CN115750117A - Engine torque control method and device in self-adaptive cruise control mode and automobile - Google Patents
Engine torque control method and device in self-adaptive cruise control mode and automobile Download PDFInfo
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Abstract
The invention provides an engine torque control method and device in an adaptive cruise control mode and an automobile, wherein the method comprises the following steps: ACC torque distribution: determining an ACC fire path required torque and an ACC gas path required torque; arbitration of the required torque: taking a larger value of the ACC demand torque compared with the driver demand torque as an output torque; drivability filtering processing: determining whether to carry out drivability filtering processing according to the setting state of the ACC off drivability filtering flag; and (3) ignition angle intervention judgment: and determining whether ignition angle intervention is activated or not according to the setting state of the ACC air path torque additional compensation flag. According to the method, the gas path extra torque compensation is introduced in the ACC torque distribution, and the forced ignition angle intervention is considered according to the setting state of the ACC gas path extra torque compensation mark when the final torque is output, so that the actual torque of the engine quickly follows the ACC required torque, the requirement of an ACC controller on the torque response time of the engine is met, and the driving performance of the vehicle in the adaptive cruise control mode is improved.
Description
Technical Field
The invention relates to the field of engine control, in particular to an engine torque control method, an engine torque control device and an automobile.
Background
The Adaptive Cruise Control system generally includes a Cruise Control switch, a data acquisition module, an ACC (Adaptive Cruise Control) Control module, a vehicle actuator, and the like. In a traditional automobile using an internal combustion engine as a power source, the basic principle of the adaptive cruise control is that signals such as a vehicle speed signal, a radar signal and brake master cylinder pressure obtained by a data acquisition module are utilized and provided for an ACC control module, the ACC control module calculates the torque expected by a driver (namely ACC required torque) and sends the torque to an engine control module through CAN communication, and the engine is used as an executing mechanism of a system to respond to the ACC required torque.
The time required for the actual engine torque to reach the ACC required torque is referred to as the engine torque response time. In the existing application, the comfort is taken as the main purpose in the adaptive cruise control process, the requirement on the responsiveness of an ACC control module to the actual torque of an engine is not high, and the requirement can be met within 1000ms of response time generally. An engine control logic of the prior art adaptive cruise control, as shown in fig. 1, includes three steps. In the first step, the ACC demand torque is directly assigned to the engine flame path ACC demand torque and the gas path ACC demand torque. And secondly, the two required torques are respectively increased with the gas path accelerator required torque and the gas path accelerator required torque obtained by the driver stepping on the accelerator pedal. And thirdly, obtaining final engine fire path required torque and gas path required torque through drivability filtering processing. The characteristic of the engine is that the torque rises slowly at low rotation speed, and the actual torque of the engine is further delayed or changed slowly by a driving filtering process, so that the response time of the engine torque at low rotation speed is usually between 250 to 600ms. During driving, the engine target ignition angle is typically equal to the base ignition angle. The ignition angle intervention flag is set during external torque intervention, or driving intervention, or in a speed control mode, and the target engine ignition angle is calculated according to the engine fire path demand torque. The fire path torque is also called as fast channel torque, a correspondingly controlled actuating mechanism is an ignition system, and the response time generally does not exceed 60ms; the gas circuit torque is also called slow channel torque, the corresponding control actuating mechanism is an air inlet system, and the response time generally exceeds 120ms.
Now, with the development of radar technology and the increase of user demand, in order to achieve acceleration and deceleration of a vehicle more quickly, the ACC controller requires that the engine torque response time be greatly shortened, the response time to reach 63% of the target torque is less than 100ms, and the response time to reach 100% of the target torque is less than 200ms. Thus, the existing engine logic to handle the ACC torque request is no longer applicable, requiring the use of new torque allocation and handling schemes.
Disclosure of Invention
One of the objectives of the present invention is to provide a method for controlling engine torque in an adaptive cruise control mode, so as to solve the problem that the engine torque response time is too long to meet the requirement of an ACC controller in the adaptive cruise control mode.
In order to solve the above problems, the technical solution of the present invention is realized as follows:
the invention provides an engine torque control method in an adaptive cruise control mode, which is used for a vehicle. The method mainly comprises the following steps.
Step S1, ACC torque allocation.
The method includes the steps of firstly allocating an ACC air path required torque equal to the ACC required torque, and allocating an ACC air path required torque equal to the ACC required torque plus an air path compensation torque. The step changes the torque distribution required by the ACC gas circuit, and increases the gas circuit compensation torque.
Further, the control logic of the air path compensation torque in step S1 is:
if the ACC air circuit additional compensation flag is set, the air circuit compensation torque is equal to the ACC air circuit additional compensation torque; if the ACC air circuit additional compensation mark is not set and the air circuit compensation attenuation mark is set, the air circuit compensation torque is equal to the ACC air circuit compensation attenuation torque; if the ACC air circuit additional compensation mark is not set, and the air circuit compensation attenuation mark is not set, the air circuit compensation torque is equal to 0. The ACC air circuit additional compensation torque and the ACC air circuit compensation attenuation torque are obtained through calibration.
Further, in step S1, whether the ACC gas path additional compensation flag is set is determined according to the ACC control enable flag, the idle speed control flag, and the current vehicle speed.
If the gas circuit additional compensation mark is changed from setting to resetting, the gas circuit compensation attenuation mark is set, and meanwhile, the timer 1 starts to time. If the ACC air path additional compensation mark is set again or the accumulated time of the timer 1 exceeds the threshold value, the air path compensation attenuation mark is reset.
If the air circuit compensation attenuation flag is set, the ACC air circuit compensation attenuation torque is attenuated to 0 from an initial value according to a low-pass filter. The initial value is the ACC air path additional compensation torque when the air path compensation attenuation flag is set.
Step S2, the torque demand arbitration.
The method comprises the steps of firstly determining the fire path required torque and the gas path required torque of a driver according to an accelerator opening signal stepped by the driver, then judging and comparing, and taking the larger value of the ACC required torque compared with the driver required torque as the output torque.
If the ACC fire path demand torque is larger than the driver fire path demand torque, the ACC fire path demand torque is output, and otherwise, the driver fire path demand torque is output. If the ACC gas circuit demand torque is larger than the driver gas circuit demand torque, outputting the ACC gas circuit demand torque, and otherwise, outputting the driver gas circuit demand torque.
And step S3, drivability filtering processing.
In this step, whether or not to perform drivability filtering processing is determined based on the state where the drivability filtering flag is set when the ACC is off.
And if the ACC off drivability filter flag is set, the engine gas circuit required torque and the engine gas circuit required torque are equal to the corresponding torques output in the step S2. And if the ACC off drivability filtering flag is not set, obtaining engine gas circuit required torque and engine gas circuit required torque through drivability filtering from the torque output in the step S2.
Further, the step is that whether an ACC off drivability filter flag is set is determined according to the current vehicle speed, the ACC torque control enabling flag, the driver fire path required torque and the ACC fire path required torque.
And S4, judging the ignition angle intervention.
The method is unique to the method, and whether ignition angle intervention is activated or not is determined according to the setting state of the ACC gas circuit torque additional compensation mark.
And if the ACC gas circuit torque additional compensation flag is set, the ignition angle pre-setting flag is set, and the target ignition angle of the engine is determined according to parameters such as engine fire circuit required torque and current air inflow. When the ACC gas path torque additional compensation flag is reset, the ignition angle intervention flag is reset.
Another object of the present invention is to provide an engine torque control apparatus for improving engine torque responsiveness in a vehicle adaptive cruise control mode.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
an engine torque control apparatus in an adaptive cruise control mode, comprising:
and the ACC torque distribution module is used for determining the ACC fire path required torque and the ACC air path required torque, enabling the ACC fire path required torque to be equal to the ACC required torque, and enabling the ACC air path required torque to be equal to the ACC required torque plus the air path compensation torque.
And the required torque arbitration module is used for determining the output torque, and taking the larger value of the ACC required torque compared with the driver required torque as the output torque.
And the drivability filtering processing module is used for determining whether to perform drivability filtering processing according to the state that the ACC turns off the drivability filtering flag set.
And the ignition angle intervention judging module is used for determining whether to activate ignition angle intervention according to the setting state of the ACC gas circuit torque additional compensation mark.
Compared with the prior art, the system has the same advantages by applying the engine torque control method in the adaptive cruise control mode, and the detailed description is omitted.
Another object of the present invention is to provide an automobile equipped with the above-mentioned control device, for executing the steps of the engine torque control method in the adaptive cruise control mode, so as to improve the engine torque responsiveness in the adaptive cruise control mode of the automobile.
In order to achieve the purpose, the technical scheme of the invention is realized as follows:
the advantages of the vehicle and the engine torque control method in the adaptive cruise control mode are the same compared with the prior art, and the detailed description is omitted.
The beneficial effects of the invention at least comprise:
1. in the invention, the compensation amount of the extra torque of the air passage is introduced in the ACC torque distribution, so that the required torque of the air passage can be additionally increased in an area with untimely torque increasing response of the engine, namely the required torque of the air passage is slightly larger than the required torque of the ACC.
2. According to the invention, the ignition angle control can realize quick response, the ignition angle control function is activated through setting the ignition angle dry pre-setting flag, and the accurate required torque can be obtained by controlling the ignition angle to the required angle.
3. The method can enable the actual torque of the engine to quickly follow the torque required by the ACC, meet the requirement of the ACC controller on the torque response time of the engine, and improve the driving performance of the vehicle in the self-adaptive cruise control mode.
Drawings
In order to more clearly illustrate the technical scheme in the embodiment of the invention, a schematic diagram of a common scheme of engine torque calculation in an automobile adaptive cruise control mode is shown below, wherein the schematic diagram of the scheme comprises a calculation logic diagram of an ACC extra gas circuit compensation torque, a calculation logic diagram of an ACC extra gas circuit compensation mark, a calculation logic diagram of an ACC closing drivability filter mark, a schematic diagram of a torque response effect of the common scheme and a schematic diagram of a torque response effect of the scheme of the invention.
FIG. 1 is a schematic diagram of a generic scheme for engine torque control in an adaptive cruise control mode.
FIG. 2 is a schematic diagram of an improved adaptive cruise control mode engine torque control scheme according to an embodiment of the present invention.
Fig. 3 is a schematic diagram of an air path compensation torque calculation logic according to an embodiment of the present invention.
Fig. 4 is a logic diagram for calculating an ACC gas path additional compensation flag according to an embodiment of the present invention.
Fig. 5 is a logic diagram for calculating an ACC off drivability filter flag according to an embodiment of the present invention.
FIG. 6 is a schematic diagram of the torque response effect under a common scheme.
Fig. 7 is a schematic diagram of the torque response effect under a modification provided by the embodiment of the invention.
Fig. 8 is a block diagram illustrating an engine torque control apparatus in an adaptive cruise control mode according to an embodiment of the present invention.
Detailed Description
In order that the objects, detailed embodiments, and advantages of the present invention can be exhibited, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the invention are shown in the drawings, it should be understood that the invention can be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.
In an embodiment of the present invention, a method for controlling a torque required by an engine of a vehicle in an adaptive cruise control mode is provided, as shown in fig. 2, the method mainly includes 4 main steps of ACC torque allocation, torque demand arbitration, drivability filtering processing, and ignition angle intervention judgment, specifically as follows:
first, ACC torque split.
As shown in S1 in fig. 2, the ACC gas path required torque is first allocated to be equal to the ACC required torque, which is equal to the ACC required torque plus the gas path compensation torque. Unlike the prior art, in this step, the increase of the gas path compensation torque is considered when allocating the ACC gas path required torque.
In a further embodiment, the logic for calculating the gas path compensation torque is shown in FIG. 3. When the ACC air circuit torque additional compensation flag is set, the air circuit compensation torque is equal to the ACC air circuit additional compensation torque; when the gas circuit compensation attenuation flag is set, the gas circuit compensation torque is equal to the ACC gas circuit compensation attenuation torque; when the ACC gas path torque additional compensation flag is reset, and when the gas path compensation attenuation flag is reset, the gas path compensation torque is equal to 0.
In the method, a reasonable condition needs to be set for setting the ACC gas path torque additional compensation flag, referring to fig. 4, in the further implementation, the condition for setting the ACC gas path torque additional compensation flag is as follows: when the ACC control enabling flag is set and the idle speed control flag is reset, the vehicle speed is less than or equal to the first vehicle speed threshold value V1. Otherwise, the ACC air path torque additional compensation flag is not set.
In this step, it is also necessary to determine the gas path compensation attenuation flag, and in a further embodiment, the determination logic of the gas path compensation attenuation flag is: when the gas circuit torque additional compensation flag changes from being set to being reset (namely falling edge triggering), the gas circuit compensation attenuation flag is set, and meanwhile, the timer starts to time. When the time of the timer exceeds the decay time T1 or when the gas circuit torque additional compensation mark is set, the gas circuit compensation decay mark is reset.
After the gas path compensation attenuation flag is set, the gas path compensation torque gradually changes to 0 from the extra gas path compensation torque through the low-pass filter, the filtering time of the low-pass filter is T2, and the gas path compensation torque is obtained through calibration.
The gas circuit additional compensation torque can be obtained by looking up a table according to a calibration pulse spectrum, and the horizontal coordinate and the vertical coordinate of the table are the engine rotating speed and the ACC required torque respectively.
In the step, the compensation amount of the extra torque of the air passage is introduced, so that the required torque of the air passage is additionally increased in an area where the torque increasing response of the engine is not timely, namely the required torque of the air passage is slightly larger than that of the ACC.
Second, the torque demand arbitrates.
As shown in S2 in fig. 2, in this step, the driver 'S fire path required torque and the gas path required torque are calculated from the accelerator opening pressed by the driver, and the driver' S fire path required torque and the gas path required torque are respectively subjected to a large-ratio processing with the ACC fire path required torque and the ACC gas path required torque to obtain the output torque.
Specifically, if the ACC fire demand torque is greater than the driver fire demand torque, the ACC fire demand torque is output, and otherwise, the driver fire demand torque is output. If the ACC air circuit demand torque is larger than the driver air circuit demand torque, outputting the ACC air circuit demand torque, and otherwise, outputting the driver air circuit demand torque.
And thirdly, performing drivability filtering processing.
When the ACC off drivability filter flag is set, as shown at S3 in fig. 2, the drivability filter processing is not performed, and the engine gas circuit required torque are equal to the corresponding torques output at step S2. When the ACC is turned off and the drivability filtering flag is reset, drivability filtering processing needs to be performed on the large torque of the fire path and the large torque of the gas path, and then the values are assigned to the corresponding engine fire path required torque and the engine gas path required torque.
In this step, it is necessary to determine the filtering first and determine whether the ACC off drivability filtering flag is set.
Whether the ACC off drivability filter flag is set is determined according to the current vehicle speed, the ACC torque control enable flag, the driver's fire demand torque, and the ACC fire demand torque.
For example, referring to fig. 5, in the present embodiment, the condition for setting the ACC off drivability filter flag is: when the vehicle speed is less than or equal to V2, the driver fire path required torque is less than or equal to ACC fire path required torque, and the ACC torque control enabling flag is set. When any of the above conditions is not met, the ACC off drivability filter flag is reset. V2 is obtained by calibration.
And fourthly, judging the ignition angle in an intervening manner.
As shown at S4 in fig. 2. In the prior art control logic, the condition for the ignition angle intervention flag to be set is that the external torque intervention flag is set, or that the drivability intervention flag is set, or that the speed control mode flag is set. If the ignition angle pre-setting flag is not set, the ignition angle is equal to the basic ignition angle; if the ignition angle pre-setting flag is set, the ignition angle is obtained by calculating according to parameters such as required torque of a fire path, current air inflow and the like. In the invention, a path of judgment condition is added, and when the ACC gas circuit torque additional compensation mark is set, the ignition angle intervention mark is set. When the ignition angle dry prediction flag is set, the calculated ignition angle is executed so that the actual torque can be equal to the required torque of the fire path, and thus quick response of the actual torque can be realized through the change of the target ignition angle.
According to the embodiment, the air path extra torque compensation is introduced in the ACC torque distribution, and forced ignition angle intervention is considered according to the setting state of the ACC air path extra torque compensation flag during the final torque output, so that the actual torque of the engine quickly follows the ACC required torque, the requirement of an ACC controller on the engine torque response time is met, and the driving performance of the vehicle in the self-adaptive cruise control mode can be improved. Through experimental comparison, the difference of the existing scheme and the scheme of the invention in the torque response time of the engine can be embodied by the graphs of fig. 6 and fig. 7.
As shown in fig. 6, in the conventional scheme, when the torque of the ACC changes rapidly, the actual engine torque changes slowly due to drivability filtering and the like, and the engine torque response time is about 630ms, which does not meet the requirement of the ACC at the present stage.
As shown in FIG. 7, by using the scheme of the invention, the following performance of the actual engine torque following the ACC torque is better, the engine torque response time is about 160ms, and the actual engine torque can quickly follow the ACC required torque, so that the requirement of the ACC controller on the engine torque response time in the current stage is met, and the driving performance of the vehicle in the adaptive cruise control mode is improved.
With further reference to fig. 8, the present application provides in another embodiment an engine torque control apparatus in an adaptive cruise control mode, the control system including at least an ACC torque distribution module, a torque demand arbitration module, a drivability filter processing module, and an ignition angle intervention determination module.
The ACC torque distribution module is used for determining the ACC fire path required torque and the ACC air path required torque, enabling the ACC fire path required torque to be equal to the ACC required torque, and enabling the ACC air path required torque to be equal to the ACC required torque plus the air path compensation torque.
And the required torque arbitration module is used for determining the output torque, and taking the larger value of the ACC required torque compared with the driver required torque as the output torque.
And the drivability filtering processing module is used for determining whether to perform drivability filtering processing according to the state that the ACC turns off the drivability filtering flag set.
And the ignition angle intervention judging module is used for determining whether to activate ignition angle intervention according to the setting state of the ACC gas circuit torque additional compensation mark.
For the ACC torque distribution module, calculating the gas path compensation torque specifically includes:
if the ACC air circuit additional compensation flag is set, the air circuit compensation torque is equal to the ACC air circuit additional compensation torque; if the ACC gas circuit additional compensation mark is not set and the gas circuit compensation attenuation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit compensation attenuation torque; if the ACC gas circuit additional compensation mark is not set, and the gas circuit compensation attenuation mark is not set, the gas circuit compensation torque is equal to 0. The ACC air passage extra compensation torque and the ACC air passage extra compensation torque can be obtained through calibration.
The ACC torque distribution module determines whether an ACC air path additional compensation flag is set or not according to an ACC control enabling flag, an idle speed control flag and the current vehicle speed:
if the gas circuit additional compensation mark is changed from setting to resetting, setting the gas circuit compensation attenuation mark, and starting timing by the timer; and if the ACC air path additional compensation mark is set again or the accumulated time of the timer exceeds a threshold value, resetting the air path compensation attenuation mark.
If the air circuit compensation attenuation flag is set, the ACC air circuit compensation attenuation torque is attenuated to 0 from an initial value according to a low-pass filter. The initial value is the ACC air path additional compensation torque when the air path compensation attenuation flag is set.
In one embodiment, the filtering determination and drivability filtering processing module is configured to: if the ACC off drivability filter flag is set, the engine gas circuit required torque and the engine gas circuit required torque are equal to the corresponding torques output by the ACC torque distribution module; and if the ACC off drivability filtering flag is not set, the engine gas circuit required torque and the engine gas circuit required torque are obtained by performing drivability filtering on the torque output by the ACC torque distribution module.
In an embodiment, the condition that the filtering determination and drivability filtering processing module sets the ACC off drivability filtering flag is: when the vehicle speed is less than or equal to V2, the required torque of the fire path of the driver is less than or equal to the required torque of the ACC, the ACC torque control enabling flag is set, and when any one of the conditions is not met, the ACC driving-off filtering flag is reset.
In the present system, the ignition angle intervention judging module is more specific, and is configured to: if the ACC gas circuit torque additional compensation flag is set, the ignition angle dry pre-setting flag is set, and the target ignition angle of the engine is determined according to parameters such as engine fire circuit required torque and current air inflow; when the ACC gas path torque additional compensation flag is reset, the ignition angle intervention flag is reset.
According to the control system, compensation of extra gas path torque is introduced in ACC torque distribution, forced ignition angle intervention is considered according to the setting state of the extra ACC gas path torque compensation mark when final torque is output, so that the actual torque of the engine quickly follows ACC required torque, the requirement of an ACC controller on the torque response time of the engine is met, and the driving performance of the vehicle in a self-adaptive cruise control mode is improved.
The engine control device may be disposed in a vehicle controller or may be disposed in an engine controller.
As for the above embodiment of the control device, since it is used for executing the method proposed in the previous embodiment, and the specific execution content of the modules thereof is basically similar to that of the previous embodiment, the description is relatively simple, and the relevant points can be referred to the partial description of the method embodiment.
In another embodiment of the present application, there is provided a vehicle comprising an engine torque control apparatus in an adaptive cruise control mode as described in any one of the embodiments above.
The preferred embodiments of the present invention are described in detail above with reference to the accompanying drawings. While certain embodiments of the present application are shown in the drawings, it should be understood that the present application may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided for a more thorough and complete understanding of the present application. It should be understood that the drawings and embodiments of the present application are for illustration purposes only and are not intended to limit the scope of the present application.
It should be understood that the various steps recited in the method embodiments of the present application may be performed in a different order and/or in parallel. Moreover, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the present application is not limited in this respect.
It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. The invention is not described in detail in order to avoid unnecessary repetition. In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present disclosure.
The term "including" and variations thereof as used herein is intended to be open-ended, i.e., "including but not limited to". The term "based on" is "based, at least in part, on". The term "one embodiment" means "at least one embodiment"; the term "another embodiment" means "at least one additional embodiment"; the term "some embodiments" means "at least some embodiments".
Claims (16)
1. A method of engine torque control in an adaptive cruise control mode, the method comprising:
step S1, ACC torque allocation: determining an ACC fire path required torque and an ACC gas path required torque, and enabling the ACC fire path required torque to be equal to the ACC required torque, and enabling the ACC gas path required torque to be equal to the ACC required torque plus the gas path compensation torque;
step S2, arbitration of the required torque: comparing the ACC fire path required torque and the ACC gas path required torque with the driver fire path required torque and the driver gas path required torque respectively, and taking a larger value as an output torque;
and step S3, drivability filtering processing: determining whether to carry out drivability filtering processing according to the setting state of the ACC off drivability filtering flag;
step S4, ignition angle intervention judgment: and determining whether ignition angle intervention is activated or not according to the setting state of the ACC air path torque additional compensation flag.
2. The method for controlling engine torque in an adaptive cruise control mode according to claim 1, wherein in step S1, the gas path compensation torque is calculated as:
if the ACC air circuit additional compensation flag is set, the air circuit compensation torque is equal to the ACC air circuit additional compensation torque; if the ACC air circuit additional compensation mark is not set and the air circuit compensation attenuation mark is set, the air circuit compensation torque is equal to the ACC air circuit compensation attenuation torque; if the ACC air path additional compensation mark is not set and the air path compensation attenuation mark is not set, the air path compensation torque is equal to 0; the ACC air circuit additional compensation torque and the ACC air circuit compensation attenuation torque are obtained through calibration.
3. The method for controlling engine torque in an adaptive cruise control mode according to claim 2, wherein in step S1, it is determined whether an ACC gas path extra compensation flag is set or not, according to an ACC control enable flag, an idle speed control flag, and a current vehicle speed;
if the gas circuit additional compensation mark is changed from setting to resetting, setting the gas circuit compensation attenuation mark, and starting timing by the timer; if the ACC gas circuit additional compensation mark is set again or the accumulated time of the timer exceeds a threshold value, resetting the gas circuit compensation attenuation mark;
if the gas circuit compensation attenuation flag is set, the ACC gas circuit compensation attenuation torque is attenuated to 0 from an initial value according to a low-pass filter, and the initial value is the ACC gas circuit additional compensation torque when the gas circuit compensation attenuation flag is set.
4. The engine torque control method in the adaptive cruise control mode according to claim 2 or 3, wherein the gas path additional compensation torque is obtained from a calibration pulse spectrum look-up table, the abscissa and ordinate of the table being the engine speed and the ACC required torque, respectively.
5. The engine torque control method in the adaptive cruise control mode according to claim 1, 2 or 3, characterized in that in step S2, if the ACC fire demand torque is greater than the driver fire demand torque, the ACC fire demand torque is output, otherwise the driver fire demand torque is output; if the ACC air circuit demand torque is larger than the driver air circuit demand torque, outputting the ACC air circuit demand torque, and otherwise, outputting the driver air circuit demand torque.
6. The engine torque control method in the adaptive cruise control mode according to claim 1, 2 or 3, characterized in that in step S3, if the ACC off drivability filter flag is set, the engine gas path required torque and the engine gas path required torque are equal to the corresponding torques output in step S2; and if the ACC off drivability filtering flag is not set, obtaining the engine gas circuit required torque and the engine gas circuit required torque by performing drivability filtering on the torque output in the step S2.
7. The method for controlling engine torque during an adaptive cruise control mode according to claim 6, wherein in said step S3, it is determined whether the ACC off drivability filter flag is set or not, based on the current vehicle speed, the ACC torque control enable flag, the driver' S fire demand torque, and the ACC fire demand torque.
8. The engine torque control method in the adaptive cruise control mode according to claim 6, characterized in that in said step S3, the condition that the ACC off drivability filter flag is set is: when the vehicle speed is less than or equal to V2, the driver fire path required torque is less than or equal to ACC fire path required torque, the ACC torque control enabling flag is set, and when any one of the conditions is not met, the ACC off drivability filtering flag is reset.
9. The method for controlling the torque of the engine in the adaptive cruise control mode according to claim 1, wherein in step S4, if the ACC gas path torque additional compensation flag is set, the ignition angle dry pre-flag is set, and the target ignition angle of the engine is determined according to parameters such as the engine gas path required torque and the current intake air amount; when the ACC gas path torque additional compensation flag is reset, the ignition angle intervention flag is reset.
10. An engine torque control apparatus in an adaptive cruise control mode, comprising:
the ACC torque distribution module is used for determining the ACC fire path required torque and the ACC air path required torque, enabling the ACC fire path required torque to be equal to the ACC required torque, and enabling the ACC air path required torque to be equal to the ACC required torque plus the air path compensation torque;
the device comprises a required torque arbitration module, a torque control module and a torque control module, wherein the required torque arbitration module is used for determining output torque, comparing the ACC fire path required torque and the ACC gas path required torque with the driver fire path required torque and the driver gas path required torque respectively, and then taking larger values as the output torque;
the filtering judgment and drivability filtering processing module is used for determining whether to perform drivability filtering processing according to the state that the ACC turns off the drivability filtering flag set;
and the ignition angle intervention judging module is used for determining whether to activate ignition angle intervention according to the setting state of the ACC gas circuit torque additional compensation mark.
11. The adaptive cruise control mode engine torque control apparatus according to claim 10, wherein said ACC torque distribution module calculating an air path compensation torque comprises:
if the ACC air circuit additional compensation flag is set, the air circuit compensation torque is equal to the ACC air circuit additional compensation torque; if the ACC gas circuit additional compensation mark is not set and the gas circuit compensation attenuation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit compensation attenuation torque; if the ACC air path additional compensation mark is not set and the air path compensation attenuation mark is not set, the air path compensation torque is equal to 0; the ACC air circuit additional compensation torque and the ACC air circuit compensation attenuation torque are obtained through calibration.
12. The engine torque control device in adaptive cruise control mode according to claim 10, wherein said ACC torque distribution module determines whether an ACC air path extra compensation flag is set according to an ACC control enable flag, an idle speed control flag and a current vehicle speed;
if the gas circuit additional compensation mark is changed from setting to resetting, setting the gas circuit compensation attenuation mark, and starting timing by the timer; if the ACC gas circuit additional compensation mark is set again or the accumulated time of the timer exceeds a threshold value, resetting the gas circuit compensation attenuation mark;
if the gas circuit compensation attenuation flag is set, the ACC gas circuit compensation attenuation torque is attenuated to 0 from an initial value according to a low-pass filter, and the initial value is the ACC gas circuit additional compensation torque when the gas circuit compensation attenuation flag is set.
13. The engine torque control device in the adaptive cruise control mode according to claim 12, wherein said filter determination and drivability filter processing module processes: if the ACC off drivability filter flag is set, the engine gas circuit required torque and the engine gas circuit required torque are equal to the corresponding torques output by the ACC torque distribution module; and if the ACC off drivability filtering flag is not set, the engine gas circuit required torque and the engine gas circuit required torque are obtained by performing drivability filtering on the torque output by the ACC torque distribution module.
14. The engine torque control device in the adaptive cruise control mode according to claim 10, wherein the condition that said filter determination and drivability filter processing module sets the ACC off drivability filter flag is that: when the vehicle speed is less than or equal to V2, the required torque of the fire path of the driver is less than or equal to the required torque of the ACC, the ACC torque control enabling flag is set, and when any one of the conditions is not met, the ACC driving-off filtering flag is reset.
15. The engine torque control device under the adaptive cruise control mode according to claim 10, wherein the ignition angle intervention judging module sets an ignition angle intervention flag if an ACC gas path torque additional compensation flag is set, and the target ignition angle of the engine is determined according to parameters such as engine gas path required torque and current intake air amount; and when the ACC air path torque additional compensation mark is reset, the ignition angle interference pre-mark is reset.
16. A motor vehicle, characterized in that it is provided with a system according to any one of claims 10-15 for carrying out the steps of the method for engine torque control in adaptive cruise control mode according to any one of claims 1-9.
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Cited By (1)
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| CN118257695A (en) * | 2024-05-31 | 2024-06-28 | 长城汽车股份有限公司 | Control method of engine ignition angle and electronic equipment |
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