CN107472236B - Adaptive cruise torque chain control method and device and automobile - Google Patents
Adaptive cruise torque chain control method and device and automobile Download PDFInfo
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- CN107472236B CN107472236B CN201710638256.9A CN201710638256A CN107472236B CN 107472236 B CN107472236 B CN 107472236B CN 201710638256 A CN201710638256 A CN 201710638256A CN 107472236 B CN107472236 B CN 107472236B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
- B60W30/14—Adaptive cruise control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
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Abstract
The invention discloses a self-adaptive cruise torque chain control method, a device and an automobile, wherein the self-adaptive cruise torque chain control method comprises the steps of obtaining a torque demand signal; and carrying out coordination control on the motor torque according to the torque demand signal. The invention provides a virtual accelerator pedal logic when an electric automobile adaptive cruise system is activated, avoids the influence of loss of a driving antiskid function caused by no accelerator pedal opening signal in an acceleration process, provides a torque coordination control logic when an ACC function is activated or quitted on the basis of ensuring the realization of the adaptive cruise function, and improves the driving comfort and safety.
Description
Technical Field
The invention relates to the field of electric automobiles, in particular to a self-adaptive cruise torque chain control method and device and an automobile.
Background
The adaptive cruise system ACC is an intelligent automatic control system, which is developed on the basis of the already existing cruise control technology. When the distance between the vehicle and the front vehicle is too small, the ACC control unit can properly brake the wheels and reduce the output power of the motor so as to keep the vehicle and the front vehicle at a safe distance all the time by coordinating with an anti-lock braking system and a motor control system. At present, more adaptive cruise control methods are used for a traditional fuel automobile, but less methods are used for coordinately controlling motor torque in the adaptive cruise control process of the electric automobile.
Disclosure of Invention
In order to solve the technical problems, the invention provides a self-adaptive cruise torque chain control method, a self-adaptive cruise torque chain control device and an automobile, and solves the problems that when an electric automobile self-adaptive cruise system is activated, the driving antiskid function is lost due to the fact that an accelerator pedal is not opened in the acceleration process, and the riding comfort is affected by torque jerk.
In accordance with one aspect of the present invention, there is provided an adaptive cruise torque chain control method, comprising:
acquiring a torque demand signal;
and carrying out coordination control on the motor torque according to the torque demand signal.
Optionally, the torque demand signal comprises:
the driving motor controller MCU obtains the torque demand of the adaptive cruise system ACC through the front millimeter wave detection radar controller MRR and obtains the torque demand of the driver according to the opening degree signal of the accelerator pedal.
Optionally, the torque demand of the adaptive cruise system ACC is a torque demand signal subjected to torque limiting processing based on a maximum allowable output torque signal sent by the MCU.
Optionally, the step of performing coordinated control on the motor torque according to the torque demand signal comprises:
when the MCU receives that the torque demand of the MRR is not negative and the opening of an accelerator pedal is 0, the MCU sends a first virtual accelerator pedal opening signal to the ESP; or,
and when the MCU receives the torque demand of the MRR and the target torque is negative, the MCU controls the motor to perform electric braking and sends a second virtual accelerator pedal opening signal to the ESP.
Optionally, the step of controlling the motor to electrically brake by the MCU includes:
after receiving the negative target torque sent by the MRR, the MCU controls the motor to electrically brake, and sends a brake lamp lighting signal to a front engine room control box UEC, and the UEC lights a brake lamp;
and the MCU receives a brake lamp lighting state signal sent by the UEC, and if the brake lamp lighting state signal is a non-lighting signal, the MCU sends an early warning message to the group and instrument controller ICM and reminds a driver of the fault of the brake lamp by the ICM.
Optionally, the step of performing coordinated control on the motor torque according to the torque demand signal further includes:
when the MCU receives a signal of the rising edge of the ACC target torque request, the MCU responds to the ACC target torque; or
When the MCU receives a signal of a falling edge of the ACC target torque request while receiving a driver torque request, the MCU responds to the driver torque request.
Optionally, when the MCU receives a signal of a rising edge of the ACC target torque request, the step of the MCU responding to the ACC target torque includes:
the MRR sends a signal of the rising edge of the ACC target torque request to the MCU, and calibrates the torque gradient by taking the current motor torque as a torque starting point and the torque required by adjusting the time distance between the front vehicle and the self vehicle to be a default time distance as a torque end point;
and the MCU adjusts the motor torque to the target torque of the ACC according to the calibrated torque gradient.
Optionally, when the MCU receives a signal of a falling edge of the ACC target torque request and simultaneously receives a driver torque request, the step of the MCU responding to the driver torque request comprises:
and when the MCU receives a signal of the falling edge of the ACC target torque request and simultaneously receives a driver torque request, the MCU calibrates the torque gradient by taking the current motor torque as a torque starting point and the driver target torque as a torque end point, and adjusts the motor torque to be the driver target torque according to the calibrated torque gradient.
In accordance with another aspect of the present invention, there is provided an adaptive cruise torque chain control apparatus comprising:
the acquisition module is used for acquiring a torque demand signal;
and the control module is used for carrying out coordination control on the motor torque according to the torque demand signal.
According to yet another aspect of the present invention, there is provided an automobile including the adaptive cruise torque chain control apparatus described above.
The embodiment of the invention has the beneficial effects that:
a virtual accelerator pedal logic is provided when an electric automobile adaptive cruise system is activated, so that the influence of loss of a driving anti-skid function caused by no accelerator pedal opening signal in an acceleration process is avoided, on the basis of ensuring the realization of the adaptive cruise function, when an ACC function is activated/quitted, a torque coordination logic is provided, and the driving comfort is improved.
Drawings
FIG. 1 illustrates a flow chart of an adaptive cruise torque chain control method of the present invention;
FIG. 2 shows a system block diagram of the adaptive cruise function of the present invention;
FIG. 3 shows a schematic flow diagram of step 12 of FIG. 1 in accordance with the present invention;
fig. 4 shows a block diagram of the adaptive cruise torque chain control apparatus of the present invention.
Detailed Description
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.
Since driver safety is the most important in the control logic, it is explicitly specified in the present invention that:
when the MRR receives a 'Ready' lamp lighting signal sent by the VCU, the MRR allows the adaptive cruise system to be activated and to carry out following control, and the 'Ready' lamp is lighted to indicate that the whole vehicle has high voltage and the system has no fault;
since the ACC function is activated with EPB (Electrical Park Brake) pull-up, which causes wear of the Brake pads and the Brake disc of the rear wheel of the vehicle, the adaptive cruise system is allowed to be activated only when the MRR receives a signal of EPB release status;
and when the MRR receives a brake pedal switch signal set to be 1 sent by the MCU, the ACC function exits.
Example one
As shown in FIG. 1, an embodiment of the present invention provides an adaptive cruise torque chain control method, comprising:
step 11, acquiring a torque demand signal;
in this embodiment, the torque demand signal includes: the driving motor controller MCU obtains the torque demand of the adaptive cruise system ACC through the front millimeter wave detection radar controller MRR, and obtains the torque demand of the driver through a two-dimensional table look-up mode according to the opening degree signal of the accelerator pedal and the current motor rotating speed. The torque demand of the adaptive cruise system ACC is a torque demand signal subjected to torque limiting processing based on a motor maximum allowable output torque signal sent by the MCU, so that the motor is prevented from being damaged due to the fact that the torque demand sent by the MRR is larger than the motor capacity.
And step 12, carrying out coordination control on the motor torque according to the torque demand signal.
As shown in fig. 2, the MCU, the MRR, the ESP, the UEC (front cabin control box), and the EPB of the Electric vehicle perform signal interaction through the CAN bus, and the MCU CAN obtain the torque demand of the driver through a two-dimensional table look-up manner by using the accelerator pedal signal and the current motor speed, and obtain the brake pedal on-off state through the brake pedal signal.
In the embodiment, the MCU sends a virtual accelerator pedal opening signal to the ESP, so that when the ACC function of the electric vehicle is activated, the driving anti-skid function of the ESP can be realized in the acceleration process; when the ACC function is activated/quitted, the target torque is smoothly processed by calibrating the gradient of the torque, so that the influence on riding comfort caused by large torque impact is avoided.
As shown in fig. 3, step 12 includes:
step 31, when the MCU receives that the torque demand of the MRR is not negative and the opening of the accelerator pedal is 0, the MCU sends a first virtual accelerator pedal opening signal to the ESP;
in the embodiment, when the traditional ESP drive anti-skid function is triggered, the function can be realized only when a signal of an accelerator pedal opening flag position 1 is received, and during the activation of the ACC adaptive cruise function, the torque control of the vehicle is controlled by MRR instead of the traditional accelerator control, at this time, the accelerator pedal opening is 0, in order not to affect the realization of the traditional ESP drive anti-skid function, when the MCU receives an ACC system target torque request from MRR and determines that the ACC system target torque is non-negative and the real accelerator pedal opening is 0, the MCU sends a first virtual accelerator pedal opening signal to the ESP, wherein the first virtual accelerator pedal opening signal is the real accelerator pedal opening corresponding to the motor speed at this time when the ACC system is not started. The virtual pedal opening enables the ESP to recognize the pedal opening at the moment, and when the driving slipping working condition occurs, the MCU can be immediately controlled to perform torque reduction control, so that the slipping phenomenon is eliminated.
And step 32, when the MCU receives the torque demand of the MRR and the target torque is negative, the MCU controls the motor to perform electric braking and sends a second virtual accelerator pedal opening signal to the ESP.
In this embodiment, when the MCU receives the ACC system target torque request from the MRR and determines that the ACC system target torque is negative, it indicates that the MCU has received an instruction to control the motor to perform electric braking, and since there is no need to start the driving anti-skid function of the ESP during electric braking of the vehicle and the accelerator pedal opening has no negative value, the MCU sends a second virtual accelerator pedal opening signal with an accelerator pedal opening of 0 to the ESP.
In the above embodiment of the present invention, the step of controlling the motor to perform electric braking by the MCU includes:
after receiving the negative target torque sent by the MRR, the MCU controls the motor to electrically brake, and sends a brake lamp lighting signal to a front engine room control box UEC, and the UEC lights a brake lamp;
and the MCU receives a brake lamp lighting state signal sent by the UEC, and if the brake lamp lighting state signal is a non-lighting signal, the MCU sends an early warning message to the group and instrument controller ICM and reminds a driver of the fault of the brake lamp by the ICM.
In this embodiment, the UEC can control the lighting state of the brake lamp, and collects the signal of the lighting state of the brake lamp and feeds the signal back to the MCU, so that the fault condition of the brake lamp can be monitored, and the ICM alarms to remind the driver to overhaul in time.
As shown in fig. 3, step 12 further includes:
step 33, when the MCU receives a signal of the rising edge of the ACC target torque request, the MCU responds to the ACC target torque;
step 34, when the MCU receives the signal of the falling edge of the ACC target torque request and simultaneously receives the driver torque request, the MCU responds to the driver torque request.
In the above embodiment of the present invention, when the MCU receives a signal of a rising edge of the ACC target torque request, the step of the MCU responding to the ACC target torque includes:
the MRR sends a signal of the rising edge of the ACC target torque request to the MCU, and calibrates the torque gradient by taking the current motor torque as a torque starting point and the torque required by adjusting the time distance between the front vehicle and the self vehicle to be a default time distance as a torque end point;
and the MCU adjusts the motor torque to the target torque of the ACC according to the calibrated torque gradient.
In this embodiment, because the ACC system generally has a default time interval between the leading vehicle and the following vehicle, when the ACC system is just activated, if the time interval between the leading vehicle and the following vehicle is adjusted by a larger torque immediately, a larger torque shock will be caused, and the comfort of the vehicle will be affected, at this time, the MRR will smooth the target torque, and on the premise of comfort, calibration and smoothing of the torque gradient are performed, so that the comfort of the vehicle will not be affected in the process of adjusting the output torque of the MCU control motor to the target torque of the ACC.
In the above embodiment of the present invention, when the MCU receives the signal of the falling edge of the ACC target torque request and simultaneously receives the driver torque request, the step of the MCU responding to the driver torque request includes:
and when the MCU receives a signal of the falling edge of the ACC target torque request and simultaneously receives a driver torque request, the MCU calibrates the torque gradient by taking the current motor torque as a torque starting point and the driver target torque as a torque end point, and adjusts the motor torque to be the driver target torque according to the calibrated torque gradient.
In this embodiment, when the MCU receives a signal indicating a falling edge of the ACC target torque request, it indicates that the ACC system is turned off, at this time, since the accelerator pedal opening is small and may even be 0, the output torque of the motor jumps from the target torque of the ACC system to the torque required by the driver, and a large torque shock is generated, so that the MCU performs smoothing processing on the target torque, and performs calibration of the torque gradient on the premise of comfort, so that the MCU controls the output torque of the motor to adjust to the torque required by the driver.
Example two
As shown in fig. 4, an embodiment of the present invention also provides an adaptive cruise torque chain control apparatus including:
an obtaining module 41, configured to obtain a torque demand signal;
in this embodiment, the torque demand signal includes: the driving motor controller MCU obtains the torque demand of the adaptive cruise system ACC through the front millimeter wave detection radar controller MRR, and obtains the torque demand of the driver through a two-dimensional table look-up mode according to the opening degree signal of the accelerator pedal and the current motor rotating speed. The torque demand of the adaptive cruise system ACC is a torque demand signal subjected to torque limiting processing based on a maximum allowable output torque signal sent by the MCU, so that the motor is prevented from being damaged due to the fact that the torque demand sent by the MRR is larger than the motor capacity.
And the control module 42 is used for performing coordination control on the motor torque according to the torque demand signal.
In the embodiment, signal interaction is performed between the MCU, the MRR, the ESP, the UEC (front cabin control box) and the EPB of the Electric vehicle through the CAN bus, the MCU CAN obtain the torque demand of the driver through the two-dimensional table look-up mode through the accelerator pedal signal and the current motor speed, and obtain the brake pedal on-off state through the brake pedal signal.
In the embodiment, the MCU sends a virtual accelerator pedal opening signal to the ESP, so that when the ACC function of the electric vehicle is activated, the driving anti-skid function of the ESP can be realized in the acceleration process; when the ACC function is activated/quitted, the target torque is smoothly processed by calibrating the gradient of the torque, so that the influence on riding comfort caused by large torque impact is avoided.
Wherein the control module 42 comprises:
the first control submodule is used for sending a first virtual accelerator pedal opening signal to the ESP when the MCU receives that the torque demand of the MRR is not negative and the accelerator pedal opening is 0; or,
and when the MCU receives the torque demand of the MRR and the target torque is negative, the MCU controls the motor to perform electric braking and sends a second virtual accelerator pedal opening signal to the ESP.
In the embodiment, when the traditional ESP drive anti-skid function is triggered, the function can be realized only when a signal of an accelerator pedal opening flag position 1 is received, and during the activation of the ACC adaptive cruise function, the torque control of the vehicle is controlled by MRR instead of the traditional accelerator control, at this time, the accelerator pedal opening is 0, in order not to affect the realization of the traditional ESP drive anti-skid function, when the MCU receives an ACC system target torque request from MRR and determines that the ACC system target torque is non-negative and the real accelerator pedal opening is 0, the MCU sends a first virtual accelerator pedal opening signal to the ESP, wherein the first virtual accelerator pedal opening signal is the real accelerator pedal opening corresponding to the motor speed at this time when the ACC system is not started. The virtual pedal opening enables the ESP to recognize the pedal opening at the moment, and when the driving slipping working condition occurs, the MCU can be immediately controlled to perform torque reduction control, so that the slipping phenomenon is eliminated.
When the MCU receives an ACC system target torque request sent by the MRR and judges that the ACC system target torque is negative, the MCU receives an instruction for controlling the motor to perform electric braking, and because the driving anti-skid function of the ESP has no starting requirement and the accelerator opening has no negative value during the electric braking of the vehicle, the MCU sends a second virtual accelerator opening signal with the accelerator opening being 0 to the ESP.
The second control submodule is used for responding to the ACC target torque by the MCU when the MCU receives a signal of the rising edge of the ACC target torque request; or
When the MCU receives a signal of a falling edge of the ACC target torque request while receiving a driver torque request, the MCU responds to the driver torque request.
In this embodiment, when the MCU receives a signal indicating a rising edge of the ACC target torque request, the ACC system is activated, because the ACC system generally has a default time interval between the leading vehicle and the following vehicle, if the time interval between the leading vehicle and the following vehicle is adjusted by a larger torque at once, a larger torque shock will be caused, which affects the comfort of the vehicle, and at this time, the MRR performs smoothing processing on the target torque, and the calibration of the torque gradient is performed on the premise of comfort, so that the comfort of the vehicle will not be affected in the process of adjusting the output torque of the MCU-controlled motor to the target torque of the ACC.
When the MCU receives a signal of the falling edge of the ACC target torque request, the ACC system function is turned off, at the moment, because the opening degree of an accelerator pedal is small and even can be 0, the output torque of the motor directly jumps to the required torque of a driver from the target torque of the ACC system at the moment, and large torque impact is generated, so that the MCU carries out smooth processing on the target torque, and the calibration of torque gradient is carried out on the premise of comfort, so that the output torque of the motor controlled by the MCU is adjusted to the required torque of the driver.
It should be noted that the adaptive cruise torque chain control device is a device corresponding to the adaptive cruise torque chain control method, and all the implementation manners in the method embodiment are applicable to the embodiment of the device, so that the same technical effects can be achieved.
The embodiment of the invention also provides an automobile which comprises the adaptive cruise torque chain control device.
The embodiment of the invention provides a virtual accelerator pedal logic when the adaptive cruise system of the electric automobile is activated, avoids the influence of loss of a driving antiskid function caused by no accelerator pedal opening signal in the acceleration process, provides a torque coordination logic when the ACC function is activated or quitted on the basis of ensuring the realization of the adaptive cruise function, and improves the driving comfort.
While the preferred embodiments of the present invention have been described, it will be understood by those skilled in the art that various changes and modifications may be made without departing from the spirit and scope of the invention as defined in the following claims.
Claims (8)
1. An adaptive cruise torque chain control method, comprising:
acquiring a torque demand signal;
carrying out coordination control on the motor torque according to the torque demand signal;
the torque demand signal includes:
the driving motor controller MCU obtains the torque demand of the adaptive cruise system ACC through the front millimeter wave detection radar controller MRR and obtains the torque demand of the driver according to the opening degree signal of the accelerator pedal;
the step of performing coordinated control on the motor torque according to the torque demand signal comprises the following steps:
when the MCU receives that the torque demand of the MRR is not negative and the opening of an accelerator pedal is 0, the MCU sends a first virtual accelerator pedal opening signal to an Electronic Stability Program (ESP); or,
and when the MCU receives the torque demand of the MRR and the target torque is negative, the MCU controls the motor to perform electric braking and sends a second virtual accelerator pedal opening signal to the ESP.
2. The adaptive cruise torque chain control method according to claim 1, characterized in that the torque demand of the adaptive cruise system ACC is a torque demand signal that is torque limited based on a maximum allowed output torque signal sent by an MCU.
3. The adaptive cruise torque chain control method according to claim 1, wherein said step of said MCU controlling electric motors to electrically brake comprises:
after receiving the negative target torque sent by the MRR, the MCU controls the motor to electrically brake, and sends a brake lamp lighting signal to a front engine room control box UEC, and the UEC lights a brake lamp;
and the MCU receives a brake lamp lighting state signal sent by the UEC, and if the brake lamp lighting state signal is a non-lighting signal, the MCU sends an early warning message to the group and instrument controller ICM and reminds a driver of the fault of the brake lamp by the ICM.
4. The adaptive cruise torque chain control method according to claim 1, wherein the step of coordinating control of motor torque according to the torque demand signal further comprises:
when the MCU receives a signal of the rising edge of the ACC target torque request, the MCU responds to the ACC target torque; or
When the MCU receives a signal of a falling edge of the ACC target torque request while receiving a driver torque request, the MCU responds to the driver torque request.
5. The adaptive cruise torque chain control method according to claim 4, wherein said step of the MCU responding to the ACC target torque when the MCU receives a signal of a rising ACC target torque request edge comprises:
the MRR sends a signal of the rising edge of the ACC target torque request to the MCU, and calibrates the torque gradient by taking the current motor torque as a torque starting point and the torque required by adjusting the time distance between the front vehicle and the self vehicle to be a default time distance as a torque end point;
and the MCU adjusts the motor torque to the target torque of the ACC according to the calibrated torque gradient.
6. The adaptive cruise torque chain control method according to claim 5, wherein said step of the MCU responding to the driver's torque request when the MCU receives a signal of a falling edge of the ACC target torque request while simultaneously receiving the driver torque request comprises:
and when the MCU receives a signal of the falling edge of the ACC target torque request and simultaneously receives a driver torque request, the MCU calibrates the torque gradient by taking the current motor torque as a torque starting point and the driver target torque as a torque end point, and adjusts the motor torque to be the driver target torque according to the calibrated torque gradient.
7. An adaptive cruise torque chain control, comprising:
the acquisition module is used for acquiring a torque demand signal;
the control module is used for carrying out coordination control on the motor torque according to the torque demand signal;
the torque demand signal includes: the driving motor controller MCU obtains the torque demand of the adaptive cruise system ACC through the front millimeter wave detection radar controller MRR and obtains the torque demand of the driver according to the opening degree of an accelerator pedal;
the control module includes:
the first control submodule is used for sending a first virtual accelerator pedal opening signal to the ESP when the MCU receives that the torque demand of the MRR is not negative and the accelerator pedal opening is 0; or,
and when the MCU receives the torque demand of the MRR and the target torque is negative, the MCU controls the motor to perform electric braking and sends a second virtual accelerator pedal opening signal to the ESP.
8. An automobile, characterized by comprising an adaptive cruise torque chain control as claimed in claim 7.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201710638256.9A CN107472236B (en) | 2017-07-31 | 2017-07-31 | Adaptive cruise torque chain control method and device and automobile |
| PCT/CN2017/119266 WO2019024409A1 (en) | 2017-07-31 | 2017-12-28 | Adaptive cruise torque chain control method and apparatus, and automobile |
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| CN201710638256.9A CN107472236B (en) | 2017-07-31 | 2017-07-31 | Adaptive cruise torque chain control method and device and automobile |
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| CN107472236B (en) * | 2017-07-31 | 2019-11-12 | 北京新能源汽车股份有限公司 | Adaptive cruise torque chain control method and device and automobile |
| CN108482373B (en) * | 2018-03-27 | 2020-01-14 | 安徽江淮汽车集团股份有限公司 | Method and system for determining overrunning mode of adaptive cruise system |
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| CN109624730B (en) * | 2018-12-12 | 2021-03-02 | 北京新能源汽车股份有限公司 | Torque control method and device and electric automobile |
| CN110239553B (en) * | 2019-06-25 | 2021-05-28 | 北京车和家信息技术有限公司 | Method and device for calculating virtual accelerator pedal opening of electric automobile |
| CN112849123A (en) * | 2019-11-28 | 2021-05-28 | 罗伯特·博世有限公司 | Method and apparatus for controlling vehicle torque |
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| CN113085856B (en) * | 2021-03-26 | 2023-06-13 | 西安法士特汽车传动有限公司 | Constant-speed cruising control method and system for electric vehicle and electric vehicle |
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