U.S. patent application number 09/367816 was filed with the patent office on 2002-03-28 for system for regulating a gear transmission ratio.
Invention is credited to BOLZ, MARTIN-PETER, HULSER, HOLGER, LOFFLER, JURGEN, VEENHUIZEN, BRAM.
Application Number | 20020038173 09/367816 |
Document ID | / |
Family ID | 7853056 |
Filed Date | 2002-03-28 |
United States Patent
Application |
20020038173 |
Kind Code |
A1 |
LOFFLER, JURGEN ; et
al. |
March 28, 2002 |
SYSTEM FOR REGULATING A GEAR TRANSMISSION RATIO
Abstract
The invention concerns a system for regulating an automobile
transmission whose ratio can be modified. The gear has a
transmission-dependent efficiency characteristic. A first parameter
representing the actual transmission output speed (Nab) is detected
and a second parameter representing a set value for the output
torque (Mab soll) is determined. A set speed of the vehicle motor
(Nmot) is then determined at least depending on the first detected
parameter and the second determined parameter and on the efficiency
characteristic of the gear. The gear transmission ratio is
regulated depending on the set speed of the vehicle motor thus
determined. The invention takes into account influences upon the
gear during the detection of optimal gear transmission ratio in a
system for coordinated drive train control. Basically, this
provides the advantage of better adapting the drive train to
requirements by optimizing overall efficiency and moment reserve
and by meeting other optimization criteria.
Inventors: |
LOFFLER, JURGEN; (WINNENDEN,
DE) ; BOLZ, MARTIN-PETER; (OBERSTENFELD, DE) ;
HULSER, HOLGER; (STUTTGART, DE) ; VEENHUIZEN,
BRAM; (ED GOIRLE, NL) |
Correspondence
Address: |
WALTER OTTESEN
PO BOX 4026
GAITHERSBURG
MD
208854026
|
Family ID: |
7853056 |
Appl. No.: |
09/367816 |
Filed: |
August 23, 1999 |
PCT Filed: |
November 16, 1998 |
PCT NO: |
PCT/DE98/03365 |
Current U.S.
Class: |
701/51 ; 477/39;
701/53 |
Current CPC
Class: |
B60W 2510/104 20130101;
F16H 2061/0018 20130101; B60W 2050/0052 20130101; Y02T 10/40
20130101; B60W 10/10 20130101; F16H 2061/6615 20130101; B60W
2710/0644 20130101; B60W 2710/1005 20130101; F16H 61/0213 20130101;
B60W 30/18 20130101; Y02T 10/84 20130101; F16H 61/66 20130101; B60W
10/06 20130101; F16H 2061/0015 20130101 |
Class at
Publication: |
701/51 ; 701/53;
477/39 |
International
Class: |
F16H 061/00 |
Foreign Application Data
Date |
Code |
Application Number |
Dec 23, 1997 |
DE |
197 57 328.2 |
Claims
1. System for adjusting a vehicle transmission (112), which is
changeable with respect to its transmission gear ratio, the vehicle
transmission (112) having an efficiency characteristic dependent
upon the transmission gear ratio, wherein: a first quantity
(N.sub.ab), which represents the actual transmission output rpm, is
detected; a second quantity (M.sub.ab,des), which represents a
desired value for the drive torque, is determined; a desired rpm
(N.sub.mot,opt) of the vehicle engine (111) is determined at least
in dependence upon the detected first quantity and the determined
second quantity and in dependence upon the efficiency
characteristic of the transmission (112); and, the transmission
ratio (u.sub.des) of the transmission (112) is controlled in
dependence upon the specific desired rpm (N.sub.mot,opt) of the
vehicle engine.
2. System of claim 1, characterized in that the determination of
the desired rpm (N.sub.mot,opt) of the vehicle engine (111) takes
place in such a manner that a desired rpm (N.sub.mot,opt) is
determined for the combination of the detected first and the
determined second quantities (N.sub.ab, M.sub.ab,des) for which at
least a vehicle engine parameter (b.sub.e.sub..sub.--.sub.t,k) such
as fuel consumption, torque reserve and/or exhaust-gas emission is
optimized in the sense of being minimal or optimized in the sense
of being maximal.
3. System of claim 1, characterized in that the determination of
the desired rpm (N.sub.mot,opt) takes place via at least one
characteristic field (10551, 10552).
4. System of claim 1 or 2, characterized in that the torque
amplification characteristic and/or the efficiency characteristic
of the transmission (112) for different transmission gear ratios
(u.sub.k) is applied for determining the desired rpm
(N.sub.mot,opt) of the vehicle engine (111) or to determine the
characteristic field (10551, 10552).
5. System of claim 4, characterized in that the torque
amplification and/or the efficiency characteristics are present as
characteristic fields (411 to 415) and the torque amplification
(.mu..sub.k) and/or the efficiency (.eta..sub.k) of the
transmission (112) are determined in dependence upon the first and
second quantities (N.sub.ab, M.sub.ab,des) from the present
characteristic fields (411 to 415).
6. System of claim 5, characterized in that the determination of
the desired rpm (N.sub.mot,opt) of the vehicle engine (111) or the
determination of the characteristic fields (10551, 10552) takes
place in such a manner that the corresponding torque amplification
(.mu..sub.k) and/or the efficiencies (.eta..sub.k) of the
transmission (112) are determined from the present characteristic
fields (411 to 415) of the transmission (112) for different
transmission gear ratios (u.sub.k); and, for a transmission, which
is continuously variable with respect to its gear ratio, an
interpolation is made between the determined torque amplifications
and/or efficiencies.
7. System of claims 2 and 4, characterized in that the parameter
(b.sub.e.sub..sub.--.sub.t,k) of the engine motor, which is to be
optimized, is present as an engine characteristic field (43) in
dependence upon at least the engine rpm (N.sub.mot,k) and of the
engine output rpm (M.sub.mot,des,k); and, for different
transmission gear ratios (u.sub.k), the corresponding torque
amplifications (.mu..sub.k) and/or the corresponding efficiency
(.eta..sub.k) are determined to different first and second
quantities (N.sub.ab, M.sub.ab,des) by means of the torque
amplification and/or efficiency characteristics; and, the engine
output torques (M.sub.mot,des,k), which belong to the first
quantity (N.sub.mot,k), are determined for the different
transmission gear ratios (u.sub.k) while considering the determined
corresponding torque amplifications (.mu..sub.k) and/or the
corresponding efficiencies (.eta..sub.k); and, values
(b.sub.e.sub..sub.--.sub.t,k) of the parameter to be optimized are
determined by means of the present engine characteristic field;
and, the determined values (b.sub.e.sub..sub.--.sub- .t,k) are
applied for determining the desired rpm (N.sub.mot,opt) of the
vehicle engine.
8. System of claim 1, characterized in that the second quantity
(M.sub.ab,des) is determined at least in pregiven operating states
in dependence upon a quantity, which represents the position of the
accelerator pedal actuated by the driver.
9. System of claim 2, characterized in that the vehicle engine
parameter (b.sub.e.sub..sub.--.sub.t,k), which is to be optimized,
can be selected. Summary The invention proceeds from a system for
adjusting a motor vehicle transmission, which is changeable in its
transmission gear ratio, the transmission having an efficiency
characteristic which is dependent on the transmission gear ratio. A
first quantity is detected which represents the actual transmission
output rpm and a second quantity is determined which represents a
desired value for the drive torque. Then, a desired rpm of the
vehicle engine is determined at least in dependence upon the
detected first quantity and the determined second quantity and in
dependence upon the efficiency characteristic of the transmission.
The adjustment of the transmission gear ratio takes place in
dependence upon the desired rpm of the vehicle engine which is so
determined. With the invention, transmission influences are
considered in the determination of the optimal transmission gear
ratio within a system for the coordinated drive train control. The
advantage, which results from the above, is the basic possibility
to better adapt the drive train to the requirements by optimizing
the total efficiency, the torque reserve and other optimizing
criteria.
Description
STATE OF THE ART
[0001] The invention relates to a system for adjusting a
transmission gear ratio with the features of claim 1.
[0002] From the state of the art, many possibilities are known to
adjust the gear ratio of a motor vehicle transmission to adjust a
specific desired rpm of the vehicle motor. In U.S. Pat. No.
4,893,526, a desired output torque is determined from the vehicle
longitudinal speed and the position of the accelerator pedal
actuated by the driver. Thereupon, a desired value for the engine
rpm is determined in dependence upon the desired output torque and
the vehicle longitudinal speed. This desired value for the engine
rpm is controlled by the adjustment of a continuously variable
vehicle transmission. Furthermore, the desired output torque as
well as the adjusted transmission gear ratio are applied to adjust
the engine torque.
[0003] WO 95 20114 A discloses a control for an automatic motor
vehicle transmission wherein the engine rpm is intended to be
adjusted to the region of optimal efficiency, minimal exhaust-gas
emission or maximum power via a fuzzy logic control circuit by a
continuous control of the transmission ratio. Here, the efficiency
of the vehicle engine is of primary concern. The influence of the
transmission efficiency on the total efficiency of the drive train
is not considered.
[0004] The object of the present invention is to adapt the engine
rpm optimally to the particular driving situation or the particular
driving state. This engine rpm can be controlled by an adjustment
of the transmission gear ratio.
[0005] This object is achieved with the features of claim 1.
ADVANTAGES OF THE INVENTION
[0006] The invention proceeds from a system for adjusting a motor
vehicle transmission which is changeable in its transmission gear
ratio. The transmission has an efficiency characteristic which is
dependent upon the transmission ratio. A first quantity, which
represents the actual transmission output rpm, is detected as well
as a second quantity, which represents a desired value for the
drive torque. A desired rpm of the vehicle engine is determined at
least in dependence upon the detected first quantity and the
determined second quantity and in dependence upon the efficiency
characteristic. The adjustment of the transmission ratio takes
place in dependence upon the desired rpm of the vehicle engine
which is so determined.
[0007] For a drive torque wanted by the driver, an optimal
transmission ratio and the required engine output torque are
determined via a coordinated drive train control. The components
"engine" and "transmission" of the drive train are correspondingly
driven so that the required drive torque is made available. The
invention permits a systematic consideration of the transmission
efficiency for the determination of the optimal transmission ratio.
In this way, a maximization of the total efficiency of the drive
train is achieved for an optimal vehicle operation. The advantage
resulting therefrom is the basic possibility to better adapt the
drive train to the requirements via optimization of the total
efficiency, the torque reserve and/or other optimization
criteria.
[0008] It is especially advantageous when the determination of the
desired rpm of the vehicle engine takes place in such a manner that
a desired rpm is determined for the combinations of the detected
first and the determined second quantities. For this desired rpm,
at least one vehicle engine parameter (such as fuel consumption,
torque reserve and/or exhaust-gas emission) is optimized in the
sense of a minimum or maximum.
[0009] The determination of the desired rpm can take place by means
of at least one characteristic field.
[0010] Advantageously, the torque amplification characteristic
and/or the efficiency characteristic of the transmission for
different transmission gear ratios are applied to determine the
desired rpm of the vehicle engine or for determining the
characteristic field.
[0011] The torque amplification and/or efficiency characteristics
can, in general, include the torque amplification and/or the
efficiency of the transmission in dependence upon the first and
second quantities. Here, the torque amplification and/or efficiency
characteristics are advantageously in the form of characteristic
fields.
[0012] Especially for a transmission, which is continuously
variable with respect to its transmission ratio, it is provided
that the determination of the desired rpm of the vehicle engine or
the determination of the characteristic field takes place in such a
manner that the corresponding torque amplifications and/or
efficiencies of the transmission are determined from the existing
characteristic fields of the transmission (torque amplification
and/or efficiency characteristics) for different transmission
ratios. An interpolation is then made between these determined
torque amplifications and/or efficiencies.
[0013] In an especially preferred embodiment of the invention, it
is provided that the parameter of the vehicle engine, which is to
be optimized, is present as an engine characteristic field in
dependence upon at least the engine rpm and the engine output
torque. The procedure according to the invention is then as
follows:
[0014] For different transmission gear ratios, the corresponding
torque amplifications and/or the corresponding efficiencies are
determined to different first and second quantities by means of the
torque amplification and/or efficiency characteristics. The engine
output torques, which belong to the first quantity, are determined
for the different transmission gear ratios while considering the
determined corresponding torque amplifications and/or the
corresponding efficiencies. Values of the parameter to be optimized
are determined by means of the present engine characteristic field
and the values determined in this manner are applied for the
determination of the desired rpm of the vehicle engine.
[0015] The second quantity, at least in pregiven operating states,
is preferably determined in dependence upon a quantity which
represents the position of the accelerator pedal actuated by the
driver. The vehicle engine parameter, which is to be optimized, can
be designed so as to be selectable.
[0016] Additional advantageous configurations of the invention can
be taken from the dependent claims.
DRAWING
[0017] The FIG. shows an overview block circuit diagram of a
coordinated drive train control; whereas, FIGS. 2, 3, 4 and 5 show
the procedure of the invention with respect to block diagrams. An
engine characteristic field is shown in FIG. 6.
EMBODIMENTS
[0018] The invention will now be explained with respect to the
embodiment to be described in the following.
[0019] With block 101, FIG. 1 shows the determination of a desired
value P.sub.des and M.sub.des for the drive power and drive torque,
respectively. This desired value is determined essentially directly
or indirectly (for example, by means of a characteristic field or
by means of an algorithm) from the position of the accelerator
pedal actuated by the driver. A road speed controller and a drive
slip control system are characterized by the blocks 102 and 103 and
these blocks are optional. These systems can modify the desired
value pregiven by the driver to adjust a specific vehicle
longitudinal speed and/or to prevent an excessive drive slip. This
modification takes place in the coordinator 104. The coordinator
104 supplies, at the output end, a desired value M.sub.ab,des for
the drive torque. In the simplest case, the driver directly issues
the desired output torque M.sub.ab,des via the accelerator
pedal.
[0020] This desired value for the output torque is processed in
block 110 to an engine torque desired value M.sub.mot,des and is
adjusted at the engine 111. In block 109, the desired transmission
ratio u.sub.des is determined, inter alia, in dependence upon this
desired output torque command M.sub.ab,des. The corresponding
desired transmission ratio u.sub.des is supplied to the
transmission and/or to the transmission control 112 directly or
indirectly (block 108) for adjustment. The block 108 describes a
conventional filtering for a continuously variable transmission or,
in the case of a stepped-automatic transmission, provides a
stepwise adjustment of the desired transmission gear ratio
u.sub.des in the form of discrete steps.
[0021] In block 105, and as a major point of the invention, an
optimal engine rpm N.sub.mot,opt is determined in a manner to be
described hereinafter. In block 107, this value is processed via
division by the output rpm N.sub.ab (rpm sensor 106) to an optimal
transmission ratio u.sub.opt and supplied to the described unit
109.
[0022] FIG. 2 shows the more precise function of block 105 of FIG.
1. For this purpose, an optimal engine rpm N.sub.mot,optFT is
formed in block 1055 in dependence upon the type of driver,
determined in block 1051, and optionally, in dependence upon the
drive command M.sub.des (block 104) pregiven by the driver. As
already mentioned, the value FT is formed in block 1051 and
represents the type of driver and/or the characteristic of the
driver. For this purpose, especially the position of the
accelerator pedal actuated by the driver and especially the
time-dependent behavior are evaluated. FIG. 3 will now first be
discussed with respect to the transfer characteristic of block
1055.
[0023] In this embodiment, and to determine the optimal engine rpm
N.sub.mot,opt (105), engine rpms N.sub.mot,opt,E and
N.sub.mot,opt,XS are formed in block 1055 for a consumption-optimal
vehicle operation and for a driving power orientated vehicle
operation (blocks 10551 and 10552 in FIG. 3). It is understood that
also other or further engine rpms, which are optimized with
reference to other parameters (for example, exhaust-gas emission),
can be determined. Furthermore, any number of additional stages
between a very consumption-optimized engine rpm and a very driving
power optimized engine rpm are possible.
[0024] In block 10553, one of the engine rpms, which are determined
in blocks 110551 and 10552, is selected as desired engine rpm
N.sub.mot,opt,FT in dependence upon the type of driver and/or
driving state. The type of driver was determined in block 1051.
[0025] The determination of the desired engine rpms N.sub.mot,opt,E
and N.sub.mot,opt,XS can take place via characteristic fields with
which desired engine rpms N.sub.mot,opt,E and N.sub.mot,opt,XS are
stored in dependence upon N.sub.ab values and M.sub.ab,des values.
In these characteristic fields, the consumption characteristic of
the engine as well as the knowledge of the particular efficiency of
the transmission are represented.
[0026] The determination of the characteristic fields can also take
place via an offline-optimization computation which will be
explained hereinafter. It can, however, also be provided that the
determination of the engine rpm desired values N.sub.mot,opt,E and
N.sub.mot,opt,XS takes place online via the optimization
computation to be described hereinafter.
[0027] In addition to the characteristic fields of the
transmission, the characteristic fields with the characteristic of
the vehicle engine form the basis for the determinations described
hereinafter. Here, first the determination of the engine rpm value
N.sub.mot,opt,E in block 10551 is described in greater detail.
[0028] The engine rpm value is determined in block 10551 for a
tupel, that is, for a value pair (M.sub.ab,des, N.sub.ab):
N.sub.mot,opt,E=F(M.sub.ab,des, N.sub.ab).
[0029] Here, the value N.sub.mot,opt,E for the engine rpm is
determined in such a manner that the optimal transmission gear
ratio u.sub.opt results in such a manner that the effective fuel
consumption b.sub.e,eff is minimal. For the determination of the
values N.sub.mot,opt,E, u.sub.opt is first determined for each
tupel (M.sub.ab,des, N.sub.ab).
[0030] For this purpose, the transmission gear ratio u is varied in
discrete steps in a range between the minimum and maximum possible
gear ratios (u.sub.min, u.sub.max) ti
U.sub.min.ltoreq.u.ltoreq.u.sub.max
[0031] whereby the gear ratios u.sub.k (k=1, . . . , K) result. For
transmissions, which are shifted in discrete steps, that it, for
transmissions which are changeable stepwise with respect to the
transmission gear ratios, it is purposeful to select as u.sub.k the
gear ratio steps of the transmission gears. For transmissions,
which are adjustable without steps with respect to their gear
ratios, a number of values u.sub.k are to be pregiven which is
adequate for the numerical precision of the result.
[0032] For each value u.sub.k, the torque amplification .mu..sub.k
can be determined as a function of M.sub.ab,des and N.sub.ab from
the characteristic field of the transmission. In the value
.mu..sub.k, the efficiency .eta..sub.g of the transmission is
already contained and the following applies:
.mu..sub.k=u.sub.k*.eta..sub.g.
[0033] The desired air engine output torque, which is required for
the torque amplification .mu..sub.k, is 1 M mot , des , k = M ab ,
des k ,
[0034] and, the engine output rpm is:
N.sub.mot,k=N.sub.ab*u.sub.k.
[0035] The power P.sub.ab,des, which is required on the vehicle
wheels in a situation, results from the product
M.sub.ab,des*N.sub.ab. For the power P.sub.ab,des, the consumption
b.sub.e.sub..sub.--.sub.t,k of fuel per unit of time can be
determined with the above-mentioned quantities from:
b.sub.e.sub..sub.--.sub.t,k=F(M.sub.mot,des,k; N.sub.mot,k).
[0036] The procedure for determining b.sub.e.sub..sub.--.sub.t,k is
presented in FIG. 4. For the description of FIG. 4, the block 41
(characteristic data of the transmission) will first be explained
in greater detail with respect to FIG. 5.
[0037] Desired values M.sub.ab,des for the output torque as well as
values N.sub.ab for the transmission output rpm are supplied to the
block 41 (FIGS. 4 and 5). Characteristic fields KF_eta_g_u1, . . .
, KF_eta_g_uK (blocks 411 to 415) belong to each transmission gear
ratio u.sub.1, u.sub.2, . . . , u.sub.K and contain the efficiency
characteristic of the transmission. The transmission efficiency
.eta. is stored in these characteristic fields KF_eta_g_ul, . . . ,
KF_eta_g_uK (blocks 411 to 415) in dependence upon the transmission
of output torque M.sub.ab and the transmission output rpm N.sub.ab
for different transmission gear ratios u.sub.1, u.sub.2 . . . ,
u.sub.K.
[0038] The formation of the efficiency .eta..sub.k, which is
relevant for the gear ratio u.sub.k, takes place via the selector
416, which is shown as a switch, in dependence upon the
transmission ratio u.sub.k.
[0039] For continuously variable transmissions, an interpolation
between two mutually adjacent values is made in lieu of the
selection from discrete values for the efficiency which is shown in
FIG. 5.
[0040] The torque amplification u.sub.k results from the
multiplication 417 of the value .eta..sub.k for the efficiency by
the particular transmission gear ratio u.sub.k which is taken into
consideration.
[0041] As shown in FIG. 4, the desired engine torque
M.sub.mot,des,k, which is valid for the particular transmission
gear ratio u.sub.k, is determined from the torque amplification
.mu..sub.k and the transmission output torque M.sub.ab by the
division 42. The corresponding value M.sub.mot,k for the engine rpm
is determined by means of the multiplier 44 from the particular
transmission gear ratio u.sub.k and the transmission output rpm
N.sub.ab.
[0042] The values M.sub.mot,des,k and N.sub.mot,k are supplied to
block 43 of FIG. 4 which contains the engine consumption
characteristic field. From this, the fuel consumption
b.sub.e.sub..sub.--.sub.t,k per unit of time is determined which
corresponds to the input values N.sub.mot,k and M.sub.mot,des,k. An
engine characteristic field is shown in FIG. 6 as an example.
[0043] In FIG. 6, the torque of the vehicle engine M.sub.mot is
plotted against the engine rpm N.sub.mot. The parameter is the
specific fuel consumption, that is, the fuel consumption per unit
of time. The line, which is identified by letter E, defines the
optimal engine rpm for a consumption orientated driver type while
considering the fuel consumption. The line for the consumption
orientated type of driver passes through the point of lowest fuel
consumption (100%). The letter M in FIG. 6 identifies the maximum
torque which can be attained for the particular engine rpm.
[0044] The already mentioned characteristic field in block 10551 of
FIG. 3 contains the engine rpm N.sub.mot,opt,E for each combination
M.sub.ab,des and N.sub.ab wherein the fuel consumption
b.sub.e.sub..sub.--.sub.t,k is a minimal per unit of time.
[0045] The optimization method, which is shown here for a minimum
fuel consumption, can be carried out in the same manner also for a
maximum torque reserve. The optimization criterion for the
characteristic field in block 10552 of FIG. 3 is then the torque
reserve M.sub.k.
[0046] Further optimization criteria, such as lowest possible
emissions, can also be considered with this method.
[0047] The determination of the characteristic fields 10551 and
10552 as well as further characteristic fields can also take place
via the described offline optimization computation. However, it can
also be provided that the determination of the engine rpm desired
values N.sub.mot,opt,E and N.sub.mot,opt,XS takes place online via
the described optimization computation.
[0048] As already mentioned, in block 10553 of FIG. 3, one of the
formed desired values N.sub.mot,opt,E or N.sub.mot,opt,XS is
selected as desired value N.sub.mot,opt,FT for the engine rpm in
dependence upon the driver characteristic FT which is determined in
block 1051.
[0049] If, as shown in FIG. 3, the engine rpm N.sub.mot,opt,FT,
which is optimal while considering the type of driver and the drive
command, is found in block 1055, this engine rpm is modified in
block 1056 in dependence upon the driving situation. The driving
situation is determined in block 1052 in a manner known per se. In
block 1057, the rpm signal, which is modified in block 1056, can be
limited. It is especially provided that the limiting takes place in
dependence upon the driving state (signal FZ), which is determined
in block 1053 in a manner known per se, and in dependence upon the
torque requirement or power requirement of the ancillary equipment
(signal P.sub.NA). The torque and/or power requirement of the
ancillary equipment is determined in block 1054. The optimal engine
rpm N.sub.mot,opt, which is so determined, is supplied to the block
107 which has already been described. The basic idea of block 105
is therefore to determine an optimal engine rpm as a function of
the characteristic of the driver and to then modify the latter by:
the driving situation, the driving state or the torque demand of
the ancillary equipment. Thus, for example for a downhill drive, a
higher engine rpm can be optimal for increasing the drag torque.
Additionally, for example in the warm running of the vehicle
engine, the minimum rpm, which is adjusted at the engine via the
transmission gear ratio, can have a higher value than for an
operationally warm engine. In the same manner, for example in city
driving operation, the engine rpm can be limited by the
transmission gear ratio to a maximum value whereby the noise
emissions and exhaust-gas emissions are reduced. In addition, an
ancillary unit, for example, such as an electric generator or a
climate control system can require an increased engine rpm even
outside of idle which is to be adjusted by a corresponding
transmission gear ratio.
[0050] With the invention, transmission influences in the
determination of the optimal transmission gear ratio within a
system are considered for a coordinated drive train control. The
advantage resulting therefrom is the primary possibility to better
adapt the drive train to the requirements by optimizing the total
efficiency, the torque reserve and other optimization criteria.
* * * * *