CN111966095B - ACC Stop smooth parking control system and method - Google Patents
ACC Stop smooth parking control system and method Download PDFInfo
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- CN111966095B CN111966095B CN202010750606.2A CN202010750606A CN111966095B CN 111966095 B CN111966095 B CN 111966095B CN 202010750606 A CN202010750606 A CN 202010750606A CN 111966095 B CN111966095 B CN 111966095B
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0214—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory in accordance with safety or protection criteria, e.g. avoiding hazardous areas
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D1/00—Control of position, course, altitude or attitude of land, water, air or space vehicles, e.g. using automatic pilots
- G05D1/02—Control of position or course in two dimensions
- G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
- G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
- G05D1/0223—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving speed control of the vehicle
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- G—PHYSICS
- G01—MEASURING; TESTING
- G01S—RADIO DIRECTION-FINDING; RADIO NAVIGATION; DETERMINING DISTANCE OR VELOCITY BY USE OF RADIO WAVES; LOCATING OR PRESENCE-DETECTING BY USE OF THE REFLECTION OR RERADIATION OF RADIO WAVES; ANALOGOUS ARRANGEMENTS USING OTHER WAVES
- G01S13/00—Systems using the reflection or reradiation of radio waves, e.g. radar systems; Analogous systems using reflection or reradiation of waves whose nature or wavelength is irrelevant or unspecified
- G01S13/88—Radar or analogous systems specially adapted for specific applications
- G01S13/93—Radar or analogous systems specially adapted for specific applications for anti-collision purposes
- G01S13/931—Radar or analogous systems specially adapted for specific applications for anti-collision purposes of land vehicles
- G01S2013/9314—Parking operations
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Abstract
The invention discloses an ACC Stop smooth parking control system and method. The gateway receives the network signal, judges the ACC function is activated, judges the received ACC torque request and ACC braking request, determines the ACC braking request and no torque request, judges the braking type signal sent by the ESC, determines the ESC responding to the ACC deceleration request to the ESC, and outputs the pressure value after calculating the wheel cylinder pressure signal as the braking pressure signal to the TCU after the gateway judges that the vehicle speed is less than the set value, and the TCU performs vehicle braking state identification and clutch self-adaptive control. The invention identifies the whole vehicle state through the gateway, integrates the pressure signals of the brake master cylinder and the wheel cylinder sent by the ESC, and then transmits the integrated brake pressure signals to the TCU instead of the pressure signals of the brake master cylinder, so that the TCU can identify the whole vehicle brake state under the whole working condition, thereby better controlling the EMS torque and realizing the ACC Stop smooth parking by linking with the ESC.
Description
Technical Field
The invention belongs to the vehicle brake control technology, and particularly relates to a control method for braking and parking with an automatic following parking function (ACC Stop) in an adaptive cruise mode.
Background
The adaptive cruise control with an automatic following and stopping function (ACC Stop) is simply to automatically identify a front vehicle and synchronously realize the functions of automatic following and stopping. And in the ACC low-speed follow-up stopping process, performing combined control on ESC braking deceleration and EMS torque response so as to realize automatic follow-up stopping. The smoothness in the follow-up stopping process is an important ACC Stop subjective evaluation index and is also the key point of the ACC Stop function and ESC, EMS and TCU joint debugging calibration.
At present, for a vehicle without an ACC Stop function, the identification of the braking state by the TCU is usually that the TCU judges whether the vehicle is braking according to a brake master cylinder oil pressure signal sent by an ESC. The hardware architecture and software logic of such vehicles are solidified, and the ACC Stop function cannot be realized. If the ACC Stop function is configured on the vehicle, when the vehicle is stopped at a low speed, the ESC performs active braking through the wheel cylinder, at the moment, the master cylinder oil pressure signal is 0bar, the TCU cannot identify and judge that the vehicle is braking, but can mistakenly think that the vehicle climbs and judge that the EMS is required to be requested to increase the engine torque, and at the moment, vehicle bouncing occurs. In order to solve the above problems, the control strategy needs to be modified, which means that the network signal architecture, the gateway, the TCU, etc. need to be adapted and developed again, which is time-consuming and labor-consuming.
Disclosure of Invention
The invention aims to provide an ACC Stop smooth parking control system and method, which realize ACC Stop smooth parking by adjusting a signal strategy of a gateway.
One of the technical schemes of the invention is an ACC Stop smooth parking control system, which comprises:
the ESC is used for sending ESC braking signals and vehicle speed signals and transmitting the ESC braking signals and the vehicle speed signals to the gateway;
the method comprises the steps that an adaptive cruise system ACC with an automatic following and stopping module ACC Stop is adopted in the adaptive cruise, and an ACC signal is transmitted to a gateway;
the gateway is used for receiving an ESC (electronic stability control) of the automobile electronic stability system and an ACC (adaptive cruise control) signal of the adaptive cruise system, judging a vehicle speed signal, determining a brake pressure signal and sending the brake pressure signal to the TCU (transmission control unit);
and the transmission controller TCU is used for receiving the brake pressure signal of the gateway or the brake master cylinder pressure signal and implementing vehicle brake state identification and clutch self-adaptive control.
The gateway in the system realizes the smooth parking control by determining the brake pressure signal or the master cylinder pressure signal of the ACC Stop module and sending the brake pressure signal or the master cylinder pressure signal to the transmission controller TCU.
Further preferred technical features are: the adaptive cruise system ACC comprises an ACC state signal module, an ACC braking request signal module and an ACC engine torque request state signal module; the ACC state signal module sends the ACC state signal to the gateway; the ACC engine torque request signal module sends a request engine torque status signal to the gateway; the ACC braking request signal module sends an ACC braking request signal to the gateway.
Further preferred technical features are: the gateway includes a torque status determination module that determines an ACC engine torque request status signal.
Further preferred technical features are: the gateway also comprises a wheel end torque request signal judgment module which judges whether the wheel end has an engine torque control request.
The gateway ensures the accuracy of ACC Stop operation in the ACC system by the redundancy judgment module of the torque, and can improve the safety performance.
Further preferred technical features are: the gateway comprises a braking request judging module for the ACC to work, and judges a braking type signal requesting ESC sent by the received ACC.
Further preferred technical features are: the gateway further comprises an ESC braking corresponding type judging module for judging whether the braking signal received from the ESC is a braking request signal of the corresponding ACC to the ESC.
The judgment module of the gateway for the braking request and response is also used for realizing the accuracy of the ACC Stop operation in the ACC system and improving the safety performance.
Further preferred technical features are: the gateway comprises a brake pressure signal judgment module, calculates a wheel cylinder pressure signal, and takes a pressure value obtained after the wheel cylinder pressure signal is calculated as a brake pressure signal.
The brake pressure signal judgment module does not simply output a wheel cylinder pressure signal (a pressure signal of a wheel side brake cylinder) as a brake pressure signal, but obtains a reasonable brake pressure signal output after calculation, and realizes reasonable matching of brake torque.
According to the second technical scheme, the control method of the ACC Stop comprises the steps that the gateway receives network signals, after the ACC function is judged to be activated, the gateway judges received torque requests of the ACC and braking requests of the ACC, braking requests and no-torque requests of the ACC are determined, received braking type signals sent by the ESC are judged, after the ESC responds to deceleration requests of the ACC to the ESC and the gateway judges that the vehicle speed is smaller than a set value, pressure values obtained after calculation of wheel cylinder pressure signals of the gateway serve as braking pressure signals and are output to the TCU, and the TCU conducts vehicle braking state recognition and clutch self-adaptive control.
Further preferred technical features are: and the calculation of the wheel cylinder pressure signal comprises the steps of comparing the acquired wheel cylinder pressure value with a set pressure value and determining the larger value between the wheel cylinder pressure value and the set pressure value as a brake pressure signal.
Further preferred technical features are: the gateway judges the torque request of the received ACC, and comprises the steps that the ACC sends out a signal for requesting the engine torque state, and a wheel end torque request signal sent out by the ACC is judged.
Further preferred technical features are: determining the wheel end torque request signal from the ACC comprises: it is determined whether there is an engine torque control request at the wheel end.
Further preferred technical features are: it includes:
the gateway judges whether the ACC function is activated or not by sending an ACC state signal to the received ACC;
the ACC function is activated;
the gateway judges whether the received ACC sends a signal for requesting the engine torque state or not and whether the engine torque is not requested or not; if the ACC has no engine torque request to the EMS;
the gateway judges a received wheel end torque request signal sent by the ACC, and if the wheel end torque value requested by the ACC is the minimum value;
the gateway judges whether a braking type signal which is sent by the ACC and requests ESC is a braking request for the ACC to work, if the braking type control of the ACC to the ESC is the braking for the ACC to work;
the gateway judges whether the braking type signal sent by the ESC is received, whether the braking type signal is responding to the deceleration request of the ACC to the ESC, if so, the braking type signal is responding to the deceleration request of the ACC to the ESC;
the gateway judges the received vehicle speed signal sent by the ESC, and if the vehicle speed is less than a set value;
the gateway compares the wheel cylinder pressure signal sent by the ESC with a set pressure value, and a large value between the wheel cylinder pressure signal and the set pressure value is taken as a braking pressure value to be output to the TCU;
and after the TCU acquires the brake pressure value input by the gateway, the vehicle brake state recognition and the clutch self-adaptive control are implemented.
In view of the above steps, other torque determination processes may be added to the redundant control process by those skilled in the art.
Further preferred technical features are: after the TCU obtains the brake pressure value input by the gateway, the implementation of control comprises the steps of comparing the brake pressure value input by the gateway with a set brake pressure value, determining the control combination degree of the clutch, transmitting torque and carrying out self-adaptive control on the clutch. While the ESC is actively braking controlled.
The invention keeps the original TCU to receive the pressure signal of the brake master cylinder only to make braking decision unchanged, identifies the whole vehicle state through the gateway, integrates the pressure signals of the brake master cylinder and the wheel cylinder sent by the ESC, and then transmits the integrated brake pressure signal to the TCU instead of the pressure signal of the brake master cylinder, so that the TCU can identify the whole vehicle brake state under the whole working condition, thereby better controlling the torque of the EMS and linking with the ESC.
On the other hand, in the link of identifying the whole vehicle state by the gateway, the invention innovatively introduces a whole vehicle ACC Stop state redundancy judgment method: firstly, the current state of the ACC function of the whole vehicle and the state of an execution control system are verified doubly by identifying a driving state and a braking state; secondly, checking the system state of the engine from two dimensions of state quantity and continuous quantity by identifying the requested engine torque state sent by the ACC and a specific wheel end requested torque value; thirdly, the ESC system state is verified from two different controller levels by identifying the response state of the request ESC issued by the ACC and the actual response state of the ESC itself. By using the state redundancy judgment method, the reliability of the state identification of the whole vehicle is improved, the confusion judgment of ACC parking and starting is avoided, the risk of unknown errors of potential software is shielded, and the robustness of the system is enhanced.
In the whole scheme, only a logic strategy of the gateway is added, and smooth stopping of the ACC Stop is realized at the cost of lowest cost and least period.
According to the method, only the gateway logic is modified, and the rest controllers are not changed, so that the smooth parking control of the ACC Stop function is realized by using the most economical and efficient method.
In the aspects of actual products and customer requirements
Customer benefits: by means of vehicle configuration level improvement (aiming at the original vehicle without the ACC Stop function), the ACC Stop function is added, and intelligent auxiliary driving comfort experience is brought to a customer.
Economic benefits are as follows: the development cost of the TCU controller is saved by 120 ten thousand yuan.
Quality benefit: the ACC Stop function is added to developed vehicle types, and the performance meets the quality requirement. Meanwhile, a redundant state identification method of the control strategy is realized, the reliability of the strategy is improved, and the safety of the product quality is improved.
Enterprise benefits: the method is simple and practical, is suitable for solving the problem of smooth parking by adding the ACC Stop function in all developed vehicle types, and can be operated in a modularized mode.
Drawings
FIG. 1 is a diagram of a vehicle network architecture;
FIG. 2 is a schematic diagram of a gateway system of the present invention
Fig. 3 is a flow chart of an embodiment.
Detailed Description
The following detailed description is provided for the purpose of explaining the claimed embodiments of the present invention so that those skilled in the art can understand the claims. The scope of the invention is not limited to the following specific implementation configurations. It is intended that the scope of the invention be determined by those skilled in the art from the following detailed description, which includes claims that are directed to this invention.
As shown in fig. 1, the entire vehicle network architecture includes a chassis segment 200, a power segment 300 and a vehicle body segment 400, and signal transmission is implemented between the chassis segment 200, the power segment 300 and the vehicle body segment 400 and the gateway 100.
The chassis segment 200 includes ACC system modules, in the embodiment, the ACC system modules include ACC radars 201, and signals of the ACC system in the embodiment, as shown in fig. 2, include an ACC state signal module 2011, an ACC brake request signal module 2012, and an ACC engine torque request state signal module 2013; this may be based on the ACC radar 201.
The power network segment 300 includes an engine management system 301, EMS for short; the automatic transmission control unit 302, abbreviated TCU.
And the TCU receives a brake pressure signal Brakepressure of the gateway and implements vehicle brake state identification and clutch self-adaptive control. Is determined by a brake pressure signal Brakepressure and a clutch engagement opening degree control look-up table.
The body segment 400 includes an instrumentation system 401 and a body control system 402, referred to as BCM for short.
With respect to the present embodiment, as shown in fig. 2,
the gateway 100 includes an ACC state determination module 1001, which determines whether an ACC state signal ACCState sent by an ACC radar is working for ACC function.
The gateway 100 comprises a torque state judgment module 1011, which judges whether an engine torque state request signal ACCENGINEMOD sent by an ACC radar has no request for the engine torque; the requested engine torque state signal refers to a requested state in which the ACC requests the EMS to perform engine torque control.
A latent torque condition determination module 1012 is included that determines whether the engine latent torque request status signal ACCPOWERTRAINREQ issued by the ACC radar is no request. The engine potential torque request state signal refers to an engine torque request state that the ACC can output to the EMS at the maximum under the current gear.
Also included is a wheel end torque request signal determination module 1013 that determines whether there is an engine torque control request at the wheel end. The engine torque control requests include an engine drive torque request and an engine brake torque request, and it is determined that neither an engine drive torque request nor an engine brake torque request exists, i.e., the wheel end does not have any torque request from any engine.
In the embodiment, the wheel-end torque request signal ACCWHeelTorqReq is based on the magnitude of the torque. This minimum value indicates that the wheel end does not have any torque request from any engine.
The braking request judging module 1021 for the ACC to work is further included for judging a braking type signal of the request ESC sent by the received ACC.
The braking signal type of the ACC operation includes a braking type signal to the ESC or other controller braking type signals, and the embodiment of the present invention recognizes that the braking type control of the ACC to the ESC is braking of the ACC operation, i.e. accdectype ═ ACCBraking.
An ESC braking corresponding type determination module 1022 is further included for determining whether the braking signal received from the ESC is a braking request signal from the corresponding ACC to the ESC.
Since the braking request signal (deceleration request signal) responded by the ESC is from the ACC or from the deceleration request of other controllers, the invention identifies that the ESC responds to the deceleration request from the ACC radar to the ESC, namely ESCCrakeType BrakingByACC.
The vehicle speed judging module 103 is also included for judging whether the current vehicle speed is less than the set vehicle speed. In an embodiment, the vehicle speed signal is from the ESC.
The brake pressure signal judgment module 104 is further included for calculating a wheel cylinder pressure signal and taking a pressure value obtained by calculating the wheel cylinder pressure signal as a brake pressure signal Brakepressure. In the embodiment, after obtaining the wheel cylinder pressure signal (the brake pressure value of the wheel side brake cylinder, which may be the brake caliper brake pressure value), the gateway compares the obtained wheel cylinder pressure signal with a set pressure value, and determines that the wheel cylinder pressure value is larger than the set pressure value as the brake pressure signal BrakePressure.
The embodiment of the invention is shown in figure 3:
step 101: when the vehicle is electrified to run, a driver operates a switch and starts the ACC function.
Step 201: and the gateway receives network signals of the chassis network segment and judges the state of the ACC Stop in real time.
Step 202: the gateway judges whether the ACC function is activated or not by sending an ACC state signal ACCSTATE by the received ACC radar, wherein the ACCSTATE state comprises initiation, Inhibited, Waiting, Active and Suspended, and the ACC function is activated when the ACCSTATE is Active; if the ACC function is activated, go to step 203, otherwise go to step 210.
Step 203: the gateway judges whether the received ACC radar sends a request engine torque state signal ACCENNEMOD, and whether the engine torque is not requested, namely, the ACCENNEMOD is NoRequest; if the ACC has no engine torque request to the EMS, then step 204 is entered, otherwise step 210 is entered.
Step 204: the gateway judges whether a received ACC radar sends a potential torque request state signal ACCPOWERTRAINREq of the engine, and whether the signal ACCPOWERTRAINREq is a no request, namely the ACCPOWERTRAINREq is a NoRequest; if the ACC has no latent torque request to the EMS, then step 205 is reached, otherwise step 210 is reached.
Step 205: the gateway judges a received wheel-end torque request signal ACCWHEEL req sent by the ACC radar, wherein the ACCWHEEL req is a specific torque value, a positive value indicates that an engine is required to perform driving torque control, a negative value indicates that the engine is required to perform braking torque control, and the ACC does not have any driving torque requirement on the EMS when the ACCWHEEL request signal ACCWHEEL req is a minimum value; the gateway determines whether accpheeltorquerreq is MinTorqueValue, if the wheel end torque value requested by the ACC is the minimum value, i.e. there is no driving torque requirement, then go to step 206, otherwise go to step 210.
Step 206: the gateway judges whether a braking request ESC braking type signal ACCDECeLType sent by the received ACC radar is a braking request for the ACC to work, namely, the ACCDECeLType is ACCBRAKING; if the braking type control of the ESC by the ACC is braking with the ACC active, go to step 206, otherwise go to step 210.
Step 207: the gateway judges the received ESCbrakeType of the braking type signal sent by the ESC, and whether the braking type signal is responding to the deceleration request of the ACC radar to the ESC, namely the ESCbrakeType is BrakingByACC; if the ESC is responding to a deceleration request from the ACC radar to the ESC, then step 208 is entered, otherwise step 210 is entered.
Step 208: the gateway judges the received vehicle speed signal (vehicle speed) sent by the ESC, and whether the vehicle speed is less than 10km/h, namely the vehicle speed is less than 10 km/h; if the vehicle speed is less than 10km/h, go to step 209, otherwise go to step 210.
Step 209: according to the steps 202 to 208, in the process of comprehensively judging that the brake pressure signal Brakepressure is ACC Stop, the gateway sets the brake pressure signal Brakepressure to be a wheel cylinder pressure signal WheeCyl inderPressure and kbar which are sent by the ESC at the moment, namely the Brakepressure is Max (WheeCyl inderPressure, kbar), k is a standard quantity, and the brake pressure h of the complete separation clutch is judged to be higher than the TCU3Slightly larger (larger), the calibrated k in a certain vehicle model is 30.5 bar. Go to step 301.
Step 210: and in the process of judging that the brake pressure signal is not ACC Stop, the gateway sets the brake pressure signal BrakePressure as a master cylinder pressure signal BrakePressure issued by the ESC at the moment, namely the BrakePressure is TMCPPresure. Go to step 301.
Step 301: and the gateway sends the calculated BrakePresure signal to the power network segment, and the TCU receives and controls the BrakePresure signal. Go to step 302.
Step 302: TCU judges whether Brakepressure is more than or equal to h3bar,h3Brake pressure to fully disengage the clutch;
step 303: the TCU controls the clutch to be completely separated;
step 401: the TCU controls the clutch combination degree and transmits the driving torque; ESC carries on the active braking control; the vehicle can achieve a smooth Stop in the ACC Stop.
Claims (3)
1. The control method for smoothly stopping the vehicle based on the ACC Stop is characterized by comprising an electronic stability control system (ESC) of the vehicle, wherein the ESC is used for sending ESC braking signals and vehicle speed signals and transmitting the ESC braking signals and the vehicle speed signals to a gateway;
the method comprises the steps that an adaptive cruise system ACC of an adaptive cruise belt automatic following Stop module ACC Stop transmits an ACC signal to a gateway;
the gateway is used for receiving an ESC (electronic stability control) of the automobile electronic stability system and an ACC (adaptive cruise control) signal of the adaptive cruise system, judging a vehicle speed signal, determining a brake pressure signal or a brake master cylinder pressure signal, and sending the determined brake pressure signal or the determined brake master cylinder pressure signal to the TCU (transmission control unit);
the transmission controller TCU is used for receiving a brake pressure signal of the gateway and implementing vehicle brake state identification and clutch self-adaptive control;
the gateway comprises a torque state judgment module for judging the torque request state signal of the ACC engine; the wheel end torque request signal judgment module is used for judging whether an engine torque control request exists at a wheel end; the braking request judging module for the ACC to work judges a braking type signal requesting ESC sent by the received ACC; the method comprises an ESC braking corresponding type judging module, which judges whether a braking signal received from the ESC is a braking request signal of the corresponding ACC to the ESC; the brake pressure signal judgment module is used for calculating a wheel cylinder pressure signal and taking a pressure value obtained after the wheel cylinder pressure signal is calculated as a brake pressure signal;
the control method comprises the following steps:
the gateway judges whether the ACC function is activated or not by sending an ACC state signal to the received ACC;
the ACC function is activated;
the gateway judges whether the received ACC sends a signal for requesting the engine torque state or not and whether the engine torque is not requested or not;
if the ACC has no engine torque request to the EMS, the gateway sends out a potential torque request state signal to the received ACC for judgment,
if the ACC has no potential torque request to the EMS, the gateway judges the received wheel end torque request signal sent by the ACC,
if the wheel end torque value requested by the ACC is the minimum value, the gateway judges whether the braking type signal sent by the ACC for requesting the ESC is a braking request for the ACC to work or not,
if the brake type control of the ESC by the ACC is the brake of the ACC work, the gateway judges whether the brake type signal sent by the ESC is received and a deceleration request of the ESC by the ACC is responded,
if the ESC is responding to the deceleration request of the ACC to the ESC, the gateway judges the received vehicle speed signal sent by the ESC,
if the vehicle speed is less than the set value, the gateway compares a wheel cylinder pressure signal sent by the ESC with the set pressure value, and a large value between the wheel cylinder pressure signal and the set pressure value is taken as a braking pressure value and is output to the TCU;
and the TCU executes self control after acquiring the brake pressure value input by the gateway.
2. The ACC Stop control method of claim 1, wherein the TCU, upon acquiring the brake pressure value input by the gateway, performs brake control including comparing the brake pressure value input by the gateway with a set brake pressure value to determine the clutch control engagement level, transmit torque, and the ESC performs active brake control according to the braking request of the ACC.
3. The ACC Stop control method of claim 1, wherein the adaptive cruise system ACC comprises an ACC state signal module, an ACC brake request signal module, an ACC engine torque request state signal module; the ACC state signal module sends the ACC state signal to the gateway; the ACC engine torque request signal module sends a request engine torque status signal to the gateway; the ACC braking request signal module sends an ACC braking request signal to the gateway.
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