CN101486345A - 基于车轴转矩的巡航控制 - Google Patents

基于车轴转矩的巡航控制 Download PDF

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Publication number
CN101486345A
CN101486345A CNA200910003476XA CN200910003476A CN101486345A CN 101486345 A CN101486345 A CN 101486345A CN A200910003476X A CNA200910003476X A CN A200910003476XA CN 200910003476 A CN200910003476 A CN 200910003476A CN 101486345 A CN101486345 A CN 101486345A
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torque
request
axle
axle torque
torque request
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CN101486345B (zh
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C·E·怀特尼
V·梅塔
B·A·舒勒
P·J·奥利里
J·卢
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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    • B60K6/50Architecture of the driveline characterised by arrangement or kind of transmission units
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Abstract

本发明涉及基于车轴转矩的巡航控制,具体而言一种车轴转矩控制系统包括车轴转矩请求模块,所述车轴转矩请求模块接收车轴转矩请求和选择性地输出车轴转矩请求。车轴转矩转换模块接收车轴转矩请求和将所述车轴转矩请求转换为发动机转矩请求。速率限制模块接收发动机转矩请求和踏板发动机转矩请求以及基于所述踏板发动机转矩请求选择性地调整所述发动机转矩请求。

Description

基于车轴转矩的巡航控制
相关申请的交叉引用
[0001]本申请要求于2008年1月15日提交的美国临时申请No.61/021,112的优先权。本申请涉及于2007年11月2日提交的美国专利申请No.11/934,234。上述申请的内容通过参考全部并入本文。
技术领域
[0002]本发明涉及协调多个转矩请求模块之间包括巡航控制转矩请求的的转矩请求,且更具体地涉及巡航控制转矩请求的确定。
背景技术
[0003]这里提供的背景技术用于总体上介绍本发明的背景的目的。当前所署名发明人的工作(在本背景技术部分中所描述的程度上)和本描述中否则不足以作为申请时的现有技术的各方面,既非明示地也非默示地被承认为与本发明相抵触的现有技术。
[0004]动力系控制系统包括多个为了正常操作而要求一定量的发动机转矩的模块。例如,自动变速器控制模块可能需要在接合空气调节压缩机离合器之前瞬间减小转矩。当压缩机离合器啮合,特别是当发动机怠速时,发动机转矩增大有助于维持稳定的发动机转速。
[0005]传统上,这些各种各样的模块直接影响转矩致动器。例如,在换档时自动变速器控制模块可以将给发动机的点火提前延迟以减小发动机转矩。类似地,空气调节离合器控制模块可以增加点火提前以在接合压缩机离合器之前增大发动机转矩。
[0006]随着车辆动力系系统包括影响转矩的更多模块和更多致动器,动力系体系结构可能在维护上变得麻烦和在检修上变得不合需要地困难。例如,混合动力车辆包括提供转矩的发动机和电动机。将混合动力车辆动力系集成到现有的转矩调节模块可能不合需要地麻烦。
发明内容
[0007]车轴转矩控制系统包括车轴转矩请求模块,所述车轴转矩请求模块接收车轴转矩请求和选择性地输出所述车轴转矩请求。车轴转矩转换模块接收所述车轴转矩请求和将所述车轴转矩请求转换为发动机转矩请求。速率限制模块接收所述发动机转矩请求和踏板发动机转矩请求并基于所述踏板发动机转矩请求选择性地调整所述发动机转矩请求。
[0008]用于操作车轴转矩控制系统的方法包括接收车轴转矩请求、选择性地输出所述车轴转矩请求、将所述车轴转矩请求转换为发动机转矩请求和基于踏板发动机转矩请求选择性地调整所述发动机转矩请求。
[0009]在其他特征中,上述的系统和方法通过由一个或多个处理器执行的计算机程序实施。所述计算机程序能够驻留在计算机可读媒介上,该计算机可读媒介例如但不限于存储器、非易失性数据贮存器、和/或其他适当的有形的存储媒介。
[0010]本发明的更进一步的适用领域将从下文提供的详细描述变得清楚。应当理解详细描述和特定例子只是用于解释的目的,并不是限制本发明的范围。
附图说明
[0011]本发明将从详细的描述和附图中变得更加彻底被理解,其中:
[0012]图1是根据本发明的车辆动力系的功能框图;
[0013]图2A和图2B是根据本发明的用于车辆动力系的协调转矩控制系统的功能框图;
[0014]图3是根据本发明的驾驶员侧转矩请求模块的功能框图;和
[0015]图4是示出根据本发明的速率限制车轴转矩方法的步骤的流程图。
具体实施方式
[0016]下面的描述本质上仅是示范性的并且决不是要限制本发明及其应用或使用。清楚起见,在附图中使用相同的附图标记标识相似的元件。如这里所使用的,短语A、B和C中的至少一个应当被解释为使用非排他逻辑或的逻辑(A或B或C)。应当理解在不改变本发明的原则时,方法中的步骤可以以不同的顺序被执行。
[0017]如这里所使用的,术语模块指专用集成电路(ASIC)、电子电路、执行一个或多个软件程序或者固件程序的处理器(共用的、专用的、或成组的)和存储器、组合逻辑电路、和/或其他提供所描述功能的适合的部件。
[0018]现在参考图1,示出了车辆动力系20的功能框图。动力系20包括内燃机22,所述内燃机产生转矩。转矩的大小由一个或多个致动器24确定,所述致动器根据来自动力系控制模块(PCM)26的指令控制给发动机22的燃料、点火、残余废气或废气再循环(EGR)、发火气缸的数目以及空气流量中的至少一个。应当明白,发动机22可以是柴油发动机,在这种情况下,点火和空气流量不是通过PCM26来控制;但是,燃料数量、喷射定时、残余废气或EGR以及涡轮增压能够被控制并进而控制转矩大小。例如,EGR和增压通过在气缸充气中用废气取代空气而间接地控制空气流量。曲轴位置传感器28产生表示发动机22速度的信号。来自发动机22的废气经过催化剂30。来自发动机22的转矩可以用于驱动附件负载。空气调节压缩机29是附件负载的一个例子。PCM26能够使用压缩机离合器31以选择性地将空气调节压缩机29与发动机转矩连接或断开。附件负载的其他例子包括交流发电机、动力转向泵、空气泵以及其类似物。
[0019]动力系20也可以包括根据转矩指令34提供转矩的电动机32。电动机32的转矩能够与发动机22的转矩结合在一起用以为动力系20提供动力。虽然电动机32与发动机22的转矩被示出为串联连接,但应当明白其他构造也被预料到在本描述的范围之内。例如,电动机32可以实现为一个或多个直接给车轮36提供转矩的电动机而不经过变速器38。
[0020]发动机22与电动机32的结合的转矩被应用于变速器38的输入。变速器38可以是根据来自PCM26的换档指令40换档的自动变速器。变速器38的输出轴被连接到差速器42的输入上。差速器42驱动车轴和车轮36。车轮速度传感器44产生信号,所述信号表示所述车轮速度传感器44的相应车轮36的转速。
[0021]PCM26接收来自踏板位置传感器46的加速踏板位置信号。PCM26也接收来自于巡航或速度控制接口模块48的设定速度信号。自适应巡航控制传感器50感测行车道上的车辆或其他障碍物并产生表示与障碍物的距离的信号。所述信号能够用于调整通过速度控制接口模块48提供的设定速度。
[0022]现在参见图2A和图2B,示出了协调转矩控制系统100的功能框图。能够利用PCM26实施协调转矩控制系统100。图2A和图2B结合在一起以描述完整的功能框图。图2A上的第一连接器标记“A”与图2B上的第二连接器标记“A”重合。图2A上的第一连接器标记“B”与图2B上的第二连接器标记“B”重合。图2A和图2B共同称作为图2。
[0023]协调转矩控制系统100使用转矩请求中枢模块102,所述转矩请求中枢模块102确定推进转矩(在输入轴处给变速器的转矩,所述转矩可能包括,但不限于曲轴、飞轮、制动转矩、和/或发动机与电动机转矩的总和)需求并将所述推进转矩需求传送给推进转矩控制模块104。转矩请求中枢模块102基于来自多个转矩请求模块的输入确定推进转矩需求,所述转矩请求模块在下面要详细描述。所述转矩请求模块包括希望影响一个或多个致动器24进而影响发动机转矩的模块。推进转矩需求表示为了满足转矩请求模块的需要使得所述转矩请求模块能执行它们相应的控制策略而需要从发动机22提供的转矩。
[0024]推进转矩控制模块104基于净推进转矩需求控制致动器24-1、......、24-M,即致动器24中的一个或多个。致动器24影响发动机转矩。致动器24的一个例子包括点火模块,所述点火模块在指定的点火正时将点火火花传送给发动机;燃料喷射模块,所述燃料喷射模块在指定时刻将指定数量的燃料传送给发动机;电子节气门控制模块,所述电子节气门控制模块将节气门阀移动到指定的开度,以及其类似物。
[0025]每个转矩请求模块被分类为车轴转矩请求模块或推进转矩请求模块。车轴转矩请求模块控制车辆速度和利用道路表面的车辆牵引中的至少一个。推进转矩请求模块控制发动机和电动机32的输出转矩。车轴转矩请求模块在图2A中被示出并且现在将被详细地描述。
[0026]驾驶员侧转矩请求模块200基于各种驾驶员侧输入信号108产生驾驶员转矩请求,所述驾驶员侧输入信号108包括,但不限于,巡航控制输入信号和踏板位置信号。所述驾驶员转矩请求表示根据驾驶员侧输入信号108、发动机速度信号28和车辆速度信号44中的至少一个对车辆加速所需要的车轴转矩。
[0027]其他车轴转矩请求模块用车轴转矩请求模块300-1、......、300-J来表示,被共同称作为车轴转矩请求模块300。车轴转矩请求模块300的第一例子是牵引/拖拉控制模块。所述牵引/拖拉控制模块确定为控制正向车轮滑动与反向车轮滑动所需的车轴转矩变化。正向车轮滑动指由于加速期间过大的动力系转矩而造成的车辆轮胎与道路表面之间的滑动。反向车轮滑动指由于减速期间过大的制动车轴转矩而造成的车辆轮胎与道路表面之间的滑动。基于来自车轮速度传感器44的信号能够检测所述滑动。
[0028]车轴转矩请求模块300的第二例子是车辆过速保护模块。所述车辆过速保护模块确定最大车轴转矩限值以使车辆速度保持在预定的速度限值以下。
[0029]车轴转矩请求模块300的第三例子是制动转矩管理模块。所述制动转矩管理模块确定应用车辆制动器时的最大车轴转矩。所述最大车轴转矩防止车轴转矩克服车辆制动器的制动转矩。
[0030]车轴转矩请求模块300的第四例子是稳定性控制模块。所述稳定性控制模块基于车辆横摆率产生车轴转矩请求。稳定性控制模块可以被包括在电子稳定性控制系统内,例如通用汽车所销售的StabiliTrak系统。
[0031]转矩控制中枢模块102包括车轴转矩仲裁模块302,所述车轴转矩仲裁模块302接收来自驾驶员侧转矩请求模块200、车轴转矩请求模块300及转矩切断控制模块306(在图2B中示出)的各种转矩请求和/或限值。转矩切断控制模块306在下面被进一步描述。车轴转矩仲裁模块302基于转矩请求和/或限值产生净车轴转矩请求并向车轴到推进(即车轴转矩到发动机转矩)转矩转换模块304传送所述净车轴转矩请求。所述车轴到推进转矩转换模块304基于车轴差速齿轮42的传动比、车轮36的直径、变速器38的转动比和车轴转换器增益中的至少一个将所述净车轴转矩请求转换为相应的推进转矩请求。所述车轴到推进转矩转换模块304将相应的推进转矩请求传送给推进转矩仲裁模块308,所述推进转矩仲裁模块308被包含在转矩控制中枢102中。
[0032]现在将讨论移动到图2B中所示的各种推进转矩请求模块。失速预防模块402确定保持发动机22运转所需的最小转矩。失速预防模块402可以基于来自发动机开动与停止模块404和发动机容量保护模块406中的至少一个的输入而增大最小转矩。发动机开动与停止模块404基于发动机是否是新的或全新的发动机而增大最小转矩请求。当车辆被首次装配时全新的发动机需要较大的燃料喷射脉冲宽度以从燃料系统清除空气。为了补偿所增大的燃料喷射脉冲宽度,发动机开动与停止模块404也可以与推进转矩控制模块104通信以使所述发动机开动与停止模块404可以延迟点火正时并维持发动机转矩稳定而不管所增大的燃料喷射器脉冲宽度。发动机容量保护模块406基于动力系20的机械限制提供发动机22的最大转矩限值。限制的例子包括变速器38的最大转矩限值、催化剂30的最大温度限值,以及其类似物。
[0033]推进转矩仲裁模块308也从一个或多个其他的推进转矩请求模块500-1、......、500-K(被共同称作为推进转矩请求模块500)接收推进转矩请求。推进转矩请求模块500的例子包括变速器转矩请求模块,所述变速器转矩请求模块产生转矩请求以在变速器换档期间减小发动机转矩。其他推进转矩请求模块500包括发动机过速保护模块和发动机怠速速度控制模块中的至少一个。发动机过速保护模块确定推进转矩限值以防止发动机速度或RPM超过预定发动机速度。所述发动机速度能够基于来自曲轴位置传感器28的信号得到确定。发动机怠速速度控制模块确定当变速器38处于在驱动档或空档中的情况下在滑行期间或在怠速时为将发动机22维持在预定的怠速速度所需的推进转矩。
[0034]推进转矩仲裁模块308也从一个或多个储备转矩请求模块502-1、......、502-N(被共同称作为储备转矩请求模块502)接收储备转矩请求。储备转矩指未来需要从发动机22提供的转矩。储备转矩请求模块502的第一例子是空气调节压缩机转矩补偿模块。所述空气调节压缩机转矩补偿模块请求储备转矩以使当压缩机离合器31接合或分离时发动机速度保持基本恒定。
[0035]储备转矩请求模块502的第二例子是催化剂起燃(light-off)模块。当发动机冷起动时,所述催化剂起燃模块请求延迟发动机火花以提高废气温度并因此将催化剂30加热到它的转换温度。为了补偿由延迟的火花造成的转矩损失,所述催化剂起燃模块也能够在火花被延迟的同时请求增大节气门开度。
[0036]储备转矩请求模块502的第三例子是侵入诊断模块。侵入诊断,例如怠速催化剂监视器,需要改变发动机的空燃比以执行诊断模块。所述侵入诊断模块因此请求储备转矩以补偿将要执行的诊断程序对转矩的影响。
[0037]在某些情况下需要通过瞬间关闭给发动机的燃料和/或火花使推进转矩最小化。转矩切断控制模块306对于这些情况产生转矩请求,所述这些情况包括离合器燃料切断和减速燃料切断中的至少一个。当车辆设置有手动变速器并且车辆操作员分离离合器时发生所述离合器燃料切断。所述离合器燃料切断防止当离合器分离并从发动机移除负载时发动机速度剧烈增大而超出预定速度。当车辆超出预定速度滑行时发生所述减速燃料切断。所述减速燃料切断有助于增加发动机制动。减速燃料切断也被传送给车轴转矩仲裁模块302。
[0038]推进转矩仲裁模块308基于来自各种推进转矩请求模块和车轴转矩仲裁模块的转矩请求和/或限值产生总的所请求的推进转矩。推进转矩仲裁模块308将总的所请求的推进转矩传送给推进转矩控制模块104。
[0039]转矩控制中枢模块102也可以设置用于混合动力电动车辆。混合动力电动车辆包括发动机22和电动机32,所述发动机和电动机协作用于驱动车辆。在混合动力电动车辆中,来自车轴转矩仲裁模块302的总车轴转矩请求被传送给混合动力控制模块700。混合动力控制模块700确定由电动机32提供多少推进转矩和由发动机22提供多少推进转矩。混合动力控制模块700将推进转矩中发动机的份额传送给推进转矩仲裁模块308。通过转矩指令34将推进转矩中的电动机份额传送给电动机32。可以将车轴到推进转矩转换模块304与混合控制模块700结合。同样,转矩切断模块306可以将减速燃料切断转矩请求传送给混合动力控制模块700而不是车轴转矩仲裁模块302。
[0040]关于图2A和图2B如上所述,来自发动机控制系统中某些模块的转矩请求可以被映射为车轴转矩请求,所述车轴转矩请求然后基于各种变速器和车轴传动比被转换为发动机转矩请求。在一些实现中,变速器转动比信息可能不可靠。如这样,给定的车轴转矩请求可能被转换为对于目前转动比过大的相应的发动机转矩请求。例如,500Nm的驾驶员车轴转矩请求在转动比为10(例如,第一档)时对应50Nm的发动机转矩请求。如果转动比变为1(例如,软件中由于单点测量失败)而实际的物理转动比仍然为10,导致的发动机转矩请求将是500Nm。500Nm的发动机转矩输出乘以10的物理转动比将导致5000Nm的车轴转矩,显著大于500Nm的驾驶员车轴转矩请求。
[0041]因此,某些驾驶员侧转矩请求可以被实施(例如,被映射)为发动机转矩请求。将初始请求产生作为发动机转矩请求后,发动机转矩请求基于所期望比值的转换被转换为车轴转矩请求。所述车轴转矩仲裁模块302接收所产生的车轴转矩请求,并且所述车轴转矩请求根据相同的所期望比值的转换被转换回为发动机转矩请求。
[0042]现在参考图3,所述驾驶员侧转矩请求模块200更详细地被示出。踏板位置信号800表示由车辆操作员请求的车辆加速。所述踏板位置信号800可以由所述踏板位置传感器46产生。
[0043]巡航控制转矩请求模块802基于各种输入(包括但不限于巡航控制开关和制动器输入)产生巡航控制转矩请求。所述巡航控制转矩请求表示为将车辆维持在通过接口模块48指示的设定速度所需的车轴转矩。自适应巡航控制转矩请求模块804可以与巡航控制转矩请求模块802通信以基于车辆周围的环境修正所述巡航控制转矩请求。例如,自适应巡航控制转矩请求模块804可以请求减小车轴转矩以使在巡航控制处于活动状态时在第二车辆后的车辆减速和/或至少维持最小跟随距离。通过来自自适应巡航控制传感器50的信号能够指示实际的跟随距离。
[0044]踏板到发动机转矩请求模块806接收所述踏板位置信号800并因此产生踏板发动机转矩请求信号。例如,所述踏板到发动机转矩请求模块806可以将踏板位置映射为相应的发动机转矩请求。发动机到车轴转矩转换模块808接收所述踏板发动机转矩请求信号并将所述踏板发动机转矩请求转换为踏板车轴转矩请求。例如,所述发动机到车轴转矩转换模块808可以存储变速器和车轴传动比。
[0045]最终的驾驶员车轴请求模块810接收所述踏板车轴转矩请求和所述巡航控制转矩请求并因此产生最终的驾驶员侧车轴转矩请求。关于图2A和图2B如上所述,所述车轴转矩仲裁模块302基于转矩请求和/或限值产生净车轴转矩请求并给所述车轴到推进(例如车轴转矩到发动机转矩)转矩转换模块304传送所述净车轴转矩请求。
[0046]在某些情况下,所述巡航控制转矩请求可能比所述踏板转矩请求大。速率限制模块812可以根据所述踏板发动机转矩请求限制所述最终的发动机转矩请求并因此输出最终的转矩请求。例如,所述速率限制模块812可以基于与所述踏板发动机转矩请求相应的转矩变化限制所述最终的发动机转矩请求。最终,来自所述速率限制模块812的所述最终的发动机转矩请求输出的变化量可以被限制为与所述踏板发动机转矩请求相应的变化量。这样,即便所述巡航控制转矩请求比所述踏板发动机转矩请求大,所述速率限制模块812也可以将在所请求的转矩中所产生的变化限制为由所述踏板位置信号800请求的变化。
[0047]所述速率限制模块812还可以包括转矩安全性速率限制偏移。例如,所述转矩安全性速率限制偏移可以包括,但不限于,标定值和/或基于其他条件(比如档位、车辆速度和发动机速度)动态计算的值。所述转矩安全性速率限制偏移可以加到与所述踏板发动机转矩请求相应的变化量或者从此变化量减去。换句话说,所述速率限制模块812还可以根据与所述踏板发动机转矩请求相应的变化量和所述转矩安全性速率限制偏移调整任意速率限制。
[0048]从而,由所述速率限制模块812施加的任意速率限制根据所述踏板发动机转矩请求增大或减小。这样,所述速率限制模块812不限制驾驶员引发的踏板发动机转矩请求本身,代替地只限制超出所述踏板发动机转矩请求的转矩请求。例如,在驾驶员没有驱动所述加速器踏板并且所述踏板发动机转矩请求恒定的情况下,来自所述巡航控制转矩请求模块802的任何转矩请求可以在所述速率限制模块812处被限制。
[0049]更进一步地,当所述车轴转矩仲裁模块302选择请求器而不是所述驾驶员侧转矩请求模块200时,所述速率限制模块812可以选择性地不将所述最终的发动机转矩请求限制为所述踏板发动机转矩请求。例如,当所述车轴转矩仲裁模块302选择其中一个所述车轴转矩请求模块300时,所述速率限制模块812可以不限制最终的发动机转矩请求。
[0050]现在参见图4,用于确定所述速率限制的车轴转矩请求的方法开始于步骤902。在步骤904,所述方法900选择多个车轴转矩请求之一。在步骤906,所述方法900将所述车轴转矩请求转换为发动机转矩请求。在步骤908,所述方法900确定所选择的多个车轴转矩请求之一是否对应于驾驶员侧转矩请求。如果是,则所述方法900继续到步骤910。如果否,则所述方法900继续到步骤912。
[0051]在步骤910,所述方法900根据所述踏板发动机转矩请求和转矩安全性速率限制偏移中的至少一个调整所述发动机转矩请求。在步骤912,所述方法900输出所述最终的发动机转矩请求。
[0052]现在本领域的技术人员从前述描述能够明白本发明的宽泛教导能够以各种形式得到实施。因此,尽管本发明包括具体的例子,但本发明的真正范围不应当受到这样的限制,因为在对附图、实施例和下面的权利要求的研究基础上其他修改对于技术人员将变得清楚。

Claims (18)

1.一种车轴转矩控制系统,包括:
车轴转矩请求模块,所述车轴转矩请求模块接收车轴转矩请求并选择性地输出所述车轴转矩请求;
车轴转矩转换模块,所述车轴转矩转换模块接收所述车轴转矩请求并将所述车轴转矩请求转换为发动机转矩请求;
速率限制模块,所述速率限制模块接收所述发动机转矩请求和踏板发动机转矩请求,并基于所述踏板发动机转矩请求选择性地调整所述发动机转矩请求。
2.根据权利要求1所述的车轴转矩控制系统,其特征在于,还包括踏板到发动机转矩请求模块,所述踏板到发动机转矩请求模块接收踏板位置并基于所述踏板位置产生所述踏板发动机转矩请求。
3.根据权利要求2所述的车轴转矩控制系统,其特征在于,还包括发动机到车轴转矩转换模块,所述发动机到车轴转矩转换模块接收所述踏板发动机转矩请求并将所述踏板发动机转矩请求转换为所述车轴转矩请求。
4.根据权利要求1所述的车轴转矩控制系统,其特征在于,还包括巡航控制转矩请求模块,所述巡航控制转矩请求模块产生所述车轴转矩请求。
5.根据权利要求1所述的车轴转矩控制系统,其特征在于,其中当所述发动机转矩请求是驾驶员侧转矩请求时所述速率限制模块选择性地调整所述发动机转矩请求。
6.根据权利要求1所述的车轴转矩控制系统,其特征在于,其中基于所述踏板发动机转矩请求选择性地调整所述发动机转矩请求包括基于速率限制调整所述发动机转矩请求。
7.根据权利要求6所述的车轴转矩控制系统,其特征在于,其中所述速率限制基于踏板位置变化。
8.根据权利要求7所述的车轴转矩控制系统,其特征在于,其中所述速率限制还基于转矩安全性速率限制偏移。
9.根据权利要求8所述的车轴转矩控制系统,其特征在于,其中所述速率限制对应于所述踏板位置变化加上或减去所述转矩安全性速率限制偏移。
10.一种用于操作车轴转矩控制系统的方法,包括:
接收车轴转矩请求;
选择性地输出所述车轴转矩请求;
将所述车轴转矩请求转换为发动机转矩请求;和
基于踏板发动机转矩请求选择性地调整所述发动机转矩请求。
11.根据权利要求10所述的方法,其特征在于,还包括:
接收踏板位置;和
基于所述踏板位置产生所述踏板发动机转矩请求。
12.根据权利要求11所述的方法,其特征在于,还包括将所述踏板发动机转矩请求转换为所述车轴转矩请求。
13.根据权利要求10所述的方法,其特征在于,还包括基于巡航控制转矩请求产生所述车轴转矩请求。
14.根据权利要求10所述的方法,其特征在于,还包括当所述发动机转矩请求是驾驶员侧转矩请求时选择性地调整所述发动机转矩请求。
15.根据权利要求10所述的方法,其特征在于,其中基于所述踏板发动机转矩请求选择性地调整所述发动机转矩请求包括基于速率限制调整所述发动机转矩请求。
16.根据权利要求15所述的方法,其特征在于,其中所述速率限制基于踏板位置变化。
17.根据权利要求16所述的方法,其特征在于,其中所述速率限制还基于转矩安全性速率限制偏移。
18.根据权利要求17所述的方法,其特征在于,其中所述速率限制对应于所述踏板位置变化加上或减去所述转矩安全性速率限制偏移。
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DE102009004331A1 (de) 2009-10-29

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