Torque manager control method, device, vehicle and readable storage medium

Abstract

The present application provides a torque manager control method, device, vehicle and readable storage medium, which is applied to the field of vehicle technology. The method includes: after the motor of the torque manager is started, obtaining the state parameters of the vehicle; and determining whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters; if the torque distribution ratio does not need to be dynamically adjusted, the motor of the torque manager is controlled to stop running. When the vehicle does not need the torque manager, the motor of the torque manager is controlled to stop running, thereby reducing the noise generated by the torque manager motor from the source.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and more specifically, to a torque manager control method, device, vehicle and readable storage medium in the field of vehicle technology. Background Art

[0002] At present, four-wheel drive vehicles usually use a torque manager to distribute torque to the front and rear wheels of the vehicle to enhance the driving stability and safety of the vehicle. However, the motor in the torque manager generates noise during operation, which is easily noticed by the passengers in the vehicle and causes discomfort to the passengers. Therefore, there is an urgent need for a control method that can ensure the normal operation of the torque manager and reduce the noise generated by the torque manager. Summary of the invention

[0003] The present application provides a torque manager control method, device, vehicle and readable storage medium, which can reduce the noise generated by the torque manager motor during vehicle driving.

[0004] In a first aspect, a torque manager control method is provided, the method comprising:

[0005] After the motor of the torque manager is started, obtaining a state parameter of the vehicle;

[0006] Determine whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters;

[0007] If there is no need to dynamically adjust the torque distribution ratio, the motor controlling the torque manager stops running.

[0008] In an embodiment of the present application, the electronic control unit obtains the state parameters of the vehicle in real time, and when the state of the vehicle reaches a stable state, that is, when there is no need to dynamically adjust the torque distribution ratio between the front wheels and the rear wheels of the vehicle, the motor of the torque manager is controlled to stop running, thereby reducing the noise generated by the torque manager motor from the source when the vehicle does not need to run the torque manager.

[0009] In conjunction with the first aspect, in some possible implementations, the state parameter includes a control parameter and an operating parameter of the vehicle, and determining whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameter includes:

[0010] Determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted based on the control parameters and / or operating parameters.

[0011] In the embodiment of the present application, the electronic control unit obtains the vehicle's control parameters and operating parameters in real time. The vehicle's operating status can be judged more accurately through the control parameters and operating parameters, and then it can be more accurately determined whether the torque distribution ratio between the front and rear wheels of the vehicle needs to be dynamically adjusted.

[0012] In conjunction with the first aspect, in some possible implementations, the control parameters include a gear position and a brake pedal state of the vehicle, and determining whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameters and / or the operating parameters includes:

[0013] When the gear is in neutral, if the brake pedal is in a non-pressed state, it is determined that there is no need to dynamically adjust the torque distribution ratio;

[0014] Alternatively, when the gear is in neutral, if the brake pedal is in a depressed state and the vehicle's driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0015] In the embodiment of the present application, after determining that the vehicle gear is in neutral, the electronic control unit further determines the state of the vehicle's brake pedal. If the brake pedal is not depressed, it indicates that the vehicle is currently in a stopped state, so there is no need to dynamically adjust the torque distribution ratio, thereby reducing the noise generated by the torque manager motor. If the brake pedal is depressed and the vehicle's driving speed is less than a preset speed threshold, it indicates that the vehicle has been engaged, but the vehicle is in a low-speed driving state. At this time, there is still no need to dynamically adjust the torque distribution ratio, thereby further reducing the noise generated by the torque manager motor.

[0016] In combination with the first aspect, in some possible implementations, the control parameter includes a gear position of the vehicle, and the operating parameter includes a driving speed of the vehicle; determining whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameter and / or the operating parameter includes:

[0017] When the gear position is the parking gear position, it is determined that there is no need to dynamically adjust the torque distribution ratio;

[0018] Alternatively, when the gear is a driving gear and the driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0019] In the embodiment of the present application, when the electronic control unit determines that the gear position is the parking gear position, it indicates that the vehicle is in a parking state, so there is no need to dynamically adjust the torque distribution ratio, thereby reducing the noise generated by the torque manager motor. When the electronic control unit determines that the gear position is the driving gear position and the driving speed is less than the preset speed threshold, it indicates that the vehicle is in a low-speed driving state, and at this time there is still no need to dynamically adjust the torque distribution ratio, thereby further reducing the noise generated by the torque manager motor.

[0020] In combination with the first aspect, in some possible implementations, the operating parameters further include a lateral acceleration and a pitch angle change rate of the vehicle; when the gear is a driving gear and the driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio, including:

[0021] When the gear is a driving gear and the driving speed is less than a preset speed threshold, the lateral acceleration is compared with the preset acceleration to obtain a first comparison result, and the pitch angle change rate is compared with the preset change rate to obtain a second comparison result;

[0022] If the first comparison result indicates that the lateral acceleration is less than the preset acceleration and / or the second comparison result indicates that the pitch angle change rate is less than the preset change rate, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0023] In the embodiment of the present application, after the electronic control unit determines that the gear is the driving gear and the driving speed is less than the preset speed threshold, it further obtains the lateral acceleration and pitch angle change rate of the vehicle, and compares the lateral acceleration with the preset acceleration, and compares the pitch angle change rate with the preset change rate. If the lateral acceleration is less than the preset acceleration and / or the pitch angle change rate is less than the preset change rate, it indicates that the vehicle is in a low-speed stable driving state, and there is no need to dynamically adjust the torque distribution ratio, thereby reducing the noise generated by the torque manager motor.

[0024] In combination with the first aspect, in some possible implementations, controlling the motor of the torque manager to stop running includes:

[0025] Get the current noise frequency and noise amplitude of the torque manager;

[0026] If the noise frequency is within the frequency range audible to human ears and the noise amplitude is greater than a preset amplitude, the motor of the torque manager is controlled to stop running.

[0027] In an embodiment of the present application, the electronic control unit can obtain the current noise frequency and noise amplitude of the torque manager; when the noise frequency is within the frequency range audible to the human ear and the noise amplitude is greater than a preset amplitude, it indicates that the noise currently generated by the torque manager can be perceived by the user, so the motor of the torque manager is controlled to stop running, thereby reducing the noise generated by the torque manager motor from the source.

[0028] In combination with the first aspect, in some possible implementations, obtaining the current noise frequency and noise amplitude of the torque manager includes:

[0029] Determine the vehicle's current window status and travel speed;

[0030] When the vehicle window is in a closed state and the driving speed is less than a preset speed threshold, the current noise frequency and noise amplitude of the torque manager are obtained.

[0031] In the embodiment of the present application, the electronic control unit obtains the current window status and driving speed of the vehicle in real time; if the window status is closed and the driving speed is less than the preset speed threshold, it indicates that the current external environment noise is relatively small, so it is necessary to obtain the current noise frequency and noise amplitude of the torque manager to determine whether it is necessary to control the torque manager's motor to stop running and reduce the noise generated by the torque manager motor.

[0032] In a second aspect, a torque manager control device is provided, the device comprising:

[0033] An acquisition module, used for acquiring a state parameter of the vehicle after the motor of the torque manager is started;

[0034] A determination module, used to determine whether a torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters;

[0035] The control module is used for controlling the motor of the torque manager to stop running if there is no need to dynamically adjust the torque distribution ratio.

[0036] In a third aspect, a vehicle is provided, comprising a memory for storing executable program code;

[0037] A processor is used to call and run executable program code from a memory so that the vehicle executes the method in any possible implementation of the first aspect above.

[0038] In a fourth aspect, an executable program code product is provided, the executable program code product comprising: an executable program code, when the executable program code is run on a computer, the computer executes the method in any possible implementation manner of the above-mentioned first aspect.

[0039] In a fifth aspect, a readable storage medium is provided, which stores an executable program code. When the executable program code runs on a computer, the computer executes the method in any possible implementation of the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1is a flowchart of a torque manager control method provided by an embodiment of the present application;

[0041] Figure 2 A flowchart of a torque manager control method provided in an embodiment of the present application;

[0042] Figure 3 is a structural schematic diagram of a torque manager control device provided in an embodiment of the present application;

[0043] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0044] The technical solution in the present application will be described clearly and in detail below in conjunction with the accompanying drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " means or, for example, A / B can mean A or B: "and / or" in the text is only a description of the association relationship of associated objects, indicating that there can be three relationships, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0045] In the following, the terms "first" and "second" are used for descriptive purposes only and are not to be understood as suggesting or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features.

[0046] Currently, four-wheel drive vehicles are usually equipped with intelligent torque managers that can dynamically distribute torque to the front and rear wheels of the vehicle, thereby enhancing the driving stability and safety of the vehicle.

[0047] The intelligent torque manager usually includes multiple components such as sensors, controllers and motors. Among them, the sensors may include vehicle speed sensors, angle sensors, etc. The vehicle speed sensor can detect the vehicle's driving speed, and the angle sensor can detect the steering wheel angle of the vehicle. After obtaining the vehicle state parameters detected by each sensor, the controller can determine the torque distribution ratio of the front and rear wheels of the vehicle according to the state parameters, and control the motor to drive the hydraulic pump to rotate to generate liquid pressure, and apply pressure to the multi-clutch in the vehicle through the liquid pressure, so that the clutch can adjust the torque distribution ratio of the front and rear wheels of the vehicle.

[0048] In actual applications, during vehicle operation, the motor in the intelligent torque manager will generate high-frequency noise, the frequency range of which is usually from several kilohertz (KHz) to tens of kilohertz, which is just within the sound frequency range perceptible to the human ear (20Hz to 20KHz). Especially when the vehicle is stationary, the external environment is relatively quiet, and the noise generated by the motor operation is more easily perceived by the passengers in the car, causing discomfort to the passengers.

[0049] In order to solve the above technical problems, an embodiment of the present application provides a torque manager control method, which can be executed by an electronic control unit (ECU) in a vehicle for controlling an intelligent torque manager. The electronic control unit can determine whether it is necessary to dynamically adjust the torque distribution ratio between the front wheels and the rear wheels of the vehicle based on the state parameters of the vehicle; if it is not necessary to dynamically adjust the torque distribution ratio, the motor of the torque manager is controlled to stop running. In this way, the electronic control unit can control the motor of the torque manager to stop running when the vehicle does not need the torque manager, which can reduce the noise generated by the torque manager motor from the source, thereby improving the comfort of the driver and passengers.

[0050] See also Figure 1 , Figure 1 is a flowchart of the steps of a torque manager control method provided by an embodiment of the present application. The execution subject of the method may be an electronic control unit in a vehicle, such as Figure 1 As shown, the method may include the following steps.

[0051] S101 : After the motor of the torque manager is started, a state parameter of the vehicle is obtained.

[0052] S102: Determine whether it is necessary to dynamically adjust the torque distribution ratio between the front wheels and the rear wheels of the vehicle according to the state parameters.

[0053] Among them, the vehicle's state parameters refer to the vehicle's control parameters and operating parameters during operation. The control parameters may include but are not limited to the gear state, steering wheel angle, brake pedal state, etc.; the operating parameters may include but are not limited to the vehicle's driving speed, acceleration, wheel speed, etc.

[0054] The torque distribution ratio refers to the proportion of the torque of the front wheels and the torque of the rear wheels of the vehicle in the total torque.

[0055] Dynamic adjustment of the torque distribution ratio refers to real-time adjustment of the torque distribution ratio between the front wheels and the rear wheels according to the vehicle state parameters. For example, during vehicle operation, the initial torque distribution ratio between the front wheels and the rear wheels of the vehicle is 7:3. Assuming that the vehicle is traveling on a bumpy road, the electronic control unit detects that the current speed of the vehicle is 60 kilometers per hour through the vehicle speed sensor, and the steering angle of the steering wheel is 50° through the angle sensor, then the torque distribution ratio between the front wheels and the rear wheels can be adjusted in real time according to the vehicle state parameters. That is, in the first cycle, the electronic control unit controls the torque manager to adjust the torque distribution ratio between the front wheels and the rear wheels to 6:4; in the second cycle, the torque manager is controlled to adjust the torque distribution ratio between the front wheels and the rear wheels to 5:5.

[0056] For another example, during vehicle operation, the initial torque distribution ratio between the front and rear wheels of the vehicle is 7:3. Assuming that the vehicle is traveling on a flat highway, the electronic control unit detects that the vehicle's speed is 80 kilometers per hour through the vehicle speed sensor, and the steering wheel angle of the vehicle is 2 degrees through the angle sensor, then it can be determined that there is no need to adjust the torque distribution ratio between the front and rear wheels of the vehicle in real time.

[0057] In one embodiment, after the motor of the torque manager is started, the electronic control unit may obtain at least one state parameter of the vehicle through the host terminal. After obtaining the state parameter of the vehicle, the electronic control unit may determine the driving mode of the vehicle according to the state parameter, and determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be adjusted in real time according to the driving mode of the vehicle.

[0058] Among them, driving modes may include but are not limited to economy mode, sports mode, off-road mode and snow mode.

[0059] For example, during the operation of the vehicle, the initial torque distribution ratio between the front wheels and the rear wheels of the vehicle is 7:3. The electronic control unit detects that the current driving speed of the vehicle is 30 kilometers per hour through the vehicle speed sensor, and detects that the steering angle of the steering wheel is 50 degrees through the angle sensor. Then, according to the current driving speed and the steering wheel angle, it is determined that the current driving mode of the vehicle is off-road mode, and it is determined that the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be adjusted dynamically and in real time. After that, the electronic control unit controls the torque manager to continuously adjust the torque distribution ratio between the front wheels and the rear wheels of the vehicle in each cycle to increase the stability of the vehicle. For example, in the first cycle, the electronic control unit controls the torque manager to adjust the torque distribution ratio between the front wheels and the rear wheels to 6:4; in the second cycle, the torque manager is controlled to adjust the torque distribution ratio between the front wheels and the rear wheels to 5:5.

[0060] In another example, during vehicle operation, the initial torque distribution ratio between the front wheels and the rear wheels of the vehicle is 7:3. The electronic control unit detects that the vehicle is traveling at a speed of 80 kilometers per hour through the vehicle speed sensor and that the steering wheel angle of the vehicle is 2 degrees through the angle sensor, and it can be determined that the current driving mode of the vehicle is the economic mode. Afterwards, the electronic control unit determines that the torque distribution ratio between the front wheels and the rear wheels of the vehicle does not need to be dynamically adjusted.

[0061] S103: If there is no need to dynamically adjust the torque distribution ratio, the motor of the torque manager is controlled to stop running.

[0062] In this embodiment, after the electronic control unit determines that the torque distribution ratio between the front and rear wheels of the vehicle does not need to be dynamically adjusted, it controls the motor of the torque manager to stop running.

[0063] Furthermore, after the electronic control unit controls the motor of the torque manager to stop running, it can monitor the state parameters of the vehicle in real time, and determine whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters. If the torque distribution ratio needs to be dynamically adjusted, the motor of the torque manager is controlled to start.

[0064] For example, during vehicle operation, after the motor controlling the torque manager stops running, the torque distribution ratio between the front and rear wheels of the vehicle is 7:3. The electronic control unit detects that the current speed of the vehicle is 30 kilometers per hour through the vehicle speed sensor, and detects that the steering wheel angle of the vehicle is 50 degrees through the angle sensor. It can determine that the torque distribution ratio between the front and rear wheels of the vehicle needs to be dynamically adjusted to 4:6 according to the current speed and steering wheel angle. Therefore, the electronic control unit controls the motor of the torque manager to start, and adjusts the torque distribution ratio between the front and rear wheels of the vehicle to 4:6, so that the front and rear wheels of the vehicle output torque at a torque distribution ratio of 4:6.

[0065] In the embodiment of the present application, after the motor of the torque manager is started, the electronic control unit determines whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted based on the state parameters. When the torque distribution ratio does not need to be dynamically adjusted, the motor of the torque manager is controlled to stop running. In this way, by acquiring the state parameters of the vehicle in real time, when the state of the vehicle reaches a stable state, that is, when the torque distribution ratio between the front wheels and the rear wheels of the vehicle does not need to be dynamically adjusted, the motor of the torque manager is controlled to stop running, thereby reducing the noise generated by the torque manager motor from the source when the vehicle does not need to run the torque manager, and further reducing the energy consumption generated when the torque manager is running.

[0066] Optionally, the state parameters include control parameters and operating parameters of the vehicle, and determining whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters includes:

[0067] Determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted based on the control parameters and / or operating parameters.

[0068] Among them, the control parameters may include but are not limited to the vehicle's gear position and brake pedal status; the operating parameters may include but are not limited to the vehicle's driving speed, acceleration, pitch angle change rate, etc.

[0069] In this embodiment, after acquiring the vehicle's control parameters and operating parameters, the electronic control unit can analyze and process the control parameters and / or operating parameters to obtain analysis results, and determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted based on the analysis results.

[0070] For example, the electronic control unit can analyze and process the control parameters to obtain analysis results, and determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted based on the analysis results. For example, during the operation of the vehicle, the electronic control unit obtains the gear position of the vehicle as the driving gear through the gear sensor. After determining that the gear position of the vehicle is the driving gear, the electronic control unit can determine that the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted. For another example, after the electronic control unit obtains the gear position of the vehicle as the stop gear through the gear sensor, it can determine that the torque distribution ratio between the front wheels and the rear wheels does not need to be dynamically adjusted.

[0071] In another exemplary embodiment, the electronic control unit can analyze and process the operating parameters to obtain analysis results, and determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted based on the analysis results. For example, during the operation of the vehicle, after the electronic control unit obtains the current driving speed of the vehicle as 30 kilometers per hour through the vehicle speed sensor, it can compare the current driving speed with the preset driving speed of 50 kilometers per hour to determine that the driving speed is less than the preset driving speed. At the same time, after the electronic control unit obtains the steering angle of the steering wheel as 3° through the angle sensor, it compares the steering wheel angle with the preset steering wheel angle of 6° to determine that the steering wheel angle is less than the preset steering wheel angle. The electronic control unit determines that the torque distribution ratio between the front wheels and the rear wheels of the vehicle does not need to be dynamically adjusted.

[0072] As another example, the electronic control unit may determine whether it is necessary to dynamically adjust the torque distribution ratio between the front wheels and the rear wheels based on the control parameters and the operating parameters.

[0073] For example, during the operation of the vehicle, after the electronic control unit obtains that the gear position of the vehicle is the driving gear position, and at the same time obtains that the current driving speed of the vehicle is 30 kilometers per hour, it can compare the current driving speed with the preset driving speed, and determine that the current driving speed is less than the preset driving speed of 60 kilometers per hour. The electronic control unit can determine that there is no need to dynamically adjust the torque distribution ratio between the front and rear wheels of the vehicle. For another example, after the electronic control unit obtains that the gear position of the vehicle is the driving gear position, and at the same time obtains that the current driving speed of the vehicle is 100 kilometers per hour, it determines that the current driving speed is greater than the preset driving speed of 60 kilometers per hour, and the electronic control unit determines that there is a need to dynamically adjust the torque distribution ratio between the front and rear wheels of the vehicle.

[0074] In the embodiment of the present application, the electronic control unit determines whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameters and / or operating parameters. In this way, the electronic control unit obtains the control parameters and operating parameters of the vehicle in real time, and can more accurately judge the operating state of the vehicle through the control parameters and operating parameters, and further can more accurately determine whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted.

[0075] Optionally, the control parameters include a gear position and a brake pedal state of the vehicle, and determining whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameters and / or the operating parameters includes:

[0076] When the gear is in neutral, if the brake pedal is in a non-pressed state, it is determined that there is no need to dynamically adjust the torque distribution ratio;

[0077] Alternatively, when the gear is in neutral, if the brake pedal is in a depressed state and the vehicle's driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0078] Among them, the brake pedal state may include a pressed state and a not pressed state; the vehicle gear position may include a neutral gear, a parking gear position, and a driving gear position.

[0079] In one embodiment, the electronic control unit can obtain the current gear position of the vehicle through a gear sensor. After determining that the gear position of the vehicle is neutral, the state of the brake pedal can be obtained through a brake pedal sensor. If it is determined that the state of the brake pedal is not depressed, the electronic control unit can determine that there is no need to dynamically adjust the torque distribution ratio of the front and rear wheels.

[0080] In another embodiment, after the electronic control unit determines that the gear position of the vehicle is neutral, it also determines that the brake pedal is in a depressed state, indicating that the driver is ready to put the vehicle into a driving gear. After a preset time interval, the electronic control unit can obtain the current driving speed of the vehicle through the vehicle speed sensor, and determine whether the driving speed of the vehicle is less than a preset speed threshold. If the driving speed of the vehicle is less than the preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio of the front and rear wheels.

[0081] For example, during vehicle operation, the electronic control unit obtains the vehicle's gear position as neutral through the gear position sensor, and obtains the brake pedal's state as being pressed through the brake pedal sensor. After a preset interval of 2 seconds, the electronic control unit obtains the vehicle's driving speed as 30 kilometers per hour through the vehicle speed sensor, and compares the driving speed with a preset speed threshold of 50 kilometers per hour, and determines that the driving speed is less than the preset speed threshold, so the electronic control unit determines that there is no need to dynamically adjust the torque distribution ratio between the front and rear wheels.

[0082] On the contrary, if the brake pedal is in the depressed state, after a preset time, the electronic control unit determines that the vehicle's driving speed is greater than or equal to the preset speed threshold, and then determines that the front and rear wheel torque distribution ratio of the vehicle needs to be dynamically adjusted. For example, after a preset time interval of 2 seconds, the electronic control unit obtains the vehicle's driving speed of 80 kilometers per hour through the vehicle speed sensor, and compares the driving speed with the preset speed threshold of 50 kilometers per hour, and determines that the driving speed is greater than the preset speed threshold, so it is determined that the front and rear wheel torque distribution ratio needs to be dynamically adjusted.

[0083] In the embodiment of the present application, after determining that the vehicle gear is in neutral, the electronic control unit further determines the state of the vehicle's brake pedal. If the brake pedal is not depressed, it indicates that the vehicle is currently in a stopped state, so there is no need to dynamically adjust the torque distribution ratio, thereby reducing the noise generated by the torque manager motor. If the brake pedal is depressed and the vehicle's driving speed is less than a preset speed threshold, it indicates that the vehicle has been engaged, but the vehicle is in a low-speed driving state. At this time, there is still no need to dynamically adjust the torque distribution ratio, thereby further reducing the noise generated by the torque manager motor.

[0084] Optionally, the control parameter includes a gear position of the vehicle, and the operating parameter includes a driving speed of the vehicle; determining whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameter and / or the operating parameter includes:

[0085] When the gear position is the parking gear position, it is determined that there is no need to dynamically adjust the torque distribution ratio;

[0086] Alternatively, when the gear is a driving gear and the driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0087] The driving gear may include a forward gear and a reverse gear.

[0088] In one implementation, the electronic control unit may obtain the gear position of the vehicle through a gear position sensor, and after determining that the gear position of the vehicle is the parking gear position, determine that there is no need to dynamically adjust the torque distribution ratio.

[0089] In another embodiment, the electronic control unit can obtain the gear position of the vehicle through a gear sensor, and after determining that the gear position of the vehicle is a driving gear, obtain the driving speed of the vehicle through a vehicle speed sensor, and compare the driving speed with a preset speed threshold. When it is determined that the driving speed is less than the preset speed threshold, the electronic control unit determines that there is no need to dynamically adjust the torque distribution ratio of the front and rear wheels.

[0090] For example, during the operation of the vehicle, the torque distribution ratio between the front wheels and the rear wheels of the vehicle is 7:3. After the electronic control unit obtains the gear position of the vehicle as the driving gear position through the gear position sensor, it obtains the driving speed of the vehicle as 30 kilometers per hour through the vehicle speed sensor, and compares the driving speed with the preset speed threshold of 50 kilometers per hour, and determines that the driving speed is less than the preset speed threshold. After that, the electronic control unit determines that it is not necessary to dynamically adjust the torque distribution ratio of the front and rear wheels, that is, the front and rear wheels of the vehicle output torque at a torque distribution ratio of 7:3.

[0091] On the contrary, after the electronic control unit obtains that the gear position of the vehicle is the driving gear position, it obtains the driving speed of the vehicle through the vehicle speed sensor. When the driving speed is greater than or equal to the preset speed threshold, the electronic control unit determines that the torque distribution ratio of the front and rear wheels needs to be dynamically adjusted. For example, during the operation of the vehicle, after the electronic control unit obtains that the gear position of the vehicle is the driving gear position through the gear sensor, it obtains that the driving speed of the vehicle is 80 kilometers per hour through the vehicle speed sensor, and compares the driving speed with the preset speed threshold of 50 kilometers per hour to determine that the driving speed is greater than the preset speed threshold. After that, the electronic control unit determines that the torque distribution ratio of the front and rear wheels needs to be dynamically adjusted.

[0092] In the embodiment of the present application, when the electronic control unit determines that the gear position is the parking gear position, it indicates that the vehicle is in a parking state, so there is no need to dynamically adjust the torque distribution ratio, thereby reducing the noise generated by the torque manager motor. When the electronic control unit determines that the gear position is the driving gear position and the driving speed is less than the preset speed threshold, it indicates that the vehicle is in a low-speed driving state, and at this time there is still no need to dynamically adjust the torque distribution ratio, thereby further reducing the noise generated by the torque manager motor.

[0093] Optionally, the operating parameters further include the lateral acceleration and pitch angle change rate of the vehicle; when the gear is a driving gear and the driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio, including:

[0094] When the gear is a driving gear and the driving speed is less than a preset speed threshold, the lateral acceleration is compared with the preset acceleration to obtain a first comparison result, and the pitch angle change rate is compared with the preset change rate to obtain a second comparison result;

[0095] If the first comparison result indicates that the lateral acceleration is less than the preset acceleration and / or the second comparison result indicates that the pitch angle change rate is less than the preset change rate, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0096] Among them, lateral acceleration refers to the acceleration perpendicular to the driving direction generated by the vehicle during driving; pitch angle change rate refers to the rate of change of the pitch angle of the vehicle per unit time during driving.

[0097] In one embodiment, after determining that the gear position of the vehicle is the driving gear position and the driving speed is less than a preset speed threshold, the electronic control unit can obtain the lateral acceleration of the vehicle through an acceleration sensor, and after determining the lateral acceleration of the vehicle, compare the lateral acceleration with the preset acceleration to determine whether the lateral acceleration is less than the preset acceleration. At the same time, the electronic control unit can obtain the pitch angle change rate of the vehicle through a gyroscope, and after determining the pitch angle change rate, compare the pitch angle change rate with the preset change rate to determine whether the pitch angle change rate is less than the preset change rate. If the lateral acceleration is less than the preset acceleration and / or the pitch angle change rate is less than the preset change rate, the electronic control unit determines that it is not necessary to dynamically adjust the torque distribution ratio.

[0098] For example, during the operation of the vehicle, after the electronic control unit determines that the gear position of the vehicle is the driving gear position and the driving speed is less than the preset speed threshold, it can obtain the lateral acceleration of the vehicle through the acceleration sensor, which is 10 meters per second squared (m / s²), and compare the lateral acceleration with the preset acceleration of 20m / s² to determine that the lateral acceleration is less than the preset acceleration. At the same time, the electronic control unit can obtain the pitch angle change rate of the vehicle through the gyroscope, which is 5 radians per second (rad / s), and compare the pitch angle change rate with the preset change rate of 8rad / s to determine that the pitch angle change rate is less than the preset change rate. Then the electronic control unit determines that there is no need to dynamically adjust the torque distribution ratio.

[0099] In another exemplary embodiment, during the operation of the vehicle, after the electronic control unit determines that the gear position of the vehicle is the driving gear position and the driving speed is less than the preset speed threshold, it determines that the lateral acceleration of the vehicle is 30m / s² through the acceleration sensor, that is, it determines that the lateral acceleration is greater than the preset acceleration. However, the electronic control unit obtains the pitch angle change rate of the vehicle through the gyroscope as 5rad / s, and determines that the pitch angle change rate is less than the preset change rate. Then the electronic control unit determines that it is not necessary to dynamically adjust the torque distribution ratio.

[0100] On the contrary, if the electronic control unit determines that the lateral acceleration of the vehicle is greater than or equal to the preset acceleration, and the pitch angle change rate of the vehicle is greater than or equal to the preset change rate, it is determined that the torque distribution ratio needs to be dynamically adjusted. For example, during the operation of the vehicle, after the electronic control unit determines that the gear position of the vehicle is the driving gear position and the driving speed is less than the preset speed threshold, it determines that the lateral acceleration of the vehicle is 30m / s² through the acceleration sensor, that is, it determines that the lateral acceleration is greater than the preset acceleration. At the same time, the electronic control unit obtains the pitch angle change rate of the vehicle through the gyroscope as 10rad / s, and determines that the pitch angle change rate is greater than the preset change rate, then the torque distribution ratio needs to be dynamically adjusted.

[0101] In the embodiment of the present application, after the electronic control unit determines that the gear is the driving gear and the driving speed is less than the preset speed threshold, it further obtains the lateral acceleration and pitch angle change rate of the vehicle, and compares the lateral acceleration with the preset acceleration, and compares the pitch angle change rate with the preset change rate. If the lateral acceleration is less than the preset acceleration and / or the pitch angle change rate is less than the preset change rate, it indicates that the vehicle is in a low-speed stable driving state, and there is no need to dynamically adjust the torque distribution ratio, thereby reducing the noise generated by the torque manager motor.

[0102] Optionally, controlling the motor of the torque manager to stop running includes:

[0103] Get the current noise frequency and noise amplitude of the torque manager;

[0104] If the noise frequency is within the frequency range audible to human ears and the noise amplitude is greater than a preset amplitude, the motor of the torque manager is controlled to stop running.

[0105] Among them, noise frequency refers to the number of vibrations of noise per unit time; noise amplitude refers to the intensity of the noise signal; and the audible frequency range of the human ear refers to the sound frequency range that the human ear can perceive, and its frequency range is between 20Hz and 20kHz.

[0106] In this embodiment, the electronic control unit can obtain the noise generated by the torque manager through an acoustic sensor (such as a microphone), and analyze and extract the obtained noise to obtain the current noise frequency and noise amplitude. After determining the current noise frequency and noise amplitude of the torque manager, the electronic control unit can determine whether the noise frequency is in the frequency range audible to the human ear, and at the same time, determine whether the noise amplitude is greater than a preset amplitude. If the noise frequency is in the frequency range audible to the human ear and the noise amplitude is greater than the preset amplitude, the electronic control unit controls the motor of the torque manager to stop running.

[0107] For example, during vehicle operation, after the electronic control unit obtains that the current noise frequency is 8kHz and the noise amplitude is 70 decibels, it determines that the current noise frequency is within the frequency range audible to the human ear, and at the same time, compares the noise amplitude with the preset amplitude and determines that the noise amplitude is greater than the preset amplitude of 60 decibels. Therefore, the electronic control unit controls the motor of the torque manager to stop running.

[0108] On the contrary, after determining the current noise frequency and noise amplitude of the torque manager, the electronic control unit determines whether the noise frequency is within the frequency range audible to the human ear and whether the noise amplitude is greater than a preset amplitude. If the noise frequency is not within the frequency range audible to the human ear and / or the noise amplitude is less than or equal to the preset amplitude, the electronic control unit controls the motor of the torque manager to continue to operate.

[0109] For example, during vehicle operation, the electronic control unit obtains that the current noise frequency is 8kHz and the noise amplitude is 20 decibels, and determines that the current noise frequency is within the frequency range audible to the human ear. However, the electronic control unit compares the noise amplitude with the preset amplitude and determines that the noise amplitude is less than the preset amplitude of 60 decibels. Therefore, the electronic control unit controls the motor of the torque manager to continue to operate.

[0110] In another exemplary embodiment, during vehicle operation, after the electronic control unit obtains that the current noise frequency is 15 Hz and the noise amplitude is 20 decibels, it determines that the current noise frequency is not within the frequency range audible to the human ear. At the same time, the electronic control unit compares the noise amplitude with the preset amplitude and determines that the noise amplitude is less than the preset amplitude of 60 decibels. Therefore, the electronic control unit controls the motor of the torque manager to continue to operate.

[0111] In an embodiment of the present application, the electronic control unit can obtain the current noise frequency and noise amplitude of the torque manager; when the noise frequency is within the frequency range audible to the human ear and the noise amplitude is greater than a preset amplitude, it indicates that the noise currently generated by the torque manager can be perceived by the user, so the motor of the torque manager is controlled to stop running, thereby reducing the noise generated by the torque manager motor from the source.

[0112] Optionally, the current noise frequency and noise amplitude of the torque manager are obtained, including:

[0113] Determine the vehicle's current window status and travel speed;

[0114] When the vehicle window is in a closed state and the driving speed is less than a preset speed threshold, the current noise frequency and noise amplitude of the torque manager are obtained.

[0115] The window status refers to the opening and closing status of the vehicle windows, which may include an open state and a closed state.

[0116] In this embodiment, the electronic control unit can determine the current window state of the vehicle through the camera, and obtain the driving speed of the vehicle through the vehicle speed sensor. When it is determined that the window state is closed, the driving speed is compared with the preset speed threshold to determine whether the driving speed is less than the preset speed threshold. If the driving speed is less than the preset speed threshold, the electronic control unit can obtain the current noise frequency and noise amplitude of the torque manager.

[0117] For example, during vehicle operation, the electronic control unit determines through a camera that the current window state of the vehicle is closed, and at the same time obtains the vehicle's driving speed of 30 kilometers per hour through the vehicle speed sensor, compares the driving speed with a preset speed threshold, and determines that the driving speed is less than the preset speed threshold of 60 kilometers per hour. The electronic control unit then obtains the current noise frequency and noise amplitude of the torque manager through the acoustic sensor.

[0118] On the contrary, when the electronic control unit determines that the window state is the open state and / or the driving speed is greater than or equal to the preset speed threshold, the motor of the torque manager is controlled to continue to run.

[0119] For example, during vehicle operation, the electronic control unit determines through a camera that the current window state of the vehicle is open, obtains through a vehicle speed sensor a driving speed of 30 kilometers per hour, compares the driving speed with a preset speed threshold, and determines that the driving speed is less than the preset speed threshold of 60 kilometers per hour, then the electronic control unit controls the motor of the torque manager to continue to operate.

[0120] In another exemplary embodiment, during the operation of the vehicle, the electronic control unit determines through a camera that the current window state of the vehicle is closed, obtains through a vehicle speed sensor a driving speed of 100 kilometers per hour, compares the driving speed with a preset speed threshold, and determines that the driving speed is greater than the preset speed threshold of 60 kilometers per hour, then the electronic control unit controls the motor of the torque manager to continue to operate.

[0121] In another exemplary embodiment, the electronic control unit determines through a camera that the current window state of the vehicle is open, obtains through a vehicle speed sensor a driving speed of 100 kilometers per hour, compares the driving speed with a preset speed threshold, and determines that the driving speed is greater than the preset speed threshold of 60 kilometers per hour, then the electronic control unit controls the motor of the torque manager to continue to operate.

[0122] In the embodiment of the present application, the electronic control unit obtains the current window status and driving speed of the vehicle in real time; if the window status is closed and the driving speed is less than the preset speed threshold, it indicates that the current external environment noise is relatively small, so it is necessary to obtain the current noise frequency and noise amplitude of the torque manager to determine whether it is necessary to control the torque manager's motor to stop running and reduce the noise generated by the torque manager motor.

[0123] Furthermore, if the window state is open and / or the driving speed is greater than or equal to the preset speed threshold, it indicates that the current external environment noise is relatively large, so there is no need to consider the impact of the noise generated by the motor of the torque manager on the user.

[0124] See also Figure 2 , Figure 2 A flowchart of a torque manager control method provided in an embodiment of the present application. The method may include the following steps.

[0125] S201, controlling the torque manager to start.

[0126] S202, obtaining status parameters of the vehicle.

[0127] Among them, the state parameters include control parameters and / or operating parameters. The control parameters include but are not limited to the gear position and brake pedal state of the vehicle, and the operating parameters include but are not limited to the vehicle's driving speed.

[0128] S203, determine whether the gear position of the vehicle is neutral, if so, execute S204; otherwise, execute S205.

[0129] S204, determining whether the brake pedal of the vehicle is in a not-pressed state, if so, executing S207; otherwise, executing S206.

[0130] S205, determine whether the gear position of the vehicle is the parking gear position, if so, execute S207; otherwise, execute S206.

[0131] S206, determining whether the vehicle's driving speed is less than a preset speed threshold, if so, executing S207; otherwise, returning to executing S202.

[0132] S207, controlling the motor of the torque manager to stop running.

[0133] It should be noted that the achievable methods and technical effects of each step in the embodiments of the present application can refer to the relevant contents in the above embodiments and will not be repeated here.

[0134] See also Figure 3 , Figure 3 It is a structural diagram of a torque manager control device provided in an embodiment of the present application. The torque manager control device can be arranged in an electronic control unit in a vehicle and can include: an acquisition module 301, a determination module 302 and a control module 303.

[0135] An acquisition module 301 is used to acquire a state parameter of the vehicle after the motor of the torque manager is started;

[0136] A determination module 302 is used to determine whether a torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters;

[0137] The control module 303 is used to control the motor of the torque manager to stop running if there is no need to dynamically adjust the torque distribution ratio.

[0138] Optionally, the state parameters include control parameters and operating parameters of the vehicle, and the determination module 302 is specifically used to determine whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameters and / or operating parameters.

[0139] Optionally, the control parameters include the gear position and brake pedal status of the vehicle. The determination module 302 is specifically used to determine that there is no need to dynamically adjust the torque distribution ratio when the gear position is neutral and the brake pedal status is not pressed; or, when the gear position is neutral, if the brake pedal status is pressed and the vehicle's driving speed is less than a preset speed threshold, determine that there is no need to dynamically adjust the torque distribution ratio.

[0140] Optionally, the control parameters include the gear position of the vehicle, the operating parameters include the driving speed of the vehicle, and the determination module 302 is specifically used to determine that when the gear position is a parking gear, it is not necessary to dynamically adjust the torque distribution ratio; or, when the gear position is a driving gear and the driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0141] Optionally, the operating parameters also include the vehicle's lateral acceleration and pitch angle change rate. The determination module 302 is specifically used to compare the lateral acceleration with the preset acceleration to obtain a first comparison result, and to compare the pitch angle change rate with the preset change rate to obtain a second comparison result when the gear is a driving gear and the driving speed is less than a preset speed threshold; if the first comparison result indicates that the lateral acceleration is less than the preset acceleration and / or the second comparison result indicates that the pitch angle change rate is less than the preset change rate, it is determined that there is no need to dynamically adjust the torque distribution ratio.

[0142] Optionally, the control module 303 is specifically used to obtain the current noise frequency and noise amplitude of the torque manager; if the noise frequency is within the frequency range audible to the human ear and the noise amplitude is greater than a preset amplitude, the motor of the torque manager is controlled to stop running.

[0143] Optionally, the control module 303 is specifically used to determine the current window state and driving speed of the vehicle; when the window state is closed and the driving speed is less than a preset speed threshold, obtain the current noise frequency and noise amplitude of the torque manager.

[0144] The torque manager control device provided in this embodiment can execute the above method embodiment, and its implementation principle and technical effect are similar, which will not be repeated here.

[0145] See also Figure 4 , Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0146] For example, Figure 4 As shown, the vehicle 400 includes: a memory 401 and a processor 402, wherein the memory 401 stores an executable program code 4011, and the processor 402 is used to call and execute the executable program code 4011 to perform a torque manager control method.

[0147] In addition, an embodiment of the present application also protects a vehicle, which may include a memory and a processor, wherein the memory stores an executable program code, and the processor is used to call and execute the executable program code to execute a torque manager control method provided by an embodiment of the present application.

[0148] This embodiment also provides a readable storage medium, in which executable program code is stored. When the executable program code is run on a computer, the computer executes the above-mentioned related method steps to implement a torque manager control method provided by the above embodiment.

[0149] This embodiment also provides an executable program code product. When the executable program code product runs on a computer, the computer is enabled to execute the above-mentioned related steps to implement a torque manager control method provided by the above embodiment.

[0150] Among them, the device, readable storage medium, executable program code product or chip provided in this embodiment are all used to execute the corresponding methods provided above. Therefore, the beneficial effects that can be achieved can refer to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0151] Through the description of the above implementation methods, technical personnel in the relevant field can understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0152] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are only schematic, for example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or units, which can be electrical, mechanical or other forms.

[0153] The above contents are only specific implementation methods of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with the technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A torque manager control method, characterized in that: The method comprises: After the motor of the torque manager is started, obtaining a state parameter of the vehicle; Determining whether a torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameter; If the torque distribution ratio does not need to be adjusted dynamically, the motor of the torque manager is controlled to stop running, and the motor is used to drive the hydraulic pump to rotate so as to adjust the torque distribution ratio between the front wheels and the rear wheels; The controlling the motor of the torque manager to stop running includes: Determining a current window status and a driving speed of the vehicle; When the vehicle window is in a closed state and the driving speed is less than a preset speed threshold, obtaining a current noise frequency and a noise amplitude of the torque manager; If the noise frequency is within the frequency range audible to human ears and the noise amplitude is greater than a preset amplitude, the motor of the torque manager is controlled to stop running.

2. The method according to claim 1, characterized in that The state parameters include control parameters and operating parameters of the vehicle, and determining whether the torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameters includes: Whether it is necessary to dynamically adjust the torque distribution ratio between the front wheels and the rear wheels is determined according to the control parameter and / or the operating parameter.

3. The method according to claim 2, characterized in that The control parameters include a gear position and a brake pedal state of the vehicle, and determining whether a torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameters and / or the operating parameters includes: When the gear position is neutral, if the brake pedal is in a non-pressed state, it is determined that there is no need to dynamically adjust the torque distribution ratio; Alternatively, when the gear position is neutral, if the brake pedal is in a depressed state and the vehicle's travel speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

4. The method according to claim 2, characterized in that: The control parameter includes a gear position of the vehicle, and the operating parameter includes a driving speed of the vehicle; and determining whether the torque distribution ratio between the front wheels and the rear wheels needs to be dynamically adjusted according to the control parameter and / or the operating parameter includes: When the gear position is the parking gear position, it is determined that there is no need to dynamically adjust the torque distribution ratio; Alternatively, when the gear is a driving gear and the driving speed is less than a preset speed threshold, it is determined that there is no need to dynamically adjust the torque distribution ratio.

5. The method according to claim 4, characterized in that The operating parameters also include the lateral acceleration and pitch angle change rate of the vehicle; when the gear is a driving gear and the driving speed is less than a preset speed threshold, determining that there is no need to dynamically adjust the torque distribution ratio includes: When the gear is a driving gear and the driving speed is less than a preset speed threshold, comparing the lateral acceleration with a preset acceleration to obtain a first comparison result, and comparing the pitch angle change rate with a preset change rate to obtain a second comparison result; If the first comparison result indicates that the lateral acceleration is less than the preset acceleration and / or the second comparison result indicates that the pitch angle change rate is less than the preset change rate, it is determined that there is no need to dynamically adjust the torque distribution ratio.

6. A torque manager control device, characterized in that: The device comprises: An acquisition module, used for acquiring a state parameter of the vehicle after the motor of the torque manager is started; A determination module, used for determining whether a torque distribution ratio between the front wheels and the rear wheels of the vehicle needs to be dynamically adjusted according to the state parameter; a control module, configured to control a motor of the torque manager to stop running if it is not necessary to dynamically adjust the torque distribution ratio, the motor being configured to drive a hydraulic pump to rotate so as to adjust the torque distribution ratio between the front wheels and the rear wheels; The control module is specifically used to determine the current window state and driving speed of the vehicle; when the window state is closed and the driving speed is less than a preset speed threshold, obtain the current noise frequency and noise amplitude of the torque manager; if the noise frequency is within the frequency range audible to the human ear and the noise amplitude is greater than a preset amplitude, control the motor of the torque manager to stop running.

7. A readable storage medium, characterized in that: The readable storage medium stores executable program codes, and when the executable program codes are executed, the method according to any one of claims 1 to 5 is implemented.

8. A vehicle, characterized in that: The vehicle comprises: A memory for storing executable program codes; A processor, configured to call and run the executable program code from the memory, so that the vehicle executes the method according to any one of claims 1 to 5.

Images