WO2019024409A1 - 自适应巡航扭矩链控制方法、装置及汽车 - Google Patents

自适应巡航扭矩链控制方法、装置及汽车 Download PDF

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WO2019024409A1
WO2019024409A1 PCT/CN2017/119266 CN2017119266W WO2019024409A1 WO 2019024409 A1 WO2019024409 A1 WO 2019024409A1 CN 2017119266 W CN2017119266 W CN 2017119266W WO 2019024409 A1 WO2019024409 A1 WO 2019024409A1
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Prior art keywords
torque
mcu
signal
adaptive cruise
acc
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PCT/CN2017/119266
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English (en)
French (fr)
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刘成祺
王艳静
谢明维
易迪华
张兆龙
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北京新能源汽车股份有限公司
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Publication of WO2019024409A1 publication Critical patent/WO2019024409A1/zh

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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
    • 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
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the present disclosure relates to the field of electric vehicles, and in particular, to an adaptive cruise torque chain control method, apparatus, and automobile.
  • Adaptive Cruise Control is an intelligent automatic control system developed on the basis of cruise control technology.
  • the ACC control unit can pass the anti-locking brake
  • the dead system and the motor control system coordinate the action to properly brake the wheel and reduce the output power of the motor so that the vehicle and the vehicle in front always maintain a safe distance.
  • there are many adaptive cruise control methods for traditional fuel vehicles but there are few methods for coordinated control of motor torque in the adaptive cruise control process of electric vehicles.
  • the present disclosure provides an adaptive cruise torque chain control method, device and automobile, which solves the problem that when the electric vehicle adaptive cruise system is activated, no accelerator pedal opening is caused during acceleration, and the driving anti-skid function is lost.
  • the torque setback affects the comfort of the ride.
  • an adaptive cruise torque chain control method including:
  • the motor torque is coordinatedly controlled based on the torque demand signal.
  • the torque demand signal comprises:
  • the drive motor controller MCU obtains the torque demand of the adaptive cruise system ACC obtained by the front millimeter wave detection radar controller MRR, and the driver's torque demand obtained according to the accelerator pedal opening signal.
  • the torque demand of the adaptive cruise system ACC is a torque demand signal after the torque limiting process is performed based on the maximum allowable output torque signal sent by the MCU.
  • the step of cooperatively controlling the motor torque according to the torque demand signal comprises:
  • the MCU When the MCU receives the torque requirement of the MRR is non-negative and the accelerator pedal opening degree is 0, the MCU sends a first virtual accelerator pedal opening signal to the Electronic Stability Program (ESP); or
  • ESP Electronic Stability Program
  • the MCU 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.
  • the step of the MCU controlling the motor to perform electric braking includes:
  • the MCU After receiving the negative target torque sent by the MRR, the MCU controls the electric brake of the motor, and sends a brake light lighting signal to the front cabin control box UEC, and the UEC lights the brake light;
  • the MCU receives the brake light status signal sent by the UEC, and if the brake light status signal is an unlit signal, sends a pre-alarm message to the group and the meter controller ICM, and the ICM prompts the driver to brake.
  • the lamp is faulty.
  • the step of cooperatively controlling the motor torque according to the torque demand signal further includes:
  • the MCU When the MCU receives the signal of the rising edge of the ACC target torque request, the MCU responds to the ACC target torque; or
  • the MCU When the MCU receives the signal of the ACC target torque request falling edge and simultaneously receives the driver torque demand, the MCU responds to the driver's torque demand.
  • the step of the MCU responding to the ACC target torque includes:
  • the MRR sends the signal of the rising edge of the ACC target torque request to the MCU, and uses the current motor torque as the torque starting point to adjust the torque of the front vehicle and the self-vehicle to the torque required for the default time interval. ;
  • the MCU adjusts the motor torque to the target torque of the ACC according to the calibrated torque gradient.
  • the step of the MCU responding to the driver's torque demand includes:
  • the MCU When the MCU receives the signal of the falling edge of the ACC target torque request and receives the driver torque demand at the same time, the current motor torque is used as the torque starting point, and the driver target torque is used as the torque end point, and the torque gradient is calibrated, and The calibrated torque gradient adjusts the motor torque to the driver's target torque.
  • an adaptive cruise torque chain control apparatus including:
  • control module configured to coordinately control the motor torque according to the torque demand signal.
  • an automobile including the adaptive cruise torque chain control device described above.
  • An adaptive cruise torque chain control method, device and automobile when activating an adaptive cruise system of an electric vehicle, a virtual accelerator pedal logic is proposed, which avoids loss of driving anti-skid function caused by no accelerator pedal opening signal during acceleration
  • the impact of the adaptive cruise function is based on the realization of the adaptive cruise function, when the ACC function is activated or exited, the torque coordination logic is proposed to improve driving comfort.
  • FIG. 1 shows a flow chart of an adaptive cruise torque chain control method of some embodiments of the present disclosure
  • FIG. 2 shows a system block diagram of an adaptive cruise function of some embodiments of the present disclosure
  • FIG. 3 is a flow chart showing the step 12 in FIG. 1 of some embodiments of the present disclosure.
  • FIG. 4 is a block diagram showing the structure of an adaptive cruise torque chain control device of some embodiments of the present disclosure.
  • the adaptive cruise function of the electric vehicle allows the adaptive cruise system to be activated and follow-up control when the MRR receives the "Ready” light from the Vehicle Control Unit (VCU), "Ready” The light is on to indicate that the vehicle has been pressurized and the system is fault free;
  • VCU Vehicle Control Unit
  • the ACC function is activated when the Electronic Park Brake (EPB) is tightened, the rear brake pads and brake discs of the car are worn, so only when the MRR receives the EPB release status signal.
  • the adaptive cruise system is allowed to be activated; when the MRR receives the brake pedal switch signal from the MCU, the ACC function is exited.
  • some embodiments of the present disclosure provide an adaptive cruise torque chain control method including steps 11 and 12.
  • step 11 a torque demand signal is obtained.
  • the torque demand signal includes: a torque demand of the adaptive cruise system ACC obtained by the drive motor controller MCU through the front millimeter wave detection radar controller MRR, according to the accelerator pedal opening signal and the current motor speed, The torque demand of the driver obtained by the two-dimensional lookup method.
  • the torque demand of the adaptive cruise system ACC is a torque demand signal after the torque limit processing based on the maximum allowable output torque signal of the motor sent by the MCU, so as to prevent the motor from being damaged due to the torque demand generated by the MRR being greater than the motor capability.
  • Step 12 Coordinate control of the motor torque according to the torque demand signal.
  • the MCU, MRR, ESP, UEC (Underhood Electric Center) and EPB of the electric vehicle communicate with each other via the CAN bus.
  • the MCU can pass the accelerator pedal signal and the current motor speed through the second.
  • the watch table method obtains the driver's torque demand and acquires the brake pedal switch state through the brake pedal signal.
  • the MCU sends a virtual accelerator pedal opening signal to the ESP, so that when the ACC function is activated, the ESP driving anti-skid function can be realized during the acceleration process; when the ACC function is activated or deactivated, the torque is performed.
  • the calibration of the gradient smoothes the target torque to avoid causing large torque shocks and affecting ride comfort.
  • the step 12 further includes steps 31 and 32.
  • Step 31 When the MCU receives the torque demand of the MRR is non-negative and the accelerator pedal opening degree is 0, the MCU sends a first virtual accelerator pedal opening degree signal to the ESP;
  • the function when the conventional ESP driving anti-skid function is triggered, the function needs to be received when the accelerator pedal opening flag position 1 is received, and in the ACC adaptive cruise function activation, the vehicle torque control is controlled by the MRR. Instead of the traditional throttle control, the accelerator pedal opening is 0.
  • the MCU receives the ARC system target torque request from the MRR and determines that the ACC system target torque is non-
  • the MCU sends a first virtual accelerator pedal opening degree signal to the ESP, and the first virtual accelerator pedal opening degree signal is corresponding to the motor speed at the time when the ACC system is not started.
  • the true opening of the accelerator pedal The virtual pedal opening degree enables the ESP to recognize the pedal opening degree at this time.
  • the MCU can be immediately controlled to perform the torque reduction control to eliminate the slip phenomenon.
  • 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.
  • the MCU 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, because the ESP is when the vehicle is electrically braked.
  • the drive anti-skid function does not have a starting requirement, and the accelerator pedal opening has no negative value, so the MCU sends a second virtual accelerator pedal opening signal with an accelerator pedal opening of 0 to the ESP.
  • the step of the MCU controlling the motor to perform electric braking includes:
  • the MCU After receiving the negative target torque sent by the MRR, the MCU controls the electric brake of the motor, and sends a brake light lighting signal to the front cabin control box UEC, and the UEC lights the brake light;
  • the MCU receives the brake light status signal sent by the UEC, and if the brake light status signal is an unlit signal, sends a pre-alarm message to the group and the meter controller ICM, and the ICM prompts the driver to brake.
  • the lamp is faulty.
  • the UEC can control the lighting state of the brake light, and the brake light state signal is fed back to the MCU, so that the fault condition of the brake light can be monitored, and the driver can be reminded to promptly repair through the ICM alarm.
  • the step 12 further includes:
  • Step 33 When the MCU receives the 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 demand, the MCU responds to the driver's torque demand.
  • the step of the MCU responding to the ACC target torque includes:
  • the MRR sends the signal of the rising edge of the ACC target torque request to the MCU, and uses the current motor torque as the torque starting point to adjust the torque of the front vehicle and the self-vehicle to the torque required for the default time interval. ;
  • the MCU adjusts the motor torque to the target torque of the ACC according to the calibrated torque gradient.
  • the ACC system since the default time interval between the front vehicle and the self-vehicle is common in the ACC system, if the ACC system is just activated, if a large torque is used to adjust the time interval between the preceding vehicle and the self-vehicle, the comparison will be caused.
  • the large torque shock affects the comfort of the vehicle.
  • the target torque is smoothed by the MRR.
  • the torque gradient is calibrated and smoothed on the premise of comfort, so that the output torque of the MCU control motor is adjusted to the target torque of the ACC. In the process, it does not affect the comfort of the ride.
  • the step of the MCU responding to the driver's torque demand includes:
  • the MCU When the MCU receives the signal of the falling edge of the ACC target torque request and receives the driver torque demand at the same time, the current motor torque is used as the torque starting point, and the driver target torque is used as the torque end point, and the torque gradient is calibrated, and The calibrated torque gradient adjusts the motor torque to the driver's target torque.
  • the MCU when the MCU receives the signal of the falling edge of the ACC target torque request, it indicates that the ACC system function is turned off. At this time, since the accelerator pedal opening degree is small or even 0, the output torque of the motor is directly from the previous ACC. The target torque of the system jumps to the driver's demand torque, which will generate a large torque shock. Therefore, the target torque is smoothed by the MCU at this time, and the torque gradient is calibrated on the premise of comfort, so that the MCU controls the motor. The output torque is adjusted to the driver's demand torque.
  • some embodiments of the present disclosure also provide an adaptive cruise torque chain control apparatus including an acquisition module 41 and a control module 42.
  • the obtaining module 41 is configured to acquire a torque demand signal
  • the torque demand signal includes: a torque demand of the adaptive cruise system ACC obtained by the drive motor controller MCU through the front millimeter wave detection radar controller MRR, according to the accelerator pedal opening signal and the current motor speed, The torque demand of the driver obtained by the two-dimensional lookup method.
  • the torque demand of the adaptive cruise system ACC is a torque demand signal after the limit-torque processing based on the maximum allowable output torque signal sent by the MCU, so as to prevent the motor from being damaged due to the torque demand generated by the MRR being greater than the motor capability.
  • the control module 42 is configured to coordinately control the motor torque according to the torque demand signal.
  • the MCU, the MRR, the ESP, the UEC (the front cabin control box, the Underhood Electric Center), and the EPB of the electric vehicle perform signal interaction through the CAN bus, and the MCU can pass the accelerator pedal signal and the current motor speed through the two-dimensional
  • the look-up mode obtains the driver's torque demand, and the brake pedal switch state is obtained by the brake pedal signal.
  • the MCU sends a virtual accelerator pedal opening signal to the ESP, so that when the ACC function is activated, the ESP driving anti-skid function can be realized during the acceleration process; when the ACC function is activated or deactivated, the torque is performed.
  • Gradient calibration smoothing the target torque to avoid causing large torque shocks and affecting ride comfort.
  • the control module 42 includes a first control submodule and a second control submodule.
  • the first control submodule is configured to: when the MCU receives the torque demand of the MRR is non-negative and the accelerator pedal opening degree is 0, the MCU sends a first virtual accelerator pedal opening degree signal to the ESP; or
  • the MCU 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.
  • the function when the conventional ESP driving anti-skid function is triggered, the function needs to be received when the accelerator pedal opening flag position 1 is received, and in the ACC adaptive cruise function activation, the vehicle torque control is controlled by the MRR. Instead of the traditional throttle control, the accelerator pedal opening is 0.
  • the MCU receives the ARC system target torque request from the MRR and determines that the ACC system target torque is non-
  • the MCU sends a first virtual accelerator pedal opening degree signal to the ESP, and the first virtual accelerator pedal opening degree signal is corresponding to the motor speed at the time when the ACC system is not started.
  • the true opening of the accelerator pedal The virtual pedal opening degree enables the ESP to recognize the pedal opening degree at this time.
  • the MCU can be immediately controlled to perform the torque reduction control to eliminate the slip phenomenon.
  • the MCU 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 the command to control the motor to perform electric braking. Because the ESP does not drive the anti-skid function during the electric braking of the vehicle. There is a demand for starting, and the accelerator pedal opening has no negative value, so the MCU sends a second virtual accelerator pedal opening signal with an accelerator pedal opening of 0 to the ESP.
  • the second control submodule is configured to: when the MCU receives the signal of the rising edge of the ACC target torque request, the MCU responds to the ACC target torque; or
  • the MCU When the MCU receives the signal of the ACC target torque request falling edge and simultaneously receives the driver torque demand, the MCU responds to the driver's torque demand.
  • the ACC system when the MCU receives the signal of the rising edge of the ACC target torque request, the ACC system is activated. Since the default time interval between the preceding vehicle and the own vehicle is common in the ACC system, if the torque is adjusted immediately by a large torque The time interval between the car and the car will cause a large torque shock and affect the comfort of the vehicle. At this time, the target torque is smoothed by the MRR, and the torque gradient is calibrated on the premise of comfort, so that the MCU controls the output of the motor. The torque is adjusted to the target torque of the ACC without affecting the ride comfort.
  • the MCU When the MCU receives the signal of the falling edge of the ACC target torque request, it indicates that the ACC system function is off. At this time, since the accelerator pedal opening degree is small or even 0, the output torque of the motor is directly jumped from the target torque of the ACC system before. Turning to the driver's demand torque will generate a large torque shock. Therefore, the MCU will smooth the target torque at this time, and the torque gradient will be calibrated on the premise of comfort, so that the output torque of the MCU control motor is adjusted to drive. The demand torque of the staff.
  • the adaptive cruise torque chain control device corresponds to the adaptive cruise torque chain control method described above, and all implementation manners in the foregoing method embodiments are applicable to the device embodiment, and the same technology can be achieved. effect.
  • Embodiments of the present disclosure also provide an automobile including the above-described adaptive cruise torque chain control device.
  • a virtual accelerator pedal logic is proposed to avoid the influence of the loss of the anti-skid function caused by the accelerator pedal opening signal during the acceleration process.
  • the torque coordination logic is proposed to improve driving comfort.

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Abstract

一种自适应巡航扭矩链控制方法、装置及汽车，所述自适应巡航扭矩链控制方法包括：获取扭矩需求信号；根据所述扭矩需求信号对电机扭矩进行协调控制。在电动汽车自适应巡航系统激活时，提出了一种虚拟加速踏板逻辑，避免了加速过程中无加速踏板开度信号导致的驱动防滑功能丧失带来的影响，在保证自适应巡航功能实现的基础上，在自适应巡航系统ACC功能激活或退出时，提出了扭矩协调控制逻辑。

Description

自适应巡航扭矩链控制方法、装置及汽车
相关申请的交叉引用
本申请主张在2017年7月31日在中国提交的中国专利申请No.201710638256.9的优先权，其全部内容通过引用包含于此。
技术领域
本公开涉及电动汽车领域，尤其涉及一种自适应巡航扭矩链控制方法、装置及汽车。
背景技术
自适应巡航系统(Adaptive Cruise Control，ACC)是一种智能化的自动控制系统，是在巡航控制技术的基础上发展而来的。在车辆行驶过程中，由安装在车辆上的感知传感器持续探测自车与前车的相对速度和时距信息，当自车与前车的距离过小时，ACC控制单元可以通过与制动防抱死系统、电机控制系统协调动作，使车轮适当制动，并使电机的输出功率下降，以使车辆与前方车辆始终保持安全距离。目前针对传统燃油汽车的自适应巡航控制方法较多，但是针对电动汽车的自适应巡航控制过程中的对电机扭矩协调控制的方法比较少。
发明内容
为了解决上述技术问题，本公开提供了一种自适应巡航扭矩链控制方法、装置及汽车，解决了当电动汽车自适应巡航系统激活时，加速过程中无加速踏板开度导致驱动防滑功能丧失以及扭矩顿挫影响乘车舒适性的问题。
依据本公开的一个方面，提供了一种自适应巡航扭矩链控制方法，包括：
获取扭矩需求信号；
根据所述扭矩需求信号对电机扭矩进行协调控制。
可选地，所述扭矩需求信号包括：
驱动电机控制器MCU通过前置毫米波探测雷达控制器MRR获取的自适 应巡航系统ACC的扭矩需求，根据加速踏板开度信号获取的驾驶员的扭矩需求。
可选地，所述自适应巡航系统ACC的扭矩需求为基于MCU发送的最大允许输出扭矩信号进行限扭处理后的扭矩需求信号。
可选地，根据所述扭矩需求信号对电机扭矩进行协调控制的步骤包括：
当MCU接收到MRR的扭矩需求非负且加速踏板开度为0时，MCU向电子稳定系统(Electronic Stability Program，ESP)发送第一虚拟加速踏板开度信号；或者，
当MCU接收到MRR的扭矩需求且目标扭矩为负时，MCU控制电机进行电制动，并向ESP发送第二虚拟加速踏板开度信号。
可选地，所述MCU控制电机进行电制动的步骤包括：
MCU接收到MRR发送的为负的目标扭矩后，控制电机电制动，并向前机舱控制盒UEC发送制动灯点亮信号，UEC点亮制动灯；
MCU接收UEC发送的制动灯点亮状态信号，若所述制动灯点亮状态信号为未点亮信号，则向组和仪表控制器ICM发送预警报文，并由ICM提醒驾驶员制动灯故障。
可选地，根据所述扭矩需求信号对电机扭矩进行协调控制的步骤还包括：
当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目标扭矩；或者
当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求。
可选地，所述当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目标扭矩的步骤包括：
MRR向MCU发送ACC目标扭矩请求上升沿的信号，并以当前电机扭矩为扭矩起点，以将前车与自车的时距调整为默认时距所需要的扭矩为扭矩终点，进行扭矩梯度的标定；
MCU按照标定的扭矩梯度将电机扭矩调整为ACC的目标扭矩。
可选地，所述当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求的步骤包括：
所述当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，以当前电机扭矩为扭矩起点，以驾驶员目标扭矩为扭矩终点，进行扭矩梯度的标定，并按照以标定的扭矩梯度将电机扭矩调整为驾驶员的目标扭矩。
依据本公开的另一个方面，提供了一种自适应巡航扭矩链控制装置，包括：
获取模块，用于获取扭矩需求信号；
控制模块，用于根据所述扭矩需求信号对电机扭矩进行协调控制。
依据本公开的再一个方面，提供了一种汽车，包括上述的自适应巡航扭矩链控制装置。
本公开的实施例的有益效果是：
一种自适应巡航扭矩链控制方法、装置及汽车，在电动汽车自适应巡航系统激活时，提出了一种虚拟加速踏板逻辑，避免了加速过程中无加速踏板开度信号导致的驱动防滑功能丧失带来的影响，在保证自适应巡航功能实现的基础上，在ACC功能激活或退出时，提出了扭矩协调逻辑，提高了驾驶舒适性。
附图说明
为了更清楚地说明本公开实施例或相关技术中的技术方案，下面将对实施例描述中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1表示本公开的一些实施例的自适应巡航扭矩链控制方法的流程图；
图2表示本公开的一些实施例的自适应巡航功能的系统框图；
图3表示本公开的一些实施例的图1中的步骤12的流程示意图；
图4表示本公开的一些实施例的自适应巡航扭矩链控制装置的结构框图。
具体实施方式
下面将参照附图详细地描述本公开的示例性实施例。虽然附图中显示了本公开的示例性实施例，然而应当理解，可以以各种形式实现本公开而不应被这里阐述的实施例所限制。相反，提供这些实施例是为了能够更透彻地理解本公开，并且能够将本公开的范围完整的传达给本领域的技术人员。
由于驾驶员安全是控制逻辑中最为重要的，因此本公开中明确规定：
电动汽车的自适应巡航功能在MRR收到整车控制器(Vehicle Control Unit，VCU)发出的“Ready”灯点亮信号时，MRR允许自适应巡航系统被激活并进行跟车控制，“Ready”灯点亮表明整车已上高压且系统无故障；
由于在电子驻车制动系统(Electrical Park Brake，EPB)拉紧的情况下，ACC功能被激活会导致汽车后轮制动片与制动盘磨损，因此只有当MRR接收到EPB释放状态的信号时，允许自适应巡航系统被激活；当MRR接收到MCU发出的制动踏板开关信号置1时，ACC功能退出。
如图1所示，本公开的一些实施例提供了一种自适应巡航扭矩链控制方法，包括步骤11和12。
步骤11，获取扭矩需求信号。
该实施例中，所述扭矩需求信号包括：驱动电机控制器MCU通过前置毫米波探测雷达控制器MRR获取的自适应巡航系统ACC的扭矩需求、根据加速踏板开度信号及当前电机转速，通过二维查表方式获取的驾驶员的扭矩需求。其中，所述自适应巡航系统ACC的扭矩需求为基于MCU发送的电机最大允许输出扭矩信号进行限扭处理后的扭矩需求信号，以防由于MRR发出的扭矩需求大于电机能力，造成电机损坏。
步骤12，根据所述扭矩需求信号对电机扭矩进行协调控制。
如图2所示，电动汽车的MCU、MRR、ESP、UEC(前机舱控制盒，Underhood Electric Center)、EPB之间通过CAN总线进行信号交互，MCU可以通过加速踏板信号及当前电机转速，通过二维查表方式获取驾驶员的扭矩需求，通过制动踏板信号获取制动踏板开关状态。
该实施例中，MCU通过向ESP发送虚拟加速踏板开度信号，使电动汽车在ACC功能激活时，加速过程中ESP的驱动防滑功能也可以实现；在ACC功能激活或退出时，通过对扭矩进行梯度的标定，对目标扭矩进行平滑处理， 避免造成较大的扭矩冲击，影响乘车舒适性。
如图3所示，所述步骤12进一步包括步骤31和32。
步骤31、当MCU接收到MRR的扭矩需求非负且加速踏板开度为0时，MCU向ESP发送第一虚拟加速踏板开度信号；
该实施例中，传统ESP驱动防滑功能触发时，需要接收到加速踏板开度标志位置1的信号时才能实现此功能，而在ACC自适应巡航功能激活中，车辆的扭矩控制是由MRR进行控制，而不是传统的油门控制，此时加速踏板开度为0，为了不影响传统ESP的驱动防滑功能的实现，当MCU接收到MRR发出的ACC系统目标扭矩请求并判断出ACC系统目标扭矩为非负且真实加速踏板开度为0时，MCU向ESP发送第一虚拟加速踏板开度信号，所述第一虚拟加速踏板开度信号为ACC系统不启动时，与此时的电机转速相对应的加速踏板的真实开度。虚拟踏板开度为使ESP识别到此时有踏板开度，在出现驱动打滑工况时，能立即控制MCU进行降扭控制，消除打滑现象。
步骤32、当MCU接收到MRR的扭矩需求且目标扭矩为负时，MCU控制电机进行电制动，并向ESP发送第二虚拟加速踏板开度信号。
该实施例中，当MCU接收到MRR发出的ACC系统目标扭矩请求并判断出ACC系统目标扭矩为负时，表示MCU接收到了控制电机进行电制动的指令，由于在车辆电制动时，ESP的驱动防滑功能不存在启动的需求，并且加速踏板开度无负值，因此MCU向ESP发送一加速踏板开度为0的第二虚拟加速踏板开度信号。
本公开的上述实施例中，所述MCU控制电机进行电制动的步骤包括：
MCU接收到MRR发送的为负的目标扭矩后，控制电机电制动，并向前机舱控制盒UEC发送制动灯点亮信号，UEC点亮制动灯；
MCU接收UEC发送的制动灯点亮状态信号，若所述制动灯点亮状态信号为未点亮信号，则向组和仪表控制器ICM发送预警报文，并由ICM提醒驾驶员制动灯故障。
该实施例中，UEC可以控制制动灯的点亮状态，并且采集制动灯点亮状态信号反馈到MCU，从而可以实现监控制动灯的故障情况，通过ICM报警提醒驾驶员及时检修。
如图3所示，所述步骤12还包括：
步骤33、当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目标扭矩；
步骤34、当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求。
本公开的上述实施例中，所述当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目标扭矩的步骤包括：
MRR向MCU发送ACC目标扭矩请求上升沿的信号，并以当前电机扭矩为扭矩起点，以将前车与自车的时距调整为默认时距所需要的扭矩为扭矩终点，进行扭矩梯度的标定；
MCU按照标定的扭矩梯度将电机扭矩调整为ACC的目标扭矩。
该实施例中，由于ACC系统普遍存在前车与自车的默认时距，在ACC系统刚被激活时，如果立刻通过一个较大的扭矩来调整前车与自车的时距，将造成较大的扭矩冲击，影响车辆舒适性，此时由MRR对目标扭矩进行平滑处理，以舒适性为前提，进行扭矩梯度的标定及平滑处理，使MCU控制电机的输出扭矩调整为ACC的目标扭矩的过程中，不影响乘车的舒适性。
本公开的上述实施例中，所述当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求的步骤包括：
所述当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，以当前电机扭矩为扭矩起点，以驾驶员目标扭矩为扭矩终点，进行扭矩梯度的标定，并按照以标定的扭矩梯度将电机扭矩调整为驾驶员的目标扭矩。
该实施例中，当MCU接收到ACC目标扭矩请求下降沿的信号时，表示ACC系统功能关闭，此时由于加速踏板开度较小甚至可能为0，此时电机的输出扭矩直接由此前的ACC系统的目标扭矩跳转至驾驶员的需求扭矩，将产生较大的扭矩冲击，因此此时由MCU对目标扭矩进行平滑处理，以舒适性为前提，进行扭矩梯度的标定，使MCU控制电机的输出扭矩调整为驾驶员的需求扭矩。
如图4所示，本公开的一些实施例还提供了一种自适应巡航扭矩链控制装置，包括获取模块41和控制模块42。
所述获取模块41用于获取扭矩需求信号；
该实施例中，所述扭矩需求信号包括：驱动电机控制器MCU通过前置毫米波探测雷达控制器MRR获取的自适应巡航系统ACC的扭矩需求、根据加速踏板开度信号及当前电机转速，通过二维查表方式获取的驾驶员的扭矩需求。其中，所述自适应巡航系统ACC的扭矩需求为基于MCU发送的最大允许输出扭矩信号进行限扭处理后的扭矩需求信号，以防由于MRR发出的扭矩需求大于电机能力，造成电机损坏。
所述控制模块42用于根据所述扭矩需求信号对电机扭矩进行协调控制。
该实施例中，电动汽车的MCU、MRR、ESP、UEC(前机舱控制盒，Underhood Electric Center)、EPB之间通过CAN总线进行信号交互，MCU可以通过加速踏板信号及当前电机转速，通过二维查表方式获取驾驶员的扭矩需求，通过制动踏板信号获取制动踏板开关状态。
该实施例中，MCU通过向ESP发送虚拟加速踏板开度信号，使电动汽车在ACC功能激活时，加速过程中ESP的驱动防滑功能也可以实现；在ACC功能激活或退出时，通过对扭矩进行梯度的标定，对目标扭矩进行平滑处理，避免造成较大的扭矩冲击，影响乘车舒适性。
所述控制模块42包括第一控制子模块和第二控制子模块。所述第一控制子模块用于当MCU接收到MRR的扭矩需求非负且加速踏板开度为0时，MCU向ESP发送第一虚拟加速踏板开度信号；或者，
当MCU接收到MRR的扭矩需求且目标扭矩为负时，MCU控制电机进行电制动，并向ESP发送第二虚拟加速踏板开度信号。
该实施例中，传统ESP驱动防滑功能触发时，需要接收到加速踏板开度标志位置1的信号时才能实现此功能，而在ACC自适应巡航功能激活中，车辆的扭矩控制是由MRR进行控制，而不是传统的油门控制，此时加速踏板开度为0，为了不影响传统ESP的驱动防滑功能的实现，当MCU接收到MRR发出的ACC系统目标扭矩请求并判断出ACC系统目标扭矩为非负且真实加速踏板开度为0时，MCU向ESP发送第一虚拟加速踏板开度信号，所述第 一虚拟加速踏板开度信号为ACC系统不启动时，与此时的电机转速相对应的加速踏板的真实开度。虚拟踏板开度为使ESP识别到此时有踏板开度，在出现驱动打滑工况时，能立即控制MCU进行降扭控制，消除打滑现象。
当MCU接收到MRR发出的ACC系统目标扭矩请求并判断出ACC系统目标扭矩为负时，表示MCU接收到了控制电机进行电制动的指令，由于在车辆电制动时，ESP的驱动防滑功能不存在启动的需求，并且加速踏板开度无负值，因此MCU向ESP发送一加速踏板开度为0的第二虚拟加速踏板开度信号。
所述第二控制子模块用于当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目标扭矩；或者
当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求。
该实施例中，当MCU接收到ACC目标扭矩请求上升沿的信号时，ACC系统被激活，由于ACC系统普遍存在前车与自车的默认时距，如果立刻通过一个较大的扭矩来调整前车与自车的时距，将造成较大的扭矩冲击，影响车辆舒适性，此时由MRR对目标扭矩进行平滑处理，以舒适性为前提，进行扭矩梯度的标定，使MCU控制电机的输出扭矩调整为ACC的目标扭矩的过程中，不影响乘车的舒适性。
当MCU接收到ACC目标扭矩请求下降沿的信号时，表示ACC系统功能关闭，此时由于加速踏板开度较小甚至可能为0，此时电机的输出扭矩直接由此前的ACC系统的目标扭矩跳转至驾驶员的需求扭矩，将产生较大的扭矩冲击，因此此时由MCU对目标扭矩进行平滑处理，以舒适性为前提，进行扭矩梯度的标定，使MCU控制电机的输出扭矩调整为驾驶员的需求扭矩。
需要说明的是，该自适应巡航扭矩链控制装置是与上述自适应巡航扭矩链控制方法相对应，上述方法实施例中所有实现方式均适用于该装置的实施例中，也能达到相同的技术效果。
本公开的实施例还提供了一种汽车，包括上述的自适应巡航扭矩链控制装置。
本公开的该实施例，在电动汽车自适应巡航系统激活时，提出了一种虚 拟加速踏板逻辑，避免了加速过程中无加速踏板开度信号导致的驱动防滑功能丧失带来的影响，在保证自适应巡航功能实现的基础上，在ACC功能激活或退出时，提出了扭矩协调逻辑，提高了驾驶舒适性。
以上所述的是本公开的可选实施方式，应当指出对于本技术领域的普通人员来说，在不脱离本公开所述的原理前提下还可以作出若干改进和润饰，这些改进和润饰也在本公开的保护范围内。

Claims (10)

  1. 一种自适应巡航扭矩链控制方法，包括：
    获取扭矩需求信号；
    根据所述扭矩需求信号对电机扭矩进行协调控制。
  2. 根据权利要求1所述的自适应巡航扭矩链控制方法，其中，所述扭矩需求信号包括：
    驱动电机控制器MCU通过前置毫米波探测雷达控制器MRR获取的自适应巡航系统ACC的扭矩需求，根据加速踏板开度信号获取的驾驶员的扭矩需求。
  3. 根据权利要求2所述的自适应巡航扭矩链控制方法，其中，所述自适应巡航系统ACC的扭矩需求为基于MCU发送的最大允许输出扭矩信号进行限扭处理后的扭矩需求信号。
  4. 根据权利要求3所述的自适应巡航扭矩链控制方法，其中，根据所述扭矩需求信号对电机扭矩进行协调控制的步骤包括：
    当MCU接收到MRR的扭矩需求非负且加速踏板开度为0时，MCU向电子稳定系统ESP发送第一虚拟加速踏板开度信号；或者，
    当MCU接收到MRR的扭矩需求且目标扭矩为负时，MCU控制电机进行电制动，并向ESP发送第二虚拟加速踏板开度信号。
  5. 根据权利要求4所述的自适应巡航扭矩链控制方法，其中，所述MCU控制电机进行电制动的步骤包括：
    MCU接收到MRR发送的为负的目标扭矩后，控制电机电制动，并向前机舱控制盒UEC发送制动灯点亮信号，UEC点亮制动灯；
    MCU接收UEC发送的制动灯点亮状态信号，若所述制动灯点亮状态信号为未点亮信号，则向组和仪表控制器ICM发送预警报文，并由ICM提醒驾驶员制动灯故障。
  6. 根据权利要求3所述的自适应巡航扭矩链控制方法，其中，根据所述扭矩需求信号对电机扭矩进行协调控制的步骤还包括：
    当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目 标扭矩；或者
    当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求。
  7. 根据权利要求6所述的自适应巡航扭矩链控制方法，其中，所述当MCU接收到ACC目标扭矩请求上升沿的信号时，MCU响应ACC目标扭矩的步骤包括：
    MRR向MCU发送ACC目标扭矩请求上升沿的信号，并以当前电机扭矩为扭矩起点，以将前车与自车的时距调整为默认时距所需要的扭矩为扭矩终点，进行扭矩梯度的标定；
    MCU按照标定的扭矩梯度将电机扭矩调整为ACC的目标扭矩。
  8. 根据权利要求7所述的自适应巡航扭矩链控制方法，其中，所述当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，MCU响应驾驶员的扭矩需求的步骤包括：
    所述当MCU接收到ACC目标扭矩请求下降沿的信号且同时接收到驾驶员扭矩需求时，以当前电机扭矩为扭矩起点，以驾驶员目标扭矩为扭矩终点，进行扭矩梯度的标定，并按照以标定的扭矩梯度将电机扭矩调整为驾驶员的目标扭矩。
  9. 一种自适应巡航扭矩链控制装置，包括：
    获取模块，用于获取扭矩需求信号；
    控制模块，用于根据所述扭矩需求信号对电机扭矩进行协调控制。
  10. 一种汽车，包括如权利要求9所述的自适应巡航扭矩链控制装置。
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