests.
[0009] control module is determined the ratio torque according to powertrain braking request and effective range torque.Axle torque command is also based on described ratio torque.Control module is determined effective range according to the scope of ratio torque and gearing.Shift command is determined according to effective range.
[0010] in further feature, the powertrain braking request is based at least one incremental shaft torque requests of increment torque requests and absolute torque requests.Control module is determined minimum axle torque according to the scope of gearing, and according to minimum axle torque absolute torque requests is converted to the absolute increment torque requests.Control module is also determined driver's target torque according to minimum axle torque.Axle torque command is also based on driver's target torque.
[0011] in further feature, control module is determined the effective range of gearing according at least one of described increment torque requests and described absolute torque requests.Shift command is determined according to effective range.
[0012] by detailed description provided below, other field of applicability of the present invention.To become and be perfectly clear.Though should be appreciated that detailed description and instantiation expression the preferred embodiments of the present invention, be intended to only be used for illustration purpose rather than will limit the scope of the invention.
Brief description
[0013] by describing in detail and accompanying drawing, will more fully understand the present invention, accompanying drawing comprises:
[0014] Fig. 1 is according to the schematic illustration according to exemplary vehicle system of operating based on the powertrain braking system of shaft torque of the present invention;
[0015] Fig. 2 is a process flow diagram, and the performed general step based on the powertrain braking system of shaft torque is described;
[0016] Fig. 3 is a process flow diagram, illustrates according to the present invention, is carried out so that determine the step of driver's intended axle torque by the powertrain braking system based on shaft torque;
[0017] Fig. 4 is the signal flow graph corresponding with Fig. 3;
[0018] Fig. 5 is a process flow diagram, illustrates according to the present invention, is carried out so that determine the alternative step of driver's intended axle torque by the powertrain braking system based on shaft torque; And
[0019] Fig. 6 is the signal flow graph corresponding with Fig. 5.
Preferred embodiment describes in detail
[0020] in fact just demonstration of the following explanation of preferred embodiment, and to limit the present invention, application of the present invention or use anything but.For the sake of clarity, identical reference number will be used to identify similar element in the accompanying drawings.Term as used herein " module " expression moves special IC (ASIC), electronic circuit, processor (shared, special-purpose or grouping), the storer and the integration software circuit of one or more softwares or firmware program or described functional other suitable assembly is provided.
[0021] referring now to Fig. 1, Vehicular system 10 comprises the propulsion system 12 that produce driving torque.Propulsion system 12 can comprise internal combustion engine, and its combustion air and fuel mixture are to produce driving torque.Air is drawn into propulsion system by air throttle 13.Can estimate that also propulsion system 12 may be the mixed power plants that comprises propulsion system and motor.Propulsion system 12 produce driving torque, and it transmits to drive kinematic train 18 by torque converter 14 and gearing 16.Gearing 16 is automatic transmission preferably, and one of them transmits driving torque by a plurality of scopes or ratio of gear (for example 3 also, 4 speed, 5 speed, 6 speed etc.) for it.The ratio of gear powertrain braking system based on shaft torque according to the present invention determines.Kinematic train comprises brake system 20, and it makes the driver can control the deceleration of vehicle, is described in more detail below.
[0022] scope selector switch 22 makes the driver can select the working range of gearing 16, comprising but be not limited to parking scope (P), reversing scope (R), middle-grade scope (N), driving scope (D) and driven at low speed scope (L).In P, do not have torque to pass through gearing 16 and transmitted, and kinematic train is locked moves so that prevent vehicle.In R, torque is transmitted so that from the opposite direction powered vehicle by gearing 16.In N, do not have torque to pass through gearing 16 and transmitted, and kinematic train can freely rotate, thereby make vehicle need not to drive and roll.In D, torque is passed through gearing 16 with one of them transmission of a plurality of available gear ratios, thereby drives and/or abrupt deceleration vehicle, discusses in more detail below.In L, torque is by a plurality of available gear ratios transmission of gearing 16 with limited quantity, thus driving and/or abrupt deceleration vehicle.Position transducer 24 is set up, and the selected particular range of driver is responded.Position transducer 24 produces the position signalling that shows desired extent, describes in more detail below.
[0023] gas pedal 26 is set up, and is the driver to be shown expect one of input of shaft torque.The expection shaft torque shows driver's estimated performance or torque output level.The position of 28 pairs of gas pedals 26 of position transducer responds.Position transducer 28 produces and shows and expect and the position signalling of shaft torque describe in more detail below.Brake pedal 30 is set up, and the driver can be shown brake the expection damping force of (not shown).More particularly, the position of 32 pairs of brake pedals 30 of position transducer responds.Position transducer 32 produces and shows and expect and the position signalling of damping force describe in more detail below.
[0024] control module 34 powertrain braking according to the present invention controls operation power plant 12 and gearing 16.Can comprise that other control module operates the particular system of vehicle.For example, braking control module 36 can be embodied as control brake system 20, and cruise control module 38 can be embodied as the operation of control propulsion system 12 during Ruiss Controll.Ruiss Controll can comprise conventional vehicles objective speed cruise control system and/or come the adaptive cruise control system of governing speed according to the degree of closeness of other vehicle.Though do not illustrate, some other control module includes but not limited to transmission control module (TCM) and powertrain control module (PCM).Be expressed as standalone module though be appreciated that braking control module 36 and cruise control module 38, these modules can be used as submodule and are integrated in the control module 34.It is also understood that, the diversity of module and between the division of function may be different.
[0025] control module 34 receptions are from the position signalling of accelerator pedal position sensor 28 and scope selector switch position signalling 24.Control module 34 also receives, and self-retention control module 36, cruise control module 38 and/or other any module that may provide or the signal of submodule are provided.Control module 34 powertrain braking according to the present invention is controlled and is handled various signals.More particularly, control module 34 is regulated the operation of propulsion system 12 and/or gearing so that provide expection to slow down 16.
[0026] control module 34 produces axle torque command (T
Axle) and shift command, and the operation of regulating propulsion system 12 and/or gearing 16 respectively according to them.More particularly, control module 34 can be according to T
AxleRegulate air throttle 13, spark in advance/delay, air inlet and exhaust cam phaser, exhaust gas recirculation (EGR), fuel injector, motor (in the situation of mixed power plant) etc. so that the expection shaft torque is provided.Similarly, control module 34 can be initiated the downshift of gearing 16, so that the expection shaft torque is provided.
[0027] the powertrain braking control based on shaft torque of the present invention makes the dynamical system can be according to incremental shaft torque requests (T
DELTA) and/or absolute axle torque request (T
ABS) car brakeing is provided.The incremental shaft torque requests shows that the expection of shaft torque changes, and the absolute axle torque request shows the expection shaft torque.Be appreciated that T
DELTAAnd T
ABSCan produce by any of control module as herein described and/or submodule.For example, T
DELTACan be by control module, produce as braking control module 36, thereby the powertrain braking that shows anticipated number is to help the performed braking of brake system 20.T
ABSCan be by control module, as cruise control module 38 or control module 34 generations, so that show the expection shaft torque.
[0028], the performed general step of powertrain braking control based on shaft torque is described referring now to Fig. 2.In step 200, control is according to T
DELTAAnd/or T
ABSDetermine whether to wish that dynamical system slows down.If wish powertrain assisted deceleration, then be controlled at step 202 and proceed.Otherwise control is returned.In step 202, control is according to T
DELTAAnd/or T
ABSDetermine expection rate of deceleration (DDR).Be controlled at step 204 and determine T
AXLETo obtain DDR.
[0029] in step 206, control need to determine whether the gearing downshift to obtain T
AXLEDownshift then is controlled at step 208 and proceeds if desired.If do not need downshift, then be controlled at step 210 and proceed.In step 208, control the gearing downshift to T can be provided
AXLEScope.The operation of regulating and controlling propulsion system (being the torque output of propulsion system) is to obtain T
AXLEAnd control finishes.
[0030], describes in detail by powertrain braking control and carry out so that determine driver's intended axle torque (T based on shaft torque referring now to Fig. 3
DI) and the step of transmission range (TR).Term as used herein " scope " expression PRNDL selector switch position, gearing ratio of gear and/or their combination one of them.In step 300, produce T
ABSAnd T
DELTAIn step 302, minimum zone torque (T
MINRNG) determine according to scope selector switch position, describe in further detail below.In step 304, Minimum Increment absolute axle torque (T
MINDA) according to T
DELTAAnd T
MINRNGDetermine.More particularly, T
MINDABe defined as T
MINRNGAnd T
DELTABetween poor.
[0031] in step 306, minimum scale shaft torque (T
MINSCALE) as T
ABSAnd T
MINADMinimum value determine.T
MINSCALEIt is expection shaft torque represented when gas pedal 26 is in static (promptly not being depressed).In step 308, range of requests is according to T
MINSCALEDetermine.More particularly, the scope of each gearing or ratio of gear have minimum related with it and maximum torque value.Range of requests is confirmed as T wherein
MINSCALEBe in the minimum of that scope and the scope between the maximum torque value.In step 310, determine effective transmission range (ER).ER is the scope that gearing 16 may be switched to, and not necessarily current transmission range (TR).ER is confirmed as the lowest range between the represented scope in range of requests and selector switch position.
[0032] in step 312, pedal axle torque (T
PEDAL) and cruise axle torque (T
CRUISE) according to T
MINSCALEDetermine.Should be noted that if T is not then calculated in not work of cruise control system
CRUISEIn step 314, driver's intended axle torque (T
DI) be confirmed as T
DELTAWith T
CRUISEBetween maximal value.In step 316, control gearing 16 according to ER, and in step 318 according to T
DIControl propulsion system 12.More particularly, gearing 16 is retained in when ER equals current scope in the current scope through control, perhaps is transformed into ER from current scope.Propulsion system assembly (for example air throttle 13, spark in advance/delay, air inlet and exhaust cam phaser, exhaust gas recirculation (EGR), fuel injector, motor (in the situation of mixed power plant) etc.) is according to T
DIControl.
[0033] referring now to Fig. 4, signal flow graph illustrates in greater detail the powertrain braking control of Fig. 3.Input to powertrain braking control comprises accelerator pedal position, cruise request, scope selector switch position and T
DELTAAnd/or T
ABST
MINRNGAccording to scope selector switch position from T
MINRNGModule 400 is determined.More particularly, T
MINRNGBe by gearing 16 obtainable minimum torque in the current scope represented by scope selector switch position.T
MINRNGModule 400 can produce the multi-dimensional variable look-up table, from wherein determining T according to scope selector switch position and/or various input
MINRNG
[0034] T
DELTABy totalizer 402 from T
MINRNGIn deduct, thereby draw T
MINDALike this, T
DELTABe converted into absolute axle torque value.T
MINSCALEModule 404 is according to T
ABSAnd T
MINDADetermine T
MINSCALERange of requests module 416 is according to T
MINSCALEDetermine range of requests.Range of requests is T wherein
MINSCALEBe in the minimum of that scope and the scope between the maximum torque value.Range of requests module 416 produces with above for T
MINRNGThe described similar variable look-up table of module, but this look-up table is inverted (being that input torque arrives the acquisition scope).Minimum functional module 406 is determined ER according to scope selector switch position and range of requests, and it determines to describe in further detail at text.ER is confirmed as represented current scope in scope selector switch position and the lowest range between the range of requests.
[0035] T
MINSCALEBe fed to T
PEDALModule 412, T
CRUISEModule 414 and look-up table 416.T
PEDALModule 412 is determined T
PEDAL, it is shaft torque is asked in conduct via the driver of the input of gas pedal control system explanation.T
PEDALRatio by T
MINSCALE(the promptly minimum shaft torque that allows) and greatest axis torque define.T
CRUISEModule 414 is determined T
CRUISE, it provides the axle torque requests of the required suitable cruise system of suitable cruise control operation.T
CRUISERatio by T
MINSCALE(the promptly minimum shaft torque that allows) and greatest axis torque define.In Ruiss Controll is in inactive cycle, T
CRUISEDo not determine.
[0036] maximum function module 418 is T
DIBe defined as T
PEDALAnd T
CRUISEMaximal value.T
AXLEModule 429 is calculated T according to TDI and other vehicle input
AXLEOther exemplary vehicle input comprises can be by other axle torque requests that other Vehicular system produced that includes but not limited to stabilitrak.Shift command module 422 imports to determine shift command according to ER and other.Other demonstration input comprises the gear limits in order to protect powertrain assembly or may to forbid the gear shift of gearing 16 for the Stability Control purpose.
[0037] T
AXLERegulate the operation of propulsion system 12 and gearing 16 respectively with shift command, so that obtain the expection rate of deceleration.If assign the downshift order according to shift command, then gearing 16 gear shift, and propulsion system 12 are according to T
AXLERegulate, so that obtain the expection shaft torque and thereby obtain the expection rate of deceleration.In some cases, though wish gear shift, may be under an embargo owing to protect agreement.In such a case, the expection shaft torque was unavailable before gear shift takes place.If gearing 16 is owing to can obtain expecting shaft torque and not gear shift in current scope, then propulsion system 12 are according to T
AXLERegulate, so that obtain the expection shaft torque and thereby obtain the expection rate of deceleration.
[0038], describes in detail by powertrain braking system and carry out so that determine T based on shaft torque referring now to Fig. 5
DIAnd the alternative step of transmission range (TR).In step 500, produce T
ABSAnd T
DELTAIn step 502, T
MINRNGDetermine according to scope selector switch position.In step 504, maximum absolute increment shaft torque (T
MAXAD) according to T
ABSAnd T
MINRNGDetermine.In step 506, maximal increment retarding torque (T
MAXD) as T
DELTAAnd T
MAXADMaximal value calculate.
[0039] in step 508, T
PEDALAnd T
CRUISEAccording to T
MINRNG, maximum magnitude torque (T
MAXRNG) and pedal or cruise errors determine.In step 510, T
DIAccording to T
PEDALAnd T
CRUISEDetermine.More particularly, T
DIAs T
PEDALAnd T
CRUISEMaximal value calculate.As mentioned above, be in inactive cycle in Ruiss Controll, T
CRUISEDo not determine.In step 512, adjusted T
DI(T
ADJDI) according to T
DIAnd T
MAXDDetermine.In step 514, range of requests is according to T
ADJDIDetermine, and be to obtain T
ADJDIRequired scope.In step 516, ER determines according to scope selector switch position and range of requests.
[0040] in step 518, control gearing 16 according to ER, and in step 520 according to T
ADJDIControl propulsion system 12.More particularly, gearing 16 is retained in when ER equals current scope in the current scope through control, perhaps is transformed into ER from current scope.Propulsion system assembly (for example air throttle 13, spark in advance/delay, air inlet and exhaust cam phaser, exhaust gas recirculation (EGR), fuel injector, motor (in the situation of mixed power plant) etc.) is according to T
ADJDIControl.
[0041] referring now to Fig. 6, signal flow graph illustrates in greater detail the powertrain braking control of Fig. 5.Input to powertrain braking control comprises scope selector switch position and T
DELTAAnd/or T
ABST
MINRNGAccording to scope selector switch position from T
MINRNGModule 600 is determined.Be appreciated that additional input can be used to determine T
MINRNGT
MINRNGIt is the minimum axle torque that permission is issued an order in the current scope represented by scope selector switch position.T
MINRNGModule 600 can produce the multi-dimensional variable look-up table, from wherein determining T according to scope selector switch position and/or various input
MINRNG
[0042] T
ABSBy totalizer 602 from T
MINRNGIn deduct, thereby draw T
MAXDALike this, T
ABSBe converted into delta torque value.Minimum functional module 604 is according to T
DELTAAnd T
MAXADMaximal value determine T
MAXDT
PEDALModule 606 is determined T
PEDAL, and T
CRUISEModule 608 adopts T
MINRNGDetermine T as minimum permissible value
CRUISEIn Ruiss Controll is in inactive cycle, T
CRUISEDo not determine.Maximum function module 610 is T
DIBe defined as T
PEDALAnd T
CRUISEMaximal value.Totalizer 612 is according to T
DIAnd T
MAXDCalculate T
ADJDIT
ADJDIBe provided for T
AXLEModule 614 and range of requests module 616.
[0043] range of requests by range of requests module 616 according to T
ADJDIDetermine.More particularly, range of requests is T wherein
ADJDIBe in the minimum of that scope and the scope between the maximum torque value.Range of requests module 616 produces with above for T
MINRNGThe described similar variable look-up table of module, but this look-up table is inverted (being that input torque arrives the acquisition scope).Minimum functional module 618 is determined ER according to scope selector switch position and range of requests.More particularly, ER is confirmed as represented current scope in scope selector switch position and the lowest range between the range of requests.ER is provided for shift command module 620.
[0044] T
AXLEModule 614 is according to T
ADJDICalculate T with other vehicle input
AXLEOther exemplary vehicle input comprises can be by other axle torque requests that other Vehicular system produced that includes but not limited to stabilitrak.Shift command module 620 imports to determine shift command according to ER and other.Other demonstration input comprises the gear limits in order to protect transmission component or may to forbid the gear shift of gearing for the Stability Control purpose.
[0045] if assign the downshift order according to shift command, then gearing 16 gear shift, and propulsion system 12 are according to T
AXLERegulate, so that obtain the expection shaft torque and thereby obtain the expection rate of deceleration.In some cases, though wish gear shift, may be under an embargo owing to protect agreement.In such a case, the expection shaft torque was unavailable before gear shift takes place.If gearing 16 is owing to can obtain expecting shaft torque and not gear shift in current scope, then propulsion system 12 are according to T
AXLERegulate, so that obtain the expection shaft torque and thereby obtain the expection rate of deceleration.
[0046] powertrain braking control system of the present invention can be embodied as and answer the request of various subsystems that powertrain braking is provided.The demonstration subsystem includes but not limited to brake system 20, automatic grade braking system, cruise control system and adaptive cruise control system.In general, one or more T that provide of subsystem
DELTAAnd/or T
ABSAs discussed in detail above, work as T
DELTAAnd T
ABSWhen being produced by different sub-systems, powertrain braking is controlled at T
DELTAWith T
ABSBetween arbitrate.To estimate that also the powertrain braking control system is may be by a plurality of T that single or multiple module produced
DELTAAnd T
ABSBetween arbitrate.At a plurality of T
DELTASituation in, the powertrain braking control system adopts maximum T
DELTAValue.At a plurality of T
ABSSituation in, the powertrain braking control system adopts minimum T
ABSValue.
[0047] brake system 20 can adopt powertrain braking to ask braking auxiliary.For example, on gug, the driver is apply the brakes excessively, and it may produce overheated and damage to brake assemblies.The brake control module can be monitored the brake operating position, and by producing T
DELTAAsk powertrain braking auxiliary.By adopting powertrain braking to replenish damping force, it is overheated to prevent, and can prolong the life-span of brake assemblies.Similarly, the grade braking system can produce T at vehicle under the situation that continues on the gug to quicken automatically
ABSLike this, the powertrain braking control system makes the driver can keep speed and prevents and quickens when gug travels.
[0048] cruise control system can be realized the powertrain braking control system, so that the control vehicle deceleration.More particularly, surpass the set-point if cruise control system detects car speed, then cruise control system can produce T
ABSThereby, car speed is slowed down so that reach the set-point.Similarly, adaptive cruise control system can be realized the powertrain braking control system so that brake.More particularly, the distance of adaptive cruise control system monitor vehicle and another vehicle.If this vehicle is too near another vehicle, then adaptive cruise control system reduces air throttle according to traditional approach so that vehicle deceleration, thereby keeps a safe distance.Throttle deceleration can be replenished or auxiliary by powertrain braking.For example, if another vehicle slows down fast, then adaptive cruise control system can produce T
ABSThereby, correspondingly make this vehicle deceleration.
[0049] those skilled in the art is appreciated that by above explanation generalized theory of the present invention can realize by various forms now.Therefore, though the present invention has been described in conjunction with instantiation of the present invention,, true scope of the present invention should not be so limited, because after research accompanying drawing, explanation and following claims, the technician will know clearly other modification.
Claims (33)
1. the powertrain braking system of a vehicle comprises:
Propulsion system, it is through overregulating so that the torque of expection propulsion system to be provided;
Gearing, it transmits the torque of described expection propulsion system with a ratio of gear in a plurality of ratio of gear, so that the expection shaft torque is provided; And
Control module, request comes the reference axis torque command according to powertrain braking for it, determine shift command according to described powertrain braking request, and control described propulsion system and control described gearing based on described axle torque command and slow down corresponding to the expection of the described vehicle of described powertrain braking request obtaining based on described shift command, wherein said powertrain braking request based on be in incremental shaft torque requests and the absolute axle torque request at least one, and described control module is also determined minimum axle torque according to the scope of described gearing, and according to described minimum axle torque described incremental shaft torque requests is converted to the absolute increment axle torque requests.
2. powertrain braking as claimed in claim 1 system is characterized in that described control module produces described powertrain braking request.
3. powertrain braking as claimed in claim 1 system is characterized in that, also comprises the submodule that produces described powertrain braking request.
4. powertrain braking as claimed in claim 1 system is characterized in that described control module is determined the ratio torque according to described absolute axle torque request and described absolute increment axle torque requests.
5. powertrain braking as claimed in claim 4 system is characterized in that described axle torque command is also based on described ratio torque.
6. powertrain braking as claimed in claim 4 system is characterized in that described control module is determined effective range according to the scope of described ratio torque and described gearing.
7. powertrain braking as claimed in claim 6 system is characterized in that described shift command is determined according to described effective range.
8. powertrain braking as claimed in claim 1 system, it is characterized in that, described control module is determined minimum axle torque according to the scope of described gearing, and according to described shaft drive torque described absolute torque requests is converted to the absolute increment torque requests.
9. powertrain braking as claimed in claim 8 system is characterized in that, also comprises according to described minimum axle torque and determines driver's target torque.
10. powertrain braking as claimed in claim 9 system is characterized in that described axle torque command is also based on described driver's target torque.
11. powertrain braking as claimed in claim 1 system is characterized in that, also comprises according in described increment torque requests and the described absolute torque requests at least one determining the effective range of gearing.
12. method as claimed in claim 11 is characterized in that, described shift command is determined according to described effective range.
13. control vehicle powertrain so that to expect that speed makes the method for vehicle deceleration, comprising for one kind:
Produce the powertrain braking request;
Come the reference axis torque command according to described powertrain braking request;
Determine shift command according to described powertrain braking request;
Control is based on the dynamical system of described axle torque command and based on the gearing of described shift command, slow down so that obtain the expection of the described vehicle corresponding with described powertrain braking request, wherein said powertrain braking request based on be in incremental shaft torque requests and the absolute axle torque request at least one;
Scope according to gearing is determined minimum axle torque; And
According to described minimum axle torque described incremental shaft torque requests is converted to the absolute increment axle torque requests.
14. method as claimed in claim 13 is characterized in that, also comprises according to described absolute axle torque request and described absolute increment axle torque requests determining the ratio torque.
15. method as claimed in claim 14 is characterized in that, described axle torque command is also based on described ratio torque.
16. method as claimed in claim 14 is characterized in that, also comprises according to the scope of described ratio torque and gearing determining effective range.
17. method as claimed in claim 14 is characterized in that, described shift command is determined according to described effective range.
18. method as claimed in claim 13 is characterized in that, also comprises:
Scope according to gearing is determined minimum axle torque; And
According to described minimum axle torque described absolute torque requests is converted to the absolute increment torque requests.
19. method as claimed in claim 18 is characterized in that, also comprises according to described minimum axle torque determining driver's target torque.
20. method as claimed in claim 19 is characterized in that, described axle torque command is also based on described driver's target torque.
21. method as claimed in claim 13 is characterized in that, also comprises according in described increment torque requests and the described absolute torque requests at least one determining the effective range of gearing.
22. method as claimed in claim 21 is characterized in that, described shift command is determined according to described effective range.
23. control vehicle powertrain so that to expect that speed makes the method for vehicle deceleration, comprising for one kind:
At least one of generation absolute axle torque request and incremental shaft torque requests;
One of them comes the reference axis torque command according to described absolute axle torque request and described incremental shaft torque requests;
According to described absolute axle torque request and described incremental shaft torque requests described one of them determine shift command; And
Control is based on the dynamical system of described axle torque command and based on the gearing of described shift command, so that obtain described expection speed.
24. method as claimed in claim 23 is characterized in that, also comprises:
Scope according to gearing is determined minimum axle torque; And
When producing described incremental shaft torque requests, described incremental shaft torque requests is converted to the absolute increment axle torque requests according to described minimum axle torque.
25. method as claimed in claim 23 is characterized in that, also comprises according to described absolute axle torque request and described absolute increment axle torque requests determining the ratio torque.
26. method as claimed in claim 25 is characterized in that, described axle torque command is also based on described ratio torque.
27. method as claimed in claim 25 is characterized in that, also comprises according to the scope of described ratio torque and gearing determining effective range.
28. method as claimed in claim 27 is characterized in that, described shift command is determined according to described effective range.
29. method as claimed in claim 23 is characterized in that, also comprises:
Scope according to gearing is determined minimum axle torque; And
When producing described absolute axle torque request, described absolute axle torque request is converted to the absolute increment axle torque requests according to described minimum axle torque.
30. method as claimed in claim 29 is characterized in that, also comprises according to described minimum axle torque determining driver's target torque.
31. method as claimed in claim 30 is characterized in that, described axle torque command is also based on described driver's target torque.
32. method as claimed in claim 29 is characterized in that, comprises that also one of them determines the effective range of gearing at least according to described in described incremental shaft torque requests and the described absolute increment axle torque requests.
33. method as claimed in claim 32 is characterized in that, described shift command is determined according to described effective range.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US57983804P | 2004-06-15 | 2004-06-15 | |
| US60/579,838 | 2004-06-15 | ||
| US11/036,776 | 2005-01-14 |
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| Publication Number | Publication Date |
|---|---|
| CN101031906A CN101031906A (en) | 2007-09-05 |
| CN100557598C true CN100557598C (en) | 2009-11-04 |
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| Application Number | Title | Priority Date | Filing Date |
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| CNB2005800192532A Active CN100557598C (en) | 2004-06-15 | 2005-06-13 | Powertrain braking with scope selection of coordinating torque control (CTC) based on shaft torque |
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| Country | Link |
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| CN (1) | CN100557598C (en) |
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| CN101031906A (en) | 2007-09-05 |
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