Method and device for controlling the drive train of a motor vehicle

Translation of description of equivalent WO 9833673 A1

Method and apparatus for controlling the drive train of a motor vehicle

State of the art

The invention relates to a method or a device for controlling the drive train comprising the features of the preambles of the independent claims.

In motor vehicles with internal combustion engines of the speed and torque range of the motor is shown on the speed and torque range to the wheels through a gearbox and optionally a torque converter (hydrodynamic torque converter with / without lock-up clutch or a dry friction clutch). In this case, a transmission output torque can be realized at a given transmission output speed with different gear ratios.

In US 4,893,526 a desired value for the transmission output torque is determined from the vehicle longitudinal velocity and the position of the driver actuated accelerator pedal. Such so-called E-gas systems, the driver of the vehicle are means of the accelerator pedal is not directly the engine output torque, for example, by a direct coupling of the accelerator pedal with the Drosselklape before, but he determined by the accelerator pedal Standing in front of a driving torque to the wheels or a transmission output torque. Depending on this target output torque and the vehicle longitudinal speed a target value for the engine speed is determined. This target value for the engine speed is adjusted by the adjustment of a continuously variable vehicle transmission. In addition, the target output torque and the set gear ratio is used to adjust the engine torque. Instead of E-gas system can also alternatively another system for engine power control, such as an electronic diesel injection control (EDC, Electronic Diesel Control) can be provided.

In the article VDI magazine, special "Drive Technology", NR 134, March 1992 p. 26 - 49 will be described, to determine a desired engine speed depending on the throttle angle of the vehicle engine This desired engine speed is adjusted by an adjustment of a continuously variable transmission. . in addition, this article describes, to select the desired engine speed also depends on different driving programs. Such driving programs carry the driver property statement, the driver property is represented by a driver more fuel-efficient or more distance-oriented driving style.

For vehicle drives with a drive unit with an E-gas or other engine power control, a torque converter and a transmission (automatic stepped transmission, automatic transmission, continuously variable transmission), it is therefore the object of the drive train control, set the operating point of the powertrain so that the desired moment at the Transmission output is available. The operating points of the drive train are characterized by the engine speed, the engine output torque, which

Speed ​​ratio of the transmission, the speed ratio and the state of the torque converter.

When determining the operating point are the overall efficiency of the drive train, to take account of the torque reserve at the transmission output and emission aspects.

The operating point of the power train is determined in today's architectures control by the choice of the transmission ratio by a transmission controller or a drive train control. The determination of the desired transmission is effected by means of shift characteristics. Starting from the current translation is measured taking into account the transmission output speed and throttle position (in momentenge- led systems taking into account the desired transmission output torque as in the above e-gas systems) identified a new target speed. The shift characteristics are to sheet suitable for a particular appli- motor gear combination. Thus, the operating point of the powertrain for the realization of a transmission output torque is determined at a given transmission output speed.

In so-called adaptive transmission controls can be moved this operating driver depending on type and / or driving situation by different shift characteristics are used for different types of drivers and / or driving situations. This allows the operating point to be especially chosen so that driver-type specific torque reserves are available at the transmission output. Reference may be by way of example to the US 5,157,609, US 5,025,684, ATZ Automotive Technical Journal 94 (1992) 9, pages 428 to continue following and ATZ Automotive Technical Journal 95 (1993) 9, referenced pages 420ff.

In CVTs determining the desired transmission is performed in accordance with a map whose input quantities are the throttle position and transmission output speed.

Such a known method for controlling the drive train are thus characterized in that

- In determining the operating point of the powertrain through the translation identifying means of switching characteristics, other criteria will not be considered as a driver-type specific torque reserve systematically,

- An application of the shift characteristics required for a particular engine / transmission combination, the engine parts as well as transmission-specific characteristics into account,

- Deviating from normal operation operating conditions of the engine and transmission in the translation determination by switching characteristic curves not be considered systematically.

The object of the present invention is the optimum setting of the drive train.

This object is solved by the characterizing features of the independent claims.

ADVANTAGES OF THE INVENTION

As already mentioned, the invention is directed to a control of the drive train of a motor vehicle with at least one an adjustable output torque and output speed having drive unit. Between the drive unit and the wheels of the motor vehicle, a gear is arranged having an output torque and the rotational speed transmission ratio is adjustable. During driving, a desired value for the drive torque of the vehicle or for the transmission output torque is specified, this setting is particularly dependent on the detected position of an operable by the driver of the motor vehicle accelerator pedal. The different operating points of the drive train are characterized by at least different output torques of the drive unit and speed ratios and / or different output speeds of the drive unit.

The essence of the invention consists in that continuously during driving for possible operating points each a set of evaluation parameters is determined. By an optimization method is then selected based on the evaluation variables determined one of the possible operating points as an optimum operating point. The belonging to this selected optimal operating point gear ratio is then adjusted on the gearbox. As an alternative to setting the gear ratio can be adjusted by changing the Getriebeübersetzng course which belongs to the selected operating point output speed of the drive unit.

The invention has the advantage that an operating point of the powertrain is determined for the driver's request (desired value for the transmission output torque) at a given transmission output speed can be optimally implemented taking into account several criteria. In an advantageous embodiment of the invention it is provided that the optimization method is carried out such that the belonging to a set of evaluation variables are linked. To select the optimum operating point of the operating point is then used, in which the result of logic assumes an extreme value. This may, in particular, that the belonging to a set of evaluation variables are weighted and the weighted evaluation variables are linked to the operation result.

The linkage can be carried out such that the belonging to a set of evaluation variables are linked to form a weighted sum. To select the optimum operating point of the operating point is then used, in which the weighted sum assumes an extreme value.

It may also be advantageously provided that a drivability of the driver of the motor vehicle, an instantaneous driving situation of the motor vehicle and / or the current applied to the motor vehicle environmental influences variable representing is determined. At least one of these determined variables will be considered when determining the evaluation variables and / or in the selection of the optimal operating point. The mentioned in the preceding paragraphs weighting of evaluation parameters can then at least dependent on one of these determined variables (driving behavior, current driving situation and / or the current applied to the motor vehicle environmental influences) are made.

It is particularly advantageous that at least as evaluation variables - A first value, which represents the reserve of the transmission output torque, and / or

- A second value, which represents the overall efficiency of the drive train of the vehicle, and / or

- A third value which represents the emission behavior of different pollutant components, and / or

- A fourth value representing the acoustic emission, are determined.

The invention provides a special formulation of the optimization problem by an objective function and a cost function so that both the individual terms of the optimization problem and the weighting factors are adapted according to the type of driver and the driving situation.

A calculation formula for solving the optimization problem is that an approximate solution of the optimization problem is determined by a one-dimensional search process and from a proposal is derived for an optimal operating point of the drive train.

The proposal for an optimal operating point of the drivetrain specifications for the engine output torque and the transmission ratio are determined suitable by the coordinated powertrain control.

Further advantageous embodiments of the invention are disclosed in the dependent claims.

drawing Figures 1 and 2 show high level block diagrams of a coordinated drive train control, while the 3, 4 and 5 are used to explain the determination of different evaluation variables. Figure 6 schematically illustrates the course of the calculation procedure for solving the optimization problem is.

embodiment

The invention will be explained on the basis of the following to be described embodiment.

1 shows with reference numeral 101 101 a vehicle engine with the appropriate engine control. The output shaft of the motor is connected via the hydrodynamic torque converter 103 to the input of the transmission 106th The transducer 103 can be bridged by the Wandleruberbruckungskupplung 104th

As mentioned in the introduction, instead of hydrodynamic torque converter 103 and the lock-up clutch 104 is also a conventional dry friction clutch be provided. In this embodiment is to be considered in the further of a hydrodynamic torque converter with a Wandleruberbruckungskupplung.

The ratio of the transmission 106 can be changed by the transmission control unit 106a. The engine speed n_mot or the converter input speed n_we is detected by the speed sensor 102, while the transmission input speed or converter output speed by the n_wa Sensor 105 and the transmission output speed n_ga by the sensor 107 is measured. On the output side, the gear 106 is connected to the drive wheels 108th

The coordinated drive train control 111 emfängt besides the engine speed n_mot and the transmission output speed n_ga the position α of the accelerator pedal 110. On the output side of the coordinated drive train control 111 is the target torque md_ma_soll for the engine 101 and the target translation U_Soll for the transmission of. These desired values ​​are transmitted to the engine control unit 101a and the transmission control unit 106a.

2 shows schematically the structure of the coordinated powertrain control 111. In block 201 the target value is out of the position α of the accelerator pedal, possibly taking into account the vehicle speed (transmission output speed n_ga) md_ga_soll intended for the transmission output torque md_ga. In the yet to be described unit 202 therefrom the setpoint values ​​for the engine torque (md_ma_soll) and for the transmission ratio (U_Soll) are determined.

In the following the first section, the formulation of the optimization problem according to the invention is presented to indicate the calculation rule of the invention for solving the optimization problem in a second section. The embedding of the optimization process in a coordinated drive train control is outlined in the third section.

1. Formulation of the optimization problem: The optimization problem is described by an objective function and a cost function. The objective function to be maximized is

G = γ _MommlG_Mommt + γ _elaG_ela → max;

it assesses the size G_Momenl the torque reserve at the transmission output and G_ela the overall efficiency of the powertrain. The cost function to be minimized is defined as follows:

/ Em

^. 7 hmissmn .1 hmiaion.i sound i sound ~ *^mln

(= 1

Registered i_Em pollutant components in the exhaust gas are considered additive. The size L_{Gem ch} describes the acoustic emission of the entire drive train, which is determined from the operating condition of the powertrain.

From the object of the simultaneous maximization of G and the minimization of L, the optimization problem is formulated as follows:

F = G - L -> max.

It shall apply to the engine speed n_mot explicit restrictions:

n_ n_ mot ≥ mot_ min, n mot <n mot max, the values ​​and n_mot_min n_mot_max the minimum and maximum permissible engine speeds are. Since the transmission ratio can be adjusted within certain limits and the vehicle speed to remain constant, resulting u and the transmission output n_ga speed for the gear ratio the implicit restrictions

u_ min <u ≤ u_ max, n_ga = const.

The weighting factors _Momenl . _ela and λ_EmιSil0"_IItAnd λ_Gemusch be adaptively determined considering the type of driver and the driving situation. To receive for an economic

Driver size G_ela special weight by the weighting factor γ _ela is selected accordingly. In city driving, emission factors which the sizes L_{kmιsslon ι} be quantified, greater consideration by the weighting factors λ_{Emlsslonn ι} be selected accordingly. For example, if the driving situation "slow and go" recognized in a restricted traffic zone, the provisions of the Term_Gemmch by appropriate choice of λ_Gentocή special consideration. Furthermore, when calculating the Terme G_Momenl , G_ela .

L_Emmw,,_.. ^{and L}_Gerάu,_ch Driver type and driving situation into consideration in applizierba- rer way. The rules for calculating the quantities G_Momenl , G_ela , L_{Emιsslon ι} and L_Noise are described below.

The determination of the driver type variable representing ^a_{Fa rer} or of variables which the currently present describe the driving situation, is described in detail in the mentioned prior art initially.

1.1 calculation formula for G_Momml :

The size G_Momenl rated the torque reserve Amd_ga that when a required transmission output torque MD_ ga_soll (block 201, Figure 2, curve 32 in Figure 3) for a given transmission output speed n_ga for a pair of values ​​(u, n_mot) of gear ratio and engine speed at the transmission output to

Available . The size G_MomeιU is calculated as follows:

1.1.1 Calculation of the moment translation mue_ges powertrain:

The moment translation mue_ges powertrain arises as a function of the transmission ratio u, the engine speed n_mot, the current speed ratio V _Wmdkr of the hydrodynamic torque converter 103 and the state Z_converter the Wandleruberbruckungskupplung 104:

mue_ges = m e_ges (u, n_ mot, n_ga, v _Wandkr, Z_converter)

= Mue_ converter (n_ mot, u ^■ n_ ga, v _Wmdler , Z_Wandk^ - Mue_ gear (u, n_ G.alpha)

In case of using a dry friction instead of hydrodynamic torque converter 103 describes the size ^v_Wandle also the speed ratio at the clutch, the condition of Z_converter are in this case the state (open, contact, closed) of dry friction at. The state "dragging" can also be described numerically by the transmitted torque both in the case of Wandleruberbruckungskupplung and in the case of dry friction. 1.1.2 Calculation of n_mot at motor output for the engine speed maximum deployable Moments:

The n_mot at motor output for the engine speed maximum deployable moment md ma_max_n results in:

md_ma_max_n = md_ma_max (n_mot).

The course of this so-called full-load line is exemplary to see with the passage 31 in FIG. 3 When calculating the current operating conditions of the engine such as engine temperature and environmental influences (eg air density changes when driving at high altitude) and the boundary conditions under which the moment is realized, considered. Boundary condition is as a permitted or unapproved full-load enrichment of the engine.

1.1.3 Calculation of the maximum deployable Moments md_ga_max_n mue_ges the transmission output for the calculated torque ratio: ■

The n_mot at an engine speed maximum readiness adjustable torque md_ga_max_n the transmission output for the calculated torque ratio mue_ges results thus:

MD_ ga_ max_ n = MD_ MA_ max_ n • mue_ ges

1.1.4 Calculation of torque reserve A MD_ ga on transmission output: The torque reserve A md ga at the transmission output is therefore given as:

Δ MD_ ga = MD_ ga_ max_ n - MD_ ga_ should.

1.1.5 Standardization of torque reserve:

For standardization of the torque reserve the size A md_ga is set in relation to the maximum possible torque reserve Amd_ga_pot that md_ga_soll at the current transmission output speed n_ga and the required transmission output torque is possible. The engine made in speed n_jpot the maximum output power and provides it to the engine output torque, the md_ma_pot available. the maximum possible transmission output torque is n_ga For the transmission output speed md_ga_pot determined to:

'S pot MD_ ga_ pot = MD_ MA_ pot ^■ mue_ get u = - ^ = ^ -, ga n_ga

A possible conversion gain is assumed to mue_wandler =. 1 The maximum possible torque reserve is then determined to:

Δ MD_ ga_ pot = MD_ ga_ pot - MD_ ga_ should

The normalized torque reserve at the transmission output is thus intended to:

A md_ga

A MD_ ga_ norm -

A md_ga_pot

For n_mot = n_pot is A md_ga_ norm = 1; for a disappearing torque reserve is A md_ga_norm = 0th Can the required transmission output torque at the engine speed n_mot not used presents are, there is a negative value for A md ga standard.

By way of example in Figure 3 two situations for engine speeds n_mot and n_mot₂ shown. For the

Engine speed n mot results, a negative value for the normalized torque reserve at the transmission output indicated by a negative directional arrow. For the engine speed n_ mot₂ there is a positive value for the normalized torque reserve at the transmission output indicated by a positive directional arrow.

1.1.6 type of driver-specific determination of the desired normalized torque reserve A md _ ga_ norm _ opt:

For driver-type-specific determination of the desired normalized torque reserve A md_ga_ norm opt is the driver type by the size of a_Fahnr described, where 0 <a_driver ≤ 1. The size a_driver is assigned by a function m omentCäFahrer) a desired normalized torque reserve A md _ga norm _OPT: Δ MD_ ga_ norm_ opt - _Moment (^aDriver)

One possible course of πtMoment function (^aDriver) is shown in FIG. 4

1.1.7 Determination of the size G_Momenl md_ga_norm from the normalized torque reserve A and the desired normalized torque reserve A md _ga norm opt -.

The size G_Momenl to provide a maximum contribution to the objective function G when the normed torque reserve matches the normalized desired torque reserve. This maximum contribution is scaled 1. With vanishing torque reserve shall be the contribution 0, with negative normed torque reserve is to be a high negative contribution penalty. The size G_MomelU is to function by means of a

G_MOMEM (^{Δ md}- 8th^a- ^standard> ^{Δ md}- S^a_ Norm_ opt)

determined:

G_Momenl = g_Mome (Δ MD_ ga_ norm, A MD_ ga_ norm_ opt).

A typical course of the function g_moment(Ϊnd_ga_ norm, A md_ga_norm_opt) is shown in FIG. 5

Thus, the evaluation parameter G_Momenl intended for the torque reserve.

1.2 calculation formula for G_ela

The size G_ela describes the overall efficiency of the drive train and moves in the interval [0, 1].

Reaching the components engine 101, converter 103 and gear 106 at the same time its absolute optimum efficiency, then G_ela = 1. For the determination of G_ela If the necessary variables for the identification of the efficiency of engine 101, converter 103 and transmission 106 is calculated as follows:

1.2.1 Calculation of the size G_{M ela} to describe the motor efficiency: The size G_{M ela} to describe the motor efficiency is given by:

<img id="imgf000019_0001" he="12" wi="54" file="imgf000019_0001.tif" img-format="tif" img-content="drawing" orientation="portrait" inline="no" />

Where b_e(Md_ma, n_mot) the specific fuel consumption when the engine output torque and the engine speed md_ma n_mot. The minimum possible specific fuel consumption, the engine output can be realized md_ma n_mot is, b ™^m (MD_ ma ^■ n_ mot).

The size G_{M ela} is 1 when the engine is operating at the most economical for the required engine power operating point and is smaller for unfavorable operating points. The size

G_{M ela} thus moves in the interval [0, 1].

1.2.2 Calculation of the size G_{G ela} to describe the

Transmission efficiency: The size G_{G ela} . Describing the transmission efficiency is given by:

<img id="imgf000019_0002" he="13" wi="50" file="imgf000019_0002.tif" img-format="tif" img-content="drawing" orientation="portrait" inline="no" />

Here r \_G(U, n_ga, md_ga) the efficiency with which the transmission emits the output torque md_ga at a speed ratio of u and an output speed of n_ga. The maximum efficiency of the transmission throughout the operating range is η ™^ax , The size G_{M ela} moves in the interval [0, 1]. 1.2.3 Calculation of the size G_{W eta} to describe the efficiency of the torque converter:

The size G_{W ela} to describe the efficiency of the torque converter is given by:

G_W._ela = _Wandler (ⁿ- ^m0t&gt; ^U - ⁿ-G^a&gt; Converter 'ZlVandler) ^■

The size G_{W ela} also moves in the interval [0, 1]

1.2.4 Calculation of G_eta :

The evaluation parameter G_ela for the overall efficiency of the drive train is then:

^JM, ela ^' ^ G, ela '^ W ^ la

1.3 Calculation procedure for _{Emι slon ι}

The size _EMSS describes the emission behavior of the pollutant component i. Relevant toxic components, for _{Emιsswn ι} is to be determined, are 'as NO_x, CO and HC.

This is determined according to the following rule:

1.3.1 Scaling of the specific emissions for the pollutant component i:

^c(Jnd_ ma, n_ mot)

Emission ,, c,^mm (MD_ ma ^■ n_ mot) Where c_l(Md_ma, n_mot) the specific emission (eg in g / kWh) for the pollutant component i the engine output torque and md_ma n_mot speed. The minimum possible specific emissions, the engine output md ma-mot can be realized, is c ™^m(Md_ma, n_mot).

The size l_Emιsswnι is 1, when the engine operates at the i for the required motor power and for the pollutant emission component favorable operating point and is larger for unfavorable operating points.

1.3.2 Calculation of L_EmiiSlonι from l_Emssιon,:

To calculate L_Emlslonι from l_EmssιωTwo administered alternative calculation methods are selectively applied:

1.2.3.1 Linear Weighting of l_Enmilonl:

Emission ,, ~~ emission ,!

1.2.3.2 Nonlinear weighting of l_Emlsuonι using a barrier method. Here is the exceeding of a limit appli- ducible f ^,_{0 /))}, By a particularly high contribution to size L_EmiiSlonι rated, with emissions below the limit no post delivery:

T emission ,! = R max - ^ ff) '/ emission ,! - L E^Gm^reiⁿs^zsion ,! X) \

Thus, the evaluation parameter L_Emιsslml for the emission behavior with respect to the pollutant component determined i.

1.4 Calculation procedure for _Geramch The size L_{Gerau ch}describes the acoustic emission behavior of the entire Anriebstrangs. It is for the operating point of the powertrain determined from descriptive variables for the noise emission of the engine 101 and the transmission 106 to:

^ noise ⁼ ^ ^ Noise sound engine "noise transmission

2. Calculation Method for solving the optimization problem: Due to the algorithms described in the following is a

Approximation solution F of the above optimization problem determines the md_ga the transmission output torque is n_ga at the given transmission output speed so realized that

F = G - L = max

is. This calculation procedure is schematically shown in FIG. 6

In step 601, as already described, the weighting factors J _Momet y _ela . _{Emlsslonn l} and λ_{spacious a ch} certainly

The determination of the approximate solution F is carried out by varying the independent variables n_mot by a one-dimensional search method. Therefore the following calculation rule is applied:

2.1 Step 602:

The value of F is of the current operating point x

Powertrain determined. The current operating point x is <img id="imgf000023_0001" he="32" wi="27" file="imgf000023_0001.tif" img-format="tif" img-content="drawing" orientation="portrait" inline="no" />

described. The associated value of F is

₀ = F (x, n_ ga, MD_ ga_ soll).

The value of F is determined powertrain for I further possible operating points x, (= 1, ..., /) for which the current transmission output torque md_ga can be realized in the transmission output speed n_ga. These operating points are obtained by varying the motor speed:

x, = x, (n_mot_l)₎ i = \, ..., I.

2.2 Step 603:

The speeds n_mot_t be determined according to the following rule:

n_mot_λ = S. (N_ mot, F₀) N_ mot ₂ = s₂ (N_ mot, mot n_, F₀ , F ^

n_ mot, = s, (n_ mot ..., n_ mot ^, F₀ , ..., F, _,)

n_ mot, = S_j (N_ mot ..., n_ mot, __x , F₀, ..., F, __x ) n_mot When determining the sizes of the above-described explicit and implicit constraints of the optimization problem to be considered. The functions s, can in this case contain also knowledge of the drive train components such as the translation stages at discrete stages transmissions. The number of I to be tested operating points can be dynamically varied.

2.3 Step 604:

The determination of the operating points

n_ mot, MD_ ma,

X. =

Converter, ι - 'converter.! J

takes place according to the following calculation formula

calculation of

<img id="imgf000024_0001" he="11" wi="23" file="imgf000024_0001.tif" img-format="tif" img-content="drawing" orientation="portrait" inline="no" />^'Vwand'^he''

Here, the speed ratio and the state of the will

Converter as unchanged adopted:

^V Converter ,, ~ ^V converter

7 'converter ,! =<img id="imgf000024_0002" he="5" wi="12" file="imgf000024_0002.tif" img-format="tif" img-content="drawing" orientation="portrait" inline="no" />

(Ii) calculation of

md ma md_ga mue__ gesψ, n_ mot, n_ ga, v converter ,! '* - Converter. ) in which md_ga = mue_ges (u, n_ mot, n_ga, v _Wandkr, Z_Wmdkl) - MD_ ma.

The determined operating points x_; lying on the corrected by the transmission efficiency power hyperbola in the engine map, on which also the operating point x lies.

2.4 Step 605:

The determination of the values ​​F. for the operating points x ,, i = l, ..., f done according to the calculation rule:

F = F (x ,, n_ga, md_ga_solϊ), i = \, ..., I.

2.5 Steps 606 and 607:

The approximate solution = F_k is by the maximum achieved value for F on F₀ and all E, in:

/ F_k = Max F

The associated optimal operating point of the drive train setX, = x * • He is at the engine speed

n_ mot_ opt = n_ mot_k

reached .

3. Embedding the optimization process in a coordinated

Powertrain control: Considering the problems identified by the solution of the optimization proposal for an optimal operating point x_υpl powertrain be coordinated Powertrain control specifications for the engine output torque md_ma_soll and determines the transmission ratio U_Soll. Figure 2, already described, shows the basic structure of a coordinated drive train control for realizing the driver demanded transmission output torque md_ga_soll.

The specifications for md_ma_soll and U_Soll be from the optimal operating point determined in step 607 x_{operating room}, The powertrain intended to:

u to f =^(χopt)

MD_ should MA_ should = MD_ ga_ mue_ges

It is the translation set U_Soll the gearbox, which is dictated by the optimal operating point x of the drive train.

The procedure of the invention advantageously provides the ability to realize the driver's request, taking into account several criteria optimally.

The criteria are taken into account based on systematic physical quantities for the overall efficiency of the drive train, the torque reserve at the transmission output and pollutant and noise emissions. Thus, a working point of the drive train is determined, which is both different driving situations and driver types and requirements for pollutant and noise emissions requirements. The weighting of the relevant criteria can be varied adaptively during the driving operation. The determination of the optimum operating point is modeil- based, starting from physical descriptive variables for engine and transmission characteristics.

An application of parameters that depend on the specific engine gearbox combination is not required.

Furthermore, thereby deviating from normal operation operating conditions of the engine and transmission in determining the optimum operating point by the present process, will continue.

Overview of used terms

md_ma engine output torque md_ma_sol 1 setpoint for the engine output torque md_ga transmission output torque md_ga_soll desired value for the transmission output torque

D md_ga torque reserve at the transmission output n_ga transmission output speed n_mot engine speed n_mot_min minimum allowable engine speed n_mot_max maximum engine speed and speed ratio of the transmission U_min minimum adjustable gear ratio u_max maximum adjustable transmission ratio mue_ges torque ratio of the drive train

^V Converter speed ratio of the (hydrodynamic) torque converter n wa

Converter with n_ we n_wa: converter output speed n_we: converter input speed

^J Converter state of the clutch Wandleruberbruckungskupplung or α position of the accelerator pedal

Driver for describing the type of driver ϊ moment ι 7 elα weighting factors λ Emissionn ,! 'Λ noise weighting factors md ma max maximum deployable engine torque md ma max n the engine output for the engine speed n_mot maximum deployable engine torque md_ga_max_n maximum deployable torque at the transmission output for the engine speed n_J7iot

Moment evaluation parameter for the torque reserve

Evaluation parameter for the overall efficiency of the drive train

'M.eta evaluation parameter for describing the engine efficiency

^JG, ela evaluation parameter for describing the transmission efficiency

G, W, eta evaluation quantity for describing the efficiency of the torque converter

- "Emission ,! evaluation parameter to describe the emission behavior of the pollutant component i

-'Ger Usch Bewertungsgrößezur description of acoustic emission behavior of the entire powertrain current operating point of the powertrain