Apparatus and method for processing a torque request for an engine and to reduce driveline shocks

Abstract

The invention relates to an apparatus and a method for processing a torque request for an engine and to reduce driveline shock. The device is arranged on the input side to receive at least a torque request and at least an identifier for identifying a source of torque demand. The apparatus is arranged further, a predetermined signal processing alternatives in dependence on the at least one identifier (8b, 9b) to select and to at least one received torque request (8a, 9a) for generating at least a processed torque request (11, 12) to be applied, with the different predetermined signal processing alternatives in a time lag with which the output at least one processed torque requirement (11, 12).

Description

technical field [0001] The present invention relates to a device for handling the torque requirements of a driven machine and for reducing driveline shocks. Background technique [0002] Driveline shock (also known as judder) is known in the prior art and is an undesired longitudinal vibration of the vehicle, which is produced especially when the vehicle is accelerating by the introduction of energy into the vibrating system motor-driveline-body . [0003] In order to avoid or reduce such transmission line shocks, it is known from the prior art to filter the torque request (hereinafter also referred to as torque request) of a torque source, such as the accelerator pedal, the torque request of the speed controller or, for example, the torque request in the speed limiter. One limit, in order to produce a torque request that is as rounded as possible and / or with a decreasing gradient before the torque request is transmitted to the motor control. [0004] In this case, it is k...

AI Technical Summary

Problems solved by technology

[0006] A disadvantage of such approaches for reducing drive line shocks is that the vehicle manufacturer cannot easily adapt the filtered torque request (which is generated by the setpoint converter supplied by the aftermarket) to the specific vehicle, which is especially the case for commercial vehicles It is not desirable for manufacturers (which offer a high diversity of vehicle configurations through so-called "End-of-Line" parameters)

Furthermore, when several torque requests and limits are activated simultaneously with separate setpoint converters, considerable complications arise because the transitions between the individual setpoint converters have to be taken into account

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