Method and device for controlling the transmission shaft of a four-wheel drive system

Abstract

The application provides a kind of four-wheel drive system transmission shaft dormancy control method and device, method includes: based on CAN bus, determine whether four-wheel drive system exit request sent by electronic stability system ESP can be acquired;Based on the acquisition four-wheel drive system exit request, then according to four-wheel drive system exit request, control the power takeoff separator and control the differential separator, to control the transmission shaft into dormancy state;Based on not acquiring exit four-wheel drive system request, using CAN bus, acquire the vehicle speed signal sent by ESP and the throttle opening signal sent by engine controller EMS, and determine that vehicle speed signal and throttle opening signal meet preset dormancy condition, control the power takeoff separator and control the differential separator, to control the transmission shaft into dormancy state.The application realizes the accurate control to four-wheel drive system, avoids unnecessary energy consumption, improves energy utilization efficiency, reduces the operation cost of vehicle, prolongs the service life of vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and in particular to a method and device for controlling the dormancy of a driveshaft in a four-wheel drive system. Background Technology

[0002] As a multi-functional vehicle, light-duty pickup trucks have become increasingly popular in the market in recent years. With continuous technological advancements, the performance and comfort of pickup trucks are also gradually improving. Light-duty pickup trucks with a front-mounted transverse engine and on-demand four-wheel drive combine the off-road capability of a four-wheel drive system with the fuel economy of a two-wheel drive system, meeting the needs of consumers in various road conditions.

[0003] However, due to the long length of pickup trucks, the driveshaft of a traditional four-wheel drive system is involved in the operation of the entire drive shaft during operation. This not only increases energy consumption but may also cause NVH (noise, vibration, and harshness) problems, affecting the driving experience. Summary of the Invention

[0004] This invention provides a method and device for controlling the dormancy of a driveshaft in a four-wheel drive system, which solves the defects of the prior art in which the driveshaft of a pickup truck enters a dormant state to save energy and avoid NVH. It achieves precise control of the four-wheel drive system, avoids unnecessary energy consumption, and improves energy utilization efficiency.

[0005] This invention provides a method for controlling the sleep state of a driveshaft in a four-wheel drive system, comprising: determining, based on a CAN bus, whether a four-wheel drive system exit request sent by the Electronic Stability Program (ESP) can be obtained; if a four-wheel drive system exit request is obtained, controlling the power take-off (PTO) to disengage and the differential to disengage, thereby controlling the driveshaft to enter a sleep state; if no four-wheel drive system exit request is obtained, using a CAN bus, obtaining the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Controller System (EMS), and determining that the vehicle speed signal and the throttle opening signal meet preset sleep conditions, controlling the PTO to disengage and the differential to disengage, thereby controlling the driveshaft to enter a sleep state.

[0006] According to the present invention, a method for controlling the sleep state of a driveshaft in a four-wheel drive system determines whether a vehicle speed signal and a throttle opening signal meet preset sleep conditions. The method includes: determining whether the throttle opening is less than or equal to a first preset ratio based on the throttle opening signal; if the throttle opening is less than or equal to the first preset ratio, determining whether the vehicle speed is greater than or equal to a first speed threshold based on the vehicle speed signal, and determining that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions based on the vehicle speed being greater than or equal to the first speed threshold; if the throttle opening is greater than the first preset ratio, determining whether the vehicle speed is greater than or equal to a second speed threshold based on the vehicle speed signal, and determining that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions based on the vehicle speed being greater than or equal to the second speed threshold; wherein the second speed threshold is greater than the first speed threshold.

[0007] According to the present invention, a method for controlling the sleep state of a driveshaft in a four-wheel drive system is provided, which controls the power take-off (PTO) to disengage and the differential to control the driveshaft to enter a sleep state. The method includes: sending a PTO disengagement request to the PTO controller CDD via a CAN bus to control the PTO disengagement using the CDD; controlling the differential disengagement; and the driveshaft entering a sleep state based on the PTO disengagement and the differential disengagement.

[0008] According to the present invention, a four-wheel drive system driveshaft sleep control method is provided, wherein the vehicle speed signal is obtained by ESP based on the wheel speed signal collected from the CAN bus, and the wheel speed signal is detected by the wheel speed sensor and sent to the CAN bus; the throttle opening signal is the signal collected by EMS from the CAN bus and sent by the throttle pedal.

[0009] According to the four-wheel drive system driveshaft sleep control method provided by the present invention, the four-wheel drive system disengagement request is sent by ESP after determining that the vehicle is in a state of loss of control based on the actual yaw rate collected by the sensor and the wheel speed signal and steering angle signal collected from the CAN bus; the wheel speed signal is detected by the wheel speed sensor and sent to the CAN bus; the steering angle signal is detected by the steering angle sensor SAS and sent to the CAN bus.

[0010] According to the present invention, a four-wheel drive system driveshaft sleep control method is provided. The ESP determines that the vehicle is out of control based on the actual yaw rate collected by sensors and the wheel speed signal and steering angle signal collected from the CAN bus. The method includes: converting the wheel speed signal collected from the CAN bus to obtain the vehicle speed signal; determining the yaw rate range based on the vehicle speed signal and the steering angle signal collected from the CAN bus; and determining that the actual yaw rate exceeds the yaw rate range, thus determining that the vehicle is out of control.

[0011] According to the present invention, a method for controlling the sleep state of a driveshaft in a four-wheel drive system determines the yaw rate range based on a vehicle speed signal and a steering angle signal acquired from a CAN bus. The method includes: determining the yaw rate gain based on the vehicle speed signal, a pre-acquired vehicle wheelbase, and a preset stability factor; determining the front wheel angle based on the steering angle signal acquired from the CAN bus and a pre-acquired preset steering ratio; obtaining the theoretical yaw rate based on the yaw rate gain and the front wheel angle; and obtaining the yaw rate range based on the theoretical yaw rate and a preset deviation.

[0012] The present invention also provides a four-wheel drive system driveshaft sleep control device, comprising: a request acquisition module, which determines whether a four-wheel drive system exit request sent by the Electronic Stability System (ESP) can be acquired via a CAN bus; a passive separation control module, which, based on the acquisition of the four-wheel drive system exit request, controls the power take-off (PTO) to separate and the differential to separate, thereby controlling the driveshaft to enter a sleep state; and an active separation control module, which, based on the absence of a four-wheel drive system exit request, acquires the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Controller System (EMS) via a CAN bus, determines that the vehicle speed signal and the throttle opening signal meet preset sleep conditions, and controls the PTO to separate and the differential to separate, thereby controlling the driveshaft to enter a sleep state.

[0013] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the four-wheel drive system driveshaft sleep control method as described above.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the four-wheel drive system driveshaft sleep control method as described above.

[0015] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements the four-wheel drive system driveshaft sleep control method as described above.

[0016] The four-wheel drive system driveshaft sleep control method and device provided by this invention achieves efficient communication between different systems through the design of a CAN bus, making the entire vehicle control system more intelligent. Through the CAN bus, it can quickly and accurately determine whether a four-wheel drive system disengagement request sent by the Electronic Stability Program (ESP) can be obtained, improving the system's response speed and decision accuracy. When a four-wheel drive system disengagement request is obtained, the power take-off and differential can be quickly disengaged according to the request, causing the driveshaft to enter a sleep state, achieving precise control of the four-wheel drive system, avoiding unnecessary energy consumption, and improving energy utilization efficiency. In the absence of a four-wheel drive system disengagement request, the system obtains the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Control System (EMS), and makes judgments based on preset sleep conditions to ensure accurate control of the driveshaft's sleep state under different driving conditions, improving system reliability, reducing vehicle operating costs, minimizing unnecessary mechanical wear, and extending vehicle service life. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating the four-wheel drive system driveshaft sleep control method provided by the present invention;

[0019] Figure 2 This is a schematic diagram of the architecture of the four-wheel drive system driveshaft sleep control method provided by the present invention;

[0020] Figure 3 This is a schematic diagram of the structure of the four-wheel drive system drive shaft dormancy control device provided by the present invention;

[0021] Figure 4 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0023] Figure 1 This is a flowchart illustrating the driveshaft sleep control method for a four-wheel drive system provided by the present invention. The executing entity of this method is a four-wheel drive controller (Torque On Demand System, abbreviated as TOD), and the method includes:

[0024] S11, based on the CAN bus, determines whether it can obtain the four-wheel drive system exit request sent by the Electronic Stability System (ESP).

[0025] S12, based on the four-wheel drive system exit request, controls the power take-off to disengage and the differential to disengage, so as to control the drive shaft to enter a dormant state.

[0026] S13, based on the absence of a request to exit the four-wheel drive system, uses the CAN bus to obtain the vehicle speed signal sent by the ESP and the throttle opening signal sent by the engine controller EMS, and determines that the vehicle speed signal and throttle opening signal meet the preset sleep conditions, controls the power take-off to disengage and controls the differential to disengage, so as to control the drive shaft to enter the sleep state.

[0027] It should be noted that the step number "S1N" in this manual does not represent the order of the four-wheel drive system driveshaft sleep control method. The following details will explain further. Figure 2 The present invention describes a method for controlling the sleep state of a driveshaft in a four-wheel drive system.

[0028] Step S11: Based on the CAN bus, determine whether the four-wheel drive system exit request sent by the Electronic Stability System (ESP) can be obtained.

[0029] In this embodiment, the four-wheel drive system disengagement request is sent by the Electronic Stability Program (ESP) after determining that the vehicle is out of control based on the actual yaw rate collected by sensors and the wheel speed and steering angle signals collected from the CAN bus; the wheel speed signals are detected by the wheel speed sensors and sent to the CAN bus; the steering angle signals are detected by the steering angle sensor (SAS) and sent to the CAN bus.

[0030] In other words, the wheel speed sensor detects the wheel speed signal and sends it to the CAN bus; the SAS detects the steering angle signal and sends it to the CAN bus; the ESP collects the wheel speed and steering angle signals on the CAN bus and determines whether the vehicle is out of control based on the actual yaw rate collected by the sensors. If the ESP determines that the vehicle is out of control, it sends a four-wheel drive system disengagement request to the CAN bus so that the four-wheel drive controller (Torque On Demand System, TOD) can collect the four-wheel drive system disengagement request on the CAN bus, thereby facilitating the subsequent passive control of the PTO and differential to disengage based on the four-wheel drive system disengagement request.

[0031] Furthermore, based on the actual yaw rate collected by sensors and the wheel speed and steering angle signals collected from the CAN bus, ESP determines that the vehicle is out of control, including: converting the wheel speed signals collected from the CAN bus to obtain the vehicle speed signal; determining the yaw rate range based on the vehicle speed signal and the steering angle signal collected from the CAN bus; and determining that the actual yaw rate exceeds the yaw rate range, thus determining that the vehicle is out of control.

[0032] It should be noted that by directly using the vehicle's actual motion data to accurately reflect the vehicle speed, a reliable basis is provided for the subsequent calculation of the yaw rate. This allows for the determination of the yaw rate range by combining the vehicle speed signal and the turning angle signal, thereby comprehensively considering two key factors in vehicle operation, improving the accuracy of the yaw rate calculation, and ultimately improving the accuracy of the judgment of vehicle loss of control, avoiding misjudgments caused by a single signal.

[0033] Furthermore, based on the vehicle speed signal and the steering angle signal acquired from the CAN bus, the yaw rate range is determined, including: determining the yaw rate gain based on the vehicle speed signal, the pre-acquired vehicle wheelbase, and preset stability factors; determining the front wheel steering angle based on the steering angle signal acquired from the CAN bus and the pre-acquired preset steering ratio; obtaining the theoretical yaw rate based on the yaw rate gain and the front wheel steering angle; and obtaining the yaw rate range based on the theoretical yaw rate and a preset deviation.

[0034] It should be noted that the theoretical yaw rate is expressed as:

[0035]

[0036] in, Indicates the theoretical yaw rate; Indicates the yaw rate gain; Indicates the front wheel steering angle.

[0037] Additionally, the yaw rate gain is expressed as:

[0038]

[0039] in, Indicates the wheelbase of the entire vehicle; This represents the preset stability factor, which is generally a constant; The speed is the vehicle speed.

[0040] Additionally, the front wheel steering angle is expressed as:

[0041]

[0042] in, This indicates the preset steering ratio, which is usually a constant. It indicates the steering wheel angle, which is obtained based on the steering angle signal.

[0043] In addition, the preset deviation can be set based on prior experience or actual design requirements. For example, when it is x, the range of the yaw rate is the theoretical yaw rate ± x, and no further limitation is made here.

[0044] Step S12: Based on the ability to obtain a four-wheel drive system exit request, control the power take-off to disengage and control the differential to disengage, so as to control the drive shaft to enter a dormant state.

[0045] Specifically, based on the four-wheel drive system disengagement request, the system controls the power take-off (PTO) to disengage and the differential to disengage, thereby controlling the driveshaft to enter a dormant state. This includes: sending a PTO disengagement request to the PTO controller (CDD) via the CAN bus to control the PTO disengagement using the CDD; and sending a differential disengagement signal to the differential via the CAN bus to disengage the differential; and based on the PTO disengagement and differential disengagement, the driveshaft enters a dormant state.

[0046] Step S13: Based on the absence of a request to exit the four-wheel drive system, the vehicle speed signal sent by the ESP and the throttle opening signal sent by the engine management system (EMS) are obtained using the CAN bus. The vehicle speed signal and the throttle opening signal are determined to meet the preset sleep conditions. The power take-off is disengaged and the differential is disengaged to control the drive shaft to enter the sleep state.

[0047] In this embodiment, determining that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions includes: determining whether the throttle opening is less than or equal to a first preset ratio based on the throttle opening signal; if the throttle opening is less than or equal to the first preset ratio, then determining whether the vehicle speed is greater than or equal to a first speed threshold based on the vehicle speed signal, and determining that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions based on the vehicle speed being greater than or equal to the first speed threshold; if the throttle opening is greater than the first preset ratio, then determining whether the vehicle speed is greater than or equal to a second speed threshold based on the vehicle speed signal, and determining that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions based on the vehicle speed being greater than or equal to the second speed threshold; wherein, the second speed threshold is greater than the first speed threshold.

[0048] It should be noted that the first preset ratio, the first speed threshold, and the second speed threshold can be set according to vehicle performance, driving environment, and driving needs. For example, vehicle performance can be considered based on engine power characteristics and transmission system efficiency, driving environment can be considered based on road conditions and climate conditions, and driving needs can be considered based on user driving habits, vehicle use for transportation or long-distance travel, etc. No further limitations are made here.

[0049] Additionally, controlling the power take-off (PTO) to disconnect and the differential to control the driveshaft to enter a sleep state includes: sending a PTO disconnect request to the PTO controller (CDD) via the CAN bus to control the PTO disconnect using the CDD; controlling the differential disconnect; and the driveshaft entering a sleep state based on the PTO disconnect and differential disconnect.

[0050] Furthermore, the CDD sends a PTO disconnect signal to the PTO via the CAN bus to disconnect the PTO based on the PTO disconnect request. Additionally, the differential is directly controlled by the TOD.

[0051] It should be noted that the vehicle speed signal is obtained by ESP based on the wheel speed signal collected from the CAN bus, and the wheel speed signal is detected by the wheel speed sensor and sent to the CAN bus; the throttle opening signal is the signal collected by EMS from the CAN bus and sent by the throttle pedal.

[0052] In other words, the wheel speed sensor detects the wheel speed signal and sends it to the CAN bus; the SAS detects the steering angle signal and sends it to the CAN bus; the ESP collects the wheel speed signal on the CAN bus and converts it into a vehicle speed signal, which is then sent to the CAN bus so that the TOD can collect the vehicle speed signal on the CAN bus.

[0053] In addition, the accelerator pedal sends the accelerator opening signal to the CAN bus. After the EMS collects the accelerator opening signal, it sends it to the CAN bus so that the TOD can collect the accelerator opening signal on the CAN bus.

[0054] In summary, this invention achieves efficient communication between different systems through the design of a CAN bus, making the entire vehicle control system more intelligent. The CAN bus enables rapid and accurate determination of whether a four-wheel drive system disengagement request from the Electronic Stability Program (ESP) can be obtained, improving system response speed and decision accuracy. When a four-wheel drive system disengagement request is obtained, the power take-off and differential can be quickly disengaged according to the request, putting the driveshaft into a dormant state. This achieves precise control of the four-wheel drive system, avoiding unnecessary energy consumption and improving energy efficiency. Even without a four-wheel drive system disengagement request, the system obtains vehicle speed signals from the ESP and throttle opening signals from the Engine Controller System (EMS), and makes judgments based on preset dormant conditions. This ensures accurate control of the driveshaft's dormant state under different driving conditions, improving system reliability, reducing vehicle operating costs, minimizing unnecessary mechanical wear, and extending vehicle lifespan.

[0055] The following describes the four-wheel drive system driveshaft sleep control device provided by the present invention. The four-wheel drive system driveshaft sleep control device described below can be referred to in correspondence with the four-wheel drive system driveshaft sleep control method described above.

[0056] Figure 3 A schematic diagram of a driveshaft dormancy control device for a four-wheel drive system is shown. The device includes:

[0057] The request acquisition module 31, based on the CAN bus, determines whether it can acquire the four-wheel drive system exit request sent by the electronic stability system ESP;

[0058] The passive separation control module 32, based on the acquisition of the four-wheel drive system exit request, controls the power take-off to separate and the differential to separate, so as to control the drive shaft to enter a dormant state.

[0059] The active separation control module 33, based on the absence of a request to exit the four-wheel drive system, uses the CAN bus to acquire the vehicle speed signal sent by the ESP and the throttle opening signal sent by the engine controller EMS, and determines that the vehicle speed signal and throttle opening signal meet the preset sleep conditions, controls the power take-off to separate and controls the differential to separate, so as to control the drive shaft to enter the sleep state.

[0060] In this embodiment, the four-wheel drive system disengagement request is sent by the Electronic Stability Program (ESP) after determining that the vehicle is out of control based on the actual yaw rate collected by sensors and the wheel speed and steering angle signals collected from the CAN bus; the wheel speed signals are detected by the wheel speed sensors and sent to the CAN bus; the steering angle signals are detected by the Steering Angle Sensor (SAS) and sent to the CAN bus.

[0061] In other words, the wheel speed sensor detects the wheel speed signal and sends it to the CAN bus; the SAS detects the steering angle signal and sends it to the CAN bus; the ESP collects the wheel speed and steering angle signals on the CAN bus and determines whether the vehicle is out of control based on the actual yaw rate collected by the sensors. If the ESP determines that the vehicle is out of control, it sends a four-wheel drive system disengagement request to the CAN bus so that the four-wheel drive controller (Torque On Demand System, TOD) can collect the four-wheel drive system disengagement request on the CAN bus, thereby facilitating the subsequent passive control of the PTO and differential to disengage based on the four-wheel drive system disengagement request.

[0062] In one optional embodiment, the ESP includes: a wheel speed conversion unit, which converts the wheel speed signal acquired from the CAN bus to obtain a vehicle speed signal; a yaw rate determination unit, which determines the yaw rate range based on the vehicle speed signal and the turning angle signal acquired from the CAN bus; and a loss of control judgment unit, which determines that the actual yaw rate exceeds the yaw rate range and determines that the vehicle is out of control.

[0063] Furthermore, the yaw rate determination unit includes: a gain acquisition subunit, which determines the yaw rate gain based on the vehicle speed signal and the pre-acquired vehicle wheelbase and preset stability factors; a steering angle acquisition subunit, which determines the front wheel steering angle based on the steering angle signal collected from the CAN bus and the pre-acquired preset steering ratio; a yaw rate acquisition subunit, which obtains the theoretical yaw rate based on the yaw rate gain and the front wheel steering angle; and a range determination subunit, which obtains the yaw rate range based on the theoretical yaw rate and a preset deviation.

[0064] The passive separation control module 32 includes: a first control unit, which sends a power take-off separation request to the power take-off controller CDD via CAN bus according to the four-wheel drive system exit request, so as to use the CDD to control the power take-off separation; a second control unit, which controls the differential separation; and a passive sleep unit, which puts the drive shaft into a sleep state based on the power take-off separation and the differential separation.

[0065] The active separation control module 33 includes: determining whether the throttle opening is less than or equal to a first preset ratio based on the throttle opening signal; if the throttle opening is less than or equal to the first preset ratio, determining whether the vehicle speed is greater than or equal to a first speed threshold based on the vehicle speed signal, and determining that the vehicle speed signal and the throttle opening signal meet preset sleep conditions based on the vehicle speed being greater than or equal to the first speed threshold; if the throttle opening is greater than the first preset ratio, determining whether the vehicle speed is greater than or equal to a second speed threshold based on the vehicle speed signal, and determining that the vehicle speed signal and the throttle opening signal meet preset sleep conditions based on the vehicle speed being greater than or equal to the second speed threshold; wherein the second speed threshold is greater than the first speed threshold.

[0066] In addition, the active separation control module 33 also includes: a third control unit that sends a power take-off separation request to the power take-off controller CDD via the CAN bus to control the power take-off separation using the CDD; a fourth control unit that sends a differential separation signal to the differential via the CAN bus to separate the differential; and an active sleep unit that puts the drive shaft into a sleep state based on the power take-off separation and differential separation.

[0067] Furthermore, the CDD sends a PTO disconnect signal to the PTO via the CAN bus to disconnect the PTO based on the PTO disconnect request. Additionally, the differential is directly controlled by the TOD.

[0068] In summary, this invention achieves efficient communication between different systems through the design of a CAN bus, making the entire vehicle control system more intelligent. The CAN bus allows for quick and accurate determination of whether the request acquisition module can acquire the four-wheel drive system disengagement request sent by the Electronic Stability Program (ESP), improving system response speed and decision accuracy. When the four-wheel drive system disengagement request is acquired, the passive separation control module can quickly control the PTO and differential to disengage, putting the driveshaft into a dormant state. This achieves precise control of the four-wheel drive system, avoiding unnecessary energy consumption and improving energy efficiency. In the absence of a four-wheel drive system disengagement request, the active separation control module acquires the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Controller System (EMS), and makes judgments based on preset dormant conditions. This ensures accurate control of the driveshaft's dormant state under different driving conditions, improving system reliability, reducing vehicle operating costs, minimizing unnecessary mechanical wear, and extending vehicle lifespan.

[0069] Figure 4 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 4 As shown, the electronic device may include: a processor 410, a communication interface 420, a memory 430, and a communication bus 440. The processor 410, communication interface 420, and memory 430 communicate with each other via the communication bus 440. The processor 410 can call logical instructions in the memory 430 to execute a four-wheel drive system driveshaft sleep control method. This method includes: determining, based on the CAN bus, whether a four-wheel drive system exit request sent by the Electronic Stability System (ESP) can be obtained; if a four-wheel drive system exit request is obtained, controlling the power take-off (PTO) to disengage and the differential to disengage, thereby controlling the driveshaft to enter a sleep state; if no four-wheel drive system exit request is obtained, using the CAN bus, obtaining the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Control System (EMS), and determining that the vehicle speed signal and throttle opening signal meet preset sleep conditions, controlling the PTO to disengage and the differential to disengage, thereby controlling the driveshaft to enter a sleep state.

[0070] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0071] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the four-wheel drive system driveshaft sleep control method provided by the above methods. The method includes: determining whether a four-wheel drive system exit request sent by the Electronic Stability System (ESP) can be obtained based on the CAN bus; if a four-wheel drive system exit request is obtained, controlling the power take-off (PTO) to disengage and controlling the differential to disengage, thereby controlling the driveshaft to enter a sleep state; if no four-wheel drive system exit request is obtained, using the CAN bus, obtaining the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Controller (EMS), and determining that the vehicle speed signal and the throttle opening signal meet preset sleep conditions, controlling the PTO to disengage and controlling the differential to disengage, thereby controlling the driveshaft to enter a sleep state.

[0072] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the four-wheel drive system driveshaft sleep control method provided by the above methods. The method includes: determining, based on a CAN bus, whether a four-wheel drive system exit request sent by the Electronic Stability System (ESP) can be obtained; based on obtaining the four-wheel drive system exit request, controlling the power take-off (PTO) to disengage and the differential to disengage, thereby controlling the driveshaft to enter a sleep state; based on not obtaining the four-wheel drive system exit request, using a CAN bus, obtaining the vehicle speed signal sent by the ESP and the throttle opening signal sent by the Engine Controller (EMS), and determining that the vehicle speed signal and the throttle opening signal meet preset sleep conditions, controlling the PTO to disengage and the differential to disengage, thereby controlling the driveshaft to enter a sleep state.

[0073] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0074] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0075] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling the sleep state of a driveshaft in a four-wheel drive system, characterized in that, include: Based on the CAN bus, determine whether the four-wheel drive system exit request sent by the Electronic Stability System (ESP) can be obtained; Based on the four-wheel drive system exit request, the power take-off is disengaged and the differential is disengaged according to the four-wheel drive system exit request, so as to control the drive shaft to enter a dormant state. Based on the absence of the four-wheel drive system exit request, the vehicle speed signal sent by the ESP and the throttle opening signal sent by the engine controller EMS are obtained using the CAN bus. The vehicle speed signal and the throttle opening signal are determined to meet the preset sleep conditions. The power take-off is disengaged and the differential is disengaged to control the drive shaft to enter a sleep state. Determining that the vehicle speed signal and the throttle opening signal meet preset sleep conditions includes: Based on the throttle opening signal, determine whether the throttle opening is less than or equal to a first preset ratio; If the throttle opening is less than or equal to the first preset ratio, then based on the vehicle speed signal, it is determined whether the vehicle speed is greater than or equal to the first speed threshold, and based on the vehicle speed being greater than or equal to the first speed threshold, it is determined that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions. If the throttle opening is greater than the first preset ratio, then based on the vehicle speed signal, it is determined whether the vehicle speed is greater than or equal to the second speed threshold, and based on the vehicle speed being greater than or equal to the second speed threshold, it is determined that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions; wherein, the second speed threshold is greater than the first speed threshold.

2. The four-wheel drive system driveshaft sleep control method according to claim 1, characterized in that, Controlling the power take-off disengagement and the differential disengagement to control the driveshaft to enter a dormant state includes: The power take-off (PTO) disconnection request is sent to the power take-off controller (CDD) via the CAN bus, so that the PTO can be disconnected using the CDD. Control differential disengagement; Based on the disconnection of the power take-off and the differential, the drive shaft enters a dormant state.

3. The four-wheel drive system driveshaft sleep control method according to claim 1, characterized in that, The vehicle speed signal is obtained by the ESP based on the wheel speed signal collected from the CAN bus, and the wheel speed signal is detected by the wheel speed sensor and sent to the CAN bus; The throttle opening signal is a signal collected by the EMS from the CAN bus and sent by the throttle pedal.

4. The four-wheel drive system driveshaft sleep control method according to claim 1, characterized in that, The four-wheel drive system disengagement request is sent by the ESP after determining that the vehicle is out of control based on the actual yaw rate collected by the sensors and the wheel speed and steering angle signals collected from the CAN bus. The wheel speed signal is detected by the wheel speed sensor and sent to the CAN bus; The corner signal is detected by the corner sensor SAS and sent to the CAN bus.

5. The four-wheel drive system driveshaft sleep control method according to claim 4, characterized in that, The ESP determines that the vehicle is out of control based on the actual yaw rate collected by sensors and the wheel speed and steering angle signals collected from the CAN bus, including: The wheel speed signal acquired from the CAN bus is converted to obtain the vehicle speed signal; The yaw rate range is determined based on the vehicle speed signal and the angle signal acquired from the CAN bus. If the actual yaw rate exceeds the yaw rate range, the vehicle is determined to be out of control.

6. The four-wheel drive system driveshaft sleep control method according to claim 5, characterized in that, Based on the vehicle speed signal and the steering angle signal acquired from the CAN bus, the yaw rate range is determined, including: The yaw rate gain is determined based on the vehicle speed signal, the pre-acquired vehicle wheelbase, and preset stability factors. The front wheel angle is determined based on the steering angle signal acquired from the CAN bus and the preset steering ratio obtained in advance; The theoretical yaw rate is obtained based on the yaw rate gain and the front wheel steering angle. Based on the theoretical yaw rate and combined with the preset deviation, the yaw rate range is obtained.

7. A four-wheel drive system driveshaft sleep control device, characterized in that, include: The request acquisition module, based on the CAN bus, determines whether it can acquire the four-wheel drive system exit request sent by the Electronic Stability System (ESP). The passive separation control module, based on the acquisition of the four-wheel drive system exit request, controls the power take-off to disengage and the differential to disengage, thereby controlling the drive shaft to enter a dormant state. The active separation control module, based on the absence of a four-wheel drive system exit request, uses the CAN bus to acquire the vehicle speed signal sent by the ESP and the throttle opening signal sent by the engine controller EMS, and determines that the vehicle speed signal and the throttle opening signal meet preset sleep conditions, controls the power take-off to disengage and controls the differential to disengage, so as to control the drive shaft to enter a sleep state. The active separation control module is used for: Based on the throttle opening signal, determine whether the throttle opening is less than or equal to a first preset ratio; If the throttle opening is less than or equal to the first preset ratio, then based on the vehicle speed signal, it is determined whether the vehicle speed is greater than or equal to the first speed threshold, and based on the vehicle speed being greater than or equal to the first speed threshold, it is determined that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions. If the throttle opening is greater than the first preset ratio, then based on the vehicle speed signal, it is determined whether the vehicle speed is greater than or equal to the second speed threshold, and based on the vehicle speed being greater than or equal to the second speed threshold, it is determined that the vehicle speed signal and the throttle opening signal meet the preset sleep conditions; wherein, the second speed threshold is greater than the first speed threshold.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the four-wheel drive system driveshaft sleep control method as described in any one of claims 1 to 6.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the four-wheel drive system driveshaft sleep control method as described in any one of claims 1 to 6.

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