CN115750117B - Engine torque control method and device under self-adaptive cruise control mode and automobile - Google Patents
Engine torque control method and device under self-adaptive cruise control mode and automobile Download PDFInfo
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Abstract
The invention provides an engine torque control method and device under a self-adaptive cruise control mode and an automobile, wherein the method comprises the following steps: ACC torque distribution: determining ACC fire path required torque and ACC gas path required torque; demand torque arbitration: taking a larger value of the ACC required torque compared with the driver required torque as output torque; drivability filtering: determining whether to perform drivability filtering processing according to the setting state of the ACC closing drivability filtering mark; pre-judging ignition angle dryness: and determining whether to activate ignition angle intervention according to the setting state of the additional compensation mark of the ACC gas circuit torque. According to the invention, the compensation of the additional torque of the air circuit is introduced in the ACC torque distribution, and the intervention of the forced ignition angle is considered according to the setting state of the additional compensation mark of the torque of the ACC air circuit 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 torque response time of the engine is met, and the drivability of the vehicle under the self-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 and device and an automobile.
Background
The adaptive cruise control system generally comprises a cruise control switch, a data acquisition module, a ACC (Adaptive Cruise Control) control module, a vehicle executing mechanism and the like. In a conventional automobile using an internal combustion engine as a power source, the basic principle of the adaptive cruise control is that a vehicle speed signal, a radar signal, a brake master cylinder pressure and other signals obtained by a data acquisition module are utilized and provided for an ACC control module, the ACC control module calculates the expected torque of a driver (namely, ACC required torque) and sends the expected 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 adaptive cruise control process takes comfort as a main purpose, the response requirement of the ACC control module on the actual torque of the engine is not high, and the response time is generally within 1000ms and can meet the requirement. In a conventional engine control logic for adaptive cruise, as shown in fig. 1, three steps are included. First, the ACC demand torque is directly assigned to the engine on-road ACC demand torque and the on-road ACC demand torque. And secondly, the two required torques are respectively enlarged with the railway throttle required torque and the gas circuit throttle required torque which are obtained by the driver stepping on the accelerator pedal. And thirdly, obtaining final engine road demand torque and gas path demand torque through drivability filtering treatment. The characteristic of the engine is that the torque rises slowly when the rotation speed is low, and the actual torque of the engine is further delayed or changed slowly through the drivability filtering process, so that the response time of the torque of the engine is between 250 and 600ms when the rotation speed is low. During driving, the engine target firing angle is typically equal to the base firing angle. The ignition angle intervention mark is set only when external torque is interfered, or drivability is interfered, or the rotation speed control mode is adopted, and the target ignition angle of the engine is calculated according to the required torque of the engine. The road torque is also called as fast-path torque, the corresponding controlled actuating mechanism is an ignition system, and the response time is generally not more than 60ms; the gas path torque is also called slow path torque, the corresponding controlled actuator is the air intake system, and the response time is generally more than 120ms.
Now, with the development of radar technology and the improvement of user demands, in order to achieve acceleration and deceleration of a vehicle more quickly, the response time of an ACC controller for requesting engine torque is greatly shortened, the response time for reaching 63% of target torque is less than 100ms, and the response time for reaching 100% of target torque is less than 200ms. Thus, the existing engine logic to handle ACC torque requests is no longer applicable and new torque distribution and handling schemes need to be used.
Disclosure of Invention
One of the purposes 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 in the adaptive cruise control mode does not meet the requirements of an ACC controller due to excessively long response time.
In order to solve the problems, the technical scheme of the invention is realized as follows:
The invention provides an engine torque control method under a self-adaptive cruise control mode, which is used for a vehicle. The method mainly comprises the following steps.
Step S1, ACC torque distribution.
The ACC circuit demand torque is firstly distributed to be equal to the ACC demand torque, and the ACC circuit demand torque is equal to the ACC demand torque plus the circuit compensation torque. The step changes the distribution of the required torque of the ACC gas circuit and increases the compensation torque of the gas circuit.
Further, in step S1, the control logic of the gas path compensation torque is:
if the ACC gas circuit extra compensation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit extra compensation torque; if the ACC gas circuit additional compensation mark is not set, when 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 if the gas circuit compensation attenuation mark is not set, the gas circuit compensation torque is equal to 0. The additional compensation torque of the ACC gas circuit and the compensation attenuation torque of the ACC gas circuit are obtained through calibration.
Further, in step S1, it is determined whether the ACC gas circuit extra compensation flag is set according to the ACC control enable flag, the idle speed control flag and the current vehicle speed.
If the gas circuit extra compensation mark is changed from setting to resetting, the gas circuit compensation attenuation mark is set, and the timer 1 starts timing. If the ACC gas circuit additional compensation mark is set again or the accumulated time of the timer 1 exceeds the threshold value, the gas circuit compensation attenuation mark is reset.
If the air path compensation attenuation flag is set, the ACC air path compensation attenuation torque is attenuated from an initial value to 0 according to a low-pass filter. The initial value is the additional compensation torque of the ACC gas circuit when the gas circuit compensation attenuation mark is set.
Step S2, the required torque is arbitrated.
The method comprises the steps of determining the required torque of a driver on a fire road and the required torque of a gas circuit according to an accelerator opening signal stepped on by the driver, judging and comparing, and taking a larger value obtained after the ACC required torque is compared with the driver required torque as output torque.
And outputting the torque as the ACC train demand torque if the ACC train demand torque is larger than the driver train demand torque, otherwise outputting the driver train demand torque. And outputting the torque required by the ACC gas circuit as the torque required by the ACC gas circuit if the torque required by the ACC gas circuit is larger than the torque required by the driver gas circuit, otherwise, outputting the torque required by the driver gas circuit.
And S3, drivability filtering processing.
The step is to determine whether to perform the drivability filtering process according to the ACC off drivability filtering flag setting state.
If the ACC closing drivability filtering flag is set, the engine road demand torque and the engine gas path demand torque are equal to the corresponding torques output in the step S2. If the ACC closing drivability filtering flag is not set, the engine road demand torque and the engine gas path demand torque are obtained by drivability filtering the torque output in the step S2.
Further, the step is to determine whether the ACC off drivability filter flag is set according to the current vehicle speed, the ACC torque control enable flag, the driver road demand torque, and the ACC road demand torque.
And S4, pre-judging the ignition angle.
The method is unique to the method, and whether ignition angle intervention is activated is determined according to the setting state of the additional compensation mark of the torque of the ACC gas circuit.
If the ACC gas circuit torque additional compensation mark is set, the ignition angle dry preset mark is set, and the target ignition angle of the engine is determined according to parameters such as the engine gas circuit required torque and the current air inflow. When the additional compensation mark of the ACC gas circuit torque is reset, the ignition angle stem pre-mark is reset.
Another object of the present invention is to propose an engine torque control device to improve engine torque responsiveness in a vehicle adaptive cruise control mode.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
an engine torque control device in an adaptive cruise control mode, comprising:
The ACC torque distribution module is used for determining ACC fire path required torque and ACC gas path required torque, 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 gas path compensation torque.
The required torque arbitration module is used for determining output torque, and takes a larger value of the ACC required torque and 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 setting state of the ACC closing drivability filtering mark.
And the ignition angle intervention judging module is used for determining whether to activate ignition angle intervention according to the setting state of the additional compensation mark of the ACC gas circuit torque.
The system has the same advantages as the prior art by applying the engine torque control method under the adaptive cruise control mode, and is not described herein.
Another object of the present invention is to provide an automobile equipped with the control device as above, 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 vehicle.
In order to achieve the above purpose, the technical scheme of the invention is realized as follows:
The vehicle has the same advantages as the engine torque control method in the adaptive cruise control mode in comparison with the prior art, and will not be described in detail herein.
The beneficial effects of the invention at least comprise:
1. according to the invention, the compensation amount of the additional torque of the air channel is introduced in the ACC torque distribution, so that the required torque of the air channel can be additionally increased in the area with untimely torque increasing response of the engine, namely, the required torque of the air channel 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 stem pre-marking, and the ignition angle is controlled to a required angle, so that accurate required torque can be obtained.
3. According to the invention, the actual torque of the engine can quickly follow the ACC required torque, the requirement of the ACC controller on the engine torque response time is met, and the drivability of the vehicle in the self-adaptive cruise control mode is improved.
Drawings
In order to more clearly illustrate the technical scheme in the embodiment of the invention, a general scheme diagram of engine torque calculation in an automobile adaptive cruise control mode, a schematic diagram of the scheme, a logic diagram of calculating ACC additional air path compensation torque, a logic diagram of calculating ACC air path additional compensation mark, a logic diagram of calculating ACC closing driving filter mark, a torque response effect schematic diagram of the general scheme and a torque response effect schematic diagram of the scheme of the invention are shown below.
FIG. 1 is a general scheme schematic of engine torque control in an adaptive cruise control mode.
Fig. 2 is a schematic diagram of an improved engine torque control scheme in an adaptive cruise control mode according to an embodiment of the present invention.
Fig. 3 is a schematic diagram of a gas circuit compensation torque calculation logic according to an embodiment of the present invention.
Fig. 4 is a logic diagram for calculating an additional compensation flag of an ACC gas circuit according to an embodiment of the present invention.
Fig. 5 is a logic diagram for calculating an ACC off drivability filtering flag according to an embodiment of the present invention.
Fig. 6 is a schematic diagram of torque response effect under a general scheme.
Fig. 7 is a schematic diagram of torque response effect under an improved scheme according to an embodiment of the present invention.
FIG. 8 is a block diagram illustrating an engine torque control device in an adaptive cruise control mode according to one embodiment of the present invention.
Detailed Description
In order that the objects, detailed embodiments and advantages and disadvantages of the present invention may be revealed, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention may 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 the embodiment of the invention, a control method for the required torque of an automobile engine in an adaptive cruise control mode is provided, as shown in fig. 2, the control method mainly comprises 4 main steps of ACC torque distribution, required torque arbitration, drivability filtering processing and ignition angle intervention judgment, and specifically comprises the following steps:
First, ACC torque distribution.
As shown in S1 of fig. 2, the ACC line demand torque is first allocated to be equal to the ACC demand torque, which is equal to the ACC demand torque plus the line compensation torque. Unlike the prior art, in this step, increasing the air path compensation torque is considered when allocating ACC air path demand torque.
In a further embodiment, the logic for calculating the pneumatic compensation torque is shown in FIG. 3. When the ACC gas circuit torque extra compensation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit extra compensation torque; when the air circuit compensation attenuation mark is set, the air circuit compensation torque is equal to the ACC air circuit compensation attenuation torque; when the ACC gas circuit torque extra compensation mark is reset, and when the gas circuit compensation attenuation mark is reset, the gas circuit compensation torque is equal to 0.
In this method, reasonable conditions need to be set for setting the ACC gas line torque extra compensation flag, see fig. 4, and in further this implementation, the conditions for setting the ACC gas line torque extra compensation flag are: when the ACC control enable flag is set and the idle speed control flag is reset, the vehicle speed is less than or equal to a first vehicle speed threshold V1. If not, the ACC gas circuit torque additional compensation mark is not set.
In this step, the air path compensation attenuation flag needs to be further determined, and in a further embodiment, the logic for determining the air path compensation attenuation flag is: when the gas circuit torque extra compensation mark is changed from setting to resetting (namely, falling edge triggering), the gas circuit compensation attenuation mark is set, and the timer starts to count. When the timer time exceeds the decay time T1, or when the gas circuit torque extra compensation flag is set, the gas circuit compensation decay flag is reset.
After the gas circuit compensation attenuation mark is set, the gas circuit compensation torque gradually changes to 0 from the gas circuit additional compensation torque through a low-pass filter, the filtering time of the low-pass filter is T2, and the calibration is achieved.
The additional compensation torque of the air circuit can be obtained according to a calibration pulse spectrum table, and the horizontal coordinate and the vertical coordinate of the table are respectively the engine speed and the ACC required torque.
In the step, the compensation amount of the extra torque of the air channel is introduced, so that the required torque of the air channel is additionally increased in the area with untimely torque increase response of the engine, namely, the required torque of the air channel is slightly larger than the required torque of the ACC.
Second, demand torque arbitration.
As shown in S2 in fig. 2, in this step, the driver fire path demand torque and the air path demand torque are calculated from the accelerator opening degree stepped on by the driver, and the driver fire path demand torque and the air path demand torque are processed to be greater than the ACC fire path demand torque and the ACC air path demand torque, respectively, so as to obtain the output torque.
Specifically, if the ACC road demand torque is greater than the driver road demand torque, the ACC road demand torque is output, otherwise the driver road demand torque is output. And outputting the torque required by the ACC gas circuit as the torque required by the ACC gas circuit if the torque required by the ACC gas circuit is larger than the torque required by the driver gas circuit, otherwise, outputting the torque required by the driver gas circuit.
And thirdly, drivability filtering processing.
As shown in S3 of fig. 2, when the ACC off drivability-filter flag is set, no drivability-filter processing is performed, and the engine-on demand torque and the engine-off demand torque are equal to the corresponding torques output in step S2. When the ACC is closed and the drivability filtering sign is reset, the larger torque of the fire path and the larger torque of the gas path need to be subjected to drivability filtering treatment, and then the drivability filtering treatment is assigned to the corresponding engine fire path required torque and the corresponding engine gas path required torque.
In this step, it is necessary to determine the filtering first, and determine whether the ACC off-drivability filter flag is set.
Whether the ACC off drivability filter flag is set is determined based on the current vehicle speed, the ACC torque control enable flag, the driver road demand torque, and the ACC road demand torque.
For example, referring to fig. 5, in the present embodiment, the condition for ACC off drivability filter flag setting is: when the vehicle speed is less than or equal to V2, the driver road demand torque is less than or equal to the ACC road demand torque, and the ACC torque control enabling flag is set. When any of the above conditions is not satisfied, the ACC off drivability filter flag is reset. V2 is obtained by calibration.
And fourthly, intervening and judging the ignition angle.
As shown in S4 in fig. 2. In the prior art control logic, the condition for setting the ignition angle stem pre-flag 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 stem pre-mark is not set, the ignition angle is equal to the basic ignition angle; if the ignition angle stem preset mark is set, the ignition angle is calculated according to parameters such as the required torque of the road and the current air inflow. In the invention, one path of judging condition is added, and when the additional compensation mark of the torque of the ACC gas path is set, the ignition angle intervention mark is set. When the ignition angle stem pre-flag is set, the calculated ignition angle is executed to enable the actual torque to be equal to the required torque of the road, and therefore quick response of the actual torque can be achieved through change of the target ignition angle.
According to the embodiment of the invention, the compensation of the additional torque of the air circuit is introduced in the ACC torque distribution, and the intervention of the forced ignition angle is considered according to the setting state of the additional compensation mark of the torque of the ACC air circuit during the final torque output, so that the actual torque of the engine quickly follows the torque required by the ACC, the requirement of an ACC controller on the torque response time of the engine is met, and the drivability of the vehicle under the self-adaptive cruise control mode can be improved. By experimental comparison, the difference in engine torque response time between the prior art scheme and the scheme of the present invention can be embodied by fig. 6 and 7.
As shown in fig. 6, in the conventional scheme, when the torque of the ACC is rapidly changed, the actual torque of the engine is slowly changed due to the drivability filtering and the like, and the engine torque response time is about 630ms, which does not meet the requirement of the ACC at present.
As shown in FIG. 7, by using the scheme of the invention, the following performance of the actual torque of the engine following the ACC torque is better, and the response time of the engine torque is about 160ms, so that the actual torque of the engine rapidly follows the ACC required torque, the requirement of the ACC controller on the engine torque response time in the current stage is met, and the drivability of the vehicle in the self-adaptive cruise control mode is improved.
With further reference to FIG. 8, in another embodiment of the present application, an engine torque control device in an adaptive cruise control mode is provided, where the control system includes at least an ACC torque distribution module, a demand torque arbitration module, a drivability filtering processing module, and an ignition angle dryness pre-determination module.
The ACC torque distribution module is used for determining ACC fire path required torque and ACC gas path required torque, 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 gas path compensation torque.
The required torque arbitration module is used for determining output torque, and takes a larger value obtained by comparing ACC required torque with 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 setting state of the ACC closing drivability filtering mark.
The ignition angle intervention judging module is used for determining whether to activate ignition angle intervention according to the setting state of the additional compensation mark of the ACC gas circuit torque.
For the ACC torque distribution module, calculating the gas circuit compensation torque specifically comprises:
If the ACC gas circuit extra compensation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit extra compensation torque; if the ACC gas circuit additional compensation mark is not set, when 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 if the gas circuit compensation attenuation mark is not set, the gas circuit compensation torque is equal to 0. The additional compensation torque of the ACC gas circuit and the additional compensation torque of the ACC gas circuit can be obtained through calibration.
The ACC torque distribution module determines whether an ACC gas circuit extra compensation mark is set according to an ACC control enabling mark, an idle speed control mark and a current vehicle speed:
if the gas circuit extra compensation mark is changed from setting to resetting, the gas circuit compensation attenuation mark is set, and a timer starts to count; if the ACC gas circuit additional compensation mark is set again or the accumulated time of the timer exceeds the threshold value, the gas circuit compensation attenuation mark is reset.
If the air path compensation attenuation flag is set, the ACC air path compensation attenuation torque is attenuated from an initial value to 0 according to a low-pass filter. The initial value is the additional compensation torque of the ACC gas circuit when the gas circuit compensation attenuation mark is set.
In an embodiment, the filtering judgment and drivability filtering processing module is configured to: if the ACC closing driving filter flag is set, the engine road required torque and the engine gas path required torque are equal to the corresponding torques output by the ACC torque distribution module; and if the ACC closing drivability filtering mark is not set, the engine road demand torque and the engine gas path demand torque are obtained by the drivability filtering of the torque output by the ACC torque distribution module.
In an embodiment, the condition that the filtering judgment 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 driver road demand torque is less than or equal to the ACC road demand torque, the ACC torque control enabling flag is set, and any one of the conditions is not satisfied, the ACC is closed, and the drivability filtering flag is reset.
In the system, the ignition angle stem pre-judging module is special and is configured to: if the ACC gas circuit torque additional compensation mark is set, the ignition angle dry preset mark is set, and the target ignition angle of the engine is determined according to parameters such as the engine gas circuit required torque, the current air inflow and the like; when the additional compensation mark of the ACC gas circuit torque is reset, the ignition angle stem pre-mark is reset.
According to the control system, compensation of the additional torque of the air circuit is introduced in ACC torque distribution, and in the final torque output, the intervention of the forced ignition angle is considered according to the setting state of the additional compensation mark of the air circuit torque of the ACC, so that the actual torque of the engine quickly follows the required torque of the ACC, the requirement of an ACC controller on the torque response time of the engine is met, and the drivability of the vehicle under the self-adaptive cruise control mode is improved.
The engine control device may be disposed in the vehicle control unit or in the engine control unit.
In the above embodiment of the control device, since the method proposed in the previous embodiment is performed, the specific implementation of the module is basically similar to that in the previous embodiment, so the description is relatively simple, and the relevant points will be referred to in the description of the method embodiment.
In another embodiment of the present application, an automobile is provided, which includes an engine torque control device in the adaptive cruise control mode according to any one of the above embodiments.
Preferred embodiments of the present application are described in detail above with reference to the accompanying drawings. While the application is susceptible of embodiment in the drawings, it is to be understood that the application may be embodied in various forms and should not be construed as limited to the embodiments set forth herein, but rather are provided to provide a more thorough and complete understanding of the application. It should be understood that the drawings and embodiments of the 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 performed in parallel. Furthermore, method embodiments may include additional steps and/or omit performing the illustrated steps. The scope of the application is not limited in this respect.
In addition, the specific features described in the above embodiments may be combined in any suitable manner without contradiction. The various possible combinations of the invention are not described in detail in order to avoid unnecessary repetition. Moreover, any combination of the various embodiments of the invention can be made without departing from the spirit of the disclosure, which should also be considered as the disclosure of the invention.
The term "including" and variations thereof as used herein are 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 distribution: determining ACC fire path required torque and ACC gas path required torque, 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 gas path compensation torque;
Step S2, required torque arbitration: respectively 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, and taking a larger value as output torque;
Step S3, drivability filtering processing: determining whether to perform drivability filtering processing according to the setting state of the ACC closing drivability filtering mark;
Step S4, pre-judging the ignition angle: and determining whether to activate ignition angle intervention according to the setting state of the additional compensation mark of the ACC gas circuit torque.
2. The method for controlling engine torque in the adaptive cruise control mode according to claim 1, wherein in step S1, the calculation of the gas circuit compensation torque is:
If the ACC gas circuit extra compensation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit extra compensation torque; if the ACC gas circuit additional compensation mark is not set, when 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 if the gas circuit compensation attenuation mark is not set, the gas circuit compensation torque is equal to 0; the additional compensation torque of the ACC gas circuit and the compensation attenuation torque of the ACC gas circuit are obtained through calibration.
3. The method according to claim 2, wherein in step S1, it is determined whether an ACC gas line 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 extra compensation mark is changed from setting to resetting, the gas circuit compensation attenuation mark is set, and a timer starts to count; if the ACC gas circuit additional compensation mark is set again or the accumulated time of the timer exceeds a threshold value, the gas circuit compensation attenuation mark is reset;
If the air circuit compensation attenuation mark is set, the ACC air circuit compensation attenuation torque is attenuated from an initial value to 0 according to the low-pass filter, and the initial value is the ACC air circuit additional compensation torque when the air circuit compensation attenuation mark is set.
4. A method of controlling engine torque in an adaptive cruise control mode according to claim 2 or 3, wherein the additional compensating torque of the gas circuit is obtained by looking up a table according to a calibrated pulse spectrum, the abscissa and ordinate of the table being the engine speed and ACC required torque, respectively.
5. A method for controlling engine torque in an adaptive cruise control mode according to claim 1, 2 or 3, wherein in the step S2, if the ACC road demand torque is greater than the driver road demand torque, the ACC road demand torque is output, otherwise the driver road demand torque is output; and outputting the torque required by the ACC gas circuit as the torque required by the ACC gas circuit if the torque required by the ACC gas circuit is larger than the torque required by the driver gas circuit, otherwise, outputting the torque required by the driver gas circuit.
6. A method for controlling engine torque in an adaptive cruise control mode according to claim 1, 2 or 3, wherein in step S3, if the ACC off drivability filter flag is set, the engine on demand torque and the engine off demand torque are equal to the corresponding torques output in step S2; if the ACC closing drivability filtering flag is not set, the engine road demand torque and the engine gas path demand torque are obtained by drivability filtering the torque output in the step S2.
7. The method according to claim 6, wherein in step S3, it is determined whether the ACC off drivability filter flag is set according to the current vehicle speed, the ACC torque control enable flag, the driver' S road demand torque, and the ACC road demand torque.
8. The method according to claim 6, wherein in the step S3, the condition for setting the ACC off drivability filter flag is: when the vehicle speed is less than or equal to V2, the driver road demand torque is less than or equal to the ACC road demand torque, the ACC torque control enabling flag is set, and any one of the conditions is not satisfied, the ACC is closed, and the drivability filtering flag is reset.
9. The method according to claim 1, wherein in the step S4, if the ACC gas line torque extra compensation flag is set, the ignition angle dry pre-flag is set, and the engine target ignition angle is determined according to parameters such as the engine gas line required torque and the current intake air amount; when the additional compensation mark of the ACC gas circuit torque is reset, the ignition angle stem pre-mark is reset.
10. An engine torque control device in an adaptive cruise control mode, comprising:
The ACC torque distribution module is used for determining ACC fire path required torque and ACC gas path required torque, 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 gas path compensation torque;
the required torque arbitration module is used for determining output torque, and respectively 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, and taking a larger value as the output torque;
the filtering judgment and drivability filtering processing module is used for determining whether drivability filtering processing is performed according to the setting state of the ACC closing drivability filtering mark;
And the ignition angle intervention judging module is used for determining whether to activate ignition angle intervention according to the setting state of the additional compensation mark of the ACC gas circuit torque.
11. The engine torque control device in the adaptive cruise control mode according to claim 10, wherein the ACC torque allocation module calculates a gas path compensation torque comprising:
If the ACC gas circuit extra compensation mark is set, the gas circuit compensation torque is equal to the ACC gas circuit extra compensation torque; if the ACC gas circuit additional compensation mark is not set, when 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 if the gas circuit compensation attenuation mark is not set, the gas circuit compensation torque is equal to 0; the additional compensation torque of the ACC gas circuit and the compensation attenuation torque of the ACC gas circuit are obtained through calibration.
12. The engine torque control device in the adaptive cruise control mode according to claim 10, wherein said ACC torque allocation module determines if an ACC gas line extra compensation flag is set based on an ACC control enable flag, an idle control flag, and a current vehicle speed;
If the gas circuit extra compensation mark is changed from setting to resetting, the gas circuit compensation attenuation mark is set, and a timer starts to count; if the ACC gas circuit additional compensation mark is set again or the accumulated time of the timer exceeds a threshold value, the gas circuit compensation attenuation mark is reset;
If the air circuit compensation attenuation mark is set, the ACC air circuit compensation attenuation torque is attenuated from an initial value to 0 according to the low-pass filter, and the initial value is the ACC air circuit additional compensation torque when the air circuit compensation attenuation mark is set.
13. The engine torque control device in the adaptive cruise control mode according to claim 12, wherein the filter determination and drivability filter processing module processes: if the ACC closing driving filter flag is set, the engine road required torque and the engine gas path required torque are equal to the corresponding torques output by the ACC torque distribution module; and if the ACC closing drivability filtering mark is not set, the engine road demand torque and the engine gas path demand torque are obtained by the drivability filtering of 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 filter determination and drivability filter processing module sets an ACC off drivability filter flag on the condition that: when the vehicle speed is less than or equal to V2, the driver road demand torque is less than or equal to the ACC road demand torque, the ACC torque control enabling flag is set, and any one of the conditions is not satisfied, the ACC is closed, and the drivability filtering flag is reset.
15. The engine torque control device in the adaptive cruise control mode according to claim 10, wherein the ignition angle stem pre-judging module is configured to set an ignition angle stem pre-flag if an ACC gas line torque extra compensation flag is set, and the engine target ignition angle is determined according to parameters such as an engine gas line required torque and a current intake air amount; when the additional compensation mark of the ACC gas circuit torque is reset, the ignition angle stem pre-mark is reset.
16. An automobile, characterized in that it is provided with an apparatus as claimed in any one of claims 10-15 for performing the steps of the engine torque control method in the adaptive cruise control mode as claimed in any one of claims 1-9.
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Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
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| CN102227344A (en) * | 2008-11-26 | 2011-10-26 | 丰田自动车株式会社 | Power transmission for vehicles |
| CN114954426A (en) * | 2021-07-22 | 2022-08-30 | 长城汽车股份有限公司 | Hybrid vehicle control method, hybrid vehicle control device, storage medium, and hybrid vehicle |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| DE10059563A1 (en) * | 2000-11-30 | 2002-03-07 | Siemens Ag | Controlling steering for motor vehicle involves determining torque loss dependent on power steering required servo torque from steering angle |
| DE102006047861A1 (en) * | 2006-10-10 | 2008-04-17 | Daimler Ag | Shift implementing method for automatic load switchable transmission, involves configuring torque-rate action and adjusting reference moment over advance angle contact, before increase of torque over air path, and reducing contact |
| JP2010083199A (en) * | 2008-09-29 | 2010-04-15 | Toyota Motor Corp | Control device of vehicle driving device |
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Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN102227344A (en) * | 2008-11-26 | 2011-10-26 | 丰田自动车株式会社 | Power transmission for vehicles |
| CN114954426A (en) * | 2021-07-22 | 2022-08-30 | 长城汽车股份有限公司 | Hybrid vehicle control method, hybrid vehicle control device, storage medium, and hybrid vehicle |
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