KR20020087465A - 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, preset variables that do not conform to the drive unit are considered for the configuration of the first preset variables. In a second step, a second preset variable is formed in which the second preset variable affects a setting variable of at least one drive unit from the first preset variable and at least one engine specific preset variable. Also described is an interface between a portion of engine control according to an engine and a portion of engine specific engine control.

Description

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

Partial opposing presets in modern vehicle control affect existing set elements (eg drive units, gears, etc.). Thus, for example, the drive unit of the vehicle may, for example, drive slip control device, engine drag torque control device, gear control, engine speed limit and / or speed limit on the basis of the driver's requirement preset by the driver, the target value and And / or controlled by external and / or internal control functions and control functions of the idle control device. Since this target preset exhibits partial opposing features, the target value preset must be adjusted because the drive unit can only set this target value preset, that is, the target value preset to be implemented can be selected.

The adjustment of this type of various target torque values in connection with the control of the drive unit is known from German patent 197 39 567. Here, the target value in which the individual control parameters of the drive unit, for example, the filling of the engine, the ignition angle and / or the amount of fuel to be injected, are determined via the determination of the parameters in the actual operating state, the torque target value via selection of the maximum and / or minimum Is selected from. Various features associated with the target preset may be associated with the desired dynamic, priority, etc. of the setting, which may be of a corresponding quality and for which no known combination of target presets is considered.

To take into account the above types of features, December 1999, in the same way, through the adjuster the features placed at each target torque to maintain the generated feature vector based on the setting of the setting parameters of the drive unit 18. One published German Patent No. 199 61 291.9 is provided.

The target torque associated with the action is integrated and separated within the maximum and minimum selection stages in a known manner and adjusted for the late (charge) control path and the rapid (ignition) control path. The result is a relatively expensive structure with an interface adapted to each configuration of the drive unit (e.g., the auto engine).

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

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 variables supplied from each part of the detailed configuration of the interface between the engine characteristic part and the part according to the engine in the preferred embodiment.

For almost all types of drive units, for example, parts of the torque structure that do not depend on specific drive units, which can be used in the same way for diesel engines, gasoline engines and electric engines, can be controlled by adjusting the external and internal interference parameters. Is done. The adjuster for the internal variable, ie the adjuster for the variable characteristic for each type, must be adapted to each drive unit.

The result from this is preferably an integrated interface and a cross-sectional structure.

Further, the conversion of the torque generated from the adjustment and the generated feature vector into the setting variable of the drive unit is interrupted by the source of the torque request and the degree of freedom is obtained. Thus, for example, the source of the request is not critical to the type of implementation. This depends on the actual characteristics and not on the source of the needs implemented.

Presets of selected variables, which are defined in terms of engine control, structure and interface optimization, i.e. from the part according to the defined engine of the interface using the variable to be supplied by each part between the two parts, to the engine specific part or vice versa Can be optimized and simplified in structure and interface. The interaction of the two parts is also ensured in the separate production of the two parts.

Other advantages appear in the description of the following embodiments and in the independent claims.

1 shows a block diagram of a control unit for the control of a drive unit, in particular an engine. As a component there is provided a control unit 10 comprising an input circuit 14, at least one computer unit 16 and an output circuit 18. The communication system 20 connects these components for mutual data exchange. The input circuit 14 of the control unit 10 consists of a bus system in a preferred embodiment, through which an input cable 22 is supplied with a signal indicative of operating parameters evaluated for control of the drive unit to the control unit 10. To 26). The signal is detected by measuring devices 28 to 32. Operating parameters of this type include accelerator pedal position, engine speed, engine load, exhaust gas component, engine temperature, and the like. The control unit 10 controls the output of the drive unit via the output circuit 18. This is symbolically shown through the output cables 34, 36 and 38 in FIG. 1, in which the amount of fuel injected through the output cable, the ignition angle of the engine and at least one electrically actuated throttle valve are used to set the air supply to the engine. It works. In addition to the illustrated input variables, other control systems of the vehicle are provided which transmit a preset variable, for example a torque target value, to the input circuit 14. Such control systems include, for example, drive slip control systems, vehicle dynamic control devices, transmission control devices, engine drag torque control devices, speed control devices, speed limiters, and the like. The supply of air to the engine, the ignition angle of the individual cylinders, the amount of fuel injected, the timing of injection and / or the air-fuel ratio, etc. are set via the set path shown. In addition to the illustrated target value preset including the target speed presetting by the driver and the maximum speed limit, external target value presetting including the maximum speed limit, internal preset variables are for example torque change of the idling control device, corresponding The target preset variable is provided for the control of the drive unit such as speed limit, torque limit, etc. to be output.

Constraints or features are associated with the individual target value preset variables in which the conversion of the target value preset variables appears. Since one or more features are linked to the target value preset variable depending on the usage example, in a preferred embodiment the feature vector into which the various feature variables are inserted can be understood under the concept of features. Characteristics of the target value preset variable include, for example, the dynamics required when setting the target value preset variable, the priority of the target value preset variable, the torque limit to be set and / or the convenience of adjustment (e.g., Change restrictions). These features are present in the preferred embodiment. In other embodiments, one or more selected features are provided.

The described method of treatment is not available in connection with the engine and can be used in other driving concepts, for example in an electronic engine. In such a case, the setting variable can be adapted accordingly.

In the preferred embodiment the torque variable is used as the target value preset variable. In another embodiment, other target values of the variable, such as output, speed, etc., associated with the output variable of the drive unit are preset.

Fig. 2 shows a schematic execution diagram of the engine control program executed in the computer unit 16, the adjustment of the external variable and the internal variable is blocked from each other, and the generated target value and generated feature value are set to the setting variable of the drive unit. The adjustment of what is converted is cut off.

The elements shown in FIG. 2 correspondingly represent program steps or program parts, as in the individual program of FIG. 3, while the lines of connection between the elements and the information flow are shown.

2, a first adjuster 100 is provided with an external target value preset variable of the feature variable. The external target variable msollexti and the arranged feature (s) eexti are supplied to the coordinator 100. The target variables are compared in the embodiment, for example in a range of minimum and maximum value selection steps. The resulting torque target value msollresext and the included feature (s) elesollresext are conveyed. In another embodiment, for example, one feature is selected for adjustment in the range of the corresponding selection (e.g., the smallest set time), and the target value or a variable derived therefrom determines the formation of the generated value. Are connected to each other. The external target variable may be an interference variable depending on the engine such as a driver's required torque, a speed control device or an adaptive speed control device (ACC), a speed limit, a stability control device, an engine drag torque control device and / or a target torque of the drive slip control device. Indicates. The preset variable according to this engine to which the output can be added represents the output torque or gear output torque and is adjusted at this level. This is where driving comfort functions such as load shock attenuation function or dash port function are arranged. Propulsion is a variable for other motors. This includes target torques derived from gear control and supporting the gear shifting process, limit targets for gear protection and / or torque demands of auxiliary units such as generators, climate superchargers and the like. This represents external (according to engine) interference and is adjusted at the coordinator 100 therefrom. These variables represent the gear output torque and the engine output torque, which is an output variable of the adjuster 100. Gear / converter losses, hardening in the drive system, etc. are considered for the conversion of torque values.

Corresponding to the above is the characteristic of the external variable exti. At least one constant feature, for example a constant position time at which the generated feature vector esollresext is configured to match the torque adjustment in the adjuster 100, is placed in each of the aforementioned target variables. The feature vector may include external preset limits and information over the actual operating state (eg, released accelerator pedal) in embodiments. The values inferred from the adjustment of the external variable in the adjuster 100 are supplied to the adjuster 104 in which the generated external variable is adjusted internally, that is, with engine specific variables. Between the coordinators 100 to 104 is an interface between the engine-specific part of the engine control and the engine characteristic part.

Internal target variables msolliniti, einti are supplied to the coordinator 104. Variables depending on the engine are, for example, the target value of the internal torque limit and the maximum speed limit, in particular due to full-load component protection and under-protection. In addition, correction parameters of the engine controller, stall protection control device, idle control device and engine loss, drag torque, and driving comfort function adjacent to the engine are included for determining the target torque. The output variable of the adjuster 104 is a target value for the internal engine torque, that is, the engine torque MSOLL generated through combustion and the included feature vector esoll.

Variables output and generated by the adjuster 104 are supplied to an engine characteristic converter 108 which converts the generated torque variables (internal target torque and feature vector) into target values for the engine characteristic set path. This is for example filling, ignition angle and / or injection in a gasoline engine, for example fuel amount in diesel engines and for example electric currents in electric engines. Constraints that affect the actual operating time of the engine and other configuration paths are taken into account. The conversion of the target torque and the feature vector into the setting path is carried out in the prior art mentioned at the outset, for example, where the setting path is selected and the supply of the required torque can be ensured within the required time. Portions of the transducer 108 include interference that directly affects the set path, for example ignition angle interference of an anti jerking control device, additional charging for torque limiting within idle.

The features in the feature vector e are also integrated. The feature vector includes various variables according to each embodiment. In another preferred embodiment, shown with reference to FIG. 3, the feature vector is normal, at least one decision that may be adapted by other interference, in particular interference requiring a certain torque limit, in the normal case. Included torque. Also included in the target torque is set time and information for vehicle operation, eg dynamic information, required speed limit, load shock attenuation-active-bit or dash port-active-bit, idle-active-bit, comfort setting Etc. are components of the feature vector.

3 shows a preferred embodiment of the torque structure shown above. 3A and 3B show a preferred embodiment of the coordinator 100, and FIGS. 3C and 3D show a preferred embodiment of the coordinator 104 and the transducer 108. While the connecting cable of the information flow is shown, the individual element programs, program parts or program steps in the microcomputer 16 of the program executing the control unit are described.

Further, at 200, the driver's required torque is determined, for example, according to the characteristic region by the driver on the basis of the engine speed and the operation degree of the accelerator pedal. This driver demand torque MSOLLFA represents propulsion torque. Correspondingly, in the preferred embodiment, a determined driver demand torque MPRAEDFA is determined which corresponds to the driver demand torque and which in turn represents the torque to be set to a predetermined probability. At least one characteristic efa, for example, a set time at which the driver's requested torque can be set within the set time and / or an operating state of the accelerator pedal is disposed in the driver's requested torque. The set time is determined and output according to, for example, the speed of pedal operation. When the vehicle supplies the vehicle speed controller 202 or additionally adapted vehicle speed control device taking into account the distance from the preceding vehicle, the torque target variable MSOLLFGR, which may correspond to the target torque or torque variable to be normally reached ) The determined variable MPRAEDFGR and the arranged feature variable (efgr, set time, activation state of the controller, etc.) are configured. The coordinator 204 adjusts the parameters transmitted by the driver request determiner 200 and the speed control device 202. Thus, for example, the target torque and the determined torque determined by the vehicle speed control device 202 in the connected vehicle speed control device are transmitted. Correspondingly, the feature vectors arranged in this torque are conveyed in relation to the set time, for example. When the vehicle speed control device is shut off, the coordinator 204 releases the corresponding driver demand variable and control ratio. This adjuster, for example, the driver demand target torque, is transmitted along with the feature when the driver demand target torque is larger than the speed control target torque. The generated parameters of the coordinator 204 are supplied to the driving comfort function 206. This means for example the load shock attenuation function or the dash port function in which the driver demands and target torque presets of the vehicle speed control device of filtering are taken into account for sudden torque changes. This filtering is used especially for the torque target value, but not for the determined torque value. Correspondingly, a selected feature, such as a set time government, may be filtered out. The result according to the vehicle comfort pre-control 206 is the target value MSOLLFAVT for the propulsion torque and the determined propulsion torque MPRAEDFAVT and the feature EMSOLLFAVT disposed in at least one variable.

The variables mentioned continue in the adjuster 208 where the external variables are supplied, for example, by the vehicle stabilization control system (ESP), engine drag torque control device (MSR) and / or drive slip control device (ASR) 210. do. This function (s) gives the coordinator 208 a corresponding characteristic (EMSOLLESP) that includes a target propulsion torque (eg, MSOLLESP) and a settling time for a particularly necessary setting in the preferred embodiment. Also provided is a speed limiter 212 which transmits the torque target value MSOLLVAMX for the propulsion torque with the corresponding feature EMSSOLLVMAX depending on the degree of excess of the vehicle's maximum travel speed. These variables are adjusted at the coordinator 208. While the determined torque is not adjusted with the target torque of the external interference as the torque to be set after attenuation of the reduced or raised interference in the future, the torque target value described above and at least one feature are connected to each other. For example, a determined torque may be output that affects through a corresponding external target torque value at a longer reduced duration of interference. In the simple case, the target torque is selected based on the maximum and minimum value selection steps, and the feature (s) placed in the selected target torque and optionally the state variable and the preset variable are taken over as generated features. The output of the adjuster 208 is the determined propulsion torque MPRAEDVT, the generated target propulsion torque MSOLLVT and the generated characteristic EMSSOLLVT. The torque is physical at the moment at the output of the vehicle drive system.

The parameters determined in the adjuster 208, the determined propulsion torque and the target propulsion torque, according to the implementation of Fig. 3b for converting the propulsion torque value to the gear output torque value, are determined in step 213, i.e., propulsion of the system. And for example a gear loss torque (mgetrver) between the reinforcing element between the gears which are fixedly preset at the storage position 218. The target propulsion torque is for example formed through the characteristic region 220 depending on the actual operating state of the gear. This result is the corresponding gear output torque value. The features are not converted unless the propulsion torque value is included. The conversion is performed at the connections 214-216 in the embodiment, where the target torque values are doubled with the system stiffness, respectively. The target gear output torque and the determined gear output torque formed in this way are corrected by the gear loss torque mgetrver at the connecting portions 218 to 220. In a preferred embodiment the gear loss torque is added to the determined torque and the target gear output torque. In addition, the gear output torque value is converted into the clutch torque value through the set gear ratio.

The determined torque, target torque and feature vector of the target torque are supplied to the adjusters 224 to 226. The variables are taken into account in relation to the gears in the two coordinators, ie with regard to the preset parameters of the gear control and / or the gear protection function for the switching stage. With regard to gear protection, the maximum value for the clutch torque at which the target clutch torque is limited is preset at 228. Constant clutch torque progression that optimizes the switching stage in gear interference is preset. In the adjuster 226 the target clutch torque is compared with the target torque, and in the embodiment the smallest is transmitted as the target clutch torque. In particular, at least one characteristic variable which, for example, presets the required set time during the switching phase for the implementation of the torque change is arranged in the target torque for gear interference. It is adjusted to the characteristic variable of at least one corresponding target clutch torque, for example, the characteristic variable has priority in the active switching phase of the gear interference torque. At coordinator 224 the gear interference torque is associated with the determined clutch torque. In other embodiments, particularly the torque determined in the longer lasting interference is adapted via the gear clutch torque, while the clutch torque determined in the embodiment is transmitted unchanged.

The output variables of the regulators 224 to 226 are supplied to other regulators 229 to 230 where the torque demands of the auxiliary units are taken into account. This is determined, for example, according to the operating state of each auxiliary unit (cooling device, ventilator, etc.) via the characteristic area 232. The target clutch torque is connected to the load torque MVERBR representing the sum of the torque demands of all the considered loads at the adjuster 230, and at least one characteristic variable EMVERBR is disposed at the load torque. The features here provide in particular the state of the required load and in some cases the individual loads. In the embodiment, if the corresponding load is active, the torque demand value MVERBR, for example, is added to the target clutch torque at the adjuster 230. In this embodiment, for example, the shortest setting time is transmitted as the generated feature. In the adjuster 229, the limiting torque MRESNA necessary for implementing the torque request MVERBR of the adjuster 224 is connected to the determined clutch torque. Since the torque determined in the embodiment is increased by the limiting torque, when a decrease in the load torque demand can be expected (blocking), when the determined clutch torque is lowered, while a torque increase can be expected by the load (connection). The determined clutch torque is raised. The output variables of the coordinators 229-230 represent external variables shown in FIG. 2 as the output variables of the coordinator 100. The adjuster 229 outputs the determined engine output torque MPRAEDEX, the adjuster 230, the engine output target torque MSOLLEX and at least one arranged feature variable EMSSLEX.

The variables mentioned are supplied to adjuster 234 where the variables are adjusted to engine specific preset variables in accordance with FIG. 3C. In a preferred embodiment the target value MSOLLNMAX with the arranged characteristic variable EMSSOLLBEG is supplied by the torque limiter 236, and the target variable MSOLLNMAX with the included characteristic variable EMSSOLLNMAX is the maximum speed limiter ( 238). The target value of the torque limiter 236 is determined by the speed of the vehicle, for example, according to the actual torque of the maximum speed limiter 238 with respect to the torque in accordance with the excess parameter of the limit value, the degree of excess of the maximum speed by the target torque. do. Correspondingly, the set time is preset as a good feature variable. As shown in FIG. 3C, the maximum speed nmax may be a feature variable of the vector EMSOLLEX and may be preset from the outside.

The adjuster 234 forms the generated output variable for the engine output torque and the at least one disposed feature based on the input variable. In the preferred embodiment the smallest target variable is selected from the supplied target variable and output as the target output torque MSOLLINT. In other embodiments, the target variables are linked to each other through an arithmetic operation. The determined torque remains unchanged in the embodiment and, in another embodiment, is adapted to reduced interference, which continues particularly longer through the target variable. An adjustment is performed at least with respect to the feature variable, and the result is the generated feature variable EMSSOLLINT which is the shortest set time or set time placed in the generated torque variable according to the embodiment with respect to the set time. The operating state information shown above is also part of the feature variable.

The target torque msollint is supplied to the connection portion 240 in which the target torque is corrected according to the output signal of the stall protection control device 246. This represents the correction torque DMAWS formed in accordance with the engine speed and the stall protection control device, and the parameters of the correction torque depend on the interval of the actual speed with respect to the stall protection speed. For example, if there is a driver request or external interference, the condition signal B_akt activating the control device is good as part of the feature vector EMSOLLEX described in FIG. 3C. The corrected target torque is supplied to the connecting portion 242 to which the correction torque DMLLR of the idle control device 248 is connected to the target torque. The activation conditions (B_akt, B_akt2, idling state, no driver requirement, etc.) of the idling control device 248 are part of the feature vector EMSOLLEX. Also, the minimum speed NMIN of the idle control device is part of the feature vector. The correction torque DMLLR is formed based on the actual speed and the target speed. This correction torque is connected with respect to the torque MPRAEDINT determined at the connecting portion 237.

The engine loss torque value MDS (drag torque value) is formed according to the characteristic curve or characteristic region 250 according to temperature or speed. It is connected to the output torque and the target output torque determined by the connection parts 239 and 244. The result is the internally determined torque MPRAEDIN and target torque MSOLLIN that are normalized to the reference torque NDNORM in other correction steps 252 to 254. The output variables of the correction steps 252 to 254 are thus normalized and are standardized target values for the determined internal torque MPRAEDIN and internal torque MSOLLIN. The nominal torque is formed in the characteristic region 256 in accordance with the operating variables (eg speed and load). The feature vector EMSOLLINT formed by the adjuster 234 is not affected.

The determined internal torque and internal target torque are supplied to a converter 258 supplied with a feature vector EMSOLLINT for converting the internal target torque in accordance with FIG. 3D. Also in this respect functions directly affecting the engine's set path, for example anti-jerking control device 260, control device 262 for supplying a predetermined torque limit for catalytic heating over the ignition angle and idling An idle controller component 264 is arranged to set the torque limit value and effect ignition angle interference of the idle controller. On the basis of the functions mentioned, control variables which are taken into account in the transducer in the conversion of the target torque are supplied to the transducer 258. Information across the activation area of the function is conveyed as part of the feature vector EMSOLLINT as shown in FIG. 3D. On the basis of the target torque value MSOLLIN, the transducer 258 takes into account the characteristics, in particular, the target torque for charging MSOLLFUE, the target torque for the ignition angle MSOLLZW, the injection and suppression, taking into account the required set time. A target torque MSOLLK and optionally a target torque MSOLLLAD for the loader is formed. This is set via the corresponding setting devices 266, 268, 270, 272, and the filling target torque is converted at the target throttle valve position which is converted to reduce the deviation under consideration of the actual torque. Processes of this type are known. The determined torque and the limit values formed by the catalyst heating control device and the idling control device are considered. Preferably, the maximum value of the target variables available (MSOLLIN, MPRAEDIN, limit) is formed and output as the charging target value. Depending on the set time, another interference is activated and the corresponding target variable is formed. Output variables of functions (idle control, anti-jerking control) that directly affect the set path (high ignition angle) are directly connected to the corresponding target torques.

The methods described in the above combinations are implemented according to embodiments within any selection and according to individual selection. The preferred implementation is implemented as a computer program stored in a storage medium (diskette, storage unit, computer, etc.).

4 and 5 illustrate, in the preferred embodiment, the specific configuration of the interface between the engine characteristic part and the part according to the engine by explaining the parameters supplied by each part. Fig. 4 relates to all torque variables and variables which are directly related to the torque setting, and other variables are shown in Fig. 5. This is largely summarized above as a feature vector. 4 and 5 are divided solely for the sake of view.

The interface shown in Figs. 4 and 5 is particularly characterized in that the variables are transferred from the engine characteristic part to the engine part.

The torque variable (preferably clutch torque variable, crankshaft torque variable or other engine output torque variable) supplied by the engine characteristic portion 302 and the engine part 300 is shown in FIG. Engine specific portion 302 and engine dependent portion 300 generally coincide with the diagram of FIG. 3.

As shown above with reference to the embodiment of FIG. 3, the portion 300 according to the engine has a variable target torque MSOLLEX, a determined target torque MPRAEDEX which can include a preset torque limit (both in Nm). And a target set time TSOLLEX (eg within msec) in which the target torque can be set. The goal setting time is the aforementioned part of the feature vector. Embodiments of the use of variables in engine specific parts have been mentioned above. Also according to FIG. 4 the torque demand of the auxiliary unit MVERBE (eg within Nm) has been supplied by the part 300 along with the engine. The determination of this torque value has been mentioned above. The torque value represents the difference between the engine output torque and the clutch torque. The torque value is evaluated in the engine characteristic section, for example in calculating the loss torque of the engine. Also in the embodiment the torque demand variable (e.g. within Nm) where the target torque, which is not shown in FIG. 4, is accounted for without correction through interference of the gear control, is the engine characteristic portion 302 in the portion 300 according to the engine. Is passed).

Engine characteristic portion 302 uses the actual torque MIST measured or calculated according to FIG. 4. In addition, the maximum adjustment area of the rapid path (ignition angle, adjustment over fuel volume, etc.) is adjusted using the maximum torque value (MMAXDYN) and minimum torque value (MMINDYN), which can be set via parameters of the rapid adjustment path that can be affected. do. The variables are evaluated, for example, by an external function such as a drive slip control device, for example MMAXDYN or MMINDYN provide the information over the quickest adjustment area possible, while MIST is accepted in the calculation of the preset value. In addition, the characteristic curve described through the maximum normal reachable torque (MMAX) and the minimum normal reachable torque (MMIN) (minimum torque corresponds to the maximum reachable drag torque), e. Is supplied by This is used as status information when determining the gear shift concept. Characteristic curves are transmitted in the form of value pairs and are adjusted in the engine dependent section. The engine characteristic portion 302 also supplies an adaptation variable MVERBRADAPT for the load torque MVERBR, which is determined in known type (compare German patent 4304 776 = US patent 5 484 351). Depending on the engine, it is possible to correct or equalize the calculation of the load torque (MVERBR) with this information. For example, the actual maximum torque (crankshaft torque) and other variables transferred to the above-mentioned part, such as the actual drag torque calculated in the prior art described above, or from the engine characteristic part 302 to the part 300 according to the engine. The maximum and minimum torques (minimum torque = maximum reachable drag torque) that are reachable under the actual operating conditions) and / or under optimum conditions (speed, elevation, temperature, etc.) are not shown. All torque variables have a unit Nm in the embodiment.

In addition to the torque side, as shown in Fig. 5, the operation signal (ACC) for the accelerator pedal, the operation signal for the brake (BRAKE) and the operation signal for the clutch (by the parts according to the engine (continuously or as a switching situation)) are shown. CLUTCH) is supplied (eg, as a percentage (%)-variable). These variables are evaluated for various activations of functions such as, for example, idling controls, comfort functions in the engine specific portion 302. Optionally or supplementally the connection state of the brake pedal and / or clutch pedal contacts (eg as a bit signal) is communicated via the interface to prevent system connection not available through the required sensor technology. Also information is not shown through the driver's idling request, which may optionally or additionally be delivered in an embodiment. Another variable not shown (as a bit signal) is information in which traction exists in the drive system.

In addition, a mark (KOMF, coded word) is used that reports (whether active or inactive) over the operating state of the comfort function, such as the load shock attenuation function or the dash port function. This variable is used to evaluate whether the question of comfort in the torque setting (eg speed of adjustment, jerking prevention, etc.) is taken into account in the engine characteristic section 302 and / or the question of comfort is the load shock attenuation. Evaluated for activation of comfort features such as functionality or dash port functionality. In general, the variable indicates whether or not a high priority is delivered to the comfort of control. Whether the driver demand gradient is also limited in this parameter or, optionally, for comfort, whether traction should be included in the control of the engine, whether dynamic or high dynamic adjustment is required, whether comfort features should be considered when setting the engine, and driver demand Information such as whether or not it can be set to the highest priority may be included.

Gear mode (for example, the position of the gear adjustment area such as neutral, 1, 2, D, R, P position, winter setting, etc.), gear type (manual shift, automatic, belt continuously variable transmission (CVT), automatic shift gear ), Information on the actual gear (idle, 1st, 2nd, etc.) and / or the position of the ignition switch (off, standby, radio, control unit energization (binder 15), starter motor (binder 50), etc.). Information is another variable not shown. This information is preferably conveyed in a preset length as words, and the information is coded.

In addition or in addition to the embodiment in the embodiment, non-engine specific measurement variables such as, for example, external temperature, air pressure, longitudinal speed, battery voltage, etc., are transferred from the engine dependent part to the engine characteristic part.

Also, for example, an idle preset and / or anti-jerking protective control (NMINEX) and an external preset minimum speed (NMINEX) and maximum speed (NMAXEX) indicating the connection between the maximum speed limit (NMAXEX) and a preset variable are Supplied.

Information about engine-specific measurement parameters (ENGRUN) such as actual engine speed (NMOT) and / or actual engine temperature (TMOT) and actual maximum speed (NMAX), actual minimum speed (NMIN) (= actual idling target speed) Supplied by engine specific portion 302. These variables are used for calculation in parts of the engine or as status information. Information on the executed coasting blockage, which is conveyed from the integral part of the idle control device and / or the embodiment additionally or optionally from the engine characteristic part to the part according to the engine, is not shown.

The mentioned variables of the interface are used in accordance with the constraints of each embodiment, depending on the use of individual or any combination.

Depending on the use case, the engine-specific couple and engine specific parts are integrated in a computer unit, two different computer units of the control unit or two spatially separate control units.

Claims (14)

In the control method of a drive unit of a vehicle, which is set for an output variable of a drive unit in accordance with at least one output variable, and comprising at least one setting variable selected from a plurality of output variables, Preset variables that do not conform to the drive unit in a first stage are considered for the formation of a first preset variable, and in a second stage at least one setting from the first preset variable and at least one engine specific preset variable And a second preset variable that affects the variable. The method of claim 1 wherein the output variable is a torque of the drive unit. The method according to any one of the preceding claims, wherein the first preset variable in the first adjuster is a driver demand target variable, a target variable of the traveling speed control device, a driving dynamics control device system, an engine drag torque control device, a drive slip control device and The maximum speed limiter. 4. A method according to claim 3, wherein the preset variable is a target propulsion torque converted within a target output torque of the drive unit taking into account the proportion of the drive system. The method of any one of the preceding claims, wherein a second adjuster is provided in which a second preset variable is formed from the first preset variable and the at least one engine specific preset variable. 6. A method according to claim 5, wherein the output variable of the second adjuster is converted at the internal target torque under consideration of the loss torque of the drive unit. The method according to any one of the preceding claims, wherein at least one feature variable comprising at least the required set time for the setting of the preset variable is disposed in each preset variable, the first coordinator and from the feature variable of the various preset variables; At least one generated feature variable is formed at the second coordinator. The method according to any one of the preceding claims, wherein the second preset variable is transformed into a setting variable for the setting path of the drive unit in accordance with at least one generated feature variable in the transducer. In particular, the control method of the drive unit of the vehicle according to any one of the preceding claims, comprising at least one setting variable set for the output variable of the drive unit in accordance with at least one output variable, The determined preset variable is determined in accordance with the unfiltered driver request value in at least one operating state, and the drive unit is set in at least one operating state within the independence of the operating state. Driving of a vehicle equipped with a control unit comprising a microcomputer for outputting at least one setting variable according to at least one preset value selected from a plurality of preset variables for an output variable of the drive unit for control of the drive unit An apparatus for unit control, The control unit includes a first adjuster for using the preset variable according to the drive unit for the formation of the first preset variable, wherein the control unit is at least from the first preset variable and the at least one engine specific preset variable. And a second coordinator to form a second preset variable that one setting variable affects. An apparatus for controlling a drive unit of a vehicle equipped with a control unit comprising a microcomputer for outputting at least one setting variable according to at least one preset value for an output variable of the drive unit for control of the drive unit. A first portion having an engine-specific program connected to an engine-specific program over a predefined interface having a second portion, the engine supplying a predetermined variable to the interface and receiving a predetermined variable from the engine-specific portion; Device. An apparatus for controlling a drive unit of a vehicle equipped with a control unit comprising a microcomputer for outputting at least one setting variable according to at least one preset value for an output variable of the drive unit for control of the drive unit. A device characterized by a part having an engine specific program which is connected with a program according to the engine for supplying a predetermined variable at the interface over a predefined interface with the part and receiving a predetermined variable by the part according to the engine. 13. The apparatus according to claims 11 and 12, wherein the variable supplied by the part according to the engine is a target torque, a determined target torque, a target set time, a load torque, at least one accelerator pedal variable, a brake variable, a clutch actuation. Information relating to parameters, preset minimum speed values and / or maximum speed values and / or comfort of the control and / or at least for gear conditions and measurement variables that are not gear specific to the gear type and / or position of the ignition and / or engine One information and the parameters supplied by the engine specific parts are actual torque, maximum and / or minimum dynamic reachable torque values, normal maximum and / or minimum torque, maximum and / or minimum torque under optimum conditions, load torque For the torque, information, engine running, and engine characteristic feature variables such as engine speed and / or engine temperature are maximum speed and / or minimum speed. And / or information about the coasting block and / or the integrated part of the idle control device that has been executed. A storage medium in which the computer program of the method described in claims 1 to 9 is stored.