Vehicle control method, storage medium and vehicle

Abstract

The invention discloses a vehicle control method, a storage medium and a vehicle. The method comprises the steps that in the running process of the vehicle, the steering wheel angle and the running state of the vehicle are obtained, and the running state is used for representing the running stability of the vehicle; based on the driving state and the steering wheel angle, first torque limiting torque of a driving shaft corresponding to the vehicle is determined, and the first torque limiting torque is used for preventing torque overload of the driving shaft; the request torque of the power transmission system is adjusted based on the first torque limiting torque and transmission route parameters of the power transmission system corresponding to the vehicle, the target output torque of the power transmission system is obtained, and the transmission route parameters are used for representing parameters influencing power transmission of the power transmission system to the driving shaft; and controlling the driving shaft based on the target output torque. According to the invention, the technical problem of insufficient driving safety of the vehicle in the prior art is solved.

Description

Technical Field

[0001] The present invention relates to the field of vehicles, and in particular to a vehicle control method, a storage medium, and a vehicle. Background Art

[0002] In the current context of rapid automotive industry development and rising consumer demands for vehicle performance, vehicle designs are trending towards smaller turning radii and greater power output. This results in driveshaft universal joints facing challenges of larger swing angles and higher torques in actual use. As a crucial component of the vehicle's transmission system, the driveshaft's load-bearing capacity and durability directly impact the safety and reliability of the entire vehicle.

[0003] However, although the prior art has proposed a torque limiting protection strategy based on specific working conditions, the above protection strategy may still cause the drive shaft to be subjected to a torque exceeding its limit under some unconsidered working conditions, thereby causing failure risks, and further resulting in insufficient driving safety of the vehicle in the related technology.

[0004] To address the above-mentioned problems, no effective solutions have been proposed so far. Summary of the Invention

[0005] Embodiments of the present invention provide a vehicle control method, a storage medium, and a vehicle to at least solve the technical problem of insufficient driving safety of vehicles in related technologies.

[0006] According to one aspect of an embodiment of the present invention, a vehicle control method is provided, comprising: obtaining a steering wheel angle and a driving state of the vehicle during vehicle driving, wherein the driving state is used to indicate the driving stability of the vehicle; determining a first torque limit torque corresponding to a drive shaft of the vehicle based on the driving state and the steering wheel angle, wherein the first torque limit torque is used to prevent torque overload of the drive shaft; adjusting a requested torque of the power transmission system based on the first torque limit torque and a transmission route parameter of the power transmission system corresponding to the vehicle to obtain a target output torque of the power transmission system, wherein the transmission route parameter is used to indicate a parameter that affects power transmission from the power transmission system to the drive shaft; and controlling the drive shaft based on the target output torque.

[0007] Furthermore, based on the driving state and the steering wheel angle, the first torque limit of the drive shaft corresponding to the vehicle is determined, including: determining the swing angle parameter of the drive shaft outer section corresponding to the drive shaft based on the driving state and the steering wheel angle, wherein the drive shaft outer section swings as the vehicle rotates during the steering process of the vehicle; evaluating the torque bearing capacity of the drive shaft outer section based on the swing angle parameter to obtain the quasi-static torsional strength of the drive shaft outer section, which is used to measure the strength performance index of the drive shaft outer section when it bears torque; determining the first torque limit of the drive shaft based on the driving state and the quasi-static torsional strength.

[0008] Furthermore, based on the driving state and the steering wheel angle, the swing angle parameters of the drive shaft corresponding to the drive shaft outer section are determined, including: in response to the driving state being a first driving state, the swing angle parameters are obtained based on the suspension stroke and the steering wheel angle of the vehicle, wherein the suspension stroke is used to represent the maximum change distance of the suspension system corresponding to the drive shaft from the first state to the second state; in response to the driving state being a second driving state, the swing angle parameters are determined based on the steering wheel angle, wherein the stability of the second driving state is greater than the stability of the first driving state.

[0009] Furthermore, the torque bearing capacity of the outer section of the drive shaft is evaluated based on the swing angle parameter to obtain the quasi-static torsional strength of the outer section of the drive shaft, including: in response to the swing angle parameter being in the preset parameter range, the quasi-static torsional strength is determined based on the first preset slope, the first preset intercept and the swing angle parameter; in response to the swing angle parameter not being in the preset parameter range, the quasi-static torsional strength is determined based on the second preset slope, the second preset intercept and the swing angle parameter, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope, and the second preset intercept is greater than or equal to the first preset intercept.

[0010] Furthermore, based on the driving state and the quasi-static torsional strength, the first torque limit of the drive shaft is determined, including: determining a target adjustment coefficient corresponding to the driving state from a plurality of adjustment coefficients, wherein different adjustment coefficients respond to different degrees of torque impact; and determining the first torque limit based on the product of the target adjustment coefficient and the quasi-static torsional strength.

[0011] Furthermore, the requested torque of the power transmission system is adjusted based on the first torque limit torque and the transmission route parameters of the vehicle's corresponding power transmission system to obtain a target output torque of the power transmission system, including: determining a torque distribution ratio of at least one power source based on the transmission route parameters and the second torque limit torque of at least one power source in the power transmission system, wherein the torque distribution ratio is used to represent the torque ratio distributed to the at least one power source; and adjusting the second torque limit torque based on the torque distribution ratio and the first torque limit torque to obtain the target output torque.

[0012] Furthermore, the method also includes: obtaining the historical remaining life of the drive shaft; updating the historical remaining life based on the target output torque of the drive shaft and the current running time of the drive shaft in the driving state to obtain the target remaining life of the drive shaft; based on the target remaining life and the preset life threshold, determining whether to output a first prompt information, wherein the first prompt information is used to prompt that the remaining life of the drive shaft is less than the preset life threshold.

[0013] Furthermore, the method also includes: obtaining the ambient temperature of the current environment of the drive shaft; determining the internal temperature of the outer section corresponding to the drive shaft based on the swing angle parameter, the target output torque and the ambient temperature, wherein the internal temperature of the outer section is used to represent the internal temperature of the outer section of the drive shaft; based on the internal temperature of the outer section and a preset temperature threshold, determining whether to output a second prompt information, wherein the second prompt information is used to prompt that the internal temperature of the outer section is greater than the preset temperature threshold.

[0014] According to another aspect of an embodiment of the present invention, a vehicle control device is also provided, including: an acquisition module for acquiring a steering wheel angle and a driving state of the vehicle during driving of the vehicle, wherein the driving state is used to indicate the driving stability of the vehicle; a determination module for determining a first torque limit torque corresponding to a drive shaft of the vehicle based on the driving state and the steering wheel angle, wherein the first torque limit torque is used to prevent torque overload of the drive shaft; an adjustment module for adjusting the requested torque of the power transmission system based on the first torque limit torque and a transmission route parameter of the power transmission system corresponding to the vehicle to obtain a target output torque of the power transmission system, wherein the transmission route parameter is used to indicate a parameter that affects power transmission from the power transmission system to the drive shaft; and a control module for controlling the drive shaft based on the target output torque.

[0015] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored executable program, wherein when the executable program runs, the device where the storage medium is located is controlled to execute the method in each embodiment of the present invention.

[0016] According to another aspect of an embodiment of the present invention, a vehicle is provided, including: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present invention is executed when the program is run.

[0017] In an embodiment of the present invention, during vehicle driving, the vehicle's steering wheel angle and driving state are first acquired. A first torque limit of the vehicle's drive shaft is then determined based on the steering wheel angle and driving state. The requested torque of the power transmission system is then adjusted based on the first torque limit and a transmission path parameter of the vehicle's corresponding power transmission system to obtain a target output torque of the power transmission system. Finally, the drive shaft is controlled based on the target output torque. It is readily apparent that the first torque limit of the drive shaft is determined based on the real-time acquired steering wheel angle and the vehicle's current driving state. The first torque limit reflects the maximum safe torque that the drive shaft can withstand under current driving conditions. Based on the first torque limit and the transmission path parameter of the vehicle's power transmission system, the requested torque of the power transmission system is dynamically adjusted to obtain the target output torque of the power transmission system. This ensures that, even under high loads, the torque output of the power source does not exceed the safe bearing range of the drive shaft, thereby achieving the technical purpose of improving vehicle driving safety under various driving conditions. This also improves power transmission performance and extends the service life of the drive shaft, thereby resolving the technical problem of insufficient vehicle driving safety in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0019] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0020] Figure 2 It is a schematic diagram of the drive shaft structure;

[0021] Figure 3 It is a schematic diagram of the swing angle of the outer segment of the drive shaft;

[0022] Figure 4 is a flow chart of a vehicle control method according to an embodiment of the present invention;

[0023] Figure 5 is a drive shaft life warning flow chart according to an embodiment of the present invention;

[0024] Figure 6 is a flow chart of a high temperature warning of a drive shaft according to an embodiment of the present invention;

[0025] Figure 7 2 is a schematic diagram of a vehicle control device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0026] In order to enable those skilled in the art to better understand the solutions of the present invention, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0027] It should be noted that the terms "first", "second", etc. in the description and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the numbers used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0028] According to an embodiment of the present invention, an embodiment of a vehicle control method is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0029] Figure 1 is a flow chart of a vehicle control method according to an embodiment of the present invention. Figure 1 As shown, the method includes the following steps:

[0030] Step S102 , while the vehicle is traveling, obtaining the steering wheel angle and driving state of the vehicle, wherein the driving state is used to indicate the driving stability of the vehicle.

[0031] The above-mentioned vehicle may refer to a mobile tool used to transport people or goods. The vehicle type may include but is not limited to electric vehicles, gasoline vehicles, hybrid vehicles, etc. The specific vehicle type needs to be determined based on the actual driving conditions and is not limited here. In the present invention, the vehicle may refer to the executor of the control method.

[0032] The above-mentioned steering wheel angle may refer to the angle through which the vehicle's steering wheel rotates relative to its straight-ahead position. The steering wheel angle may be acquired through a steering angle sensor. By monitoring the steering wheel angle, the vehicle system may adjust the steering assist, perform anti-rollover control, etc. in real time to maintain vehicle stability and respond to the driver's control.

[0033] The above-mentioned driving state may refer to the current driving state of the vehicle. The types of driving states may include but are not limited to off-road or high-intensity driving states, non-off-road or light driving states, etc. The specific driving state needs to be determined based on the actual driving state of the vehicle and is not limited here. The driving state can be used to reflect whether the current driving state of the vehicle is stable, so that the system can make appropriate adjustments to the vehicle driving parameters according to the driving state, so that the vehicle remains stable under various road conditions and avoids loss of control or rollover.

[0034] The above-mentioned driving stability may refer to the ability of a vehicle to maintain its predetermined trajectory under various driving conditions, and its ability to resist the tendency to deviate from the trajectory. Driving stability may include but is not limited to straight-line driving stability, cornering stability, anti-rollover stability, and road adaptability. The specific driving stability needs to be determined according to actual needs and is not limited here. Driving stability can be used to ensure that the vehicle can remain stable in various situations and reduce the risk of loss of control.

[0035] In an optional embodiment, when driving off-road or participating in high-intensity driving activities, the vehicle will frequently encounter complex terrain, such as steep slopes, depressions, or rocky sections. This will not only cause the suspension system to work violently and the suspension travel to change significantly, but will also be accompanied by the need for sharp turns and high torque output, and the steering wheel angle will also increase significantly. In non-off-road driving or daily urban driving conditions, the vehicle is usually traveling on relatively flat roads, the suspension system works relatively smoothly, the suspension travel changes slightly, and the steering wheel angle does not change dramatically, mainly to accommodate the needs of lane changes, turns, etc. in daily driving. Therefore, the vehicle's driving state and steering wheel angle are obtained to facilitate the subsequent determination of the output torque suitable for the current driving state for the vehicle, thereby improving the vehicle's driving stability.

[0036] In an optional embodiment, real-time monitoring of the steering wheel angle during vehicle operation can promptly capture the driver's steering intentions, ensuring a swift response from the vehicle control system and helping the vehicle maintain a stable steering path. Acquiring driving status information can also provide insights into the vehicle's actual driving conditions, enabling the system to adjust the vehicle's braking and power output based on these conditions, preventing loss of control during turns or on slippery roads, thereby enhancing vehicle safety in various driving environments. By monitoring and analyzing steering wheel angle and driving status, the vehicle implements a more intelligent power management mechanism, improving driving safety and stability while also providing a more reliable and secure driving environment for users.

[0037] In an optional embodiment, the vehicle's steering wheel angle can first be acquired through a photoelectric encoder sensor. The sensor's output signal is first converted into a digital signal and then sent to a control unit via the vehicle network. The control unit calibrates and filters the signal to eliminate noise interference and ensure the accuracy of the steering wheel angle information. At the same time, the vehicle's inertial measurement unit monitors acceleration and angular velocity to assess the vehicle's dynamic stability. A pressure sensor monitors tire pressure and grip, and a position sensor monitors suspension travel. Finally, the control unit comprehensively determines the acceleration, angular velocity, tire pressure, grip, and suspension travel parameters to determine the vehicle's driving state. Through the above process, by real-time monitoring of the steering wheel angle and detailed driving state, the vehicle can automatically adjust torque distribution and control strategies according to different driving modes and road conditions, ensuring stable power output and improving the driving experience and vehicle performance.

[0038] Step S104 : determining a first torque limit of a drive shaft corresponding to the vehicle based on the driving state and the steering wheel angle, wherein the first torque limit is used to prevent torque overload of the drive shaft.

[0039] The above-mentioned drive shaft may refer to an important transmission component connecting the power source and the wheel hub. The types of drive shafts may include but are not limited to half-shafts, transmission shafts, flexible drive shafts, etc. The specific drive shaft is determined according to the actual vehicle type and is not limited here. The drive shaft can be used to ensure that the engine torque can be effectively transmitted to the wheels, allowing the vehicle to move forward or backward.

[0040] The above-mentioned first torque limit may refer to the upper limit of the drive shaft torque set by the vehicle power management system in the current driving state of the vehicle to prevent the drive shaft torque from being overloaded. The types of the first torque limit may include but are not limited to torque limits based on off-road or high-intensity driving conditions, torque limits based on non-off-road or light driving conditions, etc. The specific first torque limit needs to be determined according to the actual driving state and the vehicle drive shaft design, and is not limited here. The first torque limit can be used to prevent the drive shaft from operating at a large swing angle or high torque, reduce failures caused by overload, ensure the stability of the vehicle in complex road conditions or extreme driving conditions, and avoid the risk of loss of control.

[0041] In an optional embodiment, a first torque limit for the drive shaft is determined based on the acquired driving state and steering wheel angle, along with a pre-set calculation formula. This allows the vehicle system to adjust the power output of the engine or motor based on the calculated first torque limit, ensuring that the torque transmitted to the drive shaft does not exceed a set value. This determination of the first torque limit effectively prevents drive shaft overload, ensuring vehicle safety and reliability under various driving conditions, and also improving the driving experience and overall vehicle performance.

[0042] Step S106 , adjusting the requested torque of the power transmission system based on the first torque limit and a transmission route parameter of the vehicle's corresponding power transmission system to obtain a target output torque of the power transmission system, wherein the transmission route parameter is used to represent a parameter that affects power transmission from the power transmission system to the drive shaft.

[0043] The above-mentioned power transmission system may refer to the part of the vehicle responsible for transmitting the power (torque) generated by the power source (engine or motor) to the drive wheels. The power transmission system may include but is not limited to components such as a transmission, a drive shaft, a differential, and a drive gear. The specific power transmission system needs to be determined based on the actual vehicle type and vehicle system design. It is not limited here. The power transmission system can be used to adjust the torque and speed through the transmission according to the vehicle's driving status and driving requirements to achieve effective power transmission.

[0044] The aforementioned transmission path parameters may refer to specific indicators that influence the efficiency and manner in which torque is transmitted from the power source to the drive shaft within a power transmission system. These parameters include, but are not limited to, overall speed ratio and overall efficiency. The specific transmission path parameters are determined based on the power transmission system design and are not limited here. Transmission path parameters can be used to describe the transmission efficiency of a power transmission system.

[0045] The above-mentioned requested torque may refer to the torque demand put forward by the driver to the vehicle power system. The types of requested torque may include but are not limited to the requested torque put forward through accelerator pedal operation, the requested torque put forward through other driving instructions, and the requested torque automatically determined according to the driving state of the vehicle. The specific requested torque needs to be determined according to the issuance method, which is not limited here. The requested torque can be used to reflect the driver's or vehicle control system's expectations for the vehicle's immediate power demand.

[0046] The above-mentioned target output torque may refer to the torque value that will be actually output to the drive shaft after adjustment by the power transmission system based on the first torque limit and the transmission route parameters. The target output torque may be used to ensure that the torque output of the power transmission system does not exceed the safety and performance limits while meeting driving requirements, thereby avoiding overload damage to the drive shaft and improving the overall power performance of the vehicle.

[0047] In one optional embodiment, the powertrain's transmission path parameters for the current driving state are first acquired; then, the current requested torque of the powertrain is measured; and finally, the requested torque is adjusted based on the first torque limit and the transmission path parameters to obtain the target output torque. This process demonstrates the precise balance between real-time monitoring and proactive intervention in the vehicle power management system, ensuring driver control and vehicle performance while effectively preventing physical damage from drive shaft torque overload.

[0048] In an optional embodiment, when the vehicle's power transmission system receives a torque request, it evaluates the impact of this request on the drive shaft based on the current transmission route parameters (such as the total speed ratio, total efficiency, etc.). If the requested torque is close to or exceeds the first torque limit, it indicates that there may be a risk of torque overload. The power transmission system will then start the torque adjustment mechanism to reduce the torque transmitted to the drive shaft by adjusting the torque output of the power source (such as the engine, motor) until it meets the target output torque requirements. The target output torque is designed to avoid overloading the drive shaft after taking into account the power transmission efficiency and the load capacity of the drive shaft, while maintaining the maximum power output potential and improving the overall performance of the vehicle. The above process achieves comprehensive protection of the health of the drive shaft by accurately identifying and responding to torque requirements in different driving scenarios, while improving the vehicle's power performance and user experience.

[0049] Step S108: Control the drive shaft based on the target output torque.

[0050] In an optional embodiment, the target output torque is transmitted to the vehicle's power transmission system, which controls the drive shaft for torque distribution and power transmission, ensuring stable vehicle operation in various driving environments. In this process, controlling the drive shaft based on the target output torque ensures that the drive shaft remains within safe load limits while fully maximizing the vehicle's dynamic performance.

[0051] In an optional embodiment, the requested torque is first compared with the target output torque. If the requested torque exceeds the target output torque, the torque actually delivered to the driveshaft is adjusted by adjusting the power source's torque output or the transmission's gear and speed ratio to ensure that the torque delivered to the driveshaft does not exceed a safety threshold. This prevents potential problems such as over-torque fracture, high-temperature sintering, or insufficient durability of the driveshaft. Conversely, if the requested torque is within the target output torque range, the power source is permitted to output the requested torque as the target output torque to meet the driver's operational requirements. Finally, the target output torque is transmitted to the powertrain and power transmission system for torque distribution and power delivery. During this process, the driveshaft's status, including temperature, vibration, and wear, is continuously monitored. If a warning level is detected, a warning system is activated, alerting the driver to take appropriate measures, such as temporarily stopping the vehicle for cooling or performing an inspection as soon as possible, to prevent premature failure of the driveshaft. This further ensures safe vehicle operation and extends the driveshaft's service life.

[0052] For example, in a hybrid vehicle, the drive shaft is driven by both an electric motor and an internal combustion engine. In order to protect the drive shaft from damage caused by excessive torque, this embodiment provides a control strategy based on the target output torque. First, the target output torques (Task1 and Task2) of the electric motor and the internal combustion engine, as well as the current outer segment swing angle θ of the drive shaft are obtained in real time through the vehicle's electronic control system; then the torque limit of the electric motor and the internal combustion engine (Tmax-power1 and Tmax-power2) are calculated; then the power source request torque and the torque limit torque are compared. If the torque request of any power source exceeds its torque limit torque, the torque is adjusted to ensure that it does not exceed the limit. Specifically, if Task1>Tmax-power1, the motor output is adjusted to Tmax-power1; if Task2>Tmax-power2, the internal combustion engine output is adjusted to Tmax-power2; finally, the adjusted torque instruction is sent to the corresponding power source controller, and the electric motor and the internal combustion engine output torque according to the adjusted torque instruction. The above control strategy can monitor and control the output torque of the electric motor and internal combustion engine in hybrid vehicles in real time, effectively preventing damage to the drive shaft due to excessive torque, extending its service life, and ensuring the efficiency and safety of vehicle power transmission.

[0053] In an embodiment of the present invention, during vehicle driving, the vehicle's steering wheel angle and driving state are first acquired. A first torque limit of the vehicle's drive shaft is then determined based on the steering wheel angle and driving state. The requested torque of the power transmission system is then adjusted based on the first torque limit and a transmission path parameter of the vehicle's corresponding power transmission system to obtain a target output torque of the power transmission system. Finally, the drive shaft is controlled based on the target output torque. It is readily apparent that the first torque limit of the drive shaft is determined based on the real-time acquired steering wheel angle and the vehicle's current driving state. The first torque limit reflects the maximum safe torque that the drive shaft can withstand under current driving conditions. Based on the first torque limit and the transmission path parameter of the vehicle's power transmission system, the requested torque of the power transmission system is dynamically adjusted to obtain the target output torque of the power transmission system. This ensures that, even under high loads, the torque output of the power source does not exceed the safe bearing range of the drive shaft, thereby achieving the technical purpose of improving vehicle driving safety under various driving conditions. This also improves power transmission performance and extends the service life of the drive shaft, thereby resolving the technical problem of insufficient vehicle driving safety in the related art.

[0054] Optionally, based on the driving state and the steering wheel angle, the first torque limit torque of the drive shaft corresponding to the vehicle is determined, including: determining the swing angle parameter of the drive shaft outer section corresponding to the drive shaft based on the driving state and the steering wheel angle, wherein the drive shaft outer section swings as the vehicle rotates during the steering process of the vehicle; evaluating the torque bearing capacity of the drive shaft outer section based on the swing angle parameter to obtain the quasi-static torsional strength of the drive shaft outer section, the quasi-static torsional strength is used to measure the strength performance index of the drive shaft outer section when it bears torque; determining the first torque limit torque of the drive shaft based on the driving state and the quasi-static torsional strength.

[0055] The above-mentioned drive shaft outer joint may refer to the universal joint part located at the end of the drive shaft and directly connected to the wheel. The drive shaft outer joint may be used to compensate for axis deviation when the vehicle turns, while ensuring effective power transmission.

[0056] The above-mentioned swing angle parameter may refer to the deflection angle of the outer section of the drive shaft relative to the central axis of the vehicle during the vehicle steering process. It is an important indicator to measure the working state of the outer section and affect the torque transmission efficiency. The types of swing angle parameters may include but are not limited to the maximum swing angle and the average swing angle. The specific swing angle parameters need to be determined according to actual needs and are not limited here. The swing angle parameters are directly related to the torque bearing capacity and service life of the outer section of the drive shaft. Excessive swing angle will significantly reduce the bearing strength of the outer section and increase friction and wear during torque transmission, thereby affecting the overall performance and safety of the drive shaft.

[0057] The torque bearing capacity mentioned above may refer to the ultimate capability of the drive shaft outer section when bearing torque. The torque bearing capacity may be used to reflect the maximum torque value that the drive shaft outer section can safely handle under different working conditions.

[0058] The aforementioned pseudo-static torsional strength refers to the maximum torque the driveshaft outer segment can withstand during a test simulating a stationary vehicle. Types of pseudo-static torsional strength include, but are not limited to, static pseudo-static torsional strength and dynamic pseudo-static torsional strength. The specific pseudo-static torsional strength is determined based on actual needs and is not specified here. The pseudo-static torsional strength more closely reflects actual vehicle operating conditions and can more accurately determine the structural strength of the driveshaft outer segment at different swing angle parameters.

[0059] In an alternative embodiment, the drive shaft outer segment's oscillation angle parameter is determined based on the steering wheel angle and driving conditions. The drive shaft outer segment's quasi-static torsional strength is then assessed based on the oscillation angle parameter. Finally, the drive shaft's first torque limit is determined based on the driving conditions and the quasi-static torsional strength. This process improves the accuracy of the drive shaft's torque tolerance assessment, making the first torque limit more rationally set, avoiding unnecessary torque restrictions, and ensuring the vehicle's dynamic performance in complex road conditions.

[0060] In one optional embodiment, the vehicle's driving state and steering wheel angle are first acquired. These data serve as the basis for calculating the swing angle parameters and assessing torque tolerance. Next, the steering wheel angle and driving state are used to calculate the actual swing angle of the drive shaft outer segment, i.e., the swing angle parameters, through a mathematical model. Furthermore, based on the calculated swing angle parameters, the pseudo-static torsional strength of the drive shaft outer segment under different operating conditions is evaluated through test data fitting or engineering analysis software. Finally, a first torque limit is determined based on the driving state and the pseudo-static torsional strength of the drive shaft outer segment, ensuring that this limit is not exceeded during power transmission. This process, through real-time monitoring and analysis, ensures that the drive shaft can safely and efficiently transmit power under various driving conditions, achieving a balance between performance and safety.

[0061] In an optional embodiment, Figure 2 It is a schematic diagram of the drive shaft structure, such as Figure 2 As shown, Figure 2 Includes 202 suspension height, 204 drive shaft assembly, 206 differential universal joint (inner section) and 208 wheel side universal joint (outer section). Figure 2 This diagram provides an overview of the driveshaft structure, clearly illustrating key components and parameters such as the wheel-side universal joint (outer joint), the differential-side universal joint (inner joint), the driveshaft assembly, and suspension height. This helps understand the driveshaft's construction and how torque transmission is achieved within the vehicle. The design of the universal joint and changes in suspension height have a direct impact on the driveshaft's operating swivel angle and torque transmission efficiency.

[0062] Figure 3 It is a schematic diagram of the swing angle of the outer segment of the drive shaft, such as Figure 3 As shown, Figure 3 Including, the outer section housing axis 302, the shaft axis 304 and the two constitute the outer section swing angle, that is, the swing angle parameter 306. Figure 3 The diagram shows the definition of the driveshaft outer joint's oscillation angle, which is the acute angle formed between the axis of the universal joint housing and the axis of the shaft. The magnitude of this angle directly affects the driveshaft's load-bearing capacity and torque transmission characteristics. The intuitive geometric relationships in the diagram illustrate how the driveshaft outer joint's oscillation angle changes with vehicle steering or suspension state, thereby affecting the performance of the entire drive system.

[0063] Optionally, based on the driving state and the steering wheel angle, the swing angle parameters of the drive shaft corresponding to the drive shaft outer section are determined, including: in response to the driving state being a first driving state, the swing angle parameters are obtained based on the suspension stroke and the steering wheel angle of the vehicle, wherein the suspension stroke is used to represent the maximum change distance of the suspension system corresponding to the drive shaft from the first state to the second state; in response to the driving state being a second driving state, the swing angle parameters are determined based on the steering wheel angle, wherein the stability of the second driving state is greater than the stability of the first driving state.

[0064] The above-mentioned first driving state may refer to a driving state that has high requirements on vehicle handling, stability and drive shaft outer segment swing angle. The first driving state may include but is not limited to off-road mode, sports mode, slippery road mode and other high-intensity driving states. The specific first driving state needs to be determined according to the actual driving conditions and is not limited here. In the first driving state, the suspension and drive system are subjected to a large load and the swing angle may reach a large value.

[0065] The above-mentioned second driving state may refer to daily driving or driving under relatively smooth road conditions. The second driving state may include but is not limited to low-intensity driving states such as economic mode, comfort mode, and automatic assisted driving mode. The specific second driving state needs to be determined based on actual driving conditions and is not limited here. In the second driving state, the vehicle drives more stably, the suspension workload is smaller, the outer section swing angle is relatively small, and the requirements for the drive system are also lower.

[0066] The above-mentioned suspension stroke may refer to the change distance of the suspension system from its initial position (first state) to the extreme position (second state), and the suspension stroke may be used to reflect the vehicle chassis's ability to absorb road surface unevenness.

[0067] The first state mentioned above may refer to a position when the suspension system is at rest or in a state of minimum stress.

[0068] The second state may refer to a position when the suspension system responds to a road impact and reaches a certain stress state.

[0069] The maximum variation distance may refer to the maximum displacement that the suspension system can withstand. The maximum variation distance may be used to reflect the elasticity and stiffness of the suspension system, which directly affects the vehicle's handling and ride comfort.

[0070] In an optional embodiment, when the vehicle turns or travels on an uneven road, changes in the suspension stroke will cause the swing angle of the outer section of the drive shaft to change. In the first driving state, the change in the suspension stroke has a significant impact on the swing angle parameters. It is necessary to monitor the steering wheel angle and the suspension stroke simultaneously to accurately calculate the swing angle to ensure the safety of the drive shaft under extreme working conditions. In the second driving state, due to the improvement in stability, the suspension stroke does not change much, and the swing angle of the outer section is mainly determined by the steering wheel angle. At this time, the calculation can be simplified, and the swing angle parameters can be determined only based on the steering wheel angle, reducing the burden on the control system. In the above process, different calculation strategies for suspension stroke and steering wheel angle are adopted to determine the swing angle parameters according to different driving states, thereby realizing the flexibility and intelligence of torque bearing capacity evaluation.

[0071] In an optional embodiment, when the vehicle is in a first driving state, the swing angle parameters of the drive shaft outer segment are calculated based on the vehicle's suspension travel and steering wheel angle. Changes in suspension travel represent the dynamic adjustment of the suspension system from an initial state to a maximum offset state under uneven road conditions or intense driving conditions and are a significant factor influencing the outer segment's swing angle. In the first driving state, the combined consideration of suspension travel and steering wheel angle more comprehensively reflects the torque borne by the drive shaft outer segment, thereby providing an accurate basis for setting the first torque limit, ensuring that the power system is adjusted to the safest output state in complex road conditions, thereby avoiding overload damage to the drive shaft.

[0072] When the vehicle is in the second driving state, vehicle stability is enhanced and road conditions are more ideal. At this point, the change in the driveshaft outer segment's oscillation angle is primarily determined by the steering wheel angle. This simplifies the system's calculation process, determining oscillation angle parameters solely based on the steering wheel angle. This approach reduces vehicle computing resources, improves efficiency, and reduces the complexity of torque calculations while ensuring safety. In this stable driving mode, the system's rapid response and accurate calculations provide the driver with a smoother and more economical driving experience, while also effectively limiting wear and potential risks on the driveshaft outer segment.

[0073] The above process, by distinguishing the driving state of the vehicle and using different calculation methods to determine the swing angle parameters for different driving states, reflects the targetedness and flexibility of the vehicle control method proposed in the present invention, while improving the calculation efficiency and avoiding unnecessary waste of resources.

[0074] In an optional embodiment, the steering wheel angle and suspension travel are first obtained, and the steering wheel angle α is obtained in real time at a certain frequency. i and suspension travel h i Data (α i , h i ).

[0075] Next, the swing angle of the drive shaft outer segment is calculated based on the steering wheel angle and suspension travel. The binary function formula of the swing angle parameter θ, the steering wheel angle α, and the suspension travel h is:

[0076] θ=f(α,h);(1)

[0077] Where θ represents the swing angle parameter of the drive shaft outer segment, α represents the steering wheel angle, h represents the suspension travel, and f represents the function model.

[0078] In order to reduce the calculation amount of the vehicle control unit (VCU) and take into account the practical application of certain models, the outer segment swing angle θ can be calculated using only the steering wheel angle α. The formula is:

[0079] θ=f(α); (2)

[0080] Where θ represents the swing angle parameter of the drive shaft outer segment, α represents the steering wheel angle, and f represents the function model.

[0081] This function is stored in the VCU and is used to calculate the steering wheel angle and suspension travel data (α i , h i ), the swing angle θ of the drive shaft outer segment can be calculated in real time i ,Right now

[0082] θ i =f(α i , h i );(3)

[0083] Where θ i Indicates the swing angle parameter of the drive shaft outer segment, α i Indicates the steering wheel angle, h i represents the suspension travel, and f represents the function model.

[0084] Or the formula is:

[0085] θ i =f(α i );(4)

[0086] Where θ i Indicates the swing angle parameter of the drive shaft outer segment, α i represents the steering wheel angle, and f represents the function model.

[0087] Different strategies can be adopted for different vehicle models and driving modes:

[0088] Strategy 1: All vehicle models use formulas (1) and (3), which can accurately calculate the swing angle of the drive shaft outer segment in real time, but it occupies a large amount of VCU computing resources.

[0089] Strategy 2: For off-road conditions, formulas (1) and (3) are used to accurately calculate the drive shaft outer segment swing angle in real time, but the VCU computing resources are relatively large. For non-off-road conditions, since the vehicle driving conditions are good and the probability of large torque occurring at the same time as the suspension travel is large is almost non-existent, formulas (2) and (4) can be used for approximate calculations to reduce the usage of VCU computing resources.

[0090] Strategy 3: For off-road vehicles, use formulas (1) and (3); for non-off-road vehicles, use formulas (2) and (4).

[0091] Optionally, the torque bearing capacity of the outer section of the drive shaft is evaluated based on the swing angle parameter to obtain the quasi-static torsional strength of the outer section of the drive shaft, including: in response to the swing angle parameter being in a preset parameter range, determining the quasi-static torsional strength based on a first preset slope, a first preset intercept and the swing angle parameter; in response to the swing angle parameter not being in the preset parameter range, determining the quasi-static torsional strength based on a second preset slope, a second preset intercept and the swing angle parameter, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope, and the second preset intercept is greater than or equal to the first preset intercept.

[0092] The above-mentioned preset parameter range may refer to a pre-defined swing angle range in which a linear relationship exists between the swing angle of the drive shaft outer segment and its quasi-static torsional strength. The preset parameter range may be determined based on factors such as vehicle type and driving mode, and is not limited here. The preset parameter range may be used to distinguish torque bearing capacity assessment methods under different working conditions. By setting the preset parameter range, the system can effectively switch the assessment model under different swing angle parameters, ensuring that the most suitable quasi-static torsional strength can be obtained under different driving conditions, and providing precise guidance for the vehicle's power transmission and safety control.

[0093] The first preset slope may be a parameter of the linear equation that relates the quasi-static torsional strength to the swing angle parameter when the swing angle parameter is within a preset parameter range. The first preset slope may be used to reflect the increase in quasi-static torsional strength per unit increase in the swing angle parameter. The first preset intercept may be the starting value of the quasi-static torsional strength when the swing angle parameter is zero. The first preset intercept and the first preset slope can be used to assess torque tolerance during daily driving and light cornering, ensuring driving safety and performance improvements within the normal operating range.

[0094] The above-mentioned second preset slope may refer to an equation parameter used to evaluate the quasi-static torsional strength when the swing angle parameter exceeds the preset parameter range. Compared with the first preset slope, the absolute value of the second preset slope is larger, which means that when the swing angle of the outer section is at an extreme working condition, the torque bearing capacity is more sensitive to changes in the swing angle. The second preset intercept is usually not lower than the first preset intercept, ensuring that the outer section of the drive shaft can maintain a certain basic load-bearing capacity even at extreme angles. The second preset slope and the second preset intercept can be used to evaluate the torque bearing capacity when making sharp turns or when the vehicle is in an unstable state. Through stricter restrictions, the outer section of the drive shaft can be prevented from being damaged under extreme working conditions, thereby ensuring the safety of the vehicle under extreme conditions.

[0095] In an optional embodiment, the system continuously monitors whether the current swing angle parameter is within a preset parameter range. When the swing angle parameter is within the preset parameter range, the system uses a first preset slope combined with a first preset intercept, multiplying the current swing angle parameter to obtain the pseudo-static torsional strength. When the swing angle parameter exceeds the preset parameter range, the system uses a second preset slope combined with a second preset intercept, multiplying the swing angle parameter to obtain the pseudo-static torsional strength. This process, by distinguishing whether the swing angle parameter is within the preset parameter range, improves the accuracy of torque tolerance assessment and ensures safe operation of the drive shaft in all driving scenarios, demonstrating the dynamic and adaptable nature of torque tolerance assessment.

[0096] In an optional embodiment, when the swing angle parameter is within a preset parameter range, meaning the vehicle is in a relatively stable second driving state, a first preset slope and a first preset intercept are used to calculate the pseudo-static torsional strength. The advantage of this strategy is that the absolute value of the first preset slope is relatively small, meaning that within the normal swing angle range, the torque bearing capacity of the outer segment varies relatively smoothly with the swing angle, maintaining a relatively constant load-bearing capacity. Furthermore, the first preset intercept ensures that the drive shaft outer segment still has a certain basic load-bearing capacity when the swing angle is zero, thereby providing ample safety margin during daily driving and enhancing driving stability and comfort.

[0097] However, when the swing angle parameter exceeds the preset parameter range and the vehicle is in the first driving state, such as facing off-road conditions or high-speed sharp turns, the system switches to the second preset slope and second preset intercept to calculate the quasi-static torsional strength. It is worth noting that the absolute value of the second preset slope is greater than the first preset slope, reflecting that under extreme operating conditions, a slight change in the swing angle will lead to a significant decrease in torque bearing capacity. This means that the system will adopt a more conservative assessment strategy for the load-bearing capacity of the outer section, effectively avoiding safety hazards such as over-torsion fracture and high-temperature sintering that may occur in the drive shaft at large swing angles. In addition, the second preset intercept is set to be greater than or equal to the first preset intercept, ensuring that even under extreme conditions, the drive shaft outer section will not immediately lose its load-bearing capacity, but will gradually decrease, providing valuable buffer time for emergency response measures and greatly improving the vehicle's active safety performance in complex environments.

[0098] In summary, the two quasi-static torsional strength calculation methods based on yaw angle parameters not only enhance the vehicle's power transmission efficiency and driving experience under normal driving conditions, but also provide strong safety assurance in extreme driving conditions. This strategy, through intelligent torque management, enables seamless transitions between different driving states, effectively balancing vehicle performance and safety requirements.

[0099] In an optional embodiment, the calculation formula of the pseudo-static torsional strength is as follows:

[0100]

[0101] Where, T s represents the static torsion strength, k1 represents the first preset slope, a represents the first preset intercept, [0,θ a ) represents the preset parameter interval, θ represents the swing angle parameter, k2 represents the second preset slope, b represents the second preset intercept, θ b Indicates the maximum working swing angle.

[0102] Optionally, based on the driving state and the quasi-static torsional strength, the first torque limit of the drive shaft is determined, including: determining a target adjustment coefficient corresponding to the driving state from multiple adjustment coefficients, wherein different adjustment coefficients respond to different degrees of torque impact; and determining the first torque limit based on the product of the target adjustment coefficient and the quasi-static torsional strength.

[0103] The above-mentioned adjustment coefficient may refer to a parameter used to adjust the quasi-static torsional strength to suit actual operating conditions when calculating the torque limit. The adjustment coefficient may be used to reflect the proportional relationship between the actual torque that the drive shaft can withstand and the theoretical quasi-static torsional strength under specific driving conditions and torque shocks, thereby ensuring that the drive shaft can operate safely without overload under various operating conditions.

[0104] The above-mentioned target adjustment coefficient can refer to a specific value selected from a series of preset adjustment coefficients for calculating the first torque limit according to the current driving state of the vehicle. The target adjustment coefficient can allow the system to dynamically adjust the torque upper limit based on the real-time monitored driving state to ensure that the first torque limit is adapted to the current driving state of the vehicle.

[0105] The above-mentioned torque shock may refer to the phenomenon that the instantaneous torque on the drive shaft increases significantly due to driving operations (such as sudden acceleration, sharp turns), road conditions (such as suddenly encountering potholes or obstacles) or other factors during the driving process of the vehicle. The types of torque shock may include but are not limited to mild torque shock, moderate torque shock, severe torque shock, etc. The specific torque shock needs to be determined according to the actual driving conditions and is not limited here. The identification and evaluation of torque shock is the basis for determining the first torque limit of the drive shaft. Understanding the degree of torque shock helps to select the most appropriate adjustment coefficient to ensure that the drive shaft does not exceed its safe load-bearing range when facing instantaneous high torque, thereby preventing potential failures.

[0106] In an optional embodiment, a target adjustment coefficient is determined from multiple adjustment coefficients based on the vehicle's driving state. The first torque limit is then calculated based on the target adjustment coefficient and the quasi-static torsional strength. This process dynamically adjusts the torque limit based on different driving modes and road conditions, preventing potential damage to the drive shaft from torque peaks. This also makes torque management more user-friendly and improves the vehicle's adaptability and safety in various scenarios.

[0107] In an optional embodiment, the calculation formula of the first torque limit is as follows:

[0108]

[0109] Where, T max-shaft Indicates the first torque limit, k3 and k4 indicate adjustment coefficients, T s represents the static torsion strength, k1 represents the first preset slope, a represents the first preset intercept, [0,θ a ) represents the preset parameter interval, θ represents the swing angle parameter, k2 represents the second preset slope, b represents the second preset intercept, θ b Indicates the maximum working swing angle.

[0110] The adjustment coefficient k is determined based on different vehicle models and driving modes as follows: k3 is generally set between 0.5 and 0.6, and k4 is set as follows: For high-performance off-road vehicles, the value is 0.65 to 0.75 for off-road conditions; for non-off-road conditions, the value is 0.6 to 0.7; for other models, the value is 0.7 to 0.8. The above adjustment coefficient values are for example purposes only. OEMs can fine-tune the above adjustment coefficients k3 and k4 based on their vehicle development goals and road test results.

[0111] Optionally, the requested torque of the power transmission system is adjusted based on the first torque limit torque and the transmission route parameters of the vehicle's corresponding power transmission system to obtain a target output torque of the power transmission system, including: determining the torque distribution ratio of at least one power source based on the transmission route parameters and the second torque limit torque of at least one power source in the power transmission system, wherein the torque distribution ratio is used to represent the torque ratio distributed to at least one power source; and adjusting the second torque limit torque based on the torque distribution ratio and the first torque limit torque to obtain the target output torque.

[0112] The above-mentioned power source may refer to the component in the vehicle's power system that is responsible for generating power. The types of power sources may include, but are not limited to, engines, electric motors, and fuel cells. The specific power source needs to be determined based on the type of vehicle and is not limited here. The power source can be used to affect the speed, acceleration, and overall power of the vehicle. At the same time, the power source can also control its output torque according to the torque distribution ratio and torque limit requirements to ensure the safe operation of the power transmission system.

[0113] The above-mentioned second torque limit may refer to the maximum torque output limit set for the power source after taking into account the transmission route parameters. The magnitude of the second torque limit needs to be determined according to the vehicle type, power source type and driving state, and is not limited here. The second torque limit can be used to coordinate the torque output of the power source with the overall torque management strategy of the vehicle, avoiding failures or performance degradation that may be caused by excessive output torque of a single power source.

[0114] The above-mentioned torque distribution ratio may refer to the percentage or fraction of the first torque limit torque distributed to each power source. The torque distribution ratio needs to be determined based on the vehicle type and the power source type, and is not limited here. The torque distribution ratio can be used to guide how the power transmission system reasonably distributes the total torque demand to ensure that each power source in the system operates evenly within the torque limit range.

[0115] In an optional embodiment, the torque distribution ratio of at least one power source is first determined based on transmission route parameters and the second torque limit of at least one power source. Next, the second torque limit is adjusted based on the calculated torque distribution ratio and the first torque limit to obtain the target output torque, ensuring that the torque output of each power source does not exceed the safety limit under any operating condition. This mechanism not only improves the vehicle's adaptability and safety under different operating conditions, but also achieves improved power performance and reduces energy waste through torque distribution.

[0116] In an optional embodiment, the power source torque limit calculation process is as follows:

[0117] For hybrid vehicles, the motor torque limit T max-power1 and engine torque limit T max-power2 , satisfying the following formula:

[0118] T max-power1 *i1*η 1+ T max-power2 *i2*η2=m*T max-shaft ;(7)

[0119] Where, T max-shaftrepresents the first limit torque of the drive shaft, i1 represents the total speed ratio of the motor transmission route, i2 represents the total speed ratio of the engine transmission route, η1 represents the total efficiency of the motor transmission route, η2 represents the total efficiency of the engine transmission route, m——for the case where one power source controls one drive shaft alone, m=1, for other cases m=2, T max-power1 Indicates the motor's limited torque, T max-power2 Indicates the engine limit torque, also known as the second limit torque.

[0120] Based on the above formula, we can know that by combining the accelerator pedal opening, accelerator pedal opening change rate, vehicle speed and gear position signal with the preset information, we can obtain the speed ratio i1, i2, efficiency η1, η2. According to the preset information, we can obtain T max-power1 With T max-power2 The numerical relationship of , combined with formula (7), can be used to calculate the motor torque limit T in real time max-power1 and engine torque limit T max-power2 .

[0121] VCU makes a judgment calculation. If the current motor request torque Task1 is greater than T max-power1 , T max-power1 As the target output torque, otherwise the requested torque Task1 is used as the target output torque; similarly, if the current engine requested torque Task2 is greater than T max-power2 , press T max-power2 As the target output torque, otherwise the requested torque Task2 is used as the target output torque.

[0122] For other vehicles such as pure electric vehicles, fuel cell vehicles and fuel vehicles, the power source torque limit T max-power3 The calculation formula is as follows:

[0123] T max-power3 *i3*η3=m*T max-shaft ;(8)

[0124] Where, T max-shaft represents the first torque limit, i3 represents the total speed ratio of the transmission system, η3 represents the total efficiency of the transmission system, m represents the case where one power source controls one drive shaft alone, m=1, and m=2 in other cases, T max-power3 Indicates the second limit torque.

[0125] Based on the above formula, it can be seen that the total speed ratio i3 of the transmission system and the total efficiency η3 of the transmission system can be obtained by combining the accelerator pedal opening, the accelerator pedal opening change rate, the vehicle speed and the gear position signal with the preset information. According to formula (8), the power source torque limit, i.e., the second torque limit, T can be calculated in real time. max-power3 , VCU makes a judgment calculation. If the current motor request torque Task3 is greater than T max-power3 , Tmax-power3 As the target output torque, otherwise the requested torque Task3 is used as the target output torque.

[0126] In an optional embodiment, Figure 4 is a flow chart of a vehicle control method according to an embodiment of the present invention. Figure 4 As shown, the method process is as follows: first, obtain the steering wheel angle and suspension travel; then determine the swing angle parameter; further determine whether the swing angle parameter is in a preset parameter range, if so, determine the quasi-static torsion strength based on the first preset slope, the first preset intercept and the swing angle parameter, if not, determine the quasi-static torsion strength based on the second preset slope, the second preset intercept and the swing angle parameter; then determine the first torque limit torque based on the quasi-static torsion strength; secondly, determine whether it is a hybrid vehicle model, if so, determine the power source torque limit torque based on the hybrid vehicle model adjustment coefficient and the first torque limit torque, if not, determine the power source torque limit torque based on the non-hybrid vehicle model adjustment coefficient and the first torque limit torque; finally, determine whether the motor request torque is greater than the power source torque limit torque, if so, output the power source torque limit torque, if not, output the motor request torque. Figure 4 This paper describes a complete driveshaft protection strategy process, including receiving steering wheel angle and suspension travel data, calculating the outer joint angle, evaluating the quasi-static torsional strength, determining the first torque limit, and calculating the power source torque limit. This process ensures that the driveshaft torque does not exceed its safe load capacity under various operating conditions. By adjusting the torque output appropriately, it maximizes the driveshaft's service life and improves overall vehicle performance.

[0127] Optionally, the method also includes: obtaining the historical remaining life of the drive shaft; updating the historical remaining life based on the target output torque of the drive shaft and the current running time of the drive shaft in the driving state to obtain the target remaining life of the drive shaft; based on the target remaining life and a preset life threshold, determining whether to output a first prompt message, wherein the first prompt message is used to prompt that the remaining life of the drive shaft is less than the preset life threshold.

[0128] The current operating time can refer to the time the drive shaft continuously operates in a specific driving state during a single driving session. This information can help the system more accurately assess the accumulation of fatigue damage to the drive shaft, providing important information for subsequent lifespan prediction and maintenance reminders.

[0129] The above-mentioned historical remaining life can refer to the remaining effective working time predicted based on the accumulated operating time and degree of damage after the drive shaft has experienced a series of driving states and working conditions before the current driving. The calculation of the historical remaining life can be used to provide a prediction basis for the health status and maintenance time of the drive shaft.

[0130] The target remaining life may refer to the latest predicted value of the drive shaft's remaining life after considering the current operating time and target output torque. The target remaining life is an update of the historical remaining life based on the latest data and real-time operating conditions, and is used to represent the potential future life of the drive shaft under current operating conditions.

[0131] The preset lifespan threshold may refer to a maintenance or replacement warning threshold for the driveshaft, established based on the vehicle manufacturer's experience and test data. While not specifically defined herein, the preset lifespan threshold is determined based on the vehicle type, driveshaft type, and manufacturer standards. It provides a specific timeframe for driveshaft maintenance planning, ensuring timely action can be taken before the driveshaft reaches its end of life, thereby extending the vehicle's overall service life and improving driving safety.

[0132] The above-mentioned first prompt information may refer to a maintenance warning signal issued by the system to the driver or maintenance personnel when the target remaining life of the drive shaft is lower than the preset life threshold. The presentation method of the first prompt information may include but is not limited to instrument panel display, mobile phone application notification, vehicle audio sound warning, etc. The specific presentation method needs to be determined according to the vehicle system design and is not limited here. The first prompt information can be used to promptly warn the driver and maintenance personnel of possible maintenance needs of the drive shaft, avoid traffic accidents caused by drive shaft failure, and also provide data for vehicle manufacturers to improve design and maintenance strategies and extend the service life of the vehicle.

[0133] In an optional embodiment, the historical remaining life of the drive shaft is first obtained, and then, based on the target output torque of the drive shaft and the current operating time of the drive shaft, the historical remaining life is updated to obtain the target remaining life of the drive shaft; finally, the target remaining life is compared with the preset life threshold to determine whether to output the first prompt information. This process not only takes into account the current stress damage of the drive shaft, but also predicts its possible future working status, ensuring the foresight and accuracy of the maintenance plan. When the target remaining life is lower than the preset life threshold, the system will immediately issue a first prompt message to remind the driver or maintenance personnel to conduct inspections or maintenance, effectively avoiding potential failures and reducing driving risks, while also improving the use efficiency of the drive shaft and the overall performance of the vehicle.

[0134] In an optional embodiment, a preset lifespan cumulative damage calculation model is used to calculate the target remaining lifespan of the vehicle. When the target remaining lifespan of the drive shaft falls below 5%, the driver is alerted via one or a combination of the vehicle instrument panel, head-up display, and audio to promptly visit a repair shop for confirmation and repair. The above preset lifespan threshold is for example only; the specific preset lifespan threshold can be determined through testing, customer research, and other methods.

[0135] In an optional embodiment, Figure 5 is a drive shaft life warning flow chart according to an embodiment of the present invention, such as Figure 5 As shown, a lifespan warning model is first constructed based on the power source's requested torque, outer segment swing angle, and torque duration. Next, a determination is made as to whether the lifespan is less than a preset threshold. If so, the driver is alerted via the vehicle's instrument panel, head-up display, or audio, either singly or in combination, to confirm and repair the drive shaft. Otherwise, no reminder is given. By building this lifespan warning model, the driver is promptly notified before the drive shaft's lifespan drops to a dangerous level, thereby improving driving safety.

[0136] Optionally, the method also includes: obtaining the ambient temperature of the current environment of the drive shaft; determining the internal temperature of the outer section corresponding to the drive shaft based on the swing angle parameter, the target output torque and the ambient temperature, wherein the internal temperature of the outer section is used to represent the internal temperature of the outer section of the drive shaft; based on the internal temperature of the outer section and a preset temperature threshold, determining whether to output a second prompt information, wherein the second prompt information is used to prompt that the internal temperature of the outer section is greater than the preset temperature threshold.

[0137] The above-mentioned ambient temperature may refer to the air temperature outside the vehicle where the drive shaft is located. The ambient temperature may be obtained by a temperature sensor. The ambient temperature may be used to help the system evaluate the impact of the current thermal conditions on the drive shaft and adjust the torque limiting strategy accordingly to prevent performance degradation or damage caused by overheating.

[0138] The above-mentioned internal temperature of the outer section may refer to the temperature of the internal structure (such as bearings, gears and connecting parts) of the outer section of the drive shaft when it is working. The internal temperature of the outer section can be calculated by the ambient temperature, outer section swing angle and torque through the outer section temperature calculation model. By calculating the internal temperature of the outer section in real time, the system can evaluate the thermal management status of the drive shaft and take timely action to avoid overheating of the drive shaft.

[0139] The above-mentioned preset temperature threshold may refer to a pre-set temperature upper limit. The preset temperature threshold may serve as a boundary for distinguishing the normal temperature range from potential overheating risks, and may be used as a standard for the system to determine whether an overheating warning needs to be issued. The preset temperature threshold needs to be determined based on the model, material, and vehicle type of the drive shaft, and is not limited here. The preset temperature threshold may be used to prevent safety hazards and performance degradation caused by overheating of the outer section of the drive shaft. When the system detects that the internal temperature of the outer section approaches or exceeds this threshold, emergency measures will be immediately initiated, such as reducing torque output, to ensure that the drive shaft does not operate at high temperatures for a long time, thereby extending its service life.

[0140] The aforementioned second prompt information may refer to an immediate thermal warning issued by the system to the driver or maintenance team when the internal temperature of the drive shaft outer segment exceeds a preset temperature threshold. Types of this second prompt information may include, but are not limited to, instrument panel warning lights, audible warnings, mobile app notifications, and seat vibration prompts. The specific second prompt information is determined based on the vehicle type and actual needs and is not limited here. The issuance of this second prompt information signals the system's immediate response to an abnormal drive shaft thermal condition. This second prompt information not only warns the driver of the risk of overheating of the outer segment, prompting them to change their driving habits or find a cooler location to park, but also provides maintenance personnel with immediate fault diagnosis clues, facilitating the rapid location and resolution of overheating issues, ensuring driving safety.

[0141] In an optional embodiment, a temperature warning mechanism is introduced by combining the swing angle parameter, the target output torque and the ambient temperature to monitor and warn the internal temperature of the outer section of the drive shaft in real time.

[0142] In an optional embodiment, the system first obtains the ambient temperature of the drive shaft's environment in real time. Then, using a pre-established temperature calculation model, it calculates the internal temperature of the drive shaft's outer segment under the current operating conditions, combining the swing angle parameter and the target output torque. This temperature reflects the thermodynamic state of the drive shaft when subjected to torque. The system then compares the internal temperature with a preset temperature threshold. If the internal temperature exceeds the preset threshold, indicating a potential drive shaft overheating risk, the system automatically triggers a secondary prompt message, promptly notifying the driver in various ways (such as a dashboard warning or voice announcement), prompting the driver to take appropriate measures, such as temporarily stopping the vehicle for cooling, to avoid drive shaft performance degradation or potential failure due to overheating. This mechanism, through continuous ambient temperature monitoring, accurate internal temperature prediction, and immediate early warning feedback, establishes a comprehensive drive shaft temperature management system, significantly enhancing vehicle stability and safety in high-temperature environments. It also provides the driver with intuitive operational guidance, helping to prevent and reduce accidents caused by drive shaft overheating.

[0143] In an optional embodiment, a preset drive shaft outer segment temperature calculation model is constructed. The outer segment internal temperature is then calculated in real time based on ambient temperature, outer segment swing angle, and torque. When the outer segment internal temperature reaches 90% of the preset temperature, a driver is prompted to temporarily stop the vehicle for (3-5) minutes via the vehicle instrument panel, head-up display, or sound, either singly or in combination. The above preset temperature thresholds and parking times are examples only. The specific preset temperature thresholds and parking times can be adjusted and determined based on testing, customer research, and other methods.

[0144] Figure 6 is a drive shaft high temperature warning flow chart according to an embodiment of the present invention, such as Figure 6As shown, a high-temperature warning model is first constructed based on the power source's requested torque, external joint swing angle, torque duration, and ambient temperature. Next, a determination is made as to whether the temperature exceeds a preset threshold. If so, the driver is prompted to stop the vehicle temporarily via the vehicle's instrument panel, head-up display, or audio, either singly or in combination. Otherwise, no reminder is given. By building this high-temperature warning model, the system effectively prevents performance degradation or damage caused by overheating, ensuring continued safe and efficient vehicle operation.

[0145] According to another aspect of an embodiment of the present invention, a vehicle control device is further provided, which can execute the vehicle control method of the above embodiment. The specific implementation method and preferred application scenario are the same as those of the above embodiment and will not be repeated here.

[0146] Figure 7 Schematic diagram of a vehicle control device according to an embodiment of the present invention. Figure 7 As shown, the device includes the following: an acquisition module 702 , a determination module 704 , an adjustment module 706 , and a control module 708 .

[0147] An acquisition module is used to acquire the steering wheel angle and driving state of the vehicle during driving of the vehicle, wherein the driving state is used to indicate the driving stability of the vehicle; a determination module is used to determine the first torque limit torque of the corresponding drive shaft of the vehicle based on the driving state and the steering wheel angle, wherein the first torque limit torque is used to prevent torque overload of the drive shaft; an adjustment module is used to adjust the requested torque of the power transmission system based on the first torque limit torque and the transmission route parameters of the corresponding power transmission system of the vehicle to obtain the target output torque of the power transmission system, wherein the transmission route parameters are used to indicate parameters that affect the power transmission of the power transmission system to the drive shaft; a control module is used to control the drive shaft based on the target output torque.

[0148] Optionally, the determination module includes: determining the swing angle parameters of the drive shaft corresponding to the drive shaft outer section based on the driving state and the steering wheel angle, wherein the drive shaft outer section swings as the vehicle rotates during the steering process of the vehicle; evaluating the torque bearing capacity of the drive shaft outer section based on the swing angle parameters to obtain the quasi-static torsional strength of the drive shaft outer section, the quasi-static torsional strength is used to measure the strength performance index of the drive shaft outer section when it is subjected to torque; and determining the first torque limiting torque of the drive shaft based on the driving state and the quasi-static torsional strength.

[0149] Optionally, the determination module also includes: in response to the driving state being the first driving state, obtaining the swing angle parameter based on the suspension stroke and steering wheel angle of the vehicle, wherein the suspension stroke is used to represent the maximum change distance of the suspension system corresponding to the drive shaft from the first state to the second state; and in response to the driving state being the second driving state, determining the swing angle parameter based on the steering wheel angle, wherein the stability of the second driving state is greater than the stability of the first driving state.

[0150] Optionally, the determination module also includes: determining the quasi-static torsional strength based on a first preset slope, a first preset intercept and the swing angle parameter in response to the swing angle parameter being in a preset parameter range; and determining the quasi-static torsional strength based on a second preset slope, a second preset intercept and the swing angle parameter in response to the swing angle parameter not being in the preset parameter range, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope, and the second preset intercept is greater than or equal to the first preset intercept.

[0151] Optionally, the determination module also includes: determining a target adjustment coefficient corresponding to the driving state from a plurality of adjustment coefficients, wherein different adjustment coefficients respond to different degrees of torque impact; and determining a first torque limit torque based on the product of the target adjustment coefficient and the quasi-static torsional strength.

[0152] Optionally, the adjustment module includes: determining the torque distribution ratio of at least one power source based on the transmission route parameters and the second torque limit torque of at least one power source in the power transmission system, wherein the torque distribution ratio is used to represent the torque ratio distributed to at least one power source; and adjusting the second torque limit torque based on the torque distribution ratio and the first torque limit torque to obtain the target output torque.

[0153] Optionally, the device also includes: obtaining the historical remaining life of the drive shaft; updating the historical remaining life based on the target output torque of the drive shaft and the current running time of the drive shaft in the driving state to obtain the target remaining life of the drive shaft; and determining whether to output a first prompt message based on the target remaining life and a preset life threshold, wherein the first prompt message is used to prompt that the remaining life of the drive shaft is less than the preset life threshold.

[0154] Optionally, the device also includes: a device for obtaining the ambient temperature of the environment in which the drive shaft is currently located; a device for determining the internal temperature of the outer section corresponding to the drive shaft based on the swing angle parameter, the target output torque and the ambient temperature, wherein the internal temperature of the outer section is used to represent the internal temperature of the outer section of the drive shaft; and a device for determining whether to output a second prompt message based on the internal temperature of the outer section and a preset temperature threshold, wherein the second prompt message is used to prompt that the internal temperature of the outer section is greater than the preset temperature threshold.

[0155] According to another aspect of an embodiment of the present invention, a computer-readable storage medium is provided. The computer-readable storage medium includes a stored program, wherein when the program is executed, the processor of the device where the program is located is controlled to execute the methods of various embodiments of the present invention.

[0156] According to another aspect of an embodiment of the present invention, a vehicle is provided, including: a memory storing an executable program; and a processor for running the program, wherein the method of each embodiment of the present invention is executed when the program is run.

[0157] In the above embodiments of the present invention, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0158] In the several embodiments provided in this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are only exemplary. For example, the division of the units can be 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 system, 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 units or modules, which can be electrical or other forms.

[0159] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple units. Some or all of the units may be selected according to actual needs to achieve the purpose of the present embodiment.

[0160] In addition, the functional units in the various embodiments of the present invention may be integrated into a single processing unit, each unit may exist physically separately, or two or more units may be integrated into a single unit. The aforementioned integrated units may be implemented in the form of hardware or software functional units.

[0161] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or all or part of the technical solution can be embodied in the form of a software product. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server or network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), mobile hard disk, magnetic disk or optical disk, etc. Various media that can store program codes.

[0162] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present invention. These improvements and modifications should also be regarded as within the scope of protection of the present invention.

Claims

1. A vehicle control method, characterized in that: include: During the driving of the vehicle, obtaining a steering wheel angle and a driving state of the vehicle, wherein the driving state is used to indicate the driving stability of the vehicle; determining a first torque limit of a drive shaft corresponding to the vehicle based on the driving state and the steering wheel angle, wherein the first torque limit is used to prevent torque overload of the drive shaft; adjusting the requested torque of the power transmission system based on the first torque limit and a transmission route parameter of the power transmission system corresponding to the vehicle to obtain a target output torque of the power transmission system, wherein the transmission route parameter is used to represent a parameter that affects power transmission from the power transmission system to the drive shaft; The drive shaft is controlled based on the target output torque.

2. The vehicle control method according to claim 1, characterized in that: Determining a first torque limit torque corresponding to a drive shaft of the vehicle based on the driving state and the steering wheel angle includes: determining, based on the driving state and the steering wheel angle, a swing angle parameter of a drive shaft outer segment corresponding to the drive shaft, wherein the drive shaft outer segment swings as the vehicle rotates during the steering process of the vehicle; Evaluate the torque bearing capacity of the drive shaft outer section based on the swing angle parameter to obtain the quasi-static torsional strength of the drive shaft outer section, wherein the quasi-static torsional strength is used to measure the strength performance index of the drive shaft outer section when bearing torque; A first torque limiting torque of the drive shaft is determined based on the driving state and the pseudo-static torsional strength.

3. The vehicle control method according to claim 2, characterized in that: Determining a swing angle parameter of a drive shaft outer segment corresponding to the drive shaft based on the driving state and the steering wheel angle includes: In response to the driving state being a first driving state, obtaining the swing angle parameter based on a suspension travel of the vehicle and the steering wheel angle, wherein the suspension travel represents a maximum change distance of the suspension system corresponding to the drive shaft from the first state to the second state; In response to the driving state being a second driving state, the swing angle parameter is determined based on the steering wheel angle, wherein stability of the second driving state is greater than stability of the first driving state.

4. The vehicle control method according to claim 2, wherein: The torque bearing capacity of the drive shaft outer segment is evaluated based on the swing angle parameter to obtain the pseudo-static torsional strength of the drive shaft outer segment, including: In response to the swing angle parameter being within a preset parameter range, determining the pseudo-static torsional strength based on a first preset slope, a first preset intercept, and the swing angle parameter; In response to the swing angle parameter not being within the preset parameter interval, the quasi-static torsional strength is determined based on a second preset slope, a second preset intercept, and the swing angle parameter, wherein the absolute value of the second preset slope is greater than the absolute value of the first preset slope, and the second preset intercept is greater than or equal to the first preset intercept.

5. The vehicle control method according to claim 2, characterized in that: Determining a first torque limit of the drive shaft based on the driving state and the quasi-static torsional strength includes: determining a target adjustment coefficient corresponding to the driving state from a plurality of adjustment coefficients, wherein different adjustment coefficients respond to different degrees of torque impact; The first torque limit is determined based on a product of the target adjustment coefficient and the pseudo-static torsional strength.

6. The vehicle control method according to claim 2, characterized in that: Adjusting the requested torque of the power transmission system based on the first torque limit and a transmission route parameter of the power transmission system corresponding to the vehicle to obtain a target output torque of the power transmission system includes: determining a torque distribution ratio of the at least one power source based on the transmission route parameter and a second torque limit of the at least one power source in the power transmission system, wherein the torque distribution ratio is used to represent a torque ratio distributed to the at least one power source; The second torque limit is adjusted based on the torque distribution ratio and the first torque limit to obtain the target output torque.

7. The vehicle control method according to any one of claims 1 to 6, characterized in that: The method further comprises: Obtaining the historical remaining life of the drive shaft; updating the historical remaining life based on the target output torque of the drive shaft and the current running time of the drive shaft in the driving state to obtain a target remaining life of the drive shaft; Based on the target remaining life and a preset life threshold, it is determined whether to output first prompt information, wherein the first prompt information is used to prompt that the remaining life of the drive shaft is less than the preset life threshold.

8. The vehicle control method according to any one of claims 1 to 6, characterized in that: The method further comprises: Obtaining the ambient temperature of the current environment of the drive shaft; Determining an internal temperature of an outer section corresponding to the drive shaft based on a swing angle parameter, the target output torque, and the ambient temperature, wherein the internal temperature of the outer section is used to represent the internal temperature of the outer section of the drive shaft; Based on the internal temperature of the outer section and a preset temperature threshold, it is determined whether to output a second prompt message, wherein the second prompt message is used to prompt that the internal temperature of the outer section is greater than the preset temperature threshold.

9. A computer-readable storage medium, characterized in that The computer-readable storage medium includes a stored program, wherein when the program is executed, the method according to any one of claims 1 to 8 is executed in a processor of a device where the program is controlled.

10. A vehicle, characterized in that: include: one or more processors; a storage device for storing one or more programs; When the one or more programs are executed by the one or more processors, the one or more processors perform the method according to any one of claims 1 to 8.

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