Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
  • B60K28/00—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions
  • B60K28/10—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle 
  • B60K28/16—Safety devices for propulsion-unit control, specially adapted for, or arranged in, vehicles, e.g. preventing fuel supply or ignition in the event of potentially dangerous conditions responsive to conditions relating to the vehicle  responsive to, or preventing, spinning or skidding of wheels
• • 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
  • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
  • B60T8/17—Using electrical or electronic regulation means to control braking
  • B60T8/175—Brake regulation specially adapted to prevent excessive wheel spin during vehicle acceleration, e.g. for traction control
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
  • B60W30/18—Propelling the vehicle
  • B60W30/18009—Propelling the vehicle related to particular drive situations
  • B60W30/18145—Cornering
• • 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
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/09—Engine drag compensation
• • 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
  • B60T2201/00—Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
  • B60T2201/16—Curve braking control, e.g. turn control within ABS control algorithm
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
  • B60W2710/00—Output or target parameters relating to a particular sub-units
  • B60W2710/06—Combustion engines, Gas turbines
  • B60W2710/0666—Engine torque
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect

Definitions

• the present invention relates to a method for influencing a torque output by a drive motor of a motor vehicle.
• a load change occurring during cornering of the motor vehicle is determined; determines a minimum value of an intervention variable influencing the output torque if a load change occurs during cornering; and the drive motor is subjected to the minimum value of the intervention quantity for a predeterminable period of time.
• the invention also relates to a control unit for driving dynamics control of a motor vehicle.
• the control unit determines a load change occurring during cornering of the motor vehicle; determines a minimum value of an intervention quantity which influences a torque output by a drive motor of the motor vehicle, if during a
• a load change occurs when cornering; and applies the minimum value of the intervention quantity to the drive motor for a predeterminable period of time.
• the present invention further relates to a memory element for a control unit of a driving dynamics control of a motor vehicle.
• the storage element is designed in particular as a read-only memory, as a random access memory or as a flash memory.
• a computer program is stored on the memory element and can be executed on a computing device, in particular on a microprocessor.
• the invention also relates to such a computer program.
• EP 0 434 970 B1 discloses a method for metering the fuel of an internal combustion engine in overrun mode.
• the coasting operation is determined by the position of the accelerator pedal and the speed of the internal combustion engine.
• the fuel metering in overrun mode is determined depending on a current driving state of the motor vehicle. In the current driving state, a distinction is made at least between cornering and driving straight ahead of the motor vehicle. When cornering is determined, another results at least under certain operating conditions of the internal combustion engine
• cornering it is only determined whether there is cornering or not. A determination is not made as to whether there is a load change during cornering at the same time. That is, The fuel metering in overrun mode is influenced during cornering, even if there is no load change during cornering.
• a method for metering fuel in overrun mode or influencing or regulating drag torque can be implemented, for example, in traction control as described in SAE paper 870 337 "ASR Traction Control - A Logical Extension of ABS", or in a yaw rate control. as known from the publication “FDR - Die Fahrdynamikregel von BOSCH”, published in the Automobiltechnische Zeitschrift (ATZ) 96, 1994, volume 11 on pages 674 to 689, d. H. in classic slip control systems.
• Reference speed of the motor vehicle a first value formed for the intervention size.
• a second value for the intervention quantity is formed depending on the slip and the reference speed of the motor vehicle.
• the intervention quantity per se results from the two values, for example by addition.
• the propulsion of the motor vehicle is set.
• an intervention variable is determined as a function of a transverse acceleration and a further variable that describes the temporal behavior of the transverse acceleration.
• the intervention size is determined using two maps, a first map for the lateral acceleration and a second map for the further size. Interventions in the drive motor are carried out to influence the propulsion, the interventions being carried out as a function of the intervention size.
• Fuel quantity to be supplied to the internal combustion engine is increased, which leads to an increase in the torque output by the internal combustion engine.
• the increased amount of fuel is metered for a specifiable period of time.
• the present invention is based on the object of achieving an improvement in the load change behavior of a motor vehicle when cornering and an improvement in the driving behavior of the motor vehicle in overrun mode.
• the invention proposes, starting from the method of the type mentioned at the outset, that the determined minimum value of the intervention quantity and / or the time for which the drive motor is subjected to the minimum value, as a function of the coefficient of friction of a road surface on which the Motor vehicle drives, and / or is corrected as a function of a deceleration of the motor vehicle.
• the driven wheels of a motor vehicle may slip. If the drive wheels are the
• the minimum value of the intervention quantity or the period of time during which the minimum value is applied to the drive motor is corrected upward as a function of the coefficient of friction of the roadway or the deceleration of the vehicle.
• the minimum value of the intervention variable can also be corrected downward, for example on a roadway with a particularly high coefficient of friction or with a particularly low deceleration of the motor vehicle.
• the coefficient of friction of the road is taken into account when determining the minimum value of the intervention quantity.
• the torque given off by the drive motor of the motor vehicle is influenced as a function of the coefficient of friction of the road. Since the coefficient of friction of the road has an important influence on the driving stability of the motor vehicle when cornering and in particular when changing loads during cornering, the load change behavior of the motor vehicle can be significantly improved and the driving dynamic stability of the vehicle can be significantly increased with the method according to the invention.
• a deceleration of the motor vehicle is taken into account when determining the minimum value of the intervention quantity.
• the torque output by the drive motor of the motor vehicle is influenced as a function of the deceleration.
• the deceleration behavior of the motor vehicle also has a decisive influence on the load change behavior during cornering and on the driving dynamics behavior of the motor vehicle.
• the deceleration of the motor vehicle can be taken into account as an alternative or in addition to the coefficient of friction of the road.
• the deceleration of the motor vehicle can, for example, by means of an acceleration sensor or by evaluating the Braking activity can be determined.
• the coefficient of friction of the road can be determined, for example, by evaluating the rotational speeds of the wheels, in particular by comparing the rotational speed of the driven wheels with the rotational speed of the non-driven wheels. It is also conceivable to determine the coefficient of friction of the road surface using suitable tire sensors, which can be designed as strain gauges (DMS) incorporated into the tire wall. A transition from static friction to sliding friction can be determined by a jump in the output signals from the tire sensors. Together with the lateral acceleration that acts on the motor vehicle and other vehicle parameters, the coefficient of friction of the road can then be determined.
• the coefficient of friction of the road can also be determined by optically scanning the road or by evaluating the
• Rolling noises of the wheels of the motor vehicle can be determined.
• the aim of the present invention is to counteract a breakout of the motor vehicle during cornering due to a low coefficient of friction of the road or a strong deceleration of the motor vehicle by increasing the torque output by the drive motor of the motor vehicle. It is not just a matter of correcting the minimum value of the intervention quantity or the engine torque output.
• the minimum value of the intervention quantity is raised if the coefficient of friction of the road surface falls below a predeterminable first threshold value and / or the deceleration of the motor vehicle exceeds a predeterminable second threshold value.
• the drive motor be subjected to the minimum value of the intervention variable for a longer period of time if the coefficient of friction of the road surface is a predeterminable first
• Threshold falls below and / or the deceleration of the motor vehicle exceeds a predeterminable second threshold. According to this development, the predefined minimum value of the intervention quantity is corrected by influencing the gradient with which the correction value of the intervention quantity and thus the correction component of the torque applied by the drive motor goes to zero.
• the minimum value of the intervention quantity be determined from two values, a first value being determined as a function of the speed of the drive motor and of a lateral acceleration of the motor vehicle; a second value is determined as a function of a slip of at least one of the wheels of the motor vehicle and of a speed of the motor vehicle; and - the minimum value is determined from the sum of the first value and the second value.
• the following relationships apply: The greater the engine speed, the greater the first value of the intervention quantity. This measure compensates for the increasing friction in the engine as the engine speed increases.
• the intervention quantity is increased to the minimum value with a correspondingly large lateral acceleration, so that a drag torque is not too great and thus the lateral guidance of the motor vehicle is ensured.
• the greater the wheel slip the greater the second value of the intervention size. Since a large wheel slip indicates a smooth road, the intervention size must be increased in this situation. The higher the speed of the motor vehicle, the greater the second value. With increasing vehicle speed, the risk of the motor vehicle breaking out in a curve also increases. This can be prevented by raising the determined minimum value of the intervention size in this situation.
• the first value and the second value are added to the predetermined minimum value of the intervention quantity.
• the method according to this embodiment is known per se from DE 199 13 825. Reference is expressly made to this document.
• the predetermined minimum value is then corrected according to the coefficient of friction and deceleration.
• the minimum value of the intervention variable is advantageously determined as a function of two characteristic diagrams, the first value using a first characteristic diagram and the second
• a further possibility for correcting the determined minimum value of the intervention quantity consists in the fact that the minimum value of the intervention quantity corrected as a function of the coefficient of friction or deceleration is dependent on an incline of a roadway on which the motor vehicle is traveling and / or in dependence on an absolute one Height at which the motor vehicle is located is corrected and the drive motor is subjected to the minimum value corrected as a function of the slope or height.
• the minimum value of the intervention variable corrected as a function of the friction value or deceleration is multiplied by a slope and / or height-dependent correction factor for correction.
• the correction factor is preferably determined using a third map. The following qualitative relationship applies: when driving downhill, the minimum value of the intervention size is corrected downwards, i.e. reduced, when driving uphill, the minimum value is corrected upwards, i.e. increased.
• the minimum value of the intervention variable which is corrected as a function of the coefficient of friction or deceleration, be corrected as a function of the temperature of the drive motor if there is lateral acceleration of the motor vehicle, and the corrected minimum value is applied to the drive motor.
• the following relationship applies: the lower the temperature of the drive motor, the greater a correction value by which the minimum value of the intervention quantity is corrected. This is intended to compensate for the effects of greater friction when the drive motor is cold.
• the The minimum value of the intervention variable which is corrected as a function of the coefficient of friction or deceleration, is corrected as a function of the position of a gearbox of the motor vehicle if there is lateral acceleration of the motor vehicle and the corrected minimum value is applied to the drive motor.
• the manual transmission can be switched electronically or mechanically.
• a correction value is determined by which the minimum value of the intervention quantity is corrected. The following relationship applies here: the lower the gear engaged, the greater the correction value, since the friction occurring in the drive motor is greater for small gears than for large gears.
• the minimum value of the intervention variable which is corrected as a function of the friction value or deceleration, is corrected as a function of the type and number of consumers contained and in operation in the motor vehicle, if one
• a further correction value is determined as a function of the switched-on consumers of the motor vehicle, by which the minimum value of the intervention quantity is corrected.
• the following relationship applies: The more consumers are in operation, the greater the correction value. The greater the power required by the consumers switched on, the greater the correction value.
• This development takes into account the fact that not all of the torque applied by the drive motor is transmitted to the drive wheels, but part of the applied torque is consumed by consumers of the motor vehicle that are in operation. The more consumers are in operation and the more power consumers need, the higher is the proportion of engine torque that is not transmitted to the drive wheels.
• the consumers that are taken into account in this context are consumers with a relatively large power consumption, for example an air conditioning system, a window heater or an improved lighting system based on xenon light.
• the temperature-dependent, the gear position-dependent and the consumer-dependent correction of the minimum value of the intervention quantity only take place if the motor vehicle is subjected to lateral acceleration.
• a correction of engine temperature, gear position and / or consumer-dependent correction value is added to the minimum value of the intervention quantity to correct influences of the engine temperature.
• a load change is a transition from a train operation to a push operation.
• intervention variable influencing the delivered torque depends on various factors.
• different intervention variables can be used for different drive motors, by means of which the torque output by the drive motor is influenced.
• a fuel quantity to be injected into a combustion chamber of a drive engine designed as a direct-injection internal combustion engine is used as the intervention variable influencing the output torque.
• the amount of fuel to be injected into the intake manifold can also be used.
• a point in time for injecting fuel be used as the intervention variable influencing the output torque in a drive motor designed as an internal combustion engine.
• a point in time for igniting a fuel / air mixture located in a combustion chamber of a drive engine designed as an internal combustion engine is used as the intervention variable influencing the outputting torque.
• an angle of a throttle valve of a drive motor designed as an internal combustion engine be used as the intervention variable influencing the output torque.
• the control device determines the minimum value of the intervention variable and / or the determined value Corrected the length of time for which the drive motor is subjected to the minimum value depending on the coefficient of friction of a road surface on which the motor vehicle is traveling and / or on the basis of a deceleration of the motor vehicle.
• the implementation of the method according to the invention in the form of a memory element, which is provided for a control unit for a vehicle dynamics control system.
• a computer program is stored on the memory element, which is executable on a computing device, in particular on a microprocessor, and is suitable for executing the method according to the invention.
• the invention is therefore implemented by a computer program stored on the memory element, so that this memory element provided with the computer program represents the invention in the same way as the method for which the computer program is suitable for execution.
• an electrical one can be used as the storage element
• Storage medium are used, for example a read-only memory, a random access memory or a flash memory.
• the invention also relates to a computer program which is suitable for executing the method according to the invention if it runs on a computing device, in particular on a microprocessor. It is particularly preferred if the computer program is stored on a memory element, in particular on a flash memory.
• Figure 1 is a state diagram of an inventive
• Figure 2 is a functional diagram of an inventive
• FIG. 4 shows a functional diagram of further refinements of a method according to the invention.
• Figure 5 is a functional diagram of a method for
• Figure 6 is a functional diagram of a method for ramp-shaped limitation of the corrected Minimum value of an intervention variable.
• Figure 7 is a functional diagram of a method for
• FIG. 1 shows various states of a method according to the invention for influencing one emitted by a drive motor of a motor vehicle
• the torque output by the drive motor can be influenced via an intervention variable.
• Engine torque is determined in a manner known per se from the prior art by a control unit of the drive motor. It is known from DE 199 13 825 to improve the driving dynamic properties of a motor vehicle when changing loads during cornering, to increase the intervention size to a minimum value. The drive motor is then subjected to the minimum value of the intervention variable for a predeterminable period of time and emits a correspondingly increased engine torque for the period of time.
• the determined minimum value of the intervention quantity is corrected as a function of the coefficient of friction of a road surface on which the motor vehicle is traveling and / or as a function of a deceleration of the motor vehicle.
• the determined minimum value of the intervention quantity is corrected as a function of the coefficient of friction of a road surface on which the motor vehicle is traveling and / or as a function of a deceleration of the motor vehicle.
• the period of time for which the drive motor is subjected to the minimum value of the intervention quantity can be corrected as a function of the coefficient of friction or deceleration.
• the motor vehicle can in one when changing loads during cornering, even in extreme driving situations (slippery road surface, high deceleration) be kept stable in terms of driving dynamics or stabilized in terms of driving dynamics.
• the method according to the invention can assume three states, which are shown in FIG. 1.
• a first state 1 the method is "inactive".
• a status variable tpmCSCSTAT has the value 0.
• the method changes to a second state 2 if the lateral acceleration mrmAQRabs acting on the motor vehicle is greater than or equal to an associated acceleration threshold tpwCSCAY and if the engine torque mrmMOMOT is greater than or equal to an associated first threshold value tpwCSCMOMl is.
• the second state 2 identifies a cornering of the motor vehicle (“curve”).
• the status variable tpmCSCSTAT has the value 1.
• the method goes back to the first state 1 when the lateral acceleration mrmAQRabs is less than the associated acceleration threshold tpwCSCAY. Both in the first state 1 and in the second state 2 there is no change in the intervention quantity in the sense of a specification of a minimum value.
• the method changes from the second state 2 to a third state 3 when the engine torque mrmMOMOT is less than or equal to the associated first threshold value tpwCSCMOMl.
• the method is "active", an intervention takes place in that a minimum value for the intervention quantity is output.
• the status variable tpmCSCSTAT has the value 2.
• the method leaves the third state 3 and changes to the first state 1 if the engine torque mrmMOMOT is greater than or equal to an associated second threshold value tpwCSCMOM2.
• the predetermined minimum value of the intervention quantity or the period of time for which the drive motor is subjected to the minimum value becomes dependent on the present invention corrected various driving dynamics parameters.
• the driving dynamic parameters are the coefficient of friction of a road surface on which the motor vehicle is traveling and / or a deceleration of the motor vehicle.
• FIG. 2 shows a functional diagram of a preferred embodiment of the method according to the invention.
• the determined minimum value of the intervention quantity is not corrected here, but rather the time period t for which the determined minimum value is applied to the drive motor.
• Anti-lock braking system ABS an anti-slip control ASR and an engine drag torque control MSR.
• a processing unit 4 determines how often one or more of these functions have been activated within a predefinable time window and / or with what intensity.
• An output signal MUE of the processing unit 4 is fed to a comparison unit 5, where it is compared with an associated threshold tpwMUE. If the output signal MUE is less than the threshold value tpwMUE, a low coefficient of friction MUE of the road is assumed.
• Intervention size is applied, extended.
• a corresponding functional diagram is shown in FIG. 5.
• the duration of action t of the method according to the invention is - as illustrated by a double arrow ⁇ - extended with a low coefficient of friction MUE (-) of the road (cf. curve 8). If the coefficient of friction MUE (+) is higher, the duration of action t of the method according to the invention can be shortened accordingly (see curve 9). The duration or the frequency of the response of an indicator for low friction values MUE thus extends the duration of action t of the method according to the invention.
• the coefficient of friction MUe of the road can also be determined by evaluating the rotational speeds N of the wheels of the motor vehicle, in particular the drive wheels. An optical evaluation of the roadway or an acoustic evaluation of the tire noise would also be conceivable.
• the coefficient of friction MUE of the roadway could also be determined by means of suitable sensors incorporated into the tire walls, for example by means of strain gauges DMS.
• the determined minimum value of the intervention quantity could also be raised for correction, if the coefficient of friction MUE of the road surface falls below the threshold tpwMUE and / or the deceleration VERZ exceeds the threshold tpwVERZ.
• this can also be corrected as a function of further driving dynamics parameters, as shown in FIG. 4.
• a variable tpmN for the speed of the drive motor and a further variable tpmAY for the lateral acceleration of the motor vehicle are fed to a map tpwCSCNAKF, on the basis of which a speed and transverse acceleration-dependent minimum value tpmCSCNAKF for the intervention variable is determined.
• the minimum value tpmCSCNAKF can be corrected depending on the absolute height at which the motor vehicle is located. For this purpose, an offset value tpmCSCSVKF corresponding to the absolute height is added to the minimum value tpmCSCNAKF.
• the offset value tpmCSCSVKF depends on the connection and is therefore not applicable.
• the minimum value tpmCSCNAKF can be corrected as a function of the slope tpmSTEIG of the road on which the motor vehicle is traveling. For this purpose, the slope tmpSTEIG is fed to a map tpwCSCSTKL, on the basis of which a slope-dependent correction factor tpmCSCSTKL is determined. The minimum value tpmCSCNAKF or the corrected minimum value is multiplied by the correction factor tpmCSCSTKL.
• the switching unit 13 in the position shown in FIG. 4 and at its output the value "0" is present. If the minimum value tpmCSCNAKF is greater than "0", i.e. there is a lateral acceleration, the switching unit 13 switches on and the further correction values tpmCSCWTKL, tp CSCGAKL and / or tpmCSCKLIK are applied to the output of the switching unit 13.
• a quantity tpmWTF for the temperature of the drive motor is fed to a further characteristic map tpwCSCWTKL, on the basis of which a temperature-dependent correction value tpmCSCWTKL is determined.
• Another map tpwCSCGAKL becomes a quantity tpmGANG for the gear engaged
• a gear position-dependent correction value tpmCSCGAKL is determined, which is added to the temperature-dependent correction value tpmCSCWTKL.
• Another variable tpmFKLE contains information about whether an air conditioning compressor of the motor vehicle is in operation or not.
• the quantity tpmFKLE is fed to a comparison unit 10.
• a switching unit 11 is controlled as a function of an output signal from the comparison unit 10. If the air conditioning compressor is in operation, the switching unit 11 is actuated, so that a consumer-dependent correction value tpwCSCKLIK is present at the output of the switching unit 11. Otherwise, the switching unit 11 remains in the position shown in FIG. 4 and "0" is present at the output of the switching unit 11.
• a time counter tpmCSCTIME which corresponds to the duration of action t of the method according to the invention (see FIG. 3), is counted up.
• the method according to the invention becomes active when the slope-compensated sum tpmCSCSUSK is greater than or equal to the determined value tpmESG for the one-piece size minus an offset tpwCSCARDO.
• Comparison takes place in a comparison unit 15.
• a switching unit 16 is controlled with the aid of an output signal from the comparison unit 15. As the output signal, the switching unit 16 outputs either the time counter tpmCSCTIME or a value of the time counter tpmCSCTIME increased by a certain summand (+1 or +4). If the dimBRE brakes of the motor vehicle are applied (increased deceleration of the motor vehicle), the time counter tpmCSCTIME is increased by the summand "+4". Otherwise it is increased by the addend "+1". Between the summands
• FIG. 6 shows a further function diagram in which the corrected minimum value of the intervention quantity is gradient-limited via a time ramp tpwCSCRAMP in order to avoid jumps in the intervention quantity.
• an evaluation factor tpmCSCTIKL is determined as a function of the time counter tpmCSCTIME. This is usually between 0 and 3.
• the slope-compensated sum tpmCSCSUSK is multiplied by the evaluation factor tpmCSCTIKL.
• the starting value of the multiplication is a time-weighted sum tpmCSCSUTI.
• the time-weighted sum tpmCSCSUTI becomes one
• Function block 19 calculates the gradient tpmCSCGRAD of the part size. Furthermore, a slope-limited output signal tpmCSCOUT is determined from the time-weighted sum tpmCSCSUTI using a map tpwCSCRAMP.
• FIG. 7 illustrates when the method according to the invention is deactivated. This is the case, for example, if a dimKUP clutch of the motor vehicle is open and no intervention by the method according to the invention is desired (AND operation 20).
• the method is also activated when the transmission gear status of the motor vehicle is in a NEUTRAL neutral position and no intervention by the method according to the invention is desired (AND link 21).
• the procedure is also deactivated when a main switch is switched off.
• a variable tpwCSC_VAR stores whether an intervention with an open clutch is desired (bit 0), whether an intervention in gear neutral position is desired (bit 2) and whether the main switch is switched on (bit 7).
• the method according to the invention is also deactivated when the status variable tpmCSCSTAT ⁇ 2 (cf. FIG. 1). If one of these conditions is met, the method according to the invention is deactivated and all outputs are reset.

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• Engineering & Computer Science (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Automation & Control Theory (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
• Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)
• Combined Controls Of Internal Combustion Engines (AREA)
• Regulating Braking Force (AREA)
• Electrical Control Of Ignition Timing (AREA)
• Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)

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Cited By (1)

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Citations (6)

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• 2000
  • 2000-12-04 DE DE2000160347 patent/DE10060347A1/de not_active Withdrawn
  • 2000-12-04 KR KR1020017009730A patent/KR20010094753A/ko not_active Withdrawn
  • 2000-12-04 EP EP00990637A patent/EP1165352B1/de not_active Expired - Lifetime
  • 2000-12-04 US US09/889,836 patent/US6611747B1/en not_active Expired - Fee Related
  • 2000-12-04 DE DE50014455T patent/DE50014455D1/de not_active Expired - Lifetime
  • 2000-12-04 JP JP2001541746A patent/JP2004500507A/ja not_active Withdrawn
  • 2000-12-04 WO PCT/EP2000/012163 patent/WO2001040041A1/de not_active Ceased

Patent Citations (7)

Non-Patent Citations (2)

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