WO2017063567A1 - 防止tcu与esp产生干扰的方法 - Google Patents
防止tcu与esp产生干扰的方法 Download PDFInfo
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- WO2017063567A1 WO2017063567A1 PCT/CN2016/101994 CN2016101994W WO2017063567A1 WO 2017063567 A1 WO2017063567 A1 WO 2017063567A1 CN 2016101994 W CN2016101994 W CN 2016101994W WO 2017063567 A1 WO2017063567 A1 WO 2017063567A1
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D48/00—External control of clutches
- F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
- G05B19/00—Programme-control systems
- G05B19/02—Programme-control systems electric
- G05B19/04—Programme control other than numerical control, i.e. in sequence controllers or logic controllers
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- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06F—ELECTRIC DIGITAL DATA PROCESSING
- G06F13/00—Interconnection of, or transfer of information or other signals between, memories, input/output devices or central processing units
- G06F13/14—Handling requests for interconnection or transfer
- G06F13/20—Handling requests for interconnection or transfer for access to input/output bus
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/10—System to be controlled
- F16D2500/104—Clutch
- F16D2500/10443—Clutch type
- F16D2500/1045—Friction clutch
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D2500/00—External control of clutches by electric or electronic means
- F16D2500/50—Problem to be solved by the control system
- F16D2500/508—Relating driving conditions
- F16D2500/50833—Control during a stability control operation [ESP]
Definitions
- the present invention relates to the field of vehicle control, and in particular to a method for preventing interference between a TCU and an ESP.
- Vehicles with ESP are generally integrated with the TCS (Traction Control System) function.
- TCS Traction Control System
- the inventors have found that in vehicles with ESP and TCU (Transmission Control Unit), vehicle sway, vehicle lock, vehicle speed reduction, and clutch hardware damage are too fast under certain operating conditions. The problem.
- the present invention provides a method for preventing interference between a TCU and an ESP integrated with TCS, the method comprising:
- a splitting step splitting signals of the ESP and the TCS, so that the TCU can obtain whether the TCS is in a control state;
- Detecting control step the TCU independently detects the split signal of the ESP and the TCS, and when detecting that the TCS is in the control state, the TCU suspends actively sending its own down-twist to the ECU request.
- control state is a state in which the TCS is activated
- the splitting step includes splitting the ESP and the status signal and the failure signal of the TCS.
- control state is a state in which the TCS down-reduction request is activated
- the splitting step includes splitting the ESP and the Twistdown request signal of the TCS.
- the detecting and controlling step includes:
- the TCU stops transmitting the twist-down request if it is determined that the TCS is activated by detecting the status signal of the TCS.
- the detecting and controlling step further includes:
- the TCU can send the TCU according to the control requirement of the transmission. The described twistdown request.
- the detecting and controlling step includes the following steps:
- Step 1 The TCU determines whether the transmission has a torque reduction requirement, and if yes, proceeds to step 2;
- Step 2 The TCU determines whether the TCS is invalid according to whether the failure signal of the TCS is detected; if yes, proceeds to step 4, otherwise proceeds to step 3;
- Step 3 The TCU determines whether the TCS is in the TCS activated state according to whether the status signal of the TCS is received; if otherwise, the process proceeds to step 4, and if yes, the TCU does not send a request for the twistdown, and returns to step 1 .
- Step 4 The TCU sends the twist-down request.
- the TCU suspends actively sending the t-down request to the ECU if the TCS-reduction request signal is detected; if the T-reduction request is not detected; The TCU sends the down-reduction request according to the transmission control requirement when the TCS's down-reduction request signal is determined to determine that the TCS-reduction request is not activated.
- the detecting and controlling step includes the following steps:
- Step 1 The TCU determines whether the transmission has a torque reduction requirement, and if yes, proceeds to step 2, if otherwise, repeats step 1;
- Step 2 The TCU determines whether the TCS has a request for a twist-down according to whether the TCS-reduction request signal is detected, and if yes, proceeds to step 3, otherwise proceeds to step 4;
- Step 3 The TCU does not send the twist-down request
- Step 4 The TCU sends the twist-down request.
- the TCU communicates with the ESP via a CAN bus.
- the ESP transmits a signal for prohibiting the shift request, a status signal of the ESP, a failure signal of the ESP, and a torque reduction request signal through the CAN bus.
- the status signal of the ESP includes: an ESP status signal and a TCS status signal;
- the failure signal of the ESP includes: an ESP failure signal and a TCS failure signal;
- the down-reduction request signal includes: an ESP down-reduction request signal, a TCS down-reduction request signal, an ESP down-reduction request activation signal, and a TCS down-reduction request activation signal.
- the present invention splits the signals of the ESP and the TCS, so that the TCU can obtain whether the TCS is in a control state, and when detecting that the TCS is in the control state, The TCU suspends the initiative to send its own request for a twistdown to the ECU. This avoids the mutual interference between the TCU and the TCS, and solves the problem of the vehicle swaying, the vehicle being locked, the vehicle speed being reduced too fast, and the clutch hardware being damaged too fast.
- the description in the examples section please refer to the description in the examples section.
- FIG. 1 is a schematic view showing a normal bonding process of a clutch in the prior art
- FIG. 2 is a schematic diagram of a TCS drop request request value in the prior art higher than a TCU drop request value
- FIG. 3 is a schematic diagram of a TCS drop request request value in the prior art that is smaller than a TCU drop request value
- FIG. 4 is a flow chart of a method in accordance with an embodiment of the present invention.
- Figure 5 is a schematic view of the method of Figure 4 applied to the start of a large throttle of a wet sliding road surface of a CVT transmission;
- FIG. 6 is a flow chart of a method according to another embodiment of the present invention.
- FIG. 7 is a schematic diagram of the method shown in FIG. 6 applied to a large throttle starting process of a wet sliding road surface of a CVT transmission.
- TCS traction control system
- TCU transmission control unit
- ECU engine control unit
- CAN controller area network
- Prohibit shift request Require TCU to maintain the current gear position to prevent sudden change of wheel end torque caused by shifting;
- Down-twist request requires the ECU to reduce the output torque to the set value
- Low-adhesion pavement pavements with less adhesion, such as wet and snowy wet ground and sand surface.
- the method of the present invention detects the TCS separately through the TCU, and suspends the transmission of the twist-down request when the TCS is activated, avoids interference with the TCS operation, and optimizes the joint control between the automatic transmission TCU and the TCS.
- the ESP and TCS drop request in the prior art when the ESP is activated, the TCU is prohibited from transmitting the request, and the TCU responds to the request according to the actual working condition.
- This is the only coordinated control of the vehicle by the transmission control unit TCU and ESP in the prior art.
- ESP and TCS integrated in ESP have different control logic for vehicles: ESP, which mainly detects vehicle skidding and deviation, etc.
- ESP adopts different degrees of system for each wheel. Move to keep the body in balance.
- the ESP sends a prohibition of the shift request to prevent the transmission shifting from changing the wheel end torque to ensure the ESP control accuracy.
- the transmission does not shift gears, and the TCU does not send a request for a twist-down, and does not interfere with the ESP's request for a twist-down.
- the TCS detects the driving wheel. When the driving wheel slips, the TCS sends a torque reduction request to the ECU while controlling the braking force of the driving wheel, so that the ECU reduces the engine output torque. In addition, the TCS sends a disable shift request to prevent the transmission shifting from changing the wheel end torque to ensure TCS control accuracy.
- TCS activation usually occurs at the start of a large throttle or low adhesion road.
- the automatic transmission control unit TCU also sends a torque reduction request to the ECU under certain working conditions to implement hardware protection and optimize the control effect.
- a torque converter type automatic transmission such as a serial automatic transmission AT
- the TCU will send a request for a twist-down when shifting.
- the TCU also sends a torque reduction request to protect the transmission hardware;
- clutch automatic transmissions such as the dual clutch automatic transmission DCT and the mechanical automated manual transmission AMT, when the vehicle starts It is necessary to experience the combination of the clutches, so the request for the twisting down is also sent when the vehicle starts.
- the TCU will send a request to reduce the twist to protect the steel strip or chain in special conditions such as wheel slip, wheel lock, and bumpy road. Therefore, it can be concluded that under certain operating conditions, the TCU and the TCS will simultaneously send a request for a twist-down to the ECU, causing mutual interference. Usually the ECU only responds to the lower set torque request, which affects the other control. The above findings were obtained after careful research by the inventors and paid a lot of hard work.
- ESP_GearShiftInhibit disables the shift request signal
- ESP_TorqueReductionRequestActive ESP down-reverse request activation
- ESP_TorqueReductionRequest ESP drop request.
- This setting causes the ESP_Active signal to be set to "1" as long as the ESP or TCS has an activation, indicating the on state. Similarly, as long as ESP or TCS has a failure, the ESP_Failed signal is set to "1", indicating the on state.
- the ESP and TCS drop-off requests are also sent through the same signal. The TCU cannot distinguish whether the TCS is activated. Therefore, the TCU only sends a request for a twist-down according to the control requirements of the transmission, which inevitably causes interference to the TCS control.
- the present invention designs the TCU and the ESP to communicate via the CAN bus.
- the ESP disable shift request is sent to the TCU via the CAN bus signal.
- the ESP will send a status signal, a fail signal, and a twist-down request to the CAN bus.
- the status signal of the ESP includes: an ESP status signal and a TCS status signal;
- the ESP failure signal includes: an ESP failure signal and a TCS failure signal;
- the down-reduction request signal includes: an ESP down-reduction request signal, a TCS-reduction request Signal, ESP down-request request activation signal and TCS down-request request activation signal.
- the splitting step of the present invention splits the signals of the ESP and the TCS so that the TCU can obtain whether the TCS is in a controlled state.
- the detection control step of the present invention independently detects the split signals of the ESP and the TCS for the TCU, and when detecting that the TCS is in the control state, the TCU suspends actively sending its own request for the twistdown to the ECU. This avoids the mutual interference between the TCU and the TCS, and solves the problem of the vehicle swaying, the vehicle being locked, the vehicle speed being reduced too fast, and the clutch hardware being damaged too fast.
- FIG. 1 is a schematic view of a normal coupling process of a prior art clutch, wherein:
- Curve 11 accelerator pedal opening
- Curve 12 clutch state, where open is the clutch open, closing is the clutch engagement process, closed is the clutch combination
- Curve 15 TCU down-twist request signal
- Curve 16 TCU down-twist request activation signal.
- the TCU controls the clutch pressure to make the clutches combined. The process is described as follows:
- Process 2 The driver steps on the throttle (curve 11) and the vehicle starts.
- the clutch pressure rises (curve 13) and the clutch begins to engage (curve 12, closing).
- the TCU triggers the downshift request activation signal (curve 16) and the TCU begins to send the twistdown request (curve 15).
- the ECU is controlled according to the TCU Engine torque (curve 14)
- Process 3 The vehicle continues to accelerate, the clutch engagement is completed (curve 12, closed), the TCU cancels the downshift request activation signal (curve 16), and stops transmitting the twistdown request (curve 15).
- Engine torque (curve 14) is no longer affected by the TCU drop request.
- FIG. 2 is a schematic diagram of a TCS drop request request value in the prior art higher than a TCU drop request value, wherein:
- Curve 21 accelerator pedal opening
- Curve 22 clutch state, where open is the clutch open, closing is the clutch engagement process, closed is the clutch combination
- Curve 24 TCU drop request activation signal
- Curve 26 TCU drop request
- Curve 28 TCS state, where 1 indicates activation and 0 indicates inactivity;
- Curve 29 ABS wheel speed signal, wheel speed refers to the drive wheel and the driven wheel.
- Process 2 The driver steps on the throttle (curve 21) and the vehicle starts.
- the clutch pressure rises (curve 23) and the clutch begins to engage (curve 22).
- the TCU triggers the downshift request activation signal (curve 24) and the TCU begins to send a twistdown request (curve 26).
- the ECU controls the engine torque in accordance with the TCU drop request (curve 25). At this time, since the driving wheel of the vehicle is slipping, the driving wheel speed starts to deviate from the driven wheel speed, and it is apparent that the driving wheel speed is higher than the driven wheel speed in FIG.
- Process 3 The vehicle continues to accelerate, the clutch engagement is complete (curve 22), the TCU cancels the down-reduction request activation signal (curve 24), and stops transmitting the twist-down request (curve 26).
- Engine torque (curve 25) is no longer affected by the TCU drop request.
- FIG. 3 is a schematic diagram of a TCS drop request request value in the prior art that is smaller than a TCU drop request value, where:
- Curve 31 accelerator pedal opening
- Curve 32 clutch state, where open is the clutch open, closing is the clutch engagement process, closed is the clutch combination
- Curve 34 TCU drop request activation signal
- Curve 36 TCS drop request
- Curve 37 TCU drop request
- Curve 38 TCS status, where 1 indicates activation and 0 indicates inactivity;
- Curve 39 ABS wheel speed signal, wheel speed refers to the drive wheel and the driven wheel.
- Process 2 The driver steps on the throttle (curve 31) and the vehicle starts.
- the clutch pressure rises (curve 33) and the clutch begins to engage (curve 32).
- the TCU triggers the downshift request activation signal (curve 34) and the TCU begins to send a twistdown request (curve 37).
- the ECU controls the engine torque in accordance with the TCU drop request (curve 35). At this time, since the driving wheel of the vehicle is slipping, the driving wheel speed starts to deviate from the driven wheel speed.
- Process 3 The vehicle continues to accelerate, clutch engagement is complete (curve 32), the TCU cancels the downshift request activation signal (curve 34), and stops transmitting the twistdown request (curve 37). Engine torque (curve 35) is no longer affected by the TCU drop request.
- One method embodiment of the present invention illustrated in Figure 4 is based on the concept that the TCU independently responds to the TCS by splitting the ESP status signal.
- the ESP control unit splits the status signal and the failure signal, that is, the ESP control unit sends the ESP and TCS status and failure signals:
- the detection control step includes the following steps:
- Step 1 The TCU determines if the transmission has a need to reduce the torque. If there is a request to reduce the twist, proceed to step 2;
- Step 4 The TCU sends a request for a twistdown.
- Figure 5 is a schematic view of the method of Figure 4 applied to the start of a large throttle of a wet slip road surface of a CVT transmission, wherein:
- Curve 51 accelerator pedal opening
- Curve 52 clutch state, where open is the clutch open, closing is the clutch engagement process, closed is the clutch combination, and creep is the idle speed state;
- Curve 54 TCU drop request activation signal
- Curve 56 TCU drop request
- Curve 57 TCS drop request
- Curve 58 TCS state, where 1 indicates activation and 0 indicates inactivity;
- Curve 59 ABS wheel speed signal (drive wheel and driven wheel).
- Process 2 The driver steps on the throttle (curve 51) and the vehicle starts.
- the clutch pressure rises (curve 53) and the clutch begins to engage (curve 52).
- the TCU triggers the downshift request activation signal (curve 54) and the TCU begins to send a twistdown request (curve 56).
- the ECU controls the engine torque in accordance with the TCU drop request (curve 55). At this time, since the driving wheel of the vehicle is slipping, the driving wheel speed starts to deviate from the driven wheel speed.
- the TCU detects the TCS operation, interrupts the TCU drop request activation signal (curve 54), stops transmitting the TCU drop request (curve 56), suspends the clutch engagement process, remains in the creep state (curve 52), and ensures that a certain torque is transmitted to the wheel. .
- the ECU controls the engine torque (curve 55) in accordance with the TCS drop request (curve 57).
- the TCU detects that the TCS operation is stopped, can continue to activate the torque reduction request (curve 54), send a torque reduction request (curve 56), and continue the clutch engagement process (curve 52).
- Process 3 The vehicle continues to accelerate, clutch engagement is complete (curve 52), the TCU cancels the downshift request activation signal (curve 54), and stops transmitting the twistdown request (curve 56). Engine torque (curve 55) is no longer affected by the TCU drop request.
- FIG. 6 Another method embodiment of the present invention illustrated in Figure 6 is based on the concept of independently responding to the TCS by splitting the ESP kickdown request signal. Split the ESP down-twist request signal without splitting the ESP status signal and the fail signal:
- ESP_ESPTorqueReductionRequestActive ESP down-request request activation signal
- ESP_ESPTorqueReductionRequest ESP drop request signal
- the ESP control unit sends the ECN and TCS drop request separately.
- the detection control step includes the following steps:
- Step 1 The TCU determines whether the transmission has a torque reduction requirement. If yes, go to step 2. If not, repeat step 1.
- Step 2 The TCU determines whether the TCS has a request for a twist-down according to whether the TCS-reduction request signal is detected. If yes, the process proceeds to step 3, otherwise, the process proceeds to step 4.
- Step 3 The TCU does not send a drop request.
- Step 4 The TCU sends a request for a twistdown.
- FIG. 7 is a schematic diagram of the method shown in FIG. 6 applied to a large throttle starting process of a wet sliding road surface of a CVT transmission, wherein:
- Curve 71 accelerator pedal opening
- Curve 72 clutch state, where open is the clutch open, closing is the clutch engagement process, closed is the clutch combination, and creep is the idle speed state;
- Curve 74 TCU down-twist request activation signal
- Curve 76 TCU drop request
- Curve 77 TCS drop request
- Curve 78 TCS state, where 1 indicates activation and 0 indicates inactivity;
- Curve 79 ABS wheel speed signal (drive wheel and driven wheel).
- Process 2 The driver steps on the throttle (curve 71) and the vehicle starts.
- the clutch pressure rises (curve 73) and the clutch begins to engage (curve 72).
- the TCU triggers the downshift request activation signal (curve 74) and the TCU begins to send a twistdown request (curve 76).
- the ECU controls the engine torque in accordance with the TCU drop request (curve 75). At this time, since the driving wheel of the vehicle is slipping, the driving wheel speed starts to deviate from the driven wheel speed.
- TCU detects TCS drop request activation, interrupts TCU drop request activation signal (Curve 74), stop transmitting the TCU drop request (curve 76), suspend the clutch engagement process, and remain in the creep state (curve 72) to ensure that a certain amount of torque is transmitted to the wheel.
- the ECU controls the engine torque (curve 75) in accordance with the TCS drop request (curve 77).
- the TCU detects that the TCS has stopped transmitting the spin down request, continues to activate the TCU drop request (curve 74), sends a downshift request (curve 76), and continues the clutch engagement process (curve 72).
- Process 3 The vehicle continues to accelerate, clutch engagement is complete (curve 72), the TCU cancels the downshift request activation signal (curve 74), and stops transmitting the twistdown request (curve 76).
- Engine torque (curve 75) is no longer affected by the TCU drop request.
- the method of the present invention solves the problems of vehicle swaying, vehicle lock-up, vehicle speed reduction too fast, and clutch hardware damage too fast by avoiding the problem of mutual interference between the TCU and the TCS.
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Abstract
Description
Claims (9)
- 一种用于防止TCU与集成有TCS的ESP产生干扰的方法,其特征在于,所述方法包括:拆分步骤:对所述ESP和所述TCS的信号进行拆分,使得所述TCU能够获得所述TCS是否处于控制状态;检测控制步骤:所述TCU分别对所述ESP和所述TCS的拆分信号进行独立检测,当检测到所述TCS处于所述控制状态时,所述TCU暂停主动向ECU发送其自身的降扭请求。
- 根据权利要求1所述的方法,其特征在于,所述控制状态为TCS激活的状态;所述拆分步骤包括:将所述ESP以及所述TCS的状态信号及失效信号进行拆分。
- 根据权利要求1所述的方法,其特征在于,所述控制状态为TCS降扭请求激活的状态;所述拆分步骤包括:将所述ESP以及所述TCS的降扭请求信号进行拆分。
- 根据权利要求2所述的方法,其特征在于,所述检测控制步骤包括:若检测到所述TCS的状态信号而判断出所述TCS激活时,所述TCU停止发送所述降扭请求。
- 根据权利要求4所述的方法,其特征在于,所述检测控制步骤还包括:若检测到所述ESP的失效信号而判断出所述ESP失效,且检测到所述TCS的失效信号而判断出所述TCS失效时,则所述TCU才能根据变速器的控制需求,发送所述TCU的所述降扭请求。
- 根据权利要求2所述的方法,其特征在于,所述检测控制步骤包括如下步骤:步骤1:所述TCU判断变速器是否有降扭需求,若是则进入步骤2;步骤2:所述TCU根据是否检测到所述TCS的失效信号来判断所述TCS是否失效;若是则进入步骤4,若否则进入步骤3;步骤3:所述TCU根据是否收到所述TCS的状态信号判断所述TCS是否处于所述TCS激活的状态;若否则进入步骤4,若是则所述TCU不发送降扭请求,回到步骤1。步骤4:所述TCU发送所述降扭请求。
- 根据权利要求3所述的方法,其特征在于,若检测到所述TCS的降扭请求信号而判断出所述TCS降扭请求激活时,所述TCU暂停主动向所述ECU发送其自身的所述降扭请求;若未检测到所述TCS的降扭请求信号而判断出所述TCS降扭请求未被激活时,所述TCU根据变速器控制需求来发送所述降扭请求。
- 根据权利要求3所述的方法,其特征在于,所述检测控制步骤包括如下步骤:步骤1:所述TCU判断所述变速器是否有降扭需求,若是则进入步骤2,若否则重复步骤1;步骤2:所述TCU根据是否检测到所述TCS的降扭请求信号来判断所述TCS是否有降扭请求,若是则进入步骤3,若否则进入步骤4;步骤3:所述TCU不发送所述降扭请求;步骤4:所述TCU发送所述降扭请求。
- 根据权利要求1所述的方法,其特征在于,所述TCU与所述ESP通过CAN总线进行通讯。
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US15/767,691 US10344812B2 (en) | 2015-10-15 | 2016-10-13 | Method for preventing interference between TCU and ESP |
BR112018007332-6A BR112018007332B1 (pt) | 2015-10-15 | 2016-10-13 | Método para evitar interferência entre uma unidade de controle de transmissão e um programa de estabilidade eletrônico integrado com um sistema de controle de tração |
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CN113771836A (zh) * | 2020-06-05 | 2021-12-10 | 北京新能源汽车股份有限公司 | 一种电子稳定系统介入的扭矩链控制方法及装置 |
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CN114475276B (zh) * | 2022-03-04 | 2024-04-19 | 广汽埃安新能源汽车有限公司 | 一种驱动电机力矩的控制方法及系统 |
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KR20180024450A (ko) * | 2016-08-30 | 2018-03-08 | 현대자동차주식회사 | Usb 호스트의 usb 통신 제어 방법 |
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CN113771836B (zh) * | 2020-06-05 | 2024-04-26 | 北京新能源汽车股份有限公司 | 一种电子稳定系统介入的扭矩链控制方法及装置 |
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CN105259804B (zh) | 2018-01-19 |
CN105259804A (zh) | 2016-01-20 |
BR112018007332B1 (pt) | 2023-04-04 |
US20180306252A1 (en) | 2018-10-25 |
US10344812B2 (en) | 2019-07-09 |
BR112018007332A2 (pt) | 2018-10-30 |
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