Vehicle drive axle protection automatic control method, device, equipment, medium and program

Abstract

The application discloses a kind of vehicle drive axle protection automatic control method, device, equipment, medium and program, comprising: real-time acquisition accelerator pedal depth, if accelerator pedal depth does not reach depth threshold, start vehicle drive axle protection;If accelerator pedal depth reaches depth threshold, obtain real-time torque value;When real-time torque value is less than the desired threshold, exit protection timing is carried out, when reaching first timing threshold, close vehicle drive axle protection;In real-time torque is greater than the desired torque, protection timing is carried out, when reaching second timing threshold, start vehicle drive axle protection;Utilize the speed comparison rule to determine the driving state of target form vehicle;If for non-normal driving state, close vehicle drive axle protection.The application embodiment, the control logic of vehicle is closely combined with the driving intention of driver, by accurately distinguishing normal driving and non-normal driving state to adjust drive axle protection strategy in time, and driving performance and driving demand are considered.

Description

Technical Field

[0001] This invention relates to the field of engineering machinery technology, and in particular to an automatic control method, device, equipment, medium and program for the protection of vehicle drive axle. Background Technology

[0002] The vehicle drive axle is a crucial component connecting the engine (or drive motor) to the wheels, responsible for transmitting driving force and bearing road loads. Under extreme conditions, without protective measures, the drive axle may be damaged. Existing protective measures rely on preset static safety thresholds to limit the maximum driving torque, which are calculated based on the drive axle's maximum or rated stress.

[0003] Existing technologies are ill-suited to adapting to the ever-changing real-world operating environment and cannot simultaneously ensure both vehicle driving performance and drive axle safety. Limiting performance to the maximum stress may result in the drive axle bearing excessive stress for extended periods under unnecessary conditions; conversely, limiting it to the rated stress makes it difficult to fully utilize vehicle performance while ensuring drive axle safety. Summary of the Invention

[0004] Based on this, the present invention provides an automatic control method, device, equipment, medium and program for the protection of vehicle drive axle, so as to solve the problem that the prior art cannot protect the drive axle according to the driving state while taking into account the vehicle driving performance.

[0005] In a first aspect, embodiments of the present invention provide an automatic control method for the protection of a vehicle drive axle, the method comprising:

[0006] When the target vehicle is in the starting state, the accelerator pedal depth of the target vehicle is acquired in real time. If the accelerator pedal depth does not reach the depth threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the accelerator pedal depth is continuously monitored.

[0007] After sending the command to activate the vehicle drive axle protection, if the accelerator pedal depth is detected to reach a depth threshold, the real-time torque value of the target vehicle is obtained.

[0008] When the real-time torque value is detected to be less than the expected threshold, the exit protection timer will be started and exit protection timing will begin. When the exit protection timing reaches the preset first timing threshold, a command to shut down the vehicle drive axle protection will be sent to the drive motor and the exit protection timer will be reset.

[0009] The real-time torque is monitored in real time, and when the real-time torque is greater than the expected torque, the protection timer is turned on and protection timing is performed. When the protection timing reaches the preset second timing threshold, a command to turn on the vehicle drive axle protection is sent to the drive motor.

[0010] After sending the command to activate the vehicle drive axle protection to the drive motor again, the driving state of the target vehicle is determined using a preset speed comparison rule; wherein, the driving state includes normal driving state and abnormal driving state;

[0011] If the driving state is determined to be an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

[0012] In a second aspect, embodiments of the present invention provide a vehicle drive axle protection automatic control device, the device comprising:

[0013] The first accelerator pedal monitoring module is used to acquire the accelerator pedal depth of the target vehicle in real time when the target vehicle is in the starting state. If the accelerator pedal depth does not reach the depth threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the accelerator pedal depth is continuously monitored.

[0014] The second accelerator pedal monitoring module is used to obtain the real-time torque value of the target vehicle if the accelerator pedal depth reaches a depth threshold after sending a command to activate the vehicle drive axle protection.

[0015] The exit protection timing module is used to start the exit protection timer and start exit protection timing when the real-time torque value is detected to be less than the expected threshold. When the exit protection timing reaches the preset first timing threshold, a command to turn off the vehicle drive axle protection is sent to the drive motor and the exit protection timer is reset.

[0016] The protection timing module is used to monitor the real-time torque in real time, and when the real-time torque is greater than the expected torque, the protection timer is turned on and protection timing is performed. When the protection timing reaches the preset second timing threshold, a command to activate the vehicle drive axle protection is sent to the drive motor.

[0017] The driving status determination module is used to determine the driving status of the target vehicle by using a preset speed comparison rule after sending the command to activate the vehicle drive axle protection to the drive motor again; wherein, the driving status includes normal driving status and abnormal driving status.

[0018] The protection shutdown module is used to send a vehicle drive axle protection shutdown command to the drive motor if it is determined that the driving state is an abnormal driving state.

[0019] Thirdly, embodiments of the present invention also provide an electronic device, the electronic device comprising:

[0020] At least one processor; and

[0021] A memory communicatively connected to the at least one processor; wherein,

[0022] The memory stores a computer program that can be executed by the at least one processor, which is then executed by the at least one processor to enable the at least one processor to perform an automatic control method for vehicle drive axle protection according to any embodiment of the present invention.

[0023] Fourthly, embodiments of the present invention also provide a computer-readable storage medium storing computer instructions, which are used to cause a processor to execute and implement the automatic control method for vehicle drive axle protection as described in any embodiment of the present invention.

[0024] Fifthly, embodiments of the present invention also provide a computer program product, the computer program product including a computer program, which, when executed by a processor, implements a vehicle drive axle protection automatic control method as described in any embodiment of the present invention.

[0025] The technical solution of this invention acquires the accelerator pedal depth in real time and uses it as a basis to activate or deactivate drive axle protection, thus closely integrating the vehicle's control logic with the driver's driving intentions. When the driver normally operates the accelerator pedal, causing the pedal depth to reach a depth threshold, the vehicle status is further evaluated to ensure that while protecting the drive axle, the driver's normal driving needs are met as much as possible, reducing the impact of unnecessary restrictions on the driving experience. Using a preset speed comparison rule to determine the vehicle's driving state accurately distinguishes between normal and abnormal driving states. This precise judgment helps the vehicle controller adjust the drive axle protection strategy in a timely manner according to actual operating conditions, avoiding excessive restriction of the drive motor output during normal driving, thereby ensuring that the vehicle can operate efficiently in most situations.

[0026] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0027] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a flowchart of an automatic control method for vehicle drive axle protection provided in Embodiment 1 of the present invention;

[0029] Figure 2This is a schematic diagram of the structure of an automatic control device for protecting a vehicle drive axle according to Embodiment 3 of the present invention;

[0030] Figure 3 This is a schematic diagram of the electronic device for an automatic control method for vehicle drive axle protection provided in Embodiment 4 of the present invention. Detailed Implementation

[0031] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0033] Example 1

[0034] Figure 1 This is a flowchart of an automatic control method for vehicle drive axle protection provided in Embodiment 1 of the present invention. This embodiment is applicable to situations where vehicle drive axle protection is automatically opened or closed according to different driving scenarios. This method can be executed by an automatic control device for vehicle drive axle protection, which can be implemented in hardware and / or software. This device can be configured in various industrial transport vehicles and large passenger vehicles. Figure 1 As shown, the method includes:

[0035] S110. When the target vehicle is in the starting state, the accelerator pedal depth of the target vehicle is obtained in real time. If the accelerator pedal depth does not reach the depth threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the accelerator pedal depth is continuously monitored.

[0036] The target vehicle is the specific vehicle monitored and controlled by the drive axle protection system. Accelerator pedal depth represents the degree to which the driver depresses the accelerator pedal, reflecting the driver's desired power; greater depth generally indicates greater desired power. The depth threshold is a pre-set accelerator pedal depth value, serving as a critical indicator for determining whether drive axle protection needs to be activated. The drive axle protection activation command instructs the drive motor to enter protection mode, limiting its output torque and other parameters to protect the drive axle from excessive stress.

[0037] When the target vehicle is in the starting phase, the depth of the driver's accelerator pedal is acquired in real time. If the depth does not reach the preset depth threshold, it means that the driver may only slightly press the accelerator pedal and the vehicle does not need much power output. In this case, in order to protect the drive axle, the system will send a drive motor to activate the vehicle drive axle protection command, while continuing to monitor the accelerator pedal depth to make further decisions based on the subsequent situation.

[0038] S120. After sending the command to activate the vehicle drive axle protection, if the accelerator pedal depth is detected to reach a depth threshold, the real-time torque value of the target vehicle is obtained.

[0039] When the accelerator pedal depth reaches a previously set threshold, it indicates that the driver may require more power. At this point, the system acquires the real-time torque value of the target vehicle's drive motor to further determine whether the drive axle protection status needs adjustment. The real-time torque value refers to the actual torque output by the drive motor at the current moment, reflecting the drive motor's current ability to provide power to the vehicle.

[0040] S130. When the real-time torque value is detected to be less than the expected threshold, the exit protection timer will be started and exit protection timing will be performed. When the exit protection timing reaches the preset first timing threshold, a command to shut down the vehicle drive axle protection will be sent to the drive motor and the exit protection timer will be reset.

[0041] The expected threshold is a preset torque value, serving as a reference standard for determining whether to consider disengaging the drive axle protection. The exit protection timer records the duration for which the real-time torque value is less than the expected threshold; therefore, the exit protection timing corresponds to the time recorded by the exit protection timer. The first timing threshold is a preset time value; when the exit protection timing reaches this value, a drive axle protection shutdown command is triggered. The vehicle drive axle protection shutdown command is a control signal used to instruct the drive motor to exit protection mode and restore normal output torque and other parameters.

[0042] The system continuously monitors the real-time torque value. When the real-time torque value is found to be less than the preset expected threshold, it means that the current output torque of the drive motor is small and the drive axle protection limit may not be required. At this time, the exit protection timer is started. When the timer reaches the preset first timing threshold, it indicates that the real-time torque has been less than the expected threshold for a certain period of time. The system considers it safe to exit the drive axle protection state, so it sends a command to the drive motor to turn off the vehicle drive axle protection and resets the exit protection timer for the next use.

[0043] S140. Monitor the real-time torque in real time, and when the real-time torque is greater than the expected torque, start the protection timer and start protection timing. When the protection timing reaches the preset second timing threshold, send a command to the drive motor to start the vehicle drive axle protection and reset the protection timer.

[0044] The desired torque is a preset torque value used as a reference standard to determine whether drive axle protection needs to be activated. A protection timer records the duration for which the real-time torque value exceeds the desired torque; therefore, the protection timing corresponds to the time recorded by the protection timer. A second timing threshold is another preset time value; when the protection timing reaches this value, a drive axle protection activation command is triggered.

[0045] During vehicle operation, the real-time torque of the drive motor is continuously monitored. When the real-time torque exceeds the expected torque, it indicates that the drive motor outputs a large torque, which may cause significant stress to the drive axle. At this point, a protection timer is activated. When the protection timer reaches a preset second timing threshold, it indicates that the real-time torque has exceeded the expected torque for a certain period of time. To protect the drive axle, the system sends a drive motor command to activate the vehicle drive axle protection, and simultaneously resets the protection timer to prepare for the next protection timing.

[0046] S150. After sending the command to activate the vehicle drive axle protection to the drive motor again, the driving state of the target vehicle is determined by using a preset speed comparison rule; wherein, the driving state includes normal driving state and abnormal driving state.

[0047] The speed comparison rules are a predefined set of rules used to compare vehicle speed parameters. These comparisons are used to determine whether the vehicle's driving state is normal. Normal driving state refers to non-accelerated driving under normal driving conditions; while abnormal driving state refers to abnormal situations such as climbing hills or heavy-load acceleration.

[0048] S160. If it is determined that the driving state is an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

[0049] When the speed comparison rule determines that the vehicle is in an abnormal driving state, in order to enable the vehicle to obtain more power to get out of the abnormal situation, the system will send a command to shut down the vehicle drive axle protection, so that the drive motor can output more torque to meet the vehicle's power needs under special circumstances.

[0050] The technical solution of this invention acquires the accelerator pedal depth in real time and uses it as a basis to activate or deactivate drive axle protection, thus closely integrating the vehicle's control logic with the driver's driving intentions. When the driver normally operates the accelerator pedal, causing the pedal depth to reach a depth threshold, the vehicle status is further evaluated to ensure that while protecting the drive axle, the driver's normal driving needs are met as much as possible, reducing the impact of unnecessary restrictions on the driving experience. Using a preset speed comparison rule to determine the vehicle's driving state accurately distinguishes between normal and abnormal driving states. This precise judgment helps the vehicle controller adjust the drive axle protection strategy in a timely manner according to actual operating conditions, avoiding excessive restriction of the drive motor output during normal driving, thereby ensuring that the vehicle can operate efficiently in most situations.

[0051] Optionally, determining the driving state of the target vehicle using a preset speed comparison rule may include:

[0052] Obtain the current speed value of the target vehicle corresponding to the real-time torque value, and compare the current speed value with the preset desired speed value;

[0053] If the current RPM is greater than or equal to the desired RPM, the target vehicle is determined to be in a normal driving state; otherwise, the target vehicle is determined to be in a state of needing acceleration.

[0054] When the target vehicle is determined to be in an acceleration state, the system obtains the cycle time closest to the current speed value and the target cycle speed value at that cycle time; wherein, the vehicle controller collects the cycle speed value according to a preset cycle.

[0055] If the current rotational speed is less than or equal to the target cycle rotational speed, the target vehicle is determined to be in an abnormal driving state.

[0056] If the current rotational speed is greater than the sum of the target cycle rotational speed and the preset step size, then the target vehicle is determined to be in normal driving condition.

[0057] If the current rotational speed is less than or equal to the sum of the target cycle rotational speed and the preset step size, and the current rotational speed is greater than the target cycle rotational speed, then the driving state of the target vehicle is determined by combining the rotational speed values ​​of multiple cycles at multiple cycle times.

[0058] In this embodiment of the invention, when determining the vehicle's driving state, the first step is to obtain the vehicle's current rotational speed, i.e., the actual rotational speed under the current torque output state. Based on the comparison result of the first step, if the current rotational speed is greater than or equal to the expected rotational speed, it indicates that the vehicle's current operating speed has reached or exceeded the expectation, and the vehicle is considered to be in a normal driving state. If the current rotational speed is less than the expected rotational speed, it means that the vehicle's current speed has not reached the expectation and there is still a need for acceleration, so the vehicle is determined to be in a state of waiting to accelerate.

[0059] The cycle time refers to the time points at which the vehicle controller collects engine speed data at preset fixed time intervals (i.e., the preset cycle). The target cycle speed value refers to the vehicle speed value collected by the vehicle controller at the aforementioned defined cycle time. This value is used to compare with the current speed value to help determine the vehicle's driving status. Comparing the current speed value with the target cycle speed value, if the current speed value is less than or equal to the target cycle speed value, it indicates that the vehicle's speed has not only failed to increase but has even decreased or remained unchanged. This is abnormal in a waiting-to-accelerate state, and the vehicle is considered to be in an abnormal driving state.

[0060] The preset step size is a pre-defined value. When the current engine speed is greater than the sum of the target cycle engine speed and the preset step size, it indicates that the vehicle's engine speed has significantly increased in the acceleration state, exceeding the engine speed of the previous cycle plus a preset increase (preset step size). In this case, the vehicle's acceleration can be considered normal, and the vehicle is determined to be in a normal driving state. However, if the current engine speed is in an intermediate range—less than or equal to the sum of the target cycle engine speed and the preset step size, but greater than the target cycle engine speed—it means that a simple comparison of the current engine speed, the target cycle engine speed, and the preset step size is insufficient to determine the vehicle's driving state. In this case, it is necessary to comprehensively consider the engine speed values ​​from multiple cycles, analyzing the trends and other information related to these historical engine speed data to jointly determine whether the vehicle is in a normal or abnormal driving state.

[0061] Furthermore, if the current rotational speed is less than or equal to the sum of the target cycle rotational speed and the preset step size, and the current rotational speed is greater than the target cycle rotational speed, then the driving state of the target vehicle is determined jointly based on the rotational speeds at multiple cycle times, which may include:

[0062] If the current rotation speed is less than or equal to the sum of the target cycle rotation speed and the preset step size, and the current rotation speed is greater than the target cycle rotation speed, then after initializing the preset pedometer, the pedometer is incremented by 1.

[0063] After acquiring a new target cycle speed value at a new cycle time, it is re-determined whether the current speed value is less than or equal to the sum of the target cycle speed value and the preset step size, and whether the current speed value is greater than the target cycle speed value.

[0064] If the condition is met, the pedometer is incremented by 1, and it is determined whether the current step count in the pedometer is greater than the preset count value.

[0065] If so, the target vehicle's driving state is determined to be abnormal; otherwise, return to the operation of obtaining the new target cycle speed value at the new cycle time.

[0066] If the conditions are not met, the target vehicle is determined to be in a normal driving state.

[0067] Specifically, the preset pedometer is a pre-defined tool or variable used for counting. In this scenario, it records the number of cycles that satisfy the condition "the current RPM is less than or equal to the sum of the target cycle RPM and the preset step size, and the current RPM is greater than the target cycle RPM." The pedometer value is set to its initial state, typically 0, and then incremented by 1 to record one instance of meeting the condition. The vehicle controller collects data according to a preset cycle. Each collection point is a cycle moment, and a new cycle moment refers to the next collection point after the current moment. If, at a new cycle moment, the current RPM still meets the specific range condition, the pedometer value is incremented by 1 again. Then, the current step count is compared with a preset count value to determine whether the number of cycles in which this specific RPM condition persists has reached a threshold.

[0068] If the current step count on the pedometer is greater than the preset count, it indicates that the vehicle has been operating at a specific speed for too long, which does not conform to the normal speed change pattern during driving. Therefore, the vehicle is determined to be in an abnormal driving state. If the current step count is not greater than the preset count, the system continues to wait for the next cycle time, obtains a new target cycle speed value, and repeats the above judgment process. It should be noted that if, at the new cycle time, the current speed value does not meet the condition of "less than or equal to the sum of the target cycle speed value and the preset step size, and greater than the target cycle speed value," it indicates that the vehicle's speed change has jumped out of the previous specific range and may have entered a normal speed change pattern. Therefore, the vehicle is determined to be in a normal driving state.

[0069] Optionally, before comparing the current speed value with the corresponding desired speed value, the process may further include:

[0070] Real-time monitoring of the brake pedal status;

[0071] If the brake pedal is detected to be ineffective, the desired speed value is determined as the target speed corresponding to the current accelerator pedal depth.

[0072] If the brake pedal is detected to be active, the desired rotational speed is set to 0.

[0073] The brake pedal status refers to whether the brake pedal is pressed by the driver, and is divided into two states: active (pressed) and inactive (not pressed). By continuously acquiring the current status information of the brake pedal, it is determined whether the brake pedal is pressed (i.e., whether it is active), and the desired engine speed is determined based on the braking operation. When the brake pedal is not pressed, it means that the driver has not performed a braking operation. At this time, the vehicle's engine speed is mainly determined by the operation of the accelerator pedal. Therefore, the desired engine speed is set to the target engine speed corresponding to the depth of the accelerator pedal being pressed. Generally, the deeper the accelerator pedal is pressed, the higher the expected engine speed of the vehicle. When the brake pedal is pressed, it means that the driver's driving intention is to decelerate or stop the vehicle. At this time, the desired engine speed is set to 0, because the purpose of braking is to stop or reduce the speed of the vehicle. Theoretically, the final desired engine speed is 0 RPM in a stationary state.

[0074] Furthermore, the command to activate the vehicle drive axle protection is used to instruct the drive motor to set the maximum output torque to a first output torque corresponding to the rated stress of the drive axle.

[0075] The command to shut down the vehicle drive axle protection is used to instruct the drive motor to set the maximum output torque to a second output torque corresponding to the maximum stress that the drive axle can withstand; wherein the first output torque is less than the second output torque.

[0076] The "Activate Drive Axle Protection" command triggers the drive axle protection mechanism, instructing the drive motor to adjust its maximum output torque to protect the drive axle. Maximum output torque refers to the maximum torque the drive motor can output, determining the maximum power it can provide instantaneously and affecting the vehicle's acceleration performance and load capacity. Rated stress is the maximum stress the drive axle can stably withstand under normal operating conditions over a long period. This is a crucial parameter determined during drive axle design and manufacturing, reflecting its basic load-bearing capacity. When the vehicle controller issues the "Activate Drive Axle Protection" command, it is transmitted to the drive motor. Upon receiving the command, the drive motor adjusts its maximum output torque to the first output torque corresponding to the drive axle's rated stress. This is done to protect the drive axle under certain conditions, ensuring that the stress it bears does not exceed its rated capacity and preventing fatigue damage due to prolonged excessive stress.

[0077] The command to disable the drive axle protection is used to deactivate the drive axle protection mechanism, allowing the drive motor to output greater torque. The maximum withstand stress is the maximum stress limit that the drive axle can withstand for a short period; exceeding this value may damage the drive axle. When the vehicle control system issues the command to disable the drive axle protection, the drive motor adjusts its maximum output torque to a second output torque corresponding to the maximum withstand stress of the drive axle. Since the first output torque is set to protect the drive axle within its rated stress range and is relatively small, while the second output torque corresponds to the maximum withstand stress of the drive axle, the first output torque is less than the second output torque. In certain special circumstances, such as when the vehicle needs to output a large amount of power instantaneously for overtaking or hill climbing, the drive axle protection can be disabled to allow the drive motor to output greater torque. However, this will increase the stress on the drive axle and must be done within safe limits.

[0078] Optionally, the method may further include:

[0079] When the target vehicle has started and is in normal driving condition, the real-time output torque of the drive motor is continuously monitored, and the first protection timer is activated when the real-time output torque is greater than the first output torque corresponding to the rated stress of the drive axle.

[0080] When the first protection timer reaches the first protection threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the second protection timer is activated.

[0081] When the second protection timer reaches the second protection threshold, the driving status of the target vehicle is determined. If it is in an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

[0082] The first protection timer is a timer used to record the duration for which the real-time output torque of the drive motor exceeds the first output torque. The timer starts from the moment the real-time output torque exceeds the first output torque. Once the target vehicle completes its start-up operation and enters normal driving mode, the vehicle controller continuously monitors the real-time output torque of the drive motor. If the real-time output torque of the drive motor exceeds the first output torque corresponding to the rated stress of the drive axle, it indicates that the stress on the drive axle may exceed its normal rated range. To prevent damage to the drive axle due to prolonged excessive stress, the system immediately activates the first protection timer and begins recording the duration of this stress exceeding the rated value.

[0083] The first protection threshold is a preset time value representing the longest permissible duration for the drive motor's real-time output torque to exceed the first output torque. When the first protection timer reaches this threshold, the system will take corresponding protective measures. The second protection timer is a timer used to record the duration after the vehicle drive axle protection is activated, starting from the moment the command to activate the vehicle drive axle protection is sent. As the first protection timer progresses, when the timer reaches the preset first protection threshold, it means that the drive axle has been operating under conditions exceeding its rated stress for a considerable period, posing a risk of damage. At this time, the vehicle controller will send a command to the drive motor to activate the vehicle drive axle protection, causing the drive motor to set its maximum output torque to the first output torque corresponding to the drive axle's rated stress, thereby reducing the stress on the drive axle. Simultaneously, to further monitor the situation after protection activation, the system activates the second protection timer.

[0084] When the second protection timer reaches the preset second protection threshold, it indicates that the vehicle has been operating in drive axle protection mode for a certain period of time. At this point, the driving status of the target vehicle is reassessed. If the vehicle is determined to be in an abnormal driving state, in order to allow the vehicle to obtain greater power, the controller will send a command to the drive motor to disable the vehicle's drive axle protection, causing the drive motor to set its maximum output torque to the second output torque corresponding to the maximum stress that the drive axle can withstand. Through the above control logic based on real-time monitoring, timing, and threshold judgment, the vehicle drive axle protection system can flexibly adapt to different vehicle driving conditions while ensuring drive axle safety.

[0085] Example 2

[0086] Figure 2 This is a schematic diagram of the structure of an automatic control device for protecting a vehicle drive axle according to Embodiment 2 of the present invention. Figure 2 As shown, the device includes:

[0087] The first accelerator pedal monitoring module 210 is used to acquire the accelerator pedal depth of the target vehicle in real time when the target vehicle is in the starting state. If the accelerator pedal depth does not reach the depth threshold, it sends a command to the drive motor to activate the vehicle drive axle protection and continuously monitors the accelerator pedal depth.

[0088] The second accelerator pedal monitoring module 220 is used to obtain the real-time torque value of the target vehicle if the accelerator pedal depth reaches a depth threshold after sending a command to activate the vehicle drive axle protection.

[0089] The exit protection timing module 230 is used to start the exit protection timer and start exit protection timing when the real-time torque value is detected to be less than the expected threshold. When the exit protection timing reaches the preset first timing threshold, it sends a command to the drive motor to turn off the vehicle drive axle protection and resets the exit protection timer.

[0090] The protection timing module 240 is used to monitor the real-time torque in real time, and when the real-time torque is greater than the expected torque, it turns on the protection timer and starts protection timing. When the protection timing reaches the preset second timing threshold, it sends a command to the drive motor to start the vehicle drive axle protection and resets the protection timer.

[0091] The driving status determination module 250 is used to determine the driving status of the target vehicle by using a preset speed comparison rule after sending the command to activate the vehicle drive axle protection to the drive motor again; wherein, the driving status includes normal driving status and abnormal driving status.

[0092] The protection shutdown module 260 is used to send a vehicle drive axle protection shutdown command to the drive motor if it is determined that the driving state is an abnormal driving state.

[0093] The technical solution of this invention acquires the accelerator pedal depth in real time and uses it as a basis to activate or deactivate drive axle protection, thus closely integrating the vehicle's control logic with the driver's driving intentions. When the driver normally operates the accelerator pedal, causing the pedal depth to reach a depth threshold, the vehicle status is further evaluated to ensure that while protecting the drive axle, the driver's normal driving needs are met as much as possible, reducing the impact of unnecessary restrictions on the driving experience. Using a preset speed comparison rule to determine the vehicle's driving state accurately distinguishes between normal and abnormal driving states. This precise judgment helps the vehicle controller adjust the drive axle protection strategy in a timely manner according to actual operating conditions, avoiding excessive restriction of the drive motor output during normal driving, thereby ensuring that the vehicle can operate efficiently in most situations.

[0094] Optionally, based on the above embodiments, the driving status determination module 250 may include:

[0095] The speed comparison unit is used to obtain the current speed value of the target vehicle corresponding to the real-time torque value, and compare the current speed value with the preset expected speed value.

[0096] The first state determination unit is used to determine that the target vehicle is in normal driving state if the current speed value is greater than or equal to the expected speed value; otherwise, it determines that the target vehicle is in acceleration state.

[0097] The cycle speed acquisition unit is used to acquire the cycle time closest to the acquisition time of the current speed value when the target vehicle is determined to be in an acceleration state, and to acquire the target cycle speed value at the cycle time; wherein, the vehicle controller acquires the cycle speed value according to a preset cycle.

[0098] The second state determination unit is used to determine that the target vehicle is in an abnormal driving state if the current rotation speed value is less than or equal to the target cycle rotation speed value.

[0099] The third state judgment unit is used to determine that the target vehicle is in normal driving state if the current rotational speed value is greater than the sum of the target cycle rotational speed value and the preset step size.

[0100] The complex condition judgment unit is used to determine the driving state of the target vehicle based on the multiple cycle speed values ​​at multiple cycle times if the current speed value is less than or equal to the sum of the target cycle speed value and the preset step size, and the current speed value is greater than the target cycle speed value.

[0101] Optionally, based on the above embodiments, the complex condition judgment unit can also be used to initialize the preset pedometer and increment the pedometer by 1 if the current rotation speed value is less than or equal to the sum of the target cycle rotation speed value and the preset step size, and the current rotation speed value is greater than the target cycle rotation speed value.

[0102] After acquiring a new target cycle speed value at a new cycle time, it is re-determined whether the current speed value is less than or equal to the sum of the target cycle speed value and the preset step size, and whether the current speed value is greater than the target cycle speed value.

[0103] If the condition is met, the pedometer is incremented by 1, and it is determined whether the current step count in the pedometer is greater than the preset count value.

[0104] If so, the target vehicle's driving state is determined to be abnormal; otherwise, return to the operation of obtaining the new target cycle speed value at the new cycle time.

[0105] If the conditions are not met, the target vehicle is determined to be in a normal driving state.

[0106] Optionally, based on the above embodiments, it further includes: a desired speed determination unit, used to detect the state of the brake pedal in real time before the speed comparison unit;

[0107] If the brake pedal is detected to be ineffective, the desired speed value is determined as the target speed corresponding to the current accelerator pedal depth.

[0108] If the brake pedal is detected to be active, the desired rotational speed is set to 0.

[0109] Optionally, based on the above embodiments, the vehicle drive axle protection activation command is used to instruct the drive motor to set the maximum output torque to a first output torque corresponding to the rated stress of the drive axle.

[0110] The command to shut down the vehicle drive axle protection is used to instruct the drive motor to set the maximum output torque to a second output torque corresponding to the maximum stress that the drive axle can withstand; wherein the first output torque is less than the second output torque.

[0111] Optionally, based on the above embodiments, it may also include: an automatic control unit, used to continuously monitor the real-time output torque of the drive motor when the target vehicle has completed starting and is in a normal driving state, and to activate the first protection timing when the real-time output torque is greater than the first output torque corresponding to the rated stress of the drive axle.

[0112] When the first protection timer reaches the first protection threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the second protection timer is activated.

[0113] When the second protection timer reaches the second protection threshold, the driving status of the target vehicle is determined. If it is in an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

[0114] The vehicle drive axle protection automatic control device provided in this embodiment of the invention can execute the vehicle drive axle protection automatic control method provided in any embodiment of the invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0115] Example 3

[0116] Figure 3 A schematic diagram of an electronic device 10 that can be used to implement embodiments of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0117] like Figure 3As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

[0118] Multiple components in electronic device 10 are connected to I / O interface 15, including: input unit 16, such as keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as disk, optical disk, etc.; and communication unit 19, such as network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0119] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special-purpose artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as an automatic control method for the protection of a vehicle drive axle.

[0120] That is, when the target vehicle is in the starting state, the accelerator pedal depth of the target vehicle is obtained in real time. If the accelerator pedal depth does not reach the depth threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the accelerator pedal depth is continuously monitored.

[0121] After sending the command to activate the vehicle drive axle protection, if the accelerator pedal depth is detected to reach a depth threshold, the real-time torque value of the target vehicle is obtained.

[0122] When the real-time torque value is detected to be less than the expected threshold, the exit protection timer will be started and exit protection timing will begin. When the exit protection timing reaches the preset first timing threshold, a command to shut down the vehicle drive axle protection will be sent to the drive motor and the exit protection timer will be reset.

[0123] The real-time torque is monitored in real time, and when the real-time torque is greater than the expected torque, the protection timer is turned on and protection timing is started. When the protection timing reaches the preset second timing threshold, a vehicle drive axle protection command is sent to the drive motor and the protection timer is reset.

[0124] After sending the command to activate the vehicle drive axle protection to the drive motor again, the driving state of the target vehicle is determined using a preset speed comparison rule; wherein, the driving state includes normal driving state and abnormal driving state;

[0125] If the driving state is determined to be an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

[0126] In some embodiments, a vehicle drive axle protection automatic control method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via ROM 12 and / or communication unit 19. When the computer program is loaded into RAM 13 and executed by processor 11, one or more steps of the vehicle drive axle protection automatic control method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform a vehicle drive axle protection automatic control method by any other suitable means (e.g., by means of firmware).

[0127] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), systems-on-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0128] Computer programs used to implement the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0129] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination thereof. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination thereof.

[0130] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (including sound input, voice input, or tactile input).

[0131] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0132] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0133] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0134] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. An automatic control method for protecting a vehicle drive axle, executed by a vehicle controller, characterized in that, include: When the target vehicle is in the starting state, the accelerator pedal depth of the target vehicle is acquired in real time. If the accelerator pedal depth does not reach the depth threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the accelerator pedal depth is continuously monitored. After sending the command to activate the vehicle drive axle protection, if the accelerator pedal depth is detected to reach a depth threshold, the real-time torque value of the target vehicle is obtained. When the real-time torque value is detected to be less than the expected threshold, the exit protection timer will be started and exit protection will be timed. When the exit protection timer reaches the preset first timer threshold, a command to shut down the vehicle drive axle protection will be sent to the drive motor and the exit protection timer will be reset. The real-time torque is monitored in real time, and when the real-time torque is greater than the expected torque, the protection timer is turned on and protection timing is started. When the protection timing reaches the preset second timing threshold, a command to start the vehicle drive axle protection is sent to the drive motor and the protection timer is reset. After sending the command to activate the vehicle drive axle protection to the drive motor again, the driving state of the target vehicle is determined using a preset speed comparison rule; wherein, the driving state includes normal driving state and abnormal driving state; If the driving state is determined to be an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

2. The method according to claim 1, characterized in that, The driving status of the target vehicle is determined using a preset speed comparison rule, including: Obtain the current speed value of the target vehicle corresponding to the real-time torque value, and compare the current speed value with the preset desired speed value; If the current RPM is greater than or equal to the desired RPM, the target vehicle is determined to be in a normal driving state; otherwise, the target vehicle is determined to be in a state of needing acceleration. When the target vehicle is determined to be in an acceleration state, the system obtains the cycle time closest to the current speed value and the target cycle speed value at that cycle time; wherein, the vehicle controller collects the cycle speed value according to a preset cycle. If the current rotational speed is less than or equal to the target cycle rotational speed, the target vehicle is determined to be in an abnormal driving state. If the current rotational speed is greater than the sum of the target cycle rotational speed and the preset step size, then the target vehicle is determined to be in normal driving condition. If the current rotational speed is less than or equal to the sum of the target cycle rotational speed and the preset step size, and the current rotational speed is greater than the target cycle rotational speed, then the driving state of the target vehicle is determined by combining the rotational speed values ​​of multiple cycles at multiple cycle times.

3. The method according to claim 2, characterized in that, If the current rotational speed is less than or equal to the sum of the target cycle rotational speed and the preset step size, and the current rotational speed is greater than the target cycle rotational speed, then the driving state of the target vehicle is determined jointly based on the rotational speeds at multiple cycle times, including: If the current rotation speed is less than or equal to the sum of the target cycle rotation speed and the preset step size, and the current rotation speed is greater than the target cycle rotation speed, then after initializing the preset pedometer, the pedometer is incremented by 1. After acquiring a new target cycle speed value at a new cycle time, it is re-determined whether the current speed value is less than or equal to the sum of the target cycle speed value and the preset step size, and whether the current speed value is greater than the target cycle speed value. If the condition is met, the pedometer is incremented by 1, and it is determined whether the current step count in the pedometer is greater than the preset count value. If so, the target vehicle's driving state is determined to be abnormal; otherwise, return to the operation of obtaining the new target cycle speed value at the new cycle time. If the conditions are not met, the target vehicle is determined to be in a normal driving state.

4. The method according to claim 2, characterized in that, Before comparing the current speed value with the corresponding desired speed value, the method further includes: Real-time monitoring of the brake pedal status; If the brake pedal is detected to be ineffective, the desired speed value is determined as the target speed corresponding to the current accelerator pedal depth. If the brake pedal is detected to be active, the desired rotational speed is set to 0.

5. The method according to any one of claims 1-4, characterized in that, in, The command to activate the vehicle drive axle protection is used to instruct the drive motor to set the maximum output torque to the first output torque corresponding to the rated stress of the drive axle. The command to shut down the vehicle drive axle protection is used to instruct the drive motor to set the maximum output torque to a second output torque corresponding to the maximum stress that the drive axle can withstand; wherein the first output torque is less than the second output torque.

6. The method according to claim 5, characterized in that, The method further includes: When the target vehicle has started and is in normal driving condition, the real-time output torque of the drive motor is continuously monitored, and the first protection timer is activated when the real-time output torque is greater than the first output torque corresponding to the rated stress of the drive axle. When the first protection timer reaches the first protection threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the second protection timer is activated. When the second protection timer reaches the second protection threshold, the driving status of the target vehicle is determined. If it is in an abnormal driving state, a command to shut down the vehicle drive axle protection is sent to the drive motor.

7. An automatic control device for the protection of a vehicle drive axle, arranged in a vehicle controller, characterized in that, include: The first accelerator pedal monitoring module is used to acquire the accelerator pedal depth of the target vehicle in real time when the target vehicle is in the starting state. If the accelerator pedal depth does not reach the depth threshold, a command to activate the vehicle drive axle protection is sent to the drive motor, and the accelerator pedal depth is continuously monitored. The second accelerator pedal monitoring module is used to obtain the real-time torque value of the target vehicle if the accelerator pedal depth reaches a depth threshold after sending a command to activate the vehicle drive axle protection. The exit protection timing module is used to start the exit protection timer and start exit protection timing when the real-time torque value is detected to be less than the expected threshold. When the exit protection timing reaches the preset first timing threshold, a command to turn off the vehicle drive axle protection is sent to the drive motor and the exit protection timer is reset. The protection timing module is used to monitor the real-time torque in real time, and when the real-time torque is greater than the expected torque, the protection timer is turned on and protection timing is performed. When the protection timing reaches the preset second timing threshold, a command to activate the vehicle drive axle protection is sent to the drive motor. The driving status determination module is used to determine the driving status of the target vehicle by using a preset speed comparison rule after sending the command to activate the vehicle drive axle protection to the drive motor again; wherein, the driving status includes normal driving status and abnormal driving status. The protection shutdown module is used to send a vehicle drive axle protection shutdown command to the drive motor if it is determined that the driving state is an abnormal driving state.

8. An electronic device, characterized in that, The electronic device includes: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform an automatic control method for vehicle drive axle protection according to any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the automatic control method for vehicle drive axle protection according to any one of claims 1-6.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements an automatic control method for vehicle drive axle protection according to any one of claims 1-6.

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