MDFAW 12.260 (Driver Requested Torque) - Revision history

TTQS at 19:38, 22 May 2012

2012-05-22T19:38:47Z

MattDanger at 22:09, 29 September 2011

2011-09-29T22:09:22Z

TTQS at 11:47, 23 September 2011

2011-09-23T11:47:37Z

Show changes

TTQS: Created page with "See the ''funktionsrahmen'' for the following diagrams: mdfaw-mdfaw MDFAW overview mdfaw-pedchar Sub-function PEDCHAR: throttle pedal characteristic mdfaw-mrfmx Sub-functi..."

2011-09-23T11:40:03Z

Created page with "See the ''funktionsrahmen'' for the following diagrams: mdfaw-mdfaw MDFAW overview mdfaw-pedchar Sub-function PEDCHAR: throttle pedal characteristic mdfaw-mrfmx Sub-functi..."

New page

See the ''funktionsrahmen'' for the following diagrams:

mdfaw-mdfaw MDFAW overview

mdfaw-pedchar Sub-function PEDCHAR: throttle pedal
characteristic

mdfaw-mrfmx Sub-function
MRFMX: maximum relative driver requested torque

mdfaw-dmlwhs Sub-function DMLWHS: indexed driver requested torque for
change limitation in the homogenous charge mode

mdfaw-dmfabeg Sub-function
DMFABEG: change limitation for the driver's requests

mdfaw-sawe Sub-function SAWE: change
limitation during overrun fuel cut-off & reinstatement

mdfaw-filsawe Sub-function FILSAWE: filter for change limitation during
overrun fuel cut-off & reinstatement

mdfaw-dashpot Sub-function DASHPOT: change limitation
during negative load change (dashpot)

mdfaw-fildash Sub-function
FILDASH: filter for dashpot

mdfaw-zdash Sub-function
ZDASH: filter time constant for dashpot

mdfaw-ebdash Sub-function EBDASH: switching
conditions for dashpot

mdfaw-mismeus Sub-function MISMEUS: change limitation during fast torque
intervention for operating mode changeover

mdfaw-lsd Sub-function LSD: Change limitation during positive load
changes (load change damping)

mdfaw-fillsd Sub-function FILLSD: filter for load
change damping

mdfaw-zlsd Sub-function ZLSD: filter time
constant for load change damping

mdfaw-pt2fil Sub-function PT2FIL: PT2-filter

mdfaw-eblsd Sub-function EBLSD: switching
conditions for load change damping

mdfaw-mdbg Sub-function
MDBG: torque change limitation

mdfaw-mifal Sub-function MIFAL: driver
requested torque for the cylinder charge path

mdfaw-fwmifal Sub-function FWMIFAL: excessive increase factor for driver
requested torque for the cylinder charge path during positive load changes

mdfaw-bits Sub-function BITS: Saving of
the significant bits in the flag byte mdfaw_bits

MDFAW
12.260 Function Description

Theduty of this function is to calculate the driver’s requested torque as a
function of accelerator pedal position (wped_w) and cruise control output
(mrfgr_w). Separate values are provided for cylinder charge and ignition influences
(mifal_w, mifa_w).

The
throttle pedal characteristic is defined by maps, where through pedal position
and engine speed, a factor (relative torque) is stored to help scale indexed
torque between the minimum and maximum. The relative driver’s requested torque
can have values greater
than 100% (pedal crossover). For reverse gear, a separate map is available that
can be used on vehicles with automatic transmission. To enhance driving
comfort, a change in the driver’s
requested torque limit can take place under certain conditions (load changes, overrun fuel cut-off and reinstatement, transition from part
load to idle and vice versa. See sub-function DMFABEG).

The
idle condition (B_ll) is set when the relative driver’s requested torque drops
below the threshold MRFALLU and is reset when the threshold MRFALLO is
exceeded. The cruise control condition (B_fgr) is set when the cruise
controller output is greater than the output of the pedal characteristic. The
integral component of the idle control (dmllri_w) is included in the driver’s
request.

The
change limitation for the driver’s requested torque (sub-function DMFABEG) is
used to improve ride comfort and overrun fuel cut-off and smooth resumption of
positive and negative load changes. With that, a DT1-element filtered torque
loss (dmverl_w) is added behind the change limitation around jumps in the
clutch torque to damp the connection or disconnection of load.

Overrun fuel
cut-off/reinstatement

Via
a PT1-filter, down-regulation of the target torques starting from the actual
torque at zero takes place by overrun fuel cut-off; smooth resumption by
up-regulation of the target torques starting from mizwmn_w to mimin_w. The
filter time constants for up-regulation and down-regulation can be chosen
independently of each other. One more time constant is made available for hard
resumption and leaving idle (under light throttle). The initialization of the
filters on the overrun fuel cut-off to the actual torque is needed to avoid a
jump in torque on enabling of the ignition angle interventions. The filtering
is, or is not cancelled:

- During active dashpot,

- For active load shock absorption,

- In the test laboratory

- On a steep negative speed gradient
(uncoupling of thrust or throttle),

- When the clutch is actuated (configurable
via CWDMFAB)

- mrfa gradient at higher threshold (important
during hard resumption and when leaving the idle),

- Upon reaching the basic ignition angles.

Dashpot

The
change limitation for negative load changes (dashpot) is implemented using a
PT1-filter with gear and speed-dependent time constant. The PT1-filter runs at
a negative gradient of the unfiltered driver’s requested torque. The dashpot is
triggered when the difference between the filtered and unfiltered output value
exceeds a clutch-dependent and torque-dependent threshold, and cruise control
is not engaged. The trigger also always occurs at the transition to idle. The
PT1-filter triggered by the dashpot is initialized with the actual torque in
order to avoid a jump in torque during ignition angle interventions. The
dashpot is terminated when the difference between filtered and unfiltered value
falls below a gear-dependent threshold. As long as the dashpot is active, there
will not be any overrun fuel cut-off (see function %BBSAWE).

The
driver’s desired torque for the cylinder charge influence mifal_w is calculated
by a dashpot with its own PT1-filter that is initialized when the unfiltered
driver’s desired torque drops below the trigger level. In this way, a steep
initial drop is reached, which leads to the rapid closing of the throttle. Then
a soft change is made to the target value. The dashpot can be active only when:

- The general dashpot-enable is done via
CWDMFAB Bit1,

- There is no commitment to overrun fuel
cut-off,

- Load shock absorption is not active,

- There is the speed signal,

- The minimum speed is exceeded for dashpot,

- The clutch is not pressed,

- Start end is reached,

- The response is greater than zero,

- ASR intervention is not active,

- The cylinder charge is greater than the
minimum charge.

Load Shock Absorption

The
change limitation during positive load changes is realized with the help of a
PT2 filter whose damping and time constant are gear- and speed-dependent. The
PT2 filter runs with a positive gradient of the unfiltered driver’s requested
torque. Load shock damping is triggered when the difference between unfiltered
and filtered output value exceeds a gear- and clutch torque-dependent
threshold. The PT2 filter is triggered when the load shock absorption is initialized
with the actual torque or a speed-and gear-dependent initial value, to avoid a
jump in torque upon enabling of the ignition angle interventions and to
influence the response behavior. The load shock damping is terminated when the
difference between the filtered and unfiltered value drops below a
gear-dependent threshold.

The
driver’s desired torque for the cylinder charge influence mifal_w with active
load shock damping is calculated from a map which depends on the desired torque
for the ignition influence (mifa_w) and on the gear, which is a limitation on
the unfiltered target. Thus, the cylinder charge can be controlled so that
there is no
significant ignition angle intervention in order to set the desired torque curve.

The
load shock damping can be active only when

- Load shock damping is generally enabled via
CWDMFAB Bit 0,

- There is no idle

- For vehicles with CVT transmission, the
torque gradient limitation is not active and the torque converter clutch is not
open,

- The speed signal is present

- The minimum speed for load shock absorption
is exceeded,

- The clutch is not actuated

- Cruise control is not engaged,

- Speed and speed limits are not active,

- End of start conditions is reached,

- The gear is greater than zero,

- No traction control intervention is active.

The
PT2 filter is implemented with two integrators and feedback. There is also the
possibility that the filter is initialized with a given value (iwflsd_w) if the
condition B_iflsd is set.

MDFAW 12.260 Application Notes

CWDMFAB

Bit
0 0: Load shock damping deactivated

1: Load shock damping enabled

Bit
1 0: Dashpot deactivated

1: Dashpot enabled

Bit
2 0: Load shock damping with B_gwhs inactive

1: Load shock damping with B_kupplv inactive

Bit
3 0: Dashpot with B_gwhs inactive

1: Dashpot with B_kupplv inactive

Bit
4 0: Overrun fuel cut-off/reinstatement
filter with B_kuppl active

1: Overrun fuel cut-off/reinstatement filter
with B_kuppl inactive

Bit
5 0: Dashpot and load shock damping even
with traction control intervention enabled

1: Dashpot and load shock damping with
traction control intervention inactive

Bit
6 0: Dashpot triggering independently of
B_ll

1: Dashpot triggering on positive edge
of B_ll

Bit
7 0: Load shock damping and dashpot triggering
via threshold inactive, until cruise control intervention

1: Load shock damping and dashpot triggering via
threshold also possible during cruise control intervention

CWMDFAW

Bit
0 0: Initialization of migef_w when
reinstating with miistoar_w

1: Initialization of migef_w when
reinstating with 0 (for sequential reinstatement)

Bit
1 0: Initialization of mifal_w with
dashpot with mivbeb_w

1: Initialization of mifal_w with
dashpot with mibdp_w - dmdpo_w

Bit
2 0: Load shock damping with B_kupplv or
B_gwhs inactive

1: Enable the load and shock damping
independent of B_kupplv and B_gwhs

KFPEDL
and KFPEDR must contain smaller values than KFPED at the same pedal value and
the same speed so that the torque monitoring only depends on KFPED.

{| border="1"
|-
|
Parameter

|
Description

|-
|
CWDMFAB

|
Codeword ECU switch for change limitation

|-
|
CWMDFAW

|
Codeword for %MDFAW

|-
|
DMDPOSCH

|
Delta torque dashpot triggering in the shift operation

|-
|
DMDPUG

|
Delta torque dashpot end

|-
|
DMIFLSD

|
Delta torque for initialising filter load shock damping

|-
|
DMISMEUS

|
Delta indexed torque for change limitation by B_mismeus

|-
|
DMLSDUG

|
Delta torque end load shock damping

|-
|
DMRFAWEN

|
Threshold mrfa-gradient for deactivating PT1-filter during reinstatement

|-
|
DRLMINDP

|
Offset on rlmin for switching off dashpot

|-
|
FGMIFAL

|
Weighting factor for elevation via KFWMIFAL

|-
|
FGZLSD

|
Weighting for reduction via KFZLSD

|-
|
FKFPEDV

|
Factor for interpolation between the two pedal maps

|-
|
FKZDPTM

|
Correction factor time constant dashpot

|-
|
FLRMIFAL

|
Factor for driver requested torque cylinder charge path in low range

|-
|
FLRZDASH

|
Factor for dashpot time constant im low range

|-
|
FLRZLSD

|
Factor for load shock damping-time constant in low range

|-
|
FZDA1SCH

|
Dashpot time constant correction factor in shift operation

|-
|
FZDA2SCH

|
Dashpot time constant correction factor at small clutch torque in shifting
operation

|-
|
KFDLSD

|
Damping PT2-filter load shock damping

|-
|
KFDMDPO

|
Delta torque dashpot triggering

|-
|
KFDMLSDO

|
Delta torque triggering load shock damping

|-
|
KFDMLSDS

|
Delta torque triggering load shock damping after shifting operation

|-
|
KFMIFABG

|
Delta torque for gradient limitation

|-
|
KFMIFALS

|
Indexed driver requested torque for cylinder charge path during load
shock damping

|-
|
KFMILSD

|
Indexed torque initial value for load shock damping

|-
|
KFPED

|
Relative driver requested torque from throttle pedal

|-
|
KFPEDL

|
Relative driver requested torque at low speeds

|-
|
KFPEDR

|
Relative driver requested torque from throttle pedal for reverse gear

|-
|
KFWMIFAL

|
Excessive increase factor for cylinder charge path during load shock
damping

|-
|
KFWZLSD

|
Reduction factor for time constant load shock damping

|-
|
KFZDASH

|
Time constant PT1-filter dashpot

|-
|
KFZDASH2

|
Time constant PT1-filter dashpot at small clutch torque

|-
|
KFZLSD

|
Time constant PT2-filter load shock damping

|-
|
MDIMX

|
Maximum indexed engine torque

|-
|
MIFABGMX

|
Maximum value mifa_w for torque change limitation

|-
|
MIFALMF

|
Indexed driver requested torque for cylinder charge path with active
gradient limitation

|-
|
MKFADPN

|
Clutch torque for changeover of dashpot-filter time

|-
|
MKFADPN1

|
Clutch torque for changeover of dashpot-filter time for air conditioning

|-
|
MKMIFABG

|
Clutch torque for activating the torque change limitation

|-
|
MRFALLO

|
Upper idle threshold of the relative driver requested torques

|-
|
MRFALLU

|
Lower idle threshold of the relative driver requested torques

|-
|
MRFAVLN

|
Full load detection threshold for the relative driver requests

|-
|
NGFSAWE

|
Threshold speed gradient for overrun fuel cut-off/reinstatement filter

|-
|
SNM12MDUW

|
Sample point distribution for engine speed

|-
|
SWP16MDUW

|
Sample point distribution for throttle pedal angle

|-
|
SY_ASG

|
System constant: automated manual transmission present

|-
|
SY_BDE

|
System constant: petrol direct injection

|-
|
SY_CVT

|
System constant: continuously variably transmission present

|-
|
TDMFBSA

|
Time constant PT1-filter during overrun fuel cut-off

|-
|
TDMFBWE

|
Time constant PT1-filter during smooth reinstatement

|-
|
TDMFNSG

|
Filter time constant during target speed increase (continuously variably
transmission)

|-
|
TDMFWEMI

|
Filter time constant during hard reinstatement

|-
|
TDMLSDS

|
Time after clutch actuation with modified load shock damping trigger

|-
|
TVFSAWE

|
Delay time for resetting B_fil

|-
|
VDASH

|
Minimum speed for dashpot

|-
|
VLSD

|
Minimum speed for load shock damping

|-
|
Variable

|
Description

|-
|
B_CVT

|
Condition: continuously variable transmission

|-
|
B_DASH

|
Condition: dashpot change limitation active

|-
|
B_DASHV

|
Condition: dashpot delay

|-
|
B_DP

|
Condition: dashpot value greater than driver request (= 1)

|-
|
B_EDP

|
Condition: dashpot permission

|-
|
B_ELSD

|
Condition: load shock damping permission

|-
|
B_FAAN

|
Condition: functional requirement: general speed increase

|-
|
B_FGR

|
Condition: cruise control (Tempomat) active

|-
|
B_FIL

|
Condition: PT1-filter for overrun fuel cut-off/reinstatement active

|-
|
B_GWHS

|
Condition: gear change by manual switch

|-
|
B_IFLSD

|
Condition: initialising filter load shock damping

|-
|
B_KO

|
Condition: compressor enabled

|-
|
B KUPPL

|
Condition: clutch actuated

|-
|
B_KUPPLV

|
Condition: delayed clutch actuation

|-
|
B_LL

|
Condition: idle

|-
|
B_LLVFGR

|
Condition: idle forbidden by vehicle speed limiter

|-
|
B_LOWRA

|
Condition: Intermediate clutch for low range switch-off

|-
|
B_LS

|
Condition: load shock limitation without driver request (=1)

|-
|
B_LSD

|
Condition: positive load shock damping active

|-
|
B_MGBGAKT

|
Condition: torque gradient limitation active

|-
|
B_MGBGET

|
Condition: torque gradient limitation active

|-
|
B_MIFABG

|
Condition: mifa limitation

|-
|
B_MISMEUS

|
Condition: torque change limitation by B_smeus

|-
|
B MRPEDASG

|
Condition: changeover driver requested torque from AMS

|-
|
B_MRPFA

|
Condition: zeroing of mrped_w because of general speed increase

|-
|
B_NMAX

|
Condition: speed limiter active

|-
|
B_NMOT

|
Condition: engine speed: n > NMIN

|-
|
B_NSGET

|
Condition: torque requirement for CVT: position the pulley cone

|-
|
B_SA

|
Condition: overrun fuel cut-off

|-
|
B_SAB

|
Condition: overrun fuel cut-off standby

|-
|
B_SABFG

|
Condition: overrun fuel cut-off standby or enable

|-
|
B_STEND

|
Condition: end of start conditions reached

|-
|
B_TDMLSDS

|
Condition: time after clutch actuation with modified load shock damping
trigger

|-
|
B_TMISMEUS

|
Condition: trigger for torque filtering B_mismeus

|-
|
B VL

|
Condition: full load

|-
|
B_VMAX

|
Condition: speed limiter active

|-
|
B_VNULL

|
Condition: vehicle stopped

|-
|
B_WKAUF

|
Condition: torque converter open

|-
|
B_ZWSCH

|
Condition: ignition angle for stratified charge mode active

|-
|
DLSD_W

|
Damping PT2-filter in load shock damping

|-
|
DMBEBL_W

|
Delta torque for triggering load shock damping

|-
|
DMDPO_W

|
Delta torque dashpot triggering

|-
|
DMDPU_W

|
Delta torque dashpot end

|-
|
DMGBEG_W

|
Delta torque for gradient limitation

|-
|
DMLLRI_W

|
Required torque change from idle control (integral component)

|-
|
DMLSDO_W

|
Delta torque on triggering load shock damping

|-
|
DMLSDU_W

|
Delta torque at end of load shock damping

|-
|
DMLWHS_W

|
Delta torque during load alternation between homogeneous and stratified
charge modes

|-
|
DMRFAWE_W

|
Threshold mrfa-gradient for deactivating PT1-Filter during reinstatement

|-
|
DMVERL_W

|
Torque loss after DT1-Filter

|-
|
FKFPED

|
Factor for interpolation between the two pedal maps

|-
|
FWMIFAL

|
Excessive increase factor in cylinder charge path load shock damping

|-
|
FWZLSD

|
Reduction factor time constant load shock damping

|-
|
FZDASH

|
Factor time constant dashpot

|-
|
GANGI

|
Actual gear

|-
|
IWFLSD_W

|
Initialising value for filter load shock damping

|-
|
MDFAW_BITS

|
Flag byte for %MDFAW

|-
|
MDGRAD_W

|
Torque gradient limiting through the transmission

|-
|
MDSLWHOM_W

|
Load alternation torque loss in the homogeneous mode

|-
|
MDSLW_W

|
Torque loss: load alternation

|-
|
MDVERL W

|
Engine torque loss

|-
|
MIASRS_W

|
Indexed target engine torque traction control for fast intervention

|-
|
MIBAS_W

|
Indexed basic torque

|-
|
MIBDP_W

|
Indexed target engine torque dashpot

|-
|
MIBLSD_W

|
Limited indexed torque for load shock damping

|-
|
MIFA

|
Indexed driver requested engine torque

|-
|
MIFABG_W

|
Gradient-limited driver requested torque

|-
|
MIFAL_W

|
Indexed driver requested torque for torque coordination on the charge
path

|-
|
MIFA_W

|
Indexed driver requested engine torque

|-
|
MIGEF_W

|
Gefiltertes indexed driver requested torque

|-
|
MIISTOAR_W

|
Actual torque without anti-judder component

|-
|
MIMAX_W

|
Maximum permissible indexed torque

|-
|
MIMINHOM_W

|
Minimum torque for the homogeneous charge mode

|-
|
MIMIN_W

|
Minimum engine torque

|-
|
MINBEG_W

|
Indexed driver requested torque after / change limitation

|-
|
MISMEUS_W

|
Indexed torque during change limitation B_mismeus

|-
|
MIVBEB_W

|
Indexed torque before change limitation, upper limit of mimax_w

|-
|
MIVBEGVH_W

|
Indexed driver requested torque before maximum limit for homogeneous
charge mode

|-
|
MIVBEGV_W

|
Indexed driver requested torque before maximum limit

|-
|
MIVBEG_W

|
Indexed driver requested torque before change limitation

|-
|
MIZWMN_W

|
Indexed engine torque at the latest igniton angle

|-
|
MKFADPN_W

|
Clutch torque for changeover dashpot-filter time

|-
|
MKFANB_W

|
Clutch torque from limited driver’s request

|-
|
MKFA_W

|
Driver requested torque (clutch) after change limitation

|-
|
MRFAMXAS W

|
Relative driver requested torque maximum value from automated manual
transmission

|-
|
MRFAMX_W

|
Relative driver requested torque maximum value

|-
|
MRFA_W

|
Relative driver requested torque from cruise control and throttle pedal

|-
|
MRFGR_W

|
Relative torque requirement from cruise control

|-
|
MRPEDASG W

|
Relative driver requested torque from automated manual transmission

|-
|
MRPEDL_W

|
Relative driver requested torque from the throttle pedal for less speed

|-
|
MRPEDS W

|
Relative driver requested torque from the throttle pedal for greater
speed

|-
|
MRPED_W

|
Relative driver requested torque

|-
|
NGFIL_W

|
Filtered speed gradient

|-
|
NMOT W

|
Engine speed

|-
|
RLMINDP_W

|
Minimum relative cylinder charge for dashpot switch off

|-
|
RLMIN_W

|
Minimum permitted relative load

|-
|
RL_W

|
Relative air charge (word)

|-
|
TMOT

|
Engine coolant temperature

|-
|
VFZG

|
Vehicle speed

|-
|
WPED_W

|
Normalised throttle pedal angle

|-
|
ZDASH1_W

|
Time constant PT1-filter dashpot

|-
|
ZDASH2_W

|
Time constant PT1-filter dashpot at small clutch torque

|-
|
ZDASH_W

|
Time constant dashpot

|-
|
ZLSDV_W

|
Time constant PT2-filter load shock damping before reduction

|-
|
ZLSD_W

|
Time constant PT2-filter load shock damping

|}

← Older revision		Revision as of 22:09, 29 September 2011
Line 1,051:		Line 1,051:
	Time constant PT2-filter load shock damping		Time constant PT2-filter load shock damping
	\|}		\|}
		+
		+	[[Category:ME7]]

@@ Line 9: / Line 9: @@
 MRFMX: maximum relative driver requested torque
-mdfaw-dmlwhs Sub-function DMLWHS: indexed driver requested torque for
+mdfaw-dmlwhs Sub-function DMLWHS: indicated driver requested torque for
 change limitation in the homogenous charge mode
@@ Line 67: / Line 67: @@
-The throttle pedal characteristic is defined by maps, where through pedal position and engine speed, a factor (relative torque) is stored to help scale indexed torque between the minimum and maximum. The relative driver’s requested torque can have values &#8203;&#8203;greater than 100% (pedal crossover). For reverse gear, a separate map is available that can be used on vehicles with automatic transmission. To enhance driving
+The throttle pedal characteristic is defined by maps, where through pedal position and engine speed, a factor (relative torque) is stored to help scale indicated torque between the minimum and maximum. The relative driver’s requested torque can have values &#8203;&#8203;greater than 100% (pedal crossover). For reverse gear, a separate map is available that can be used on vehicles with automatic transmission. To enhance driving
 comfort, a change in the driver’s requested torque limit can take place under certain conditions (load changes, overrun fuel cut-off and reinstatement, transition from part load to idle and vice versa. See sub-function DMFABEG).
@@ Line 258: / Line 258: @@
 DMISMEUS
+|
-Delta indexed torque for change limitation by B_mismeus
+Delta indicated torque for change limitation by B_mismeus
 |-
+|
@@ Line 349: / Line 349: @@
 KFMIFALS
+|
-Indexed driver requested torque for cylinder charge path during load
+Indicated driver requested torque for cylinder charge path during load
 shock damping
 |-
@@ Line 355: / Line 355: @@
 KFMILSD
+|
-Indexed torque initial value for load shock damping
+Indicated torque initial value for load shock damping
 |-
+|
@@ Line 401: / Line 401: @@
 MDIMX
+|
-Maximum indexed engine torque
+Maximum indicated engine torque
 |-
+|
@@ Line 411: / Line 411: @@
 MIFALMF
+|
-Indexed driver requested torque for cylinder charge path with active
+Indicated driver requested torque for cylinder charge path with active
 gradient limitation
 |-
@@ Line 830: / Line 830: @@
 MIASRS_W
+|
-Indexed target engine torque traction control for fast intervention
+Indicated target engine torque traction control for fast intervention
 |-
+|
 MIBAS_W
+|
-Indexed basic torque
+Indicated basic torque
 |-
+|
 MIBDP_W
+|
-Indexed target engine torque dashpot
+Indicated target engine torque dashpot
 |-
+|
 MIBLSD_W
+|
-Limited indexed torque for load shock damping
+Limited indicated torque for load shock damping
 |-
+|
 MIFA
+|
-Indexed driver requested engine torque
+Indicated driver requested engine torque
 |-
+|
@@ Line 860: / Line 860: @@
 MIFAL_W
+|
-Indexed driver requested torque for torque coordination on the charge
+Indicated driver requested torque for torque coordination on the charge
 path
 |-
@@ Line 866: / Line 866: @@
 MIFA_W
+|
-Indexed driver requested engine torque
+Indicated driver requested engine torque
 |-
+|
 MIGEF_W
+|
-Gefiltertes indexed driver requested torque
+Gefiltertes indicated driver requested torque
 |-
+|
@@ Line 881: / Line 881: @@
 MIMAX_W
+|
-Maximum permissible indexed torque
+Maximum permissible indicated torque
 |-
+|
@@ Line 896: / Line 896: @@
 MINBEG_W
+|
-Indexed driver requested torque after / change limitation
+Indicated driver requested torque after / change limitation
 |-
+|
 MISMEUS_W
+|
-Indexed torque during change limitation B_mismeus
+Indicated torque during change limitation B_mismeus
 |-
+|
 MIVBEB_W
+|
-Indexed torque before change limitation, upper limit of mimax_w
+Indicated torque before change limitation, upper limit of mimax_w
 |-
+|
 MIVBEGVH_W
+|
-Indexed driver requested torque before maximum limit for homogeneous
+Indicated driver requested torque before maximum limit for homogeneous
 charge mode
 |-
@@ Line 917: / Line 917: @@
 MIVBEGV_W
+|
-Indexed driver requested torque before maximum limit
+Indicated driver requested torque before maximum limit
 |-
+|
 MIVBEG_W
+|
-Indexed driver requested torque before change limitation
+Indicated driver requested torque before change limitation
 |-
+|
 MIZWMN_W
+|
-Indexed engine torque at the latest igniton angle
+Indicateed engine torque at the latest igniton angle
 |-
+|