Vehicle front axle torque control method and device, vehicle, electronic equipment and medium

Abstract

The invention discloses a vehicle front axle torque control method and device, a vehicle, electronic equipment and a medium, and relates to the technical field of vehicle power control. The method comprises the steps that in the vehicle running process, the accelerator opening degree, the vehicle speed and the required torque are obtained; on the software level, when it is judged that the accelerator opening degree and the vehicle speed are both lower than threshold values according to the accelerator opening degree and the vehicle speed, the torque threshold value is calculated based on the basic torque and the correction factor, then the output torque of a front axle is determined according to the relation between the threshold value and the required torque, it is ensured that a front main reduction gear can still keep stable contact under the low-load working condition, and the safety of a vehicle is guaranteed. The gear is prevented from entering a semi-linkage state, operation in a meshing frequency and shell resonance area is avoided, and whistles are eliminated from the excitation source level.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle power control, and in particular to a method, device, vehicle, electronic equipment, and medium for controlling vehicle front axle torque. Background Art

[0002] In modern vehicle drivetrains, the transmission of the front driveshaft's output torque directly impacts the operating state of the front final reducer. When the front driveshaft transmits power to the front final reducer, the magnitude and varying characteristics of its torque significantly alter the meshing load and force conditions of the gears. As torque increases, the meshing pressure increases, causing tooth surface deformation and increased contact stress, resulting in changes in vibration frequency and amplitude, ultimately producing a whistling sound. Torque fluctuations exacerbate the meshing shock, intensifying transient vibrations and further amplifying the whistling sound, severely impacting ride comfort and experience.

[0003] Currently, traditional noise reduction technologies rely primarily on hardware design. Common approaches include reducing transmission errors through gear modification or increasing housing stiffness to reduce radiated noise. However, these methods require structural changes to the vehicle's drivetrain, significantly increasing R&D costs and leading to lengthy technology iteration cycles, making it difficult to quickly respond to market demands. Therefore, there is an urgent need to develop a cost-effective solution that effectively suppresses the whistling noise of the front main reducer gear without requiring significant hardware modifications, thereby improving vehicle drivetrain performance and user experience. Summary of the Invention

[0004] In view of the above problems, the present application provides a method, device, vehicle, electronic device and medium for controlling the front axle torque of a vehicle to overcome or at least partially solve the above problems. The technical solution is as follows:

[0005] A method for controlling the torque of a vehicle's front axle, the method comprising: obtaining a throttle opening, a vehicle speed, and a required torque during vehicle travel; calculating a torque threshold based on a base torque and a correction factor when the throttle opening is less than or equal to a threshold opening and the vehicle speed is less than or equal to a threshold speed; and determining the output torque of the front axle based on the torque threshold and the required torque.

[0006] This application optimizes torque distribution through a software strategy, suppressing gear noise at its source and avoiding the high costs of traditional hardware modifications. When both the throttle opening and vehicle speed are below a threshold, a torque threshold is calculated based on the base torque and a correction factor. The front axle output torque is then determined based on the relationship between this threshold and the required torque. This approach avoids modifications to the transmission system's hardware structure. At the software level, the torque threshold is adjusted based on the base torque combined with a correction factor under normal low- and medium-load conditions experienced during daily driving, using both throttle opening and vehicle speed. The front axle output torque is then determined based on the required torque and the torque threshold. This ensures stable contact of the front main reducer gear even under low-load conditions, preventing the gear from entering a semi-clutch state and operating in the resonant region between the meshing frequency and the housing, thereby eliminating whistling noise at the excitation source level. The torque threshold is adjusted in conjunction with the correction factor, resulting in a smoother and more reasonable front axle torque output, avoiding gear meshing shock caused by sudden torque changes and alleviating the whistling noise caused by increased transient vibration.

[0007] From the technical effect point of view, this method does not require changes to hardware designs such as gear shaping and housing stiffness, so it will not increase R&D costs, nor will it cause long technology iteration cycles due to hardware changes. It can more flexibly adapt to torque requirements under different working conditions through software algorithm adjustments, and to a certain extent can reduce the noise generated by strong hardware drive. At the same time, it can achieve torque control optimization at a lower cost and faster response speed, making up for the shortcomings of traditional hardware noise reduction methods in cost and cycle.

[0008] Optionally, the torque threshold is calculated based on the basic torque and the correction factor, including: obtaining the vehicle operating state, the vehicle operating state including at least one of the driving mode, the road slope and the vehicle speed; determining the correction factor corresponding to the vehicle operating state; calculating the weight parameter based on the correction factor; and calculating the torque threshold based on the weight parameter and the basic torque.

[0009] This alternative implementation dynamically adjusts the torque threshold through software algorithms, addressing the hardware-dependent design challenges of traditional noise reduction technologies. It eliminates the need for hardware modifications like gear shaping or housing stiffness enhancement. Instead, it first captures vehicle operating conditions, such as driving mode, road gradient, and speed. It then determines a correction factor based on each condition, calculates a weighting parameter, and ultimately combines this with the base torque to derive the torque threshold. This precise torque control is achieved through software calculations and parameter adjustments, avoiding the high R&D costs associated with hardware modifications. Furthermore, the software algorithm adjustment and optimization cycle is shorter than hardware modifications, enabling rapid response to market demands and changing operating conditions. This reduces R&D costs and iteration cycles, while also enabling flexible torque adjustment based on the vehicle's real-time operating conditions, reducing vibration and noise caused by inappropriate torque output. This optimizes vehicle performance and noise control without hardware modifications, improving the flexibility and cost-effectiveness of the technology.

[0010] Optionally, the output torque of the front axle is determined based on the torque threshold and the required torque, including: when the required torque is less than or equal to the torque threshold, determining that the output torque is a preset safety value; when the required torque is greater than the torque threshold and less than the maximum torque, controlling the output torque to gradually increase according to a magnification factor, and the amplification factor is related to the degree to which the required torque exceeds the torque threshold; when the required torque is greater than or equal to the maximum torque, determining that the output torque is the maximum torque.

[0011] This optional implementation avoids the drawbacks of traditional noise reduction technologies that rely on hardware modifications by implementing a software-based torque-grading control strategy. Different control logic is employed depending on the relationship between the demanded torque and the torque threshold: when the demanded torque is less than or equal to the torque threshold, it is set to a preset safety value; when the demanded torque is between the threshold and the maximum torque, it is gradually increased according to a magnification factor; and when it is greater than or equal to the maximum torque, it is determined to be the maximum torque. This approach dynamically manages torque based on a software algorithm, eliminating the need to modify hardware structures such as gears and housings, thereby reducing R&D costs and shortening technology iteration cycles. Technically, this reduces the cost and time associated with frequent hardware modifications, enabling rapid response to market demands. Furthermore, by rationally controlling the front axle output torque, it effectively avoids abnormal vibration and noise caused by excessive torque, effectively suppressing noise during vehicle operation, improving vehicle stability and comfort, and optimizing vehicle performance without changing the hardware.

[0012] Optionally, the method further includes: when the throttle opening is less than or equal to an opening threshold and the vehicle speed is greater than the vehicle speed threshold, determining that the output torque is a preset safety value.

[0013] This optional implementation addresses the hardware dependency of traditional noise reduction technologies through software control by defining torque control rules for specific operating conditions. When the throttle opening is equal to or less than a threshold and the vehicle speed is greater than a threshold, the front axle output torque is directly set to a preset safety value, avoiding vibration and noise caused by excessive torque output due to improper hardware structure. This control approach eliminates the need for hardware modifications such as gear shaping and housing stiffness enhancement, significantly reducing R&D costs. Furthermore, software control strategy adjustments are more convenient and rapid than hardware modifications, shortening technology iteration cycles and enabling flexible response to changing market demands. Technically, this reduces the high cost of hardware modifications and improves economic efficiency. Furthermore, through precise torque control, it effectively suppresses noise caused by abnormal torque, improving vehicle ride smoothness and comfort. This optimizes vehicle performance and noise reduction without changing the vehicle's hardware structure.

[0014] Optionally, the method further includes: if the throttle opening is greater than the opening threshold, determining that the output torque is the required torque.

[0015] This optional implementation avoids the reliance on hardware modifications typically associated with traditional noise reduction technologies by implementing software-based torque control logic. When the throttle opening exceeds a threshold, the output torque is directly set to the desired torque. This process requires no modifications to the vehicle's transmission system's gears, housing, or other hardware structures, such as gear shaping or housing stiffness enhancement. This purely software-based control strategy avoids the high R&D costs associated with hardware modifications, while also eliminating the long technical iteration cycles associated with hardware modifications, allowing for rapid adjustments to the software control logic based on market demand. Technically, this approach not only reduces R&D costs and improves responsiveness to market demands, but also enables direct output based on the desired torque even under wide throttle opening conditions, ensuring vehicle dynamic performance while avoiding vibration and noise caused by abnormal torque output due to improper hardware structure. This effectively optimizes vehicle performance and noise reduction without changing the hardware structure.

[0016] Optionally, the method further includes: obtaining vibration parameters and / or noise parameters corresponding to the front main reducer gear; determining correction factors corresponding to the vibration parameters and / or the noise parameters; and adjusting the torque threshold according to the correction factors corresponding to the vibration parameters and / or the noise parameters.

[0017] This alternative implementation utilizes real-time monitoring and dynamic adjustment, employing a software algorithm to address the hardware-reliant nature of traditional noise reduction technologies. Instead of relying on hardware modifications like gear shaping or housing stiffness enhancement, it directly captures the vibration and / or noise parameters of the front main reducer gear, determines a corresponding correction factor based on these parameters, and then adjusts the torque threshold. This process, based entirely on software-based data processing and logical analysis, avoids the high costs associated with hardware modifications. Furthermore, the flexibility of software adjustments significantly shortens technology iteration cycles, enabling rapid response to market demands. Technically, this significantly reduces R&D costs, minimizing the financial and time associated with hardware modifications. Furthermore, by capturing and providing real-time feedback on gear vibration and / or noise parameters, it precisely adjusts the torque threshold, ensuring a more optimal front axle torque output and effectively reducing vibration and noise caused by inappropriate torque. Without modifying hardware, this approach optimizes vehicle driveline noise control, improving overall vehicle performance and the overall driving experience, achieving both low-cost and high-efficiency noise reduction and performance optimization.

[0018] A vehicle control device, comprising:

[0019] An acquisition module is used to obtain the throttle opening, vehicle speed and required torque during vehicle driving;

[0020] a threshold calculation module, configured to calculate a torque threshold based on a basic torque and a correction factor when the throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold;

[0021] An output module is configured to determine an output torque of the front axle according to the torque threshold and the required torque.

[0022] Optionally, the threshold calculation module is specifically used to: obtain the vehicle operating status, the vehicle operating status including at least one of the driving mode, road slope and vehicle speed; determine the correction factor corresponding to the vehicle operating status; calculate the weight parameter based on the correction factor; calculate the torque threshold based on the weight parameter and the basic torque.

[0023] Optionally, the output module is specifically used to: determine that the output torque is a preset safety value when the required torque is less than or equal to the torque threshold; control the output torque to gradually increase according to the amplification factor when the required torque is greater than the torque threshold and less than the maximum torque, and the amplification factor is related to the degree to which the required torque exceeds the torque threshold; and determine that the output torque is the maximum torque when the required torque is greater than or equal to the maximum torque.

[0024] Optionally, the output module is further used to: when the throttle opening is less than or equal to an opening threshold and the vehicle speed is greater than the vehicle speed threshold, determine that the output torque is a preset safety value.

[0025] Optionally, the output module is further configured to: determine that the output torque is the required torque if the throttle opening is greater than the opening threshold.

[0026] Optionally, the threshold calculation module is also used to: obtain vibration parameters and / or noise parameters corresponding to the front main reducer gear; determine the correction factors corresponding to the vibration parameters and / or the noise parameters; and adjust the torque threshold according to the correction factors corresponding to the vibration parameters and / or the noise parameters.

[0027] A vehicle comprises a device for controlling the torque on the front axle of the vehicle as described above.

[0028] An electronic device comprises: a memory for storing a computer program; and a processor for implementing the steps of any one of the above-mentioned vehicle front axle torque control methods when executing the computer program.

[0029] A computer-readable storage medium stores a computer program, which, when executed by a processor, implements the steps of any of the above-mentioned methods for controlling the front axle torque of a vehicle.

[0030] A computer program product includes a computer program, which implements the steps of any of the above-mentioned vehicle front axle torque control methods when executed by a processor.

[0031] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiment below. The accompanying drawings are for illustration purposes only and are not to be considered as limiting the present application. The same reference symbols are used throughout the drawings to represent the same components. In the drawings:

[0033] Figure 1 This is a schematic flow chart of a method for controlling the front axle torque of a vehicle provided in an embodiment of the present application. Figure 1 ;

[0034] Figure 2 This is a schematic flow chart of a method for controlling the front axle torque of a vehicle provided in an embodiment of the present application. Figure 2 ;

[0035] Figure 3 A schematic structural diagram of a vehicle front axle torque control device provided in an embodiment of the present application;

[0036] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application. DETAILED DESCRIPTION

[0037] The following describes exemplary embodiments of the present application in more detail with reference to the accompanying drawings. Although exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0038] In modern vehicle transmission systems, the transmission of the front drive shaft's output torque directly affects the operating state of the front main reducer gear. When torque increases, the gear meshing pressure increases, causing tooth surface deformation and increased contact stress, which in turn causes changes in vibration frequency and amplitude, resulting in a whistling sound. Torque fluctuations also exacerbate gear meshing shocks, enhance transient vibrations, and further amplify the whistling problem. Under low-torque conditions, when the front drive shaft's output torque is low, the front main reducer gear's contact is unstable and in a semi-clutch state. The gear meshing frequency is easily coupled with the housing's natural frequency, which can also cause the front main reducer to emit a whistling sound. The aforementioned whistling problem not only seriously affects driving comfort, but also accelerates gear wear, reduces the service life of the transmission system, and increases vehicle maintenance costs.

[0039] Currently, technologies to reduce the whistling noise of the front main reducer gear primarily rely on hardware improvements. For example, gear tooth profile modification and crowning can be optimized to reduce gear transmission errors and vibration excitation. Alternatively, increasing housing wall thickness and optimizing structural design can improve housing stiffness to suppress vibration transmission and noise radiation. However, these methods require significant modifications to the vehicle's existing transmission structure, significantly increasing R&D costs and leading to long development cycles, making it difficult to quickly adapt to changing market demands.

[0040] To this end, the present application provides a method for controlling the front axle torque of a vehicle, such as Figure 1 As shown, Figure 1 : is a schematic flow chart of a method for controlling the front axle torque of a vehicle provided in an embodiment of the present application. The method can be applied to a controller of the front axle torque of a vehicle. The method includes:

[0041] Step 101: Acquire the throttle opening, vehicle speed, and required torque during vehicle driving.

[0042] In step 101, the throttle opening can be determined by identifying the accelerator pedal signal. Specifically, when the driver depresses the accelerator pedal, the pedal position sensor converts the mechanical displacement into an accelerator pedal signal, which is then transmitted to the engine control unit via the vehicle bus. The engine control unit performs nonlinear processing on this signal. For example, the initial pedal stroke corresponds to a smaller throttle opening to prevent excessive power at low speeds. The mid-stroke portion of the pedal stroke exhibits a linear relationship with the throttle opening, ensuring that power output matches the driver's intent. As the pedal approaches bottom out, the throttle opening reaches its maximum value, releasing maximum power.

[0043] The accelerator pedal signal, also known as the throttle opening signal, is used to represent the depth of the driver's accelerator pedal and directly reflects the engine's power demand. As shown in Table 1:

[0044] Table 1

[0045]

[0046] Table 1 uses 8-bit hexadecimal encoding, corresponding to decimal values 0-255. The encoding range is 0x00-0xFF, covering the full range of the accelerator pedal, from fully released (0% opening) to fully depressed (100% opening). The encoding value can be converted to the actual throttle position according to the protocol's defined resolution. For example, 0x00 indicates the accelerator is not depressed; 0x80 corresponds to approximately 50% opening; and 0xFF indicates the accelerator is fully depressed.

[0047] In step 101, the vehicle speed can be obtained by identifying the vehicle speed signal, as shown in Table 2:

[0048] Table 2

[0049]

[0050] Table 2 uses 8-bit hexadecimal encoding, corresponding to decimal values 0-255. Valid values range from 0x00 to 0xFF, covering the speed measurement range. Actual speed can be calculated based on the protocol-defined resolution. For example, actual speed = encoding value × resolution. The encoding value 0xFF (decimal value 255) corresponds to the speed of 255 × 0.5 = 127.5 km / h.

[0051] In some embodiments, electromagnetic induction, Hall-effect, or magnetoresistive sensors mounted on the wheel hub or axle can also be used to detect the ring gear pulse signal during wheel rotation. With each wheel rotation, the ring gear generates a fixed number of pulses, and the engine control unit calculates vehicle speed based on the number of pulses per unit time. Alternatively, a shaft speed sensor mounted on the output shaft of an automatic transmission or transfer case can be used to detect gear rotation speed to calculate vehicle speed. Alternatively, an onboard accelerometer and gyroscope can be used to measure the vehicle's acceleration and angular velocity in three-dimensional space, and then combined with an integration algorithm to infer vehicle speed.

[0052] In step 101, a multi-layered algorithm calculates the required torque based on driving intent, vehicle status, operating parameters, and safety and system constraints. Driving intent includes, but is not limited to, throttle position, driving mode, and gear shifting; vehicle status includes, but is not limited to, vehicle speed, gear position and transmission ratio, and engine speed. For example, higher torque is required at low speeds, while torque demand decreases at high speeds. Operating parameters include, but are not limited to, road angle, vehicle load, and air conditioning and power steering system loads. Larger slopes or increased loads increase torque demand, and conditions such as the air conditioning compressor starting up can also trigger torque compensation. Safety and system constraints include, but are not limited to, anti-skid control, emissions, and fuel limits.

[0053] In the process of calculating the required torque, the basic torque requirement is first obtained by multiplying the throttle opening mapped torque by the driving mode coefficient and the vehicle speed correction coefficient. The mapping relationship between throttle opening and torque varies under different driving modes. On the basis of the basic torque requirement, the torque increments caused by different working conditions such as slope compensation and air conditioning load compensation are added. Furthermore, the torque is reduced by comprehensive factors such as anti-slip restrictions and emission restrictions to finally determine the required torque.

[0054] In some embodiments, a determination is first made as to whether the throttle opening is less than or equal to a threshold opening. If so, a determination is then made as to whether the vehicle speed is less than or equal to a threshold speed. Alternatively, a determination is first made as to whether the vehicle speed is less than or equal to a threshold speed. If so, a determination is then made as to whether the throttle opening is less than or equal to a threshold opening. When the throttle opening is less than or equal to the threshold opening, the throttle is not fully engaged, and the engine is operating at partial load. When the vehicle speed is less than or equal to the threshold speed, the engine is ensured to operate within an economical fuel consumption range, thereby triggering a front axle torque output strategy to prevent the gears from operating in the critical low-load zone.

[0055] The above-described embodiments, through the determination of throttle opening and vehicle speed, whether determining throttle opening first and then vehicle speed, or determining vehicle speed first and then throttle opening, essentially screen throttle opening and vehicle speed in steps, using a more flexible logical process to determine the vehicle's driving condition and trigger the corresponding torque control strategy. By determining the operating condition parameters in steps, it is possible to more accurately identify different vehicle operating conditions such as high power demand, high-speed coasting, or medium-to-low load, providing a more accurate decision-making basis for subsequent torque threshold calculation and output torque determination, thereby effectively reducing problems such as gear meshing shock and transient vibration caused by unreasonable torque output, and suppressing the generation of noise such as whistling. This avoids the one-sidedness of single parameter determination and improves the control system's response efficiency and driving condition coverage through layered conditions.

[0056] Step 102 : When the throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold, calculate the torque threshold according to the basic torque and the correction factor.

[0057] In step 102, the opening threshold is a set throttle opening threshold, such as 80%. The speed threshold is a set vehicle speed threshold, such as 120 km / h. The opening threshold and speed threshold can be adjusted based on parameters such as the vehicle model and powertrain configuration, and are not specifically limited in this application.

[0058] The throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold, indicating that the driver's accelerator pedal depression does not exceed 80%, and the vehicle is at medium or low speed, which is subdivided into the vehicle's normal medium and low load operating conditions.

[0059] For step 102, the base torque is the default torque, which is marked as T in this application. base For example, T base =40Nm. The basic torque value here is obtained through experimental calibration. It is only an example and can be adjusted after verification through experiments, simulations or actual measurements. This application does not specifically limit this.

[0060] In step 101, the correction factor includes a correction factor corresponding to the vehicle's operating state, which includes but is not limited to at least one of driving mode, road slope, and vehicle speed. Driving mode reflects the driver's preference for power response. Road slope reflects the terrain resistance of the vehicle. Vehicle speed is a core parameter of the vehicle's operating state.

[0061] Driving modes include, but are not limited to, all-wheel drive, standard, sport, and economic. Driving modes differ in power output and fuel consumption. Specifically, all-wheel drive is a mode in which all four wheels receive driving force. Power is distributed to all four wheels via the transfer case, enhancing off-road capabilities and maneuverability in complex terrain. The power distribution ratio between the front and rear wheels is automatically or manually adjusted based on road conditions. Standard mode, also known as normal mode or comfort mode, is the default driving mode, balancing power and comfort. The engine's power output is relatively smooth, and the transmission's shifting logic prioritizes comfort and fuel economy, with relatively early shifts. Sport mode, also known as S mode, emphasizes dynamic performance. By adjusting engine, transmission, and suspension parameters, the vehicle achieves increased power output and responsive handling. Sport mode provides sharper throttle response, increased fuel injection, faster revving, and stronger power output. The transmission's shifting logic delays shifts, keeping the engine in a high rpm range for greater torque output. Economy mode is a driving mode with fuel economy as its main goal. It reduces the vehicle's fuel consumption by optimizing the working conditions of the engine, transmission and air-conditioning system. In economy mode, the engine's throttle response becomes slow, the fuel injection volume is reduced, the speed increases slowly, and the power output is relatively weak. The transmission shifts gears in advance to keep the engine in the low speed range as much as possible.

[0062] In some embodiments, the driving mode is obtained by identifying the driving mode signal. As shown in Table 3:

[0063] Table 3

[0064]

[0065] In Table 3, DrivingModReq_ESP represents the vehicle's currently selected driving mode. When the driving mode signal's code value is 0x1, the vehicle's currently selected driving mode is Standard Mode, the vehicle's default driving mode. It balances power and fuel economy, making it suitable for daily commuting. When the driving mode signal's code value is 0x2, the vehicle's currently selected driving mode is Sport Mode, which features more aggressive throttle response, high-speed shifting, and firmer suspension tuning, emphasizing power output and handling. When the driving mode signal's code value is 0xA, the vehicle's currently selected driving mode is Economy Mode, which optimizes shift timing and limits power output to reduce fuel consumption, making it suitable for long-distance cruising or energy-saving applications. It should be noted that 0x1, 0x2, and 0xA are all valid values. Other undefined codes are reserved and can be defined as other driving modes. Reserved code space (e.g., 0x3-0x9) allows for expansion of additional driving modes (e.g., Snow Mode and Off-Road Mode).

[0066] The correction factor corresponding to the vehicle operating state is a proportional factor that dynamically adjusts the basic torque according to the vehicle operating state. The correction factor corresponding to the driving mode is marked as K mode , reflecting the driver's preference for power demand, and the correction direction is different in different driving modes. For example, in standard mode, K mode =0; K in sports mode mode = -0.1, to reduce torque and improve four-wheel drive response. The correction factor corresponding to the road slope is marked as K slope , used to compensate for the impact of terrain on power. For example, when the slope is greater than 5%, K slope = -0.2, to reduce the torque to prevent insufficient climbing power. The correction factor corresponding to the vehicle speed is marked as K speed , for example, the vehicle speed is greater than 100Km / h, K speed =0.2 to increase the torque and make the gear meshing more stable.

[0067] The correction factor may also include correction factors corresponding to vibration parameters and / or noise parameters. Vibration parameters, including but not limited to vibration amplitude and frequency, are collected by a vibration sensor corresponding to the front main reducer gear. Noise parameters are collected by a noise sensor corresponding to the front main reducer gear.

[0068] In some embodiments, when the throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold, the vehicle operating state is first obtained, then a correction factor corresponding to the vehicle operating state is determined, and then a weight parameter is calculated based on the correction factor. The torque threshold is further calculated based on the weight parameter and the base torque. The weight parameter can be the sum of the correction factors.

[0069] The above-described embodiment dynamically adjusts the torque threshold through a software algorithm. The system first obtains the vehicle's operating status, determines a corresponding correction factor based on the status, and then calculates a weight parameter. Finally, the torque threshold is derived by combining it with the base torque. This allows precise torque control through software calculations and parameter adjustments. This allows for flexible torque adjustments based on the vehicle's real-time operating status, reducing vibration and noise caused by inappropriate torque output, and optimizing vehicle performance and noise control without changing the hardware.

[0070] Optionally, in the process of obtaining the vehicle's operating status, the navigation map data can be combined to predict the vehicle's operating status, and then the correction factor corresponding to the vehicle's operating status can be determined accordingly. For example, when a long uphill slope is predicted ahead, the correction factor K corresponding to the road slope can be increased 500 meters in advance. slope , allowing the front axle to distribute torque earlier and more.

[0071] This optional implementation utilizes navigation map data to predict vehicle operating conditions, further optimizing the torque control strategy at the software algorithm level. This predictive approach leverages navigation map data to proactively predict vehicle operating conditions and dynamically adjust torque thresholds. This predictive capability allows for proactive torque adjustment for complex road conditions, avoiding gear mesh shock and vibration noise caused by sudden torque changes. For example, increasing the correction factor before a long uphill climb can optimize the torque threshold, reducing power loss or torque overload during the climb and suppressing noise generation at the source. Furthermore, this predictive adjustment enhances the predictiveness and accuracy of torque control, reduces abnormal drivetrain wear caused by unexpected operating conditions, extends hardware life, and avoids the cost of hardware modifications, achieving cost-effective noise reduction and performance optimization. Furthermore, this solution dynamically optimizes the correction factor based on real-time navigation information, ensuring optimal torque output under varying road conditions, improving ride comfort and economy. This software-defined approach overcomes the limitations of traditional hardware-based noise reduction technologies.

[0072] Optionally, the vehicle operating state includes the driving mode, road slope and vehicle speed. The correction factors corresponding to the vehicle operating state can be determined to include: the correction factor K corresponding to the driving mode mode , Correction factor K corresponding to road slope slope Correction factor K corresponding to vehicle speed speed Then, the weight parameter K is calculated based on these correction factors according to the following formula: K = 1 + K mode +K slope +K speed , where 1 is the base factor. Further according to the weight parameter K and the base torque T base Calculate the torque threshold T according to the following formula: threshold :T threshold =K*Tbase .

[0073] This optional implementation method realizes dynamic control of torque threshold from the software algorithm level by constructing a correction factor calculation model based on multi-dimensional vehicle operating status, converting parameters such as driving mode, road slope, and vehicle speed into corresponding correction factors (K mode , K slope , K speed ), calculate the weight parameter K by the weighted method of "base factor 1 + each dimension correction factor", and then compare it with the basic torque T base Multiply to get the torque threshold T threshold .

[0074] The above embodiment adjusts the torque threshold by a correction factor corresponding to the vehicle's operating state, so that the torque can adapt to the driving scenario in real time. Taking into account a variety of vehicle operating states and incorporating them into the calculation of the torque threshold is conducive to improving the precision of the front axle torque output. The introduction of multi-dimensional correction factors enables the torque threshold to accurately match the vehicle's real-time operating state: the driving mode correction factor can distinguish the difference in power demand under sport / economy mode, the road gradient correction factor can adapt to the torque changes of climbing / descending in advance, and the vehicle speed correction factor can optimize the torque output in combination with the speed gradient, thereby effectively reducing the gear meshing shock and transient vibration caused by unreasonable torque, and suppressing the generation of noise such as whistling; on the other hand, the formulaic calculation of the weight parameter K enhances the interpretability and adjustability of the control strategy. In addition, the dynamic adaptation of torque through software algorithms can also reduce unnecessary torque loss in the transmission system and improve vehicle economy.

[0075] Step 103 : Determine the output torque of the front axle according to the torque threshold and the required torque.

[0076] In step 103 , the required torque is compared with the torque threshold, and different comparison results correspond to different front axle torque outputs.

[0077] In some embodiments, when the demand torque is less than or equal to a torque threshold, the front axle output torque is determined to be a preset safety value. It is understood that the front axle torque is output according to the preset safety value. Optionally, the preset safety value can be 0, indicating that no torque is distributed to the front axle. It is understood that the torque threshold is the activation threshold for front axle torque output. If the torque threshold is lower than the torque threshold, no front axle torque is distributed, and the front axle is inoperative, thereby avoiding the inherent resonant torque range of the gears.

[0078] When the required torque is less than or equal to the torque threshold, it is a low-torque working condition. Under this condition, the gear contact is unstable and easily enters a semi-clutch state, causing the meshing frequency to couple with the natural frequency of the housing, which will produce a whistling sound. This application cuts off the front axle torque to avoid the front main reduction gear working under critical load, thereby eliminating the resonance condition from the source.

[0079] The above embodiment sets the logical judgment rules between the required torque and the torque threshold at the software level. When the required torque is less than or equal to the torque threshold, the output torque of the front axle is determined to be a preset safety value (such as 0), which means that the front axle does not participate in the drive under this working condition. This process does not require any changes to the hardware structure such as gear shaping and housing stiffness, avoiding the high R&D costs and long technology iteration cycles brought about by hardware modification. From the technical effect point of view, on the one hand, the front axle exits the drive under low-torque conditions, which directly reduces the gear meshing loss of the transmission system and reduces the vibration and noise generated by the gear transmission, especially avoiding the whistling problem in the low-torque semi-clutch state; on the other hand, through precise torque control logic, while ensuring the vehicle's dynamic performance, the noise generation is suppressed from the source, improving driving comfort, and achieving the low-cost noise reduction goal of replacing hardware modification with software definition.

[0080] In some embodiments, when the requested torque exceeds a torque threshold but is less than the maximum torque, the output torque of the front axle is controlled to increase gradually according to a multiplication factor. The multiplication factor is related to the degree to which the requested torque exceeds the torque threshold. The maximum torque is the maximum torque that the transfer case can transmit, and exceeding this maximum torque can damage components.

[0081] The above-described embodiment constructs a dynamic torque amplification mechanism at the software level. When the required torque is between the torque threshold and the maximum torque, the amplification factor is dynamically adjusted based on the degree to which the required torque exceeds the threshold, gradually increasing the output torque of the front axle. This allows for refined torque control through a software algorithm. In terms of technical effectiveness, on the one hand, the strategy of gradually increasing torque according to the amplification factor avoids gear meshing shock caused by sudden torque changes, especially the smooth transition when the required torque approaches the threshold, effectively suppressing noise such as whistling caused by transient vibration. On the other hand, the correlation between the amplification factor and the degree of excess allows the torque output to more closely match actual demand. For small excesses, amplification is performed slowly, avoiding noise issues in the low-torque semi-clutch state. For large excesses, amplification is accelerated, ensuring dynamic response efficiency. This precise control reduces abnormal wear on the transmission system and improves driving comfort.

[0082] Optionally, when the required torque is greater than the torque threshold and less than the maximum torque, in order to clarify the actual output torque of the front axle, the torque difference between the required torque and the torque threshold is first calculated, then divided by the maximum torque for normalization, and further multiplied by the required torque to obtain the output torque of the front axle.

[0083] This optional implementation utilizes software-level torque difference normalization calculation logic. When the demand torque is between the torque threshold and the maximum torque, the difference between the demand torque and the torque threshold is first calculated, normalized by dividing it by the maximum torque, and then multiplied by the demand torque to obtain the output torque. Technically, this normalization process linearly correlates the torque amplification factor with the degree to which the demand torque exceeds the threshold, ensuring a smooth increase in output torque as the demand torque increases, avoiding gear meshing shock and transient vibration caused by sudden torque changes and effectively suppressing noise such as whistling. Furthermore, this mathematical mapping of first calculating the difference, then normalizing it, and then multiplying the difference ensures timely torque output response under medium load conditions while avoiding energy loss and noise issues associated with low-torque semi-clutching. For example, when the demand torque just exceeds the threshold, the normalized coefficient is small, and the output torque increases slowly, reducing abnormal gear meshing. As the demand torque approaches the maximum torque, the coefficient increases, causing the torque to rapidly approach its maximum value, ensuring dynamic performance.

[0084] For example, assuming the maximum torque is T max The output torque T of the front axle when the required torque is greater than the torque threshold and less than the maximum torque can be calculated according to the following formula: out :T out =T req *[(T req -T threshold ) / T max ]. Here T out It can be gradually increased from the preset safety value 0 to the maximum torque T max . Indicates T threshold <T req <T max When the front axle output torque T out With the required torque T req Nonlinear amplification to achieve the required torque T req The larger the front axle output torque T out The more output, but it will not exceed the maximum torque T max .

[0085] The above example realizes dynamic torque control through mathematical modeling at the software algorithm level. When the required torque is between the torque threshold and the maximum torque, the formula T is used. out =T req *[(T req -T threshold ) / T max ] calculates the front axle output torque and controls the torque precisely through software algorithms. In terms of technical effect, on the one hand, the formula adjusts the front axle output torque by the ratio of the difference between the required torque and the threshold to the maximum torque, so that the torque increases nonlinearly and smoothly with the demand. When the required torque just exceeds the threshold, (Treq -T threshold ) / T max When the ratio is small, output torque increases slowly, avoiding gear meshing shock and whistling noise in the low-torque semi-clutch state. When the required torque approaches maximum torque, the ratio increases, and the output torque quickly approaches maximum torque, ensuring efficient power response. This control logic effectively suppresses vibration and noise caused by sudden torque changes. Furthermore, dynamic torque adaptation through mathematical formulas reduces unnecessary energy loss in the drivetrain and improves vehicle economy.

[0086] The above embodiment realizes that when the required torque is greater than the torque threshold and less than the maximum torque, and is in a medium torque working condition, the front axle torque can be flexibly increased to avoid the whistling sound caused by the sudden change of torque.

[0087] In some embodiments, when the required torque is greater than or equal to the maximum torque, the output torque of the front axle is determined to be the maximum torque. Following the previous example, T out =T max . T req ≥T max When the output torque of the front axle is locked at the maximum torque, it can protect the four-wheel drive transfer case from overload damage while ensuring maximum power output.

[0088] When the required torque is greater than or equal to the maximum torque, the engine is in a high-torque operating condition. Excessive torque can cause the tooth contact stress to exceed the elastic limit, resulting in plastic deformation and exacerbating high-frequency vibration. This application limits the output torque of the front axle to the maximum torque to maintain a stable tooth contact state and reduce noise caused by deformation.

[0089] The above embodiment sets the control logic of the torque upper limit at the software level. When the required torque is greater than or equal to the maximum torque, the front axle output torque is directly limited to the maximum torque. From the technical effect point of view, on the one hand, the hard limit of the torque upper limit effectively avoids damage to hardware such as the transfer case and drive shaft due to overload, extends the service life of the transmission system, and reduces abnormal vibration and noise caused by torque overload. For example, when the required torque exceeds the hardware's tolerance range, forcibly limiting it to the maximum torque can prevent the high-frequency whistling sound caused by the violent impact of gear meshing; on the other hand, through precise torque upper limit control, while ensuring the vehicle's dynamic performance, the noise generated under overload conditions is suppressed from the source, thereby improving driving comfort.

[0090] Based on the above embodiment, according to the torque threshold T threshold and the required torque T req The output torque T of the front axle can be determined according to the following formula (1): out :

[0091]

[0092] When the driver's accelerator pedal is depressed by no more than 80% and the vehicle is at medium or low speed, under this normal medium and low load condition, the output of the front axle torque is gradually increased using a piecewise function, thereby dynamically and smoothly adjusting the actual output torque of the front axle according to various conditions. This can reduce dynamic load fluctuations during gear engagement and reduce the risk of resonance, thereby avoiding a sharp whistle caused by a sudden increase in torque.

[0093] By constructing a three-stage torque determination mathematical model, according to the required torque T req With the torque threshold T threshold , maximum torque T max The logical relationship of the torque is determined by formula (1): when T req ≤T threshold When T is on, the front axle torque output is 0, avoiding gear half-clutch loss and whistling noise under low torque conditions; when T threshold <T req <T max When T req *[(T req -T threshold ) / T max ] nonlinear calculation makes the torque increase smoothly with demand, preventing the meshing shock caused by torque mutation; when T req ≥T max When the mandatory limit is T max , to avoid hardware overload and damage.

[0094] In terms of technical effectiveness, the zero-torque output and nonlinear incremental strategy suppresses transmission noise under low-load conditions and transient vibration under medium loads from the source. For example, when the front axle is not driven at low torque, gear idling noise can be reduced, and the smooth amplification of medium torque can avoid gear knocking whistles when shifting or climbing. The torque limit effectively protects hardware such as the transfer case, extending its service life while reducing structure-borne noise caused by overload. The flexibility of pure software control enables rapid parameter optimization, such as adjusting the T for different vehicle models. threshold This model allows for personalized adaptation of noise reduction solutions without hardware investment, reducing R&D costs and shortening technology iteration cycles. Furthermore, through precise dynamic torque matching, the model reduces drivetrain energy loss and improves vehicle economy. Without changing hardware, this model achieves the coordinated optimization goals of noise reduction, energy conservation, and hardware protection through digital control.

[0095] The above embodiment ensures that the torque change rate is controlled under all operating conditions through three-level judgment of throttle, vehicle speed and torque threshold. As the gears wear, the torque threshold can be dynamically increased to automatically compensate for the noise deterioration trend and extend the duration of low-noise operation. In addition, this application uses software strategies to replace some gear shaping, reduce gear processing accuracy requirements, and save manufacturing costs. Traditional methods require repeated adjustment of gear parameters to optimize noise, while this application can quickly match different vehicle models through torque thresholds and correction factors, shortening the development cycle.

[0096] In summary, the present application provides a method for controlling vehicle front axle torque, optimizing torque distribution through a software strategy to suppress gear noise at its source, avoiding the high costs associated with traditional hardware modifications. When both the throttle opening and vehicle speed are below a threshold, a torque threshold is calculated based on the base torque and a correction factor. The front axle output torque is then determined based on the relationship between this threshold and the required torque. This approach avoids modifications to the transmission system's hardware structure. At the software level, the torque threshold is adjusted based on the base torque combined with the correction factor under normal low- and medium-load conditions experienced during daily vehicle driving. The front axle output torque is then determined based on the required torque and the torque threshold. This ensures stable contact of the front main reducer gear even under low-load conditions, preventing the gears from entering a semi-clutch state and operating in the resonant region between the meshing frequency and the housing, thereby eliminating whistling noise at the excitation source level. The torque threshold is adjusted in conjunction with the correction factor, resulting in a smoother and more reasonable front axle torque output, avoiding gear meshing shock caused by sudden torque changes and alleviating the whistling noise caused by increased transient vibration.

[0097] The embodiment of the present application provides another method for controlling the front axle torque of a vehicle, the method comprising the following steps 201 to 202:

[0098] Step 201: Acquire the throttle opening and vehicle speed during vehicle driving.

[0099] The specific implementation of step 201 can refer to the aforementioned step 101, and this application will not elaborate on it here.

[0100] Step 202 : When the throttle opening is less than or equal to the opening threshold and the vehicle speed is greater than the vehicle speed threshold, determine that the output torque is a preset safety value.

[0101] In step 201, when the throttle opening is less than or equal to the opening threshold and the vehicle speed is greater than the vehicle speed threshold, the output torque of the front axle is determined to be a preset safety value. For example, when the throttle opening is less than or equal to 80% and the vehicle speed is greater than 120 km / h, T out =0.

[0102] When the driver's accelerator pedal is depressed less than 80%, but the vehicle speed exceeds 120 km / h, a high-speed coasting condition occurs. The front main reducer gear rotates rapidly, and the gears are susceptible to drag engagement due to inertia, generating a whistling sound. In the above embodiment, during high-speed coasting conditions, the front axle output torque is determined to be a preset safety value, and in particular, no front axle torque is output. This allows the front main reducer gear to bear only the vehicle's inertial transmission load, significantly reducing the load and entering an unpowered dragging state. This decouples the source of vibration energy, weakens the engagement shock, and reduces the probability of triggering the whistling sound.

[0103] In summary, the alternative vehicle front axle torque control method provided by the present embodiment addresses the hardware dependency of traditional noise reduction technologies through software control by setting torque control rules for specific operating conditions. Under operating conditions where the throttle opening is less than or equal to a threshold opening and the vehicle speed is greater than a threshold speed, the front axle output torque is directly set to a preset safety value, avoiding vibration and noise caused by excessive torque output due to improper hardware structure. This control method eliminates the need for hardware modifications such as gear shaping and housing stiffness enhancement, significantly reducing R&D costs. Furthermore, adjusting the software control strategy is more convenient and rapid than hardware modifications, shortening the technical iteration cycle and enabling flexible response to changing market demands. Technically, this method reduces the high cost of hardware modifications and improves economic efficiency. Furthermore, through precise torque control, it effectively suppresses noise caused by abnormal torque, improving vehicle ride smoothness and comfort. This optimizes vehicle performance and noise reduction without changing the vehicle's hardware structure.

[0104] The embodiment of the present application provides another method for controlling the front axle torque of a vehicle, the method comprising the following steps 301 to 302:

[0105] Step 301: Acquire the throttle opening, vehicle speed, and required torque during vehicle driving.

[0106] The specific implementation of step 301 can refer to the aforementioned step 101, and this application will not elaborate on it here.

[0107] Step 302: If the throttle opening is greater than the opening threshold, the output torque of the front axle is determined to be the required torque.

[0108] In step 302, if the throttle opening is greater than the opening threshold, the vehicle speed is no longer judged and the high-load processing flow is directly entered. Regardless of whether the vehicle speed is less than or equal to the vehicle speed threshold or the vehicle speed threshold, the output torque of the front axle is directly determined to be the required torque. For example, when the throttle opening is greater than 80%, T out =T reqIn the above embodiment, the throttle opening is greater than the opening threshold, which is a high-power demand condition, usually corresponding to overtaking, rapid acceleration and other scenarios. At this time, the gear load is large but stable, the gears are fully engaged, and the impact is small. This application directly outputs the required torque, skipping the complex torque calculation, and avoiding the impact noise caused by torque fluctuations during the dynamic adjustment process.

[0109] In summary, the present invention provides another method for controlling vehicle front axle torque, which, through software-based torque control logic, avoids the reliance of traditional noise reduction technologies on hardware modifications. When the throttle opening is greater than a threshold, the output torque is directly set to the desired torque. This process does not require any modifications to the vehicle's transmission system's gears, housing, or other hardware structures, such as gear shaping or increasing housing stiffness. The implementation of this purely software-based control strategy avoids the high R&D costs associated with hardware modifications, while also eliminating the long technical iteration cycles associated with hardware modifications, allowing for rapid adjustments to the software control logic based on market demand. Technically, this method not only saves R&D costs and improves responsiveness to market demands, but also enables direct output based on the desired torque under conditions with wide throttle openings, ensuring vehicle dynamic performance while avoiding vibration and noise caused by abnormal torque output due to improper hardware structure. This effectively optimizes vehicle operating performance and noise reduction without changing the hardware structure.

[0110] Based on any of the above embodiments, the present application controls the output torque of the front axle through the transfer case front output torque signal. The transfer case front output torque signal is shown in Table 4:

[0111] Table 4

[0112]

[0113] In Table 4, the encoding is a hexadecimal number, and the output torque of the front axle can be converted into encoding according to the resolution defined by the protocol. The encoding includes 0x0000-0x2EE0, 0x2EE1-0xFFFE and 0xFFFF. The encoding in the range of 0x0000-0x2EE0 corresponds to the calculated value of the front output torque of the transfer case. 0x0000 indicates that the output torque of the front axle is 0, and 0x2EE0 corresponds to the maximum torque. The encoding within 0x2EE1-0xFFFE is used by the current function and can be used for future function expansion or protocol reservation. It is prohibited to occupy it at will. When the encoding is 0xFFFF, it means that the signal data is abnormal and the output torque of the front axle is unavailable. When 0xFFFF is received, the error handling logic needs to be triggered (such as using default values or alarm prompts) to avoid executing control strategies based on invalid data.

[0114] Based on any of the above embodiments, this embodiment of the present application provides an optional implementation method, including the following steps 401 to 403:

[0115] Step 401: Obtain vibration parameters and / or noise parameters corresponding to the front main reduction gear.

[0116] A vibration sensor for the front main reducer gear pair collects vibration parameters, including amplitude, frequency, and acceleration. And / or an acoustic sensor for the front main reducer gear pair collects noise parameters, including sound pressure level and whistling characteristic frequency. The vibration sensor and / or acoustic sensor for the front main reducer gear pair can be installed on the front main reducer housing.

[0117] Step 402: Determine a correction factor corresponding to the vibration parameter and / or noise parameter.

[0118] The correction factor corresponding to the vibration parameter is marked as K vibration The correction factor corresponding to the noise parameter is marked as K noise A mapping table of correction factors and parameters can be established in advance.

[0119] Step 403: Adjust the torque threshold according to the correction factor corresponding to the vibration parameter and / or noise parameter.

[0120] To reduce the whistling problem, the vibration or noise is directly collected at the front main reducer gear end, and the torque threshold T in step 102 is adjusted in a closed-loop feedback manner. threshold The new torque threshold is then used to determine the output torque to the front axle.

[0121] For example, when the noise sound pressure level is monitored to exceed a certain threshold, it is determined that the current torque threshold setting may cause abnormal gear meshing, and the threshold needs to be reduced to reduce the torque output; when the amplitude of the vibration acceleration increases in a specific frequency range, such as the gear meshing frequency, it indicates that the current torque may cause resonance, and the threshold needs to be adjusted to avoid the resonance range.

[0122] This alternative embodiment, leveraging real-time monitoring and dynamic adjustment, addresses the hardware-reliant nature of traditional noise reduction technologies through software algorithms. Instead of relying on hardware modifications like gear shaping or housing stiffness enhancement, it directly captures the vibration and / or noise parameters of the front main reducer gear, determines a corresponding correction factor based on these parameters, and then adjusts the torque threshold. This process, based entirely on software-based data processing and logical analysis, avoids the high costs associated with hardware modifications. Furthermore, the flexibility of software adjustments significantly shortens technology iteration cycles, enabling rapid response to market demands. Technically, this significantly reduces R&D costs, minimizing the financial and time associated with hardware modifications. Furthermore, by capturing and providing real-time feedback on gear vibration and / or noise parameters, the torque threshold can be precisely adjusted, ensuring a more balanced front axle torque output and effectively reducing vibration and noise caused by inappropriate torque. Without modifying hardware, this approach optimizes vehicle driveline noise control, improving overall vehicle performance and the overall driving experience, achieving both low-cost and high-efficiency noise reduction and performance optimization.

[0123] like Figure 2 As shown, Figure 2 This is a schematic flow chart of a method for controlling the front axle torque of a vehicle provided in an embodiment of the present application. Figure 2 , the method comprises the following steps:

[0124] Step 501 : Acquire the throttle opening, vehicle speed, and required torque during vehicle driving.

[0125] Step 502: Determine whether the throttle opening is less than or equal to the opening threshold.

[0126] If so, the throttle opening is less than or equal to the opening threshold, then step 503a is continued to determine whether the vehicle speed is less than or equal to the vehicle speed threshold.

[0127] If not, the throttle opening is greater than the opening threshold, and the system is in a high power demand state, then step 503b is executed to determine that the output torque of the front axle is the demand torque, T out =T req .

[0128] When the vehicle speed is greater than the vehicle speed threshold, step 504a is executed to determine that the output torque of the front axle is a preset safety value, such as T out = 0. In high-speed coasting conditions, this function prevents sudden increases in front axle torque due to misoperation or system failure during high-speed driving, avoids gear meshing shock caused by sudden torque changes, and alleviates whistling noise caused by increased transient vibration.

[0129] When the vehicle speed is less than or equal to the vehicle speed threshold, it is in a normal medium-low load condition and step 504b is executed to obtain the vehicle operating status, including the driving mode, road slope and vehicle speed.

[0130] Step 505: Determine the correction factor corresponding to the vehicle operating state, such as K mode , K slope and K speed .

[0131] Step 506: Calculate the torque threshold value based on the correction factor and the basic torque corresponding to the vehicle operating state, such as T threshold =T base *(1+K mode +K slope +K speed ).

[0132] Step 507: Determine whether the required torque is less than or equal to the torque threshold.

[0133] If so, T req ≤T threshold , in the low torque condition, execute step 504a (determine the output torque of the front axle, T out =0). At this time, the front axle does not participate in the drive, which can reduce transmission loss.

[0134] If not, T req >T threshold , then execute step 508 to determine whether the required torque is less than the maximum torque.

[0135] If so, T threshold <T req <T max , in the medium torque condition, step 509a is executed to control the output torque of the front axle to gradually increase according to the amplification factor. The amplification factor is related to the degree to which the required torque exceeds the torque threshold. T out =T req *[(T req -T threshold / T max The torque threshold is used to avoid low-torque semi-clutch state and reduce whistling noise.

[0136] If not, T req ≥T max , in the high torque condition, step 509b is executed to determine that the output torque of the front axle is the maximum torque, T out =T max . Prevent the transfer case or drive shaft from being damaged due to torque overload and extend the life of the hardware.

[0137] In summary, Figure 2The illustrated method for controlling front axle torque in a vehicle systematically addresses the core pain point of traditional noise reduction technologies, which rely on hardware modifications, through a fully software-based torque control logic. This method eliminates hardware modifications such as gear shaping and housing reinforcement. Instead, it uses real-time data from throttle position, vehicle speed, and other parameters to implement differentiated software control strategies for different operating conditions, such as high power demand, high-speed coasting, and normal low- to medium-load conditions. The method directly outputs the required torque during high power demand, sets a safe value during high-speed coasting, and dynamically adjusts the torque threshold during low- to medium-load conditions by calculating a correction factor based on driving mode, road grade, and other parameters. The front axle output torque is then graded based on the relationship between the required torque and the threshold. The front axle is deactivated during low torque, amplified by a factor during medium torque, and limited to a maximum value during high torque. This purely software-based control approach completely avoids the increased R&D costs and long technology iteration cycles associated with hardware structural modifications, achieving precise torque management without requiring any modifications to the drivetrain hardware.

[0138] In terms of technical effectiveness, on the one hand, it significantly reduces R&D costs and time investment, enabling companies to quickly adjust control strategies in response to market demand. On the other hand, through dynamic torque threshold setting and graded control, it effectively avoids gear meshing shock and transient vibration caused by low-torque semi-clutch conditions, fundamentally suppressing noise such as whistling, while also preventing damage to hardware such as the transfer case due to torque overload, thereby extending hardware life. Furthermore, disengaging the front axle in low-torque conditions reduces transmission losses and improves vehicle economy. This achieves multiple optimizations in noise reduction, hardware protection, and energy conservation, breaking through the limitations of traditional hardware noise reduction technology through a software-defined approach.

[0139] Through the description of the above implementation methods, those skilled in the art can clearly understand that the method according to the above embodiment can be implemented by means of software plus the necessary general hardware platform, and of course it can also be implemented by hardware, but in many cases the former is a better implementation method.

[0140] like Figure 3 As shown, Figure 3 A schematic structural diagram of a vehicle front axle torque control device provided in an embodiment of the present application, the device comprising:

[0141] An acquisition module 601 is used to acquire the throttle opening, vehicle speed and required torque during vehicle driving;

[0142] A threshold calculation module 602 is configured to calculate a torque threshold based on a base torque and a correction factor when the throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold;

[0143] The output module 603 is configured to determine the output torque of the front axle according to the torque threshold and the required torque.

[0144] In a specific embodiment, the threshold calculation module 602 is specifically used to: obtain the vehicle operating state, which includes at least one of the driving mode, road slope and vehicle speed; determine the correction factor corresponding to the vehicle operating state; calculate the weight parameter based on the correction factor; and calculate the torque threshold based on the weight parameter and the basic torque.

[0145] In a specific embodiment, the output module 603 is specifically used to include: when the required torque is less than or equal to the torque threshold, determining that the output torque is a preset safety value; when the required torque is greater than the torque threshold and less than the maximum torque, controlling the output torque to gradually increase according to the amplification factor, and the amplification factor is related to the degree to which the required torque exceeds the torque threshold; when the required torque is greater than or equal to the maximum torque, determining that the output torque is the maximum torque.

[0146] In a specific embodiment, the output module 603 is further configured to: determine that the output torque is a preset safety value when the throttle opening is less than or equal to an opening threshold and the vehicle speed is greater than a vehicle speed threshold.

[0147] In a specific embodiment, the output module 603 is further configured to: if the throttle opening is greater than the opening threshold, determine that the output torque is the required torque.

[0148] In a specific embodiment, the threshold calculation module 602 is further used to: obtain vibration parameters and / or noise parameters corresponding to the front main reducer gear; determine correction factors corresponding to the vibration parameters and / or noise parameters; and adjust the torque threshold according to the correction factors corresponding to the vibration parameters and / or noise parameters.

[0149] Regarding the apparatus in the above embodiment, the specific manner in which each unit performs operations has been described in detail in the embodiment of the method, and will not be elaborated on here.

[0150] Figure 4 It is a structural schematic diagram of a vehicle provided in an embodiment of the present application.

[0151] For example, Figure 4 As shown, the vehicle includes: a memory 701 and a processor 702, wherein the memory 701 stores an executable program code 7011, and the processor 702 is used to call and execute the executable program code 7011 to implement a method for controlling the front axle torque of the vehicle.

[0152] This embodiment can divide the functional modules of the vehicle according to the above-mentioned method example. For example, it can correspond to each functional module, or two or more functions can be integrated into one processing module. The above-mentioned integrated module can be implemented in the form of hardware. It should be noted that the division of modules in this embodiment is schematic and is only a logical function division. There may be other division methods in actual implementation. In the case of dividing each functional module according to each function, the vehicle may include: an acquisition module, a threshold calculation module, and an output module, etc. It should be noted that all relevant contents of each step involved in the above-mentioned method embodiment can be referred to the functional description of the corresponding functional module, and will not be repeated here.

[0153] The vehicle provided in this embodiment is used to execute the above-mentioned method for controlling the front axle torque of the vehicle, and thus can achieve the same effect as the above-mentioned implementation method.

[0154] In the case of an integrated unit, the vehicle may include a processing module and a storage module. The processing module may be used to control and manage the vehicle's movements, while the storage module may be used to support the vehicle's execution of program codes and data.

[0155] The processing module may be a processor or controller that implements or executes various exemplary logic blocks, modules, and circuits disclosed herein. The processor may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a digital signal processing (DSP) and a microprocessor, and the storage module may be a memory.

[0156] An embodiment of the present application also provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and the processor is configured to run the computer program to execute the steps in any of the above-mentioned embodiments of the vehicle front axle torque control method.

[0157] An embodiment of the present application further provides a computer-readable storage medium storing a computer program, wherein the computer program is configured to execute the steps of any of the above-mentioned vehicle front axle torque control method embodiments when running.

[0158] In an exemplary embodiment, the computer-readable storage medium may include, but is not limited to, various media that can store computer programs, such as a USB flash drive, a read-only memory (ROM), a random access memory (RAM), a mobile hard disk, a magnetic disk, or an optical disk.

[0159] An embodiment of the present application further provides a computer program product, which includes a computer program. When the computer program is executed by a processor, the steps in any of the above-mentioned vehicle front axle torque control method embodiments are implemented.

[0160] An embodiment of the present application also provides another computer program product, including a non-volatile computer-readable storage medium, which stores a computer program. When the computer program is executed by a processor, it implements the steps in any of the above-mentioned vehicle front axle torque control method embodiments.

[0161] Among them, the beneficial effects of the above embodiments can refer to the beneficial effects of the corresponding methods provided above, and will not be repeated here.

[0162] 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 distributed and completed by 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.

[0163] In the embodiments provided in this 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 merely schematic. For example, the division of modules or units is only a logical function division. In actual implementation, there may be other division methods, 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.

[0164] In the description of this application, it should be understood that if the terms "up", "down", "front", "back", "left" and "right" are used to indicate directions or positional relationships, they are based on the directions or positional relationships shown in the accompanying drawings. They are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the positions or elements referred to must have a specific direction, be constructed and operate in a specific direction. Therefore, they should not be understood as limitations of this application.

[0165] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. It should also be noted that the terms "comprises," "comprising," or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, commodity, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, commodity, or device comprising the element.

[0166] The above are merely embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present application should all be included within the scope of the claims of the present application.

Claims

1. A method for controlling the front axle torque of a vehicle, characterized in that: include: During vehicle driving, obtain throttle opening, vehicle speed and required torque; When the throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold, calculating the torque threshold according to the basic torque and the correction factor; The output torque of the front axle is determined according to the torque threshold and the required torque.

2. The method according to claim 1, characterized in that The torque threshold is calculated based on the base torque and the correction factor, including: Acquiring a vehicle operating state, the vehicle operating state comprising at least one of a driving mode, a road gradient, and a vehicle speed; determining a correction factor corresponding to the vehicle operating state; Calculating a weight parameter according to the correction factor; The torque threshold is calculated according to the weight parameter and the basic torque.

3. The method according to claim 1, characterized in that The determining the output torque of the front axle according to the torque threshold and the required torque includes: When the required torque is less than or equal to the torque threshold, determining that the output torque is a preset safety value; When the required torque is greater than the torque threshold and less than the maximum torque, controlling the output torque to gradually increase according to an amplification factor, wherein the amplification factor is related to the degree to which the required torque exceeds the torque threshold; When the required torque is greater than or equal to the maximum torque, the output torque is determined to be the maximum torque.

4. The method according to claim 1, wherein The method further comprises: When the throttle opening is less than or equal to an opening threshold and the vehicle speed is greater than the vehicle speed threshold, the output torque is determined to be a preset safety value.

5. The method according to claim 1, characterized in that The method further comprises: If the throttle opening is greater than the opening threshold, the output torque is determined to be the required torque.

6. The method according to claim 1, characterized in that The method further comprises: Obtaining vibration parameters and / or noise parameters corresponding to the front main reduction gear; Determining a correction factor corresponding to the vibration parameter and / or the noise parameter; The torque threshold is adjusted according to a correction factor corresponding to the vibration parameter and / or the noise parameter.

7. A vehicle front axle torque control device, characterized in that: include: An acquisition module is used to obtain the throttle opening, vehicle speed and required torque during vehicle driving; a threshold calculation module, configured to calculate a torque threshold based on a basic torque and a correction factor when the throttle opening is less than or equal to the opening threshold and the vehicle speed is less than or equal to the vehicle speed threshold; An output module is configured to determine an output torque of the front axle according to the torque threshold and the required torque.

8. A vehicle, characterized in that: include: The vehicle front axle torque control device as claimed in claim 7.

9. An electronic device, characterized in that: include: Memory for storing computer programs; A processor is configured to implement the steps of the vehicle front axle torque control method according to any one of claims 1 to 6 when executing the computer program.

10. A computer-readable storage medium, characterized in that The computer-readable storage medium stores a computer program, wherein when the computer program is executed by a processor, the steps of the method for controlling the front axle torque of a vehicle according to any one of claims 1 to 6 are implemented.

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