Control method and device of differential, vehicle and storage medium

Abstract

This invention discloses a control method, device, vehicle, and storage medium for a differential. The method includes: determining the operating state of the drive half-shaft of the vehicle; determining the speed difference between the two output shafts of the differential based on the operating state of the drive half-shaft; determining a target torque limit based on the speed difference; and limiting the input shaft torque of the differential to not exceed the target torque limit. By limiting the input shaft torque of the differential, this method can prevent damage to the differential caused by excessive speed difference between the two output shafts due to slippage of one drive wheel on one side of the vehicle, thereby achieving effective protection of the differential.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a differential control method, device, vehicle, and storage medium. Background Technology

[0002] In current automobiles, especially those without Electronic Stability System (ESP), when one drive wheel is suspended in the air or on a low-traction surface, the wheel speed of the suspended or low-traction drive wheel will increase rapidly, while the other wheel remains stationary. This can easily lead to a wheel speed difference between the two drive wheels, and a high wheel speed difference over a long period of time can damage the differential. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. Therefore, the object of the present invention is to provide a differential control method, device, vehicle, and storage medium.

[0004] The present invention proposes a differential control method, comprising the following steps:

[0005] Determine the operating status of the vehicle's drive half-shaft;

[0006] The speed difference between the two output shafts of the differential is determined based on the operating state of the drive half-shaft.

[0007] The target torque limit is determined based on the speed difference.

[0008] The input shaft torque of the differential is limited to not exceeding the target torque limit.

[0009] In addition, the differential control method according to embodiments of the present invention may also have the following additional technical features:

[0010] Furthermore, after determining the speed difference between the two output shafts of the differential, the method further includes:

[0011] Obtain the rotational speed acceleration of the output shafts on both sides of the differential;

[0012] The optimized torque limit is determined based on the rotational acceleration and the rotational speed difference;

[0013] The input shaft torque of the differential is limited to not exceeding the optimized torque limit.

[0014] Furthermore, determining the operating state of the vehicle's drive half-shaft includes:

[0015] The input shaft speed of the differential, the speeds of the two drive wheels of the vehicle, and the final drive ratio are obtained.

[0016] The calculated rotational speed is determined based on the rotational speed of the two drive wheels and the main reduction ratio.

[0017] The operating state of the drive half-shaft is determined based on the input shaft speed of the differential and the calculated speed value.

[0018] Further, determining the calculated rotational speed value based on the rotational speeds of the two drive wheels and the final drive ratio includes:

[0019] Calculate the sum of the wheel speeds of the left and right drive wheels;

[0020] The calculated rotational speed is determined by multiplying half the sum of the speeds of the left and right drive wheels by the final drive reduction ratio.

[0021] Further, obtaining the input shaft speed of the differential includes:

[0022] Obtain the motor speed or gearbox output shaft speed of the vehicle;

[0023] The input shaft speed of the differential is determined based on the motor speed or the output shaft speed of the gearbox.

[0024] Further, based on the input shaft speed of the differential and the calculated speed value, the operating state of the drive half-shaft is determined, including:

[0025] If the input shaft speed of the differential is greater than the sum of the calculated speed value and the preset correction value, then the drive half shaft is determined to be in a damaged state.

[0026] If the input shaft speed of the differential is less than or equal to the sum of the calculated speed value and the preset correction value, then the drive half-shaft is determined to be in a normal state.

[0027] Further, based on the operating state, determining the speed difference between the two output shafts of the differential includes:

[0028] If the drive half-shaft is damaged, the speed difference between the two output shafts of the differential is determined to be the quotient of the input shaft speed of the differential and the main reduction ratio.

[0029] If the drive half-shaft is in normal condition, then the speed difference between the two output shafts of the differential is determined to be the difference between the speed of the left drive wheel and the speed of the right drive wheel.

[0030] Further, determining the target torque limit based on the speed difference includes:

[0031] Based on the speed difference, a preset speed difference-torque limit correspondence mapping table is queried to obtain the target torque limit corresponding to the speed difference. The speed difference-torque limit correspondence mapping table contains at least one set of correspondences between speed difference and torque limit, and the at least one set of correspondences between speed difference and torque limit includes at least the correspondence between the speed difference and the target torque limit.

[0032] Further, determining the optimized torque limit based on the rotational acceleration and the rotational speed difference includes:

[0033] Based on the speed difference and the speed acceleration, a preset mapping table of speed difference-speed acceleration-torque limit is queried to obtain the optimized torque limit corresponding to the speed difference and the speed acceleration. The mapping table of speed difference-speed acceleration-torque limit contains at least one set of correspondences between speed difference and speed acceleration-torque limit. The at least one set of correspondences between speed difference and speed acceleration-torque limit includes at least the correspondence between the speed difference, the speed acceleration and the target torque limit.

[0034] According to the differential control method of the present invention, by limiting the input shaft torque of the differential, the method can avoid damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle, thereby achieving effective protection of the differential.

[0035] To address the aforementioned problems, the present invention also proposes a differential control device, the device comprising:

[0036] The first determining module is used to determine the operating status of the vehicle's drive half-shaft;

[0037] The second determining module is used to determine the speed difference between the two output shafts of the differential based on the operating state of the drive half-shaft.

[0038] The third determining module is used to determine the target torque limit based on the speed difference;

[0039] A control module is used to limit the input shaft torque of the differential from exceeding the target torque limit.

[0040] According to an embodiment of the present invention, the differential control device can limit the input shaft torque of the differential to prevent damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle, thereby achieving effective protection of the differential.

[0041] To address the aforementioned problems, the present invention also proposes a vehicle, the vehicle comprising:

[0042] The differential control device as described in any of the above embodiments; or...

[0043] A processor, a memory, and a differential control program stored in the memory and executable on the processor, wherein the differential control program, when executed by the processor, implements the differential control method as described in any of the above embodiments.

[0044] According to an embodiment of the present invention, the vehicle can effectively protect the differential by limiting the input shaft torque of the differential, thereby preventing damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle.

[0045] To address the aforementioned problems, the present invention also proposes a computer-readable storage medium storing a differential control program thereon. When the differential control program is executed by a processor, it implements the differential control method as described in any of the above embodiments.

[0046] According to an embodiment of the present invention, when the control program of the differential stored thereon is executed by a processor, the input shaft torque of the differential can be limited, thereby preventing damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle, thus achieving effective protection of the differential.

[0047] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0048] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which:

[0049] Figure 1 This is a flowchart of a differential control method according to an embodiment of the present invention;

[0050] Figure 2 This is a schematic diagram of the control device for a differential according to an embodiment of the present invention. Detailed Implementation

[0051] To provide a more detailed understanding of the features and technical content of the embodiments of the present invention, the implementation of the embodiments of the present invention will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for illustrative purposes only and are not intended to limit the embodiments of the present invention. In the following technical description, for ease of explanation, several details are used to provide a full understanding of the disclosed embodiments. However, one or more embodiments may still be implemented without these details. In other cases, well-known structures and devices may be shown in a simplified manner to simplify the drawings.

[0052] The following is for reference. Figures 1-2 A method, apparatus, vehicle, and storage medium for controlling a differential according to embodiments of the present invention are described.

[0053] Figure 1 This is a flowchart of a differential control method according to an embodiment of the present invention. Figure 1 As shown, a control method for a differential includes the following steps:

[0054] Step S1: Determine the operating status of the vehicle's drive half-shaft.

[0055] Step S2: Determine the speed difference between the two output shafts of the differential based on the operating status of the drive half shaft.

[0056] Step S3: Determine the target torque limit based on the speed difference.

[0057] Step S4: Limit the input shaft torque of the differential to not exceed the target torque limit.

[0058] Specifically, in this embodiment of the invention, the speed difference between the two output shafts of the differential is determined based on the operating state of the vehicle's drive half-shaft. Then, a target torque limit is determined based on the speed difference, thereby controlling the torque of the input shaft of the differential according to the target torque limit. This can prevent the differential from being damaged due to excessive speed difference between the two output shafts caused by slippage of the vehicle's drive wheel on one side, thus achieving effective protection of the differential.

[0059] In one embodiment of the present invention, after determining the speed difference between the two output shafts of the differential, the method further includes: acquiring the speed acceleration of the two output shafts of the differential; determining an optimized torque limit based on the speed acceleration and the speed difference; and limiting the input shaft torque of the differential to not exceed the optimized torque limit. That is, by combining the speed acceleration and the speed difference to determine the input shaft torque limit of the differential, compared to determining the input shaft torque limit solely through the speed difference (target torque limit), the obtained optimized torque limit is more accurate, thus facilitating more precise and reliable limitation of the input shaft torque of the differential, and improving the accuracy and reliability of differential control.

[0060] In one embodiment of the present invention, determining the operating state of the vehicle's drive half-shaft includes the following steps:

[0061] Step S11: Obtain the input shaft speed of the differential, the speeds of the two drive wheels on both sides of the vehicle, and the final drive ratio.

[0062] Step S12: Determine the calculated speed value based on the speed of the two drive wheels and the main reduction ratio.

[0063] Step S13: Determine the operating status of the drive half shaft based on the input shaft speed and the calculated speed value of the differential.

[0064] Specifically, the vehicles include front-wheel drive vehicles and rear-wheel drive vehicles. In a front-wheel drive vehicle, the two front wheels are the drive wheels, and in a rear-wheel drive vehicle, the two rear wheels are the drive wheels. This invention is applicable to both front-wheel drive and rear-wheel drive vehicles. During vehicle operation, the wheel speeds of the two drive wheels can be acquired via sensors. Then, based on the differential's shaft speed characteristics, a calculated speed value is determined. Based on the actual input shaft speed of the differential and the calculated speed value, the operating state of the drive half-shaft is determined. Furthermore, based on the operating state of the drive half-shaft, the speed difference between the two output shafts of the differential under different operating states is accurately determined. The shaft speed characteristics of the differential during normal operation are: Differential input shaft speed = (left drive wheel speed + right drive wheel speed) / 2 * final drive ratio.

[0065] In one embodiment of the present invention, determining the calculated rotational speed value based on the rotational speeds of the two drive wheels and the final drive reduction ratio includes:

[0066] Step S121: Calculate the sum of the wheel speeds of the left and right drive wheels.

[0067] Step S122: The product of half the sum of the speeds of the left and right drive wheels and the final drive ratio is used to determine the calculated speed. That is, the calculated speed = (left drive wheel speed + right drive wheel speed) / 2 * final drive ratio.

[0068] In one embodiment of the present invention, obtaining the input shaft speed of the differential includes the following steps:

[0069] Step S111: Obtain the vehicle's motor speed or gearbox output shaft speed.

[0070] Step S112: Determine the input shaft speed of the differential based on the motor speed or the output shaft speed of the gearbox.

[0071] Specifically, the vehicle in this embodiment of the invention can be an electric vehicle or a gasoline-powered vehicle. In an electric vehicle, the input shaft speed of the differential can be obtained by acquiring the motor speed; in a gasoline-powered vehicle, the input shaft speed of the differential can be obtained by acquiring the output shaft speed of the transmission. Specifically, the motor speed can be detected by a sensor located on the corresponding output shaft. The sensor can send the detected motor speed to the MCU (Motor Control Unit) in the vehicle, allowing the MCU to acquire the motor speed. Similarly, the transmission output shaft speed can be detected by a sensor located on the corresponding output shaft. The sensor can send the detected output shaft speed in the transmission to the TCU (Transmission Control Unit) in the vehicle, allowing the TCU to acquire the transmission output shaft speed. The input shaft speed of the differential is then determined based on either the motor speed or the transmission output shaft speed.

[0072] In one embodiment of the present invention, the operating state of the drive half-shaft includes, for example, a damaged state and a normal state. Determining the operating state of the drive half-shaft based on the input shaft speed of the differential and the calculated speed value includes the following steps:

[0073] Step S131: If the input shaft speed of the differential is greater than the sum of the calculated speed value and the preset correction value, then the drive half-shaft is determined to be in a damaged state. The damaged state may include the case where both drive half-shafts are damaged, or the case where only one drive half-shaft is damaged, that is, at least one drive half-shaft is damaged, which is a damaged state.

[0074] Step S132: If the input shaft speed of the differential is less than or equal to the sum of the calculated speed value and the preset correction value, then the drive half-shaft is determined to be in normal condition. Normal condition includes the situation where both drive half-shafts are undamaged, that is, both drive half-shafts can work normally and are not damaged.

[0075] Specifically, if the input shaft speed of the differential is greater than the sum of the calculated speed value and the preset correction value, it is determined that at least one drive half-shaft is damaged. If the input shaft speed of the differential is less than or equal to the sum of the calculated speed value and the preset correction value, it is determined that the drive half-shaft is working normally. The preset correction value is a pre-set empirical value. In a specific embodiment, the preset correction value can be set according to actual needs, for example, but not limited to, 900 rpm.

[0076] In one embodiment of the present invention, determining the speed difference between the two output shafts of the differential based on the operating state of the drive half-shaft includes the following steps:

[0077] Step S21: If the drive half shaft is damaged, the speed difference between the two output shafts of the differential is determined to be the quotient of the input shaft speed of the differential and the main reduction ratio.

[0078] Step S22: If the drive half shaft is in normal condition, then determine that the speed difference between the two output shafts of the differential is the difference between the speed of the left drive wheel and the speed of the right drive wheel.

[0079] In one embodiment of the present invention, determining the target torque limit based on the speed difference includes:

[0080] Based on the speed difference, a preset speed difference-torque limit mapping table is consulted to obtain the target torque limit corresponding to the speed difference. This mapping table contains at least one set of correspondences between speed differences and torque limits, and this at least one set of correspondences includes at least the correspondence between the speed difference and the target torque limit. The speed difference-torque limit mapping table needs to be calibrated based on actual vehicle testing.

[0081] In one embodiment of the present invention, determining the optimized torque limit based on the rotational acceleration and the rotational speed difference includes: querying a preset mapping table of correspondence between rotational speed difference, rotational acceleration, and torque limit based on the rotational speed difference and the rotational speed acceleration to obtain the optimized torque limit corresponding to the rotational speed difference and the rotational speed acceleration. The mapping table contains at least one set of correspondences between rotational speed difference, rotational acceleration, and torque limit, and the at least one set of correspondences includes at least the correspondence between the rotational speed difference, the rotational speed acceleration, and the target torque limit. The mapping table of correspondence between rotational speed difference, rotational acceleration, and torque limit needs to be calibrated based on actual vehicle testing.

[0082] As a specific embodiment, the control method of the differential in the specific embodiment is described by way of example below, so as to better understand the control method of the differential in the embodiment of the present invention.

[0083] In a specific embodiment, the vehicle's wheel speed acquisition unit and control system, such as ABS (Anti-Blocking System) or ESP (Electronic Stability System), can be used to collect the drive wheel speeds in real time and send them to a torque calculation system, such as the vehicle's VCU (Vehicle Control Unit), MCU, or TCU, via CAN signals. The torque calculation system acquires the differential input shaft speed (which can be determined by the electric motor speed of an electric vehicle or the transmission output shaft speed of a gasoline-powered vehicle) and calculates the torque limit of the differential input shaft based on the wheel speed difference between the two drive wheels. This ensures that the actual input shaft torque of the differential does not exceed this limit, thereby preventing damage to the differential due to excessive speed difference between the output shafts on both sides caused by slippage of one drive wheel, thus achieving effective protection of the differential. The torque limit calculation method is as follows:

[0084] (1) Use the differential characteristics of the differential to verify the working status of the drive half-shaft.

[0085] When the differential input shaft speed is greater than (left drive wheel speed + right drive wheel speed) / 2 * final drive ratio + 900 rpm (preset correction value, which is calibrable), it is determined that at least one drive half-shaft is damaged, i.e., the drive half-shaft is in a damaged state. The calculated speed is: (left drive wheel speed + right drive wheel speed) / 2 * final drive ratio.

[0086] When the differential input shaft speed is ≤ (left drive wheel speed + right drive wheel speed) / 2 * final drive ratio + 900 rpm (preset correction value, which is calibrable), the drive half-shaft is considered to be working normally, i.e., the drive half-shaft is in normal condition. The calculated speed is: (left drive wheel speed + right drive wheel speed) / 2 * final drive ratio.

[0087] (2) Calculate the speed difference between the output shafts on both sides of the differential.

[0088] When at least one drive half-shaft is damaged, i.e., the drive half-shaft is in a damaged state, the speed difference between the output shafts on both sides of the differential is equal to the speed of the differential input shaft divided by the main reduction ratio.

[0089] When the drive half-shaft is working normally, that is, when the drive half-shaft is in normal condition, the speed difference between the output shafts on both sides of the differential is equal to the speed difference between the drive wheels on both sides.

[0090] (3) Based on the design characteristics of differential components, the torque limit of the differential input shaft is calculated by referring to the table. The table parameters can be calibrated according to the actual vehicle test to prevent adverse effects on the vehicle's turning (avoiding torque limitation during normal turning). For example, the correspondence between the output shaft speed difference and the torque limit of the input shaft of the differential can be shown in Table 1. Table 1 shows the mapping table of the correspondence between speed difference and torque limit.

[0091] Table 1

[0092]

[0093] The aforementioned correspondence table 1 can be stored in the TCU or MCU. After the TCU or MCU obtains the vehicle's motor speed or the gearbox output shaft speed, it can determine the input shaft speed of the differential and the speed difference between the two output shafts of the differential. By querying the correspondence table shown in Table 1, the input shaft torque limit (i.e., the target torque limit) can be obtained based on the output shaft speed difference.

[0094] (4) The torque calculation system coordinates the torque calculation results and can control the input shaft torque of the differential according to the target torque limit. For example, it can control the input shaft torque of the differential to be less than or equal to the target torque limit, thereby preventing the differential input shaft torque from exceeding the differential protection torque limit and causing differential damage.

[0095] Furthermore, after step (2), the following may also be included:

[0096] (5) Based on the design characteristics and speed acceleration of the differential components, the torque limit of the differential input shaft is calculated by referring to the table. The table parameters can be calibrated according to the actual vehicle test to prevent adverse effects on the vehicle's turning (avoiding torque limitation during normal turning). For example, the correspondence between the output shaft speed difference, speed acceleration and the torque limit of the input shaft of the differential can be shown in Table 2. That is, Table 2 shows the mapping table of the correspondence between speed difference, speed acceleration and torque limit.

[0097] Table 2

[0098]

[0099] The aforementioned correspondence table 2 can be stored in the TCU or MCU. After the TCU or MCU obtains the vehicle's motor speed or the transmission output shaft speed, it can determine the input shaft speed of the differential and the speed difference between the two output shafts of the differential. It can also obtain the speed acceleration of the output shaft through relevant sensors or algorithms. Then, by consulting the correspondence table shown in Table 2, a more accurate input shaft torque limit (i.e., optimized torque limit) can be obtained based on the output shaft speed difference and speed acceleration.

[0100] (6) The torque calculation system coordinates the torque calculation results and can control the input shaft torque of the differential according to the optimized torque limit. For example, it controls the input shaft torque of the differential to be less than or equal to the optimized torque limit, thereby controlling the differential more accurately and reliably and preventing the differential input shaft torque from exceeding the differential protection torque limit, which would cause the differential to be damaged.

[0101] According to the differential control method of the present invention, by limiting the input shaft torque of the differential, the method can avoid damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle, thereby achieving effective protection of the differential.

[0102] A further embodiment of the present invention discloses a control device for a differential. Figure 2 This is a schematic diagram of the structure of a differential control device according to an embodiment of the present invention, as shown below. Figure 2 As shown, the device 10 includes a first determining module 11, a second determining module 12, a third determining module 13, and a control module 14.

[0103] The first determining module 11 is used to determine the operating status of the vehicle's drive half-shaft.

[0104] The second determining module 12 is used to determine the speed difference between the two output shafts of the differential based on the operating state of the drive half shaft.

[0105] The third determining module 13 is used to determine the target torque limit based on the speed difference.

[0106] The control module 14 is used to limit the input shaft torque of the differential from exceeding the target torque limit.

[0107] In one embodiment of the present invention, after determining the speed difference between the two output shafts of the differential, the method further includes:

[0108] Obtain the rotational acceleration of the output shafts on both sides of the differential;

[0109] The optimized torque limit is determined based on the rotational acceleration and the speed difference.

[0110] The input shaft torque of the differential is limited to not exceeding the optimized torque limit.

[0111] In one embodiment of the present invention, the first determining module 11 determines the operating state of the vehicle's drive half-shaft, including:

[0112] Obtain the input shaft speed of the differential, the speed of the two drive wheels on both sides of the vehicle, and the final drive ratio;

[0113] The calculated speed value is determined based on the speed of the two drive wheels and the main reduction ratio.

[0114] The operating status of the drive half-shaft is determined based on the input shaft speed of the differential and the calculated speed value.

[0115] In one embodiment of the present invention, the first determining module 11 determines the calculated speed value based on the speed of the two drive wheels and the main reduction ratio, including:

[0116] Calculate the sum of the wheel speeds of the left and right drive wheels;

[0117] The product of half the sum of the speeds of the left and right drive wheels and the final drive reduction ratio is used to determine the calculated speed.

[0118] In one embodiment of the present invention, the first determining module 11 acquires the input shaft speed of the differential, including:

[0119] Obtain the vehicle's motor speed or gearbox output shaft speed;

[0120] The input shaft speed of the differential is determined based on the motor speed or the output shaft speed of the gearbox.

[0121] In one embodiment of the present invention, the first determining module 11 determines the operating state of the drive half-shaft based on the input shaft speed of the differential and the calculated speed value, including:

[0122] If the input shaft speed of the differential is greater than the sum of the calculated speed value and the preset correction value, then the drive half shaft is determined to be in a damaged state.

[0123] If the input shaft speed of the differential is less than or equal to the sum of the calculated speed value and the preset correction value, then the drive half shaft is determined to be in normal condition.

[0124] In one embodiment of the present invention, the second determining module 12 determines the speed difference between the two output shafts of the differential based on the operating state, including:

[0125] If the drive half-shaft is damaged, the speed difference between the two output shafts of the differential is determined to be the quotient of the input shaft speed of the differential and the main reduction ratio.

[0126] If the drive half-shaft is in normal condition, then the speed difference between the two output shafts of the differential is determined to be the difference between the speed of the left drive wheel and the speed of the right drive wheel.

[0127] In one embodiment of the present invention, the third determining module 13 determines the target torque limit based on the speed difference, including:

[0128] Based on the speed difference, a preset speed difference-torque limit correspondence mapping table is queried to obtain the target torque limit corresponding to the speed difference. The speed difference-torque limit correspondence mapping table contains at least one set of correspondences between speed difference and torque limit, and the at least one set of correspondences between speed difference and torque limit includes at least the correspondence between speed difference and the target torque limit.

[0129] In one embodiment of the present invention, determining the optimized torque limit based on rotational acceleration and rotational speed difference includes:

[0130] Based on the speed difference and speed acceleration, a preset mapping table of speed difference-speed acceleration-torque limit correspondence is queried to obtain the optimized torque limit corresponding to the speed difference and speed acceleration. The mapping table of speed difference-speed acceleration-torque limit correspondence contains at least one set of correspondence between speed difference-speed acceleration-torque limit, and the at least one set of correspondence between speed difference-speed acceleration-torque limit includes at least the correspondence between speed difference, speed acceleration and target torque limit.

[0131] In one embodiment of the present invention, the control module 14 controls the input shaft torque of the differential according to the target torque limit, including:

[0132] The input shaft torque controlling the differential is less than or equal to the target torque limit.

[0133] It should be noted that the control device 10 of the differential in this embodiment of the invention controls the differential in a manner similar to that of the control method of the differential in this embodiment of the invention. For details, please refer to the description in the method section. To reduce redundancy, it will not be repeated here.

[0134] According to an embodiment of the present invention, the differential control device 10 can limit the input shaft torque of the differential to prevent the differential from being damaged due to excessive speed difference between the two output shafts caused by slippage of the drive wheel on one side of the vehicle. This achieves effective protection of the differential.

[0135] A further embodiment of the present invention also discloses a vehicle.

[0136] In some embodiments, the vehicle includes: a differential control device 10 as described in any of the above embodiments of the present invention. Alternatively,

[0137] In other embodiments, the vehicle includes a processor, a memory, and a differential control program stored in the memory and executable on the processor, wherein the differential control program, when executed by the processor, implements the differential control method as described in any of the above embodiments.

[0138] According to an embodiment of the present invention, the vehicle can effectively protect the differential by limiting the input shaft torque of the differential, thereby preventing damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle.

[0139] A further embodiment of the present invention discloses a computer-readable storage medium storing a differential control program thereon, wherein the differential control program, when executed by a processor, implements the differential control method as described in any of the above embodiments.

[0140] According to an embodiment of the present invention, when the control program of the differential stored thereon is executed by a processor, the differential can be effectively protected by limiting the torque of the input shaft of the differential, thereby preventing damage to the differential caused by excessive speed difference between the two output shafts due to slippage of the drive wheel on one side of the vehicle.

[0141] In the description of this specification, references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example.

[0142] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A control method of a differential, characterized by, include: The input shaft speed of the differential, the speeds of the two drive wheels of the vehicle, and the final drive ratio are obtained. The calculated rotational speed is determined based on the rotational speed of the two drive wheels and the main reduction ratio. If the input shaft speed of the differential is greater than the sum of the calculated speed value and the preset correction value, then the drive half-shaft of the vehicle is determined to be in a damaged state, and the damaged state indicates that at least one drive half-shaft is damaged. If the input shaft speed of the differential is less than or equal to the sum of the calculated speed value and the preset correction value, then the drive half-shaft is determined to be in a normal state, which means that neither of the drive half-shafts on both sides is damaged. If the drive half-shaft is damaged, the speed difference between the two output shafts of the differential is determined to be the quotient of the input shaft speed of the differential and the main reduction ratio. If the drive half-shaft is in normal condition, then the speed difference between the two output shafts of the differential is determined to be the difference between the speed of the left drive wheel and the speed of the right drive wheel. The target torque limit is determined based on the speed difference. The input shaft torque of the differential is limited to not exceeding the target torque limit.

2. The control method of the differential according to claim 1, characterized by, After determining the speed difference between the two output shafts of the differential, the following steps are also included: Obtain the rotational speed acceleration of the output shafts on both sides of the differential; The optimized torque limit is determined based on the rotational acceleration and the rotational speed difference; The input shaft torque of the differential is limited to not exceeding the optimized torque limit.

3. The control method of the differential according to claim 1, characterized by, The calculated rotational speed value is determined based on the rotational speeds of the two drive wheels and the final drive ratio, including: Calculate the sum of the wheel speeds of the left and right drive wheels; The calculated rotational speed is determined by multiplying half the sum of the speeds of the left and right drive wheels by the final drive reduction ratio.

4. The control method of the differential according to claim 1, characterized by, Obtaining the input shaft speed of the differential includes: Obtain the motor speed or gearbox output shaft speed of the vehicle; The input shaft speed of the differential is determined based on the motor speed or the output shaft speed of the gearbox.

5. The control method for the differential according to claim 1, characterized in that, Determining the target torque limit based on the speed difference includes: Based on the speed difference, a preset speed difference-torque limit correspondence mapping table is queried to obtain the target torque limit corresponding to the speed difference. The speed difference-torque limit correspondence mapping table contains at least one set of correspondences between speed difference and torque limit, and the at least one set of correspondences between speed difference and torque limit includes at least the correspondence between the speed difference and the target torque limit.

6. The control method of the differential according to claim 2, characterized by, Determining the optimized torque limit based on the rotational acceleration and the rotational speed difference includes: Based on the speed difference and the speed acceleration, a preset mapping table of speed difference-speed acceleration-torque limit is queried to obtain the optimized torque limit corresponding to the speed difference and the speed acceleration. The mapping table of speed difference-speed acceleration-torque limit contains at least one set of correspondences between speed difference and speed acceleration-torque limit. The at least one set of correspondences between speed difference and speed acceleration-torque limit includes at least the correspondence between the speed difference, the speed acceleration and the target torque limit.

7. A control device for a differential, comprising: The first determining module is used to obtain the input shaft speed of the differential, the speed of the two drive wheels of the vehicle, and the final drive ratio; The calculated speed value is determined based on the speed of the two drive wheels and the main reduction ratio; if the speed of the input shaft of the differential is greater than the sum of the calculated speed value and the preset correction value, then the drive half shaft of the vehicle is determined to be in a damaged state, and the damaged state indicates that at least one of the drive half shafts is damaged; If the input shaft speed of the differential is less than or equal to the sum of the calculated speed value and the preset correction value, then the drive half-shaft is determined to be in a normal state, which means that neither of the drive half-shafts on both sides is damaged. The second determining module is used to determine, if the drive half-shaft is in a damaged state, the speed difference between the two output shafts of the differential is the quotient of the input shaft speed of the differential and the main reduction ratio; if the drive half-shaft is in a normal state, the speed difference between the two output shafts of the differential is the difference between the speed of the left drive wheel and the speed of the right drive wheel. The third determining module is used to determine the target torque limit based on the speed difference; A control module is used to limit the input shaft torque of the differential from exceeding the target torque limit.

8. A vehicle characterized by comprising: include: The control device for the differential as described in claim 7; or, A processor, a memory, and a differential control program stored in the memory and executable on the processor, wherein the differential control program, when executed by the processor, implements the differential control method as described in any one of claims 1-6.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a control program for the differential, which, when executed by a processor, implements the differential control method as described in any one of claims 1-6.

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