Method and arrangement for controlling a drive unit

• US 6,814,688 B2
• Filed: 09/30/2002
• Issued: 11/09/2004
• Est. Priority Date: 09/29/2001
• Status: Active Grant

• Current Assignee: Robert Bosch GmbH
• Original Assignee: Robert Bosch GmbH
• Inventors: Kustosch, Mario, Foelsche, Volkmar
• Primary Examiner(s): Lewis, Tisha
• Application Number:
  US10/259,461
• Publication Number:
  US 20030064856A1
• Time in Patent Office: 771 Days
• Field of Search: 477/120, 477/34, 477/904, 701/53, 701/59, 701/61
• US Class Current: 477/120
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/105 Output torque
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: F02D 11/105 characterised by the function converting demand to actuation, e.g. a map indicating relations between an accelerator pedal position and throttle valve opening or target engine torque
• CPC Class Codes: F02D 2200/1006 Engine torque losses, e.g. friction or pumping losses or losses caused by external loads of accessories
• CPC Class Codes: F02D 2250/18 Control of the engine output torque
• CPC Class Codes: F02D 37/02 one of the functions being ignition
• CPC Class Codes: F16H 2059/148 Transmission output torque, e.g. measured or estimated torque at output drive shaft
• CPC Class Codes: F16H 59/18 dependent on the position of the accelerator pedal
• CPC Class Codes: F16H 61/0213 characterised by the method for generating shift signals
• CPC Class Codes: Y10S 477/904 Control signal is acceleration

Abstract

In a method for controlling a drive unit, a driver command value is formed while considering the current transmission ratio and the drive unit is controlled in dependence upon the driver command value. In addition, a predicted driver command value is determined in dependence upon transmission ratios other than the current transmission ratio. In addition, the minimum and maximum possible values are considered in the formation of the driver command value. A correction of the driver command value is undertaken in dependence upon the difference between minimum possible torque and minimum requested torque or between maximum possible torque and maximum requested torque.

Claims

1. A method for controlling a drive unit of a motor vehicle connected to a drive train including a transmission, the method comprising the steps of:

determining a first driver command value representing a torque at an output end of said transmission under existing transmission ratios in said drive train by forming said first driver command value at least in dependence upon an accelerator pedal position;

determining a predicted second driver command value which results from a future possible transmission ratio in said drive train; and

,

outputting said predicted second driver command value to an interface.

2. The method of claim 1, wherein a vehicle speed is considered in the formation of said first driver command value.

10. The method of claim 1, wherein, for the determination of said predicted driver command value, the minimum possible torque from a minimum possible clutch torque is formed while considering a future possible transmission ratio.

3. A method for controlling a drive unit of a motor vehicle connected to a drive train including a transmission, the method comprising the steps of:

determining a driver command value representing a torque at an output end of said transmission by forming said driver command value at least in dependence upon an accelerator pedal position while considering existing transmission ratios in said drive train;

determining a predicted driver command value while considering other transmission ratios in said drive train;

outputting said predicted driver command value to an interface; and

,

wherein a minimum possible torque is formed from a minimum possible clutch torque while considering the current transmission ratio; and

, in overrun operation, a negative value of the loss torque of said drive unit is pregiven as a minimum torque.

4. A method for controlling a drive unit of a motor vehicle connected to a drive train including a transmission, the method comprising the steps of:

determining a driver command value representing a torque at an output end of said transmission by forming said driver command value at least in dependence upon an accelerator pedal position while considering existing transmission ratios in said drive train;

determining a predicted driver command value while considering other transmission ratios in said drive train;

outputting said predicted driver command value to an interface; and

,

wherein, for the determination of said predicted driver command, a minimum possible torque is formed from a minimum possible clutch torque while considering a future possible transmission ratio.

5. A method for controlling a drive unit of a motor vehicle connected to a drive train including a transmission, the method comprising the steps of:

determining a driver command value representing a torque of the drive train which occurs at an output end of said transmission on the basis of an accelerator pedal position and a minimum possible value and a maximum possible value;

controlling said drive unit in dependence upon the determined driver command value;

utilizing a pregiven dependency of a driver command torque on said accelerator pedal position to determine said driver command value; and

,

correcting said accelerator pedal position to a minimum possible torque and a maximum possible torque in the region of the end positions of said accelerator pedal.

6. The method of claim 5, comprising the further steps of:

pregiving a fixed relationship between said accelerator pedal position and said driver command value;

selecting a break point in dependence upon the difference between an extreme value of said driver command value in accordance with the pregiven relationship and the maximum possible torque or the minimum possible torque; and

,

causing a correction of the determined driver command value when reaching said break point via the accelerator pedal position.

7. The method of claim 6, wherein the correction of said driver command value takes place so that for a released accelerator pedal or a maximally actuated accelerator pedal, the minimum possible torque or the maximum possible torque is outputted as the driver command value;

and, a continuous change of said driver command value takes place in dependence upon the accelerator pedal position between said break point and the extreme value.

8. The method of claim 5, wherein a vehicle speed is considered in the formation of said driver command value.

9. The method of claim 5, wherein the minimum possible torque from a minimum possible clutch torque is formed while considering a current transmission ratio;

and, in overrun operation, a negative value of the loss torque of said drive unit is pregiven as a minimum torque.

11. An arrangement for controlling a drive unit connected to a drive train including a transmission, the arrangement comprising:

a control unit including;

means for determining a quantity representing an accelerator pedal position;

means for determining a first driver command value from said quantity and said first driver command value, under existing transmission ratios in said drive train, corresponding to a torque at an output end of said transmission;

means for controlling said drive unit in dependence upon said first driver command value;

means for determining a predicted second driver command value from the accelerator pedal position which results from a future possible transmission ratio in said drive train; and

,

means for outputting said predicted second driver command value to an interface to other control systems.

12. An arrangement for controlling a drive unit connected to a drive train including a transmission, the arrangement comprising:

a control unit including;

means for determining a quantity representing an accelerator pedal position;

said quantity being converted into a driver command value while considering a current transmission ratio in said drive train and a minimum possible value and a maximum possible value;

said driver command value representing a torque which occurs at an output end of said transmission of said drive train;

means for controlling said drive unit in dependence upon said driver command value;

means for using a pregiven dependency of said driver command value on said accelerator pedal position to determine a driver command value; and

,

means for correcting said accelerator pedal position in the region of the end positions of said accelerator pedal to a minimum possible torque and a maximum possible torque.