ESC and differential lock control method, device, vehicle, medium and product

Abstract

This application relates to the field of vehicle technology, and in particular to a control method, device, vehicle, medium, and product for ESC and differential lock. The method includes: acquiring the current vehicle's operating condition type and status data; if the operating condition type is a first operating condition, controlling the ESC to apply braking force to the target wheel based on the status data; if the operating condition type is a second operating condition, controlling the ESC to apply braking force to the target wheel based on the status data, or adjusting the wheel speed difference between the wheels using the differential lock. This solves the problem in existing technologies where the appropriate control method cannot be flexibly selected according to actual operating conditions to assist vehicle driving.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method, device, vehicle, medium, and product for ESC and differential lock. Background Technology

[0002] When a vehicle is traveling on a snowy or icy surface, if the coefficient of friction of the road surface on one side of the drive wheel is too low, the wheel on that side will have difficulty passing through the road surface. In this case, the drive wheel needs to be locked by a differential lock to transfer the driving force to the other wheel to drive the vehicle away and get it out of trouble.

[0003] Currently, there are two main types of differential locking for the left and right drive wheels of vehicles. The first involves adding a physical differential lock to the drive axle, achieving mechanical locking by rigidly connecting the left and right half-shafts. The second type is used in vehicles equipped with ESC (Electronic Stability Control), which uses braking force to balance the torque between the left and right wheels, achieving a coupling locking effect. The first method is more reliable and has a larger torque transmission, but it is expensive. The second method is purely software-based and easier to implement, but the vehicle must be equipped with an ESC system to function.

[0004] With the increasing popularity of ESC systems, mechanical differential locks and ESC systems are being integrated into more and more vehicles. However, existing technologies only design for one type of structure when vehicles are getting out of trouble, without properly integrating the two. This results in vehicles being unable to flexibly select the most appropriate control method to assist driving under certain complex road conditions. Summary of the Invention

[0005] This application provides a control method, device, vehicle, medium, and product for ESC and differential lock to solve the problem that existing technologies cannot flexibly select appropriate control methods to assist vehicle driving according to actual working conditions.

[0006] The first aspect of this application provides a control method for ESC and differential lock, including the following steps: obtaining the current vehicle operating condition type and status data; if the operating condition type is a first operating condition, controlling ESC to apply braking force to the target wheel based on the status data; if the operating condition type is a second operating condition, controlling ESC to apply braking force to the target wheel based on the status data, or adjusting the wheel speed difference between the wheels using the differential lock.

[0007] Optionally, in one embodiment of this application, before controlling the ESC to apply braking force to the target wheel based on state data, or adjusting the wheel speed difference between the wheels by the differential lock, the method further includes: obtaining the current output torque of the vehicle; if the output torque meets the preset performance requirements, then controlling the ESC to apply braking force to the target wheel based on state data, otherwise controlling the differential lock to adjust the wheel speed difference between the wheels based on state data.

[0008] Optionally, in one embodiment of this application, the state data includes wheel speed and vehicle speed. Before controlling the ESC to apply braking force to the target wheel based on the state data, the method further includes: obtaining the radius of the wheel; calculating the slip ratio of each wheel based on the radius, vehicle speed, and wheel speed; and determining the target wheel based on the slip ratio of each wheel.

[0009] Optionally, in one embodiment of this application, determining the target wheel based on the slip ratio of each wheel includes: if the slip ratio of a wheel is greater than or equal to a preset threshold, then determining the wheel with a slip ratio greater than the preset threshold as the target wheel.

[0010] Optionally, in one embodiment of this application, controlling the differential lock to adjust the wheel speed difference between wheels based on state data includes: if the wheel speed of any wheel is higher than the wheel speed of other wheels, determining that the wheel with the higher wheel speed is the slipping wheel, and restricting the slippage of the differential lock, so as to adjust the wheel speed difference between the slipping wheel and the non-slipping wheel.

[0011] Optionally, in one embodiment of this application, after controlling the ESC to apply braking force to the target wheel based on the state data, the method further includes: obtaining the current slip ratio of each wheel; if the current slip ratio is less than a preset threshold, then re-acquiring the vehicle's state data, and controlling the differential lock to adjust the wheel speed difference between the wheels based on the re-acquiring state data.

[0012] A second aspect of this application provides a control device for a vehicle's ESC and differential lock, comprising: an acquisition module for acquiring the current vehicle's operating condition type and status data; a first control module for controlling the ESC to apply braking force to a target wheel based on the status data if the operating condition type is a first operating condition; and a second control module for controlling the ESC to apply braking force to the target wheel based on the status data if the operating condition type is a second operating condition, or for the differential lock to adjust the wheel speed difference between the wheels.

[0013] Optionally, in one embodiment of this application, it further includes: a judgment module, used to obtain the current output torque of the vehicle before controlling the ESC to apply braking force to the target wheel based on state data, or the differential lock to adjust the wheel speed difference between the wheels; if the output torque meets the preset performance requirements, then controlling the ESC to apply braking force to the target wheel based on state data, otherwise controlling the differential lock to adjust the wheel speed difference between the wheels based on state data.

[0014] Optionally, in one embodiment of this application, the state data includes wheel speed and vehicle speed, and further includes: a determination module, used to obtain the radius of the wheel before applying braking force to the target wheel by controlling ESC based on the state data; calculate the slip ratio of each wheel based on the radius, vehicle speed and wheel speed; and determine the target wheel based on the slip ratio of each wheel.

[0015] Optionally, in one embodiment of this application, the determining module is further configured to: if the slip ratio of the wheel is greater than or equal to a preset threshold, then determine the wheel with a slip ratio greater than the preset threshold as the target wheel.

[0016] Optionally, in one embodiment of this application, the second control module is further configured to: if the wheel speed of any wheel is higher than the wheel speed of other wheels, determine that the wheel with the higher wheel speed is the slipping wheel, and restrict the sliding of the differential lock in order to adjust the wheel speed difference between the slipping wheel and the non-slipping wheel.

[0017] Optionally, in one embodiment of this application, it further includes: a third control module, used to obtain the current slip ratio of each wheel after applying braking force to the target wheel by controlling ESC based on state data; if the current slip ratio is less than a preset threshold, then re-acquire the vehicle's state data, and control the differential lock to adjust the wheel speed difference between the wheels based on the re-acquired state data.

[0018] A third aspect of this application provides a vehicle including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to perform the ESC and differential lock control method as described in the above embodiments.

[0019] A fourth aspect of this application provides a computer-readable storage medium having a computer program or instructions stored thereon, which are executed by a processor to perform the ESC and differential lock control method as described above.

[0020] The fifth aspect of this application provides a computer program product, including a computer program or instructions, which, when executed, implement the ESC and differential lock control method as described in the above embodiments.

[0021] Therefore, this application has at least the following beneficial effects:

[0022] This application's embodiments can determine specific control strategies based on the current vehicle's operating condition. In the first operating condition, only the ESC is controlled to apply braking force to the target wheels based on state data, eliminating the need for a differential lock. This simplifies the control system, avoids potential conflicts or redundant operations between the differential lock and ESC, and using only ESC does not change the driver's operating habits, providing a more natural driving experience. In the second operating condition, braking force is applied to the target wheels based on state data, or the differential lock is controlled to adjust the wheel speed difference between the wheels. This allows for specific control selection based on the specific situation, maintaining good stability and handling in the second operating condition while simultaneously considering driving experience and fuel economy. This enables flexible selection of appropriate control methods to assist vehicle driving based on the actual operating condition. Therefore, it solves the technical problem of existing technologies that cannot flexibly select appropriate control methods to assist vehicle driving based on actual operating conditions.

[0023] Additional aspects and advantages of this application 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 this application. Attached Figure Description

[0024] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein:

[0025] Figure 1 This is a flowchart of the control method for ESC and differential lock provided according to an embodiment of this application;

[0026] Figure 2 This is a structural diagram of the ESC control system provided according to an embodiment of this application;

[0027] Figure 3 This is a structural diagram of a vehicle four-wheel drive transmission system provided according to an embodiment of this application;

[0028] Figure 4 This is a diagram illustrating the interaction between the ESC and the four-wheel drive system control logic under low-speed conditions, according to an embodiment of this application.

[0029] Figure 5 This is a diagram illustrating the interaction between the ESC and the four-wheel drive system control logic under high-speed operating conditions, according to an embodiment of this application.

[0030] Figure 6 This is an example diagram of the control device for ESC and differential lock provided according to an embodiment of this application;

[0031] Figure 7 This is a structural schematic diagram of a vehicle provided according to an embodiment of this application.

[0032] Explanation of reference numerals in the attached figures:

[0033] ESC controller assembly 1, left front wheel speed sensor 2, right front wheel speed sensor 3, left rear wheel speed sensor 4, right rear wheel speed sensor 5, steering angle sensor 6, yaw angle sensor 7, vacuum booster assembly 8, brake pedal assembly 9, reservoir assembly 10, left front brake 11, right front brake 12, left rear brake 13, right rear brake 14, left front tire 15, right front tire 16, left rear tire 17, right rear tire 18, left front drive shaft 19, right front drive shaft 20, intermediate drive shaft 21, left rear drive shaft 22, right rear drive shaft 23, intelligent torque manager 24, intelligent limited-slip differential lock 25. Detailed Implementation

[0034] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0035] The control methods, devices, vehicles, media, and products of ESC and differential locks according to embodiments of this application are described below with reference to the accompanying drawings. To address the issue mentioned in the background that existing technologies only design for one type of structure when a vehicle is navigating difficult situations, without effectively integrating the two, this application provides a control method for ESC and a differential lock. In this method, a specific control strategy can be determined based on the current vehicle operating condition. In the first operating condition, only the ESC is controlled to apply braking force to the target wheel based on state data, without using the differential lock. This simplifies the control system, avoids potential conflicts or redundant operations between the differential lock and ESC, and using only ESC does not change the driver's operating habits, providing a more natural driving experience. In the second operating condition, braking force is applied to the target wheel based on state data, or the differential lock is controlled to adjust the wheel speed difference between the wheels. This allows for specific control selection based on the specific situation, maintaining good stability and handling in the second operating condition while simultaneously considering driving experience and economy. This enables flexible selection of the appropriate control method to assist vehicle driving based on the actual operating condition. This solves the problem that existing technologies cannot flexibly select appropriate control methods to assist vehicle driving based on actual working conditions.

[0036] Specifically, Figure 1 This is a flowchart illustrating a control method for ESC and differential lock provided in an embodiment of this application.

[0037] like Figure 1As shown, the control method of ESC and differential lock includes the following steps:

[0038] In step S101, the current vehicle's operating condition type and status data are obtained.

[0039] The operating conditions include a first operating condition and a second operating condition. The first operating condition is a low-speed operating condition, and the second operating condition is a high-speed operating condition. The status data includes wheel speed, vehicle speed, etc. Wheel speed can be obtained through wheel speed sensors, and vehicle speed can be obtained through vehicle speed sensors.

[0040] It is understood that the embodiments of this application can obtain the current vehicle's operating condition type and status data so as to subsequently control the vehicle's ESC and differential lock based on specific circumstances.

[0041] It should be noted that the solution in this application embodiment is mainly aimed at the control of ESC and differential lock during vehicle start-up and getting out of trouble.

[0042] In step S102, if the working condition is the first working condition, the ESC is controlled to apply braking force to the target wheel based on the state data.

[0043] It is understood that in the embodiments of this application, when the vehicle operating condition is the first operating condition, braking force is applied to the target wheel based on the state data. That is, in the low-speed condition, the wheel torque of the vehicle is controlled only through ESC, without the need to use a differential lock. This simplifies the control system, avoids potential conflicts or redundant operations between the differential lock and ESC, and using only ESC in the low-speed condition does not change the driver's operating habits, providing a more natural driving experience.

[0044] In this embodiment of the application, before applying braking force to the target wheel by controlling ESC based on state data, the method further includes: obtaining the radius of the wheel; calculating the slip ratio of each wheel based on the radius, vehicle speed, and wheel speed; and determining the target wheel based on the slip ratio of each wheel.

[0045] It is understood that, in the embodiments of this application, the slip ratio of each wheel can be calculated based on the radius of the wheel, the vehicle speed and the wheel speed of each wheel, and the target wheel can be determined based on the slip ratio in order to apply braking force to the target wheel.

[0046] The formula for calculating the slip ratio can be: ω is wheel speed, r is wheel radius, v is vehicle speed, and S is slip ratio.

[0047] In this embodiment of the application, determining the target wheel based on the slip ratio of each wheel includes: if the slip ratio of a wheel is greater than or equal to a preset threshold, then determining the wheel with a slip ratio greater than the preset threshold as the target wheel.

[0048] The preset threshold can be set according to specific circumstances, and the comparison is not specifically limited.

[0049] It is understood that the embodiments of this application can determine the wheel with a slip ratio greater than or equal to a preset threshold as the target wheel. The slip ratio greater than the preset threshold indicates that the wheel is slipping, so braking force needs to be applied to reduce the speed and restore its traction.

[0050] Furthermore, the braking force in this embodiment can be dynamically adjusted using a PID controller to ensure that the slip ratio is maintained within the optimal range. The PID controller uses proportional (P), integral (I), and derivative (D) components to correspond to the current error, cumulative error, and error change rate, respectively, thereby precisely adjusting the braking force.

[0051] In step S103, if the working condition is the second working condition, the ESC is controlled to apply braking force to the target wheel based on the status data, or the differential lock is used to adjust the wheel speed difference between the wheels.

[0052] It is understood that, in the embodiments of this application, when the vehicle's operating condition is the second operating condition, braking force is applied to the target wheel based on the state data, or the differential lock is controlled to adjust the wheel speed difference between the wheels, so as to achieve specific selection and control of the vehicle according to specific circumstances, maintain the vehicle's good stability and handling in the second operating condition, and simultaneously take into account driving experience and economy.

[0053] In this embodiment of the application, controlling the ESC to apply braking force to the target wheel based on state data, or adjusting the wheel speed difference between the wheels based on the differential lock, includes: obtaining the current output torque of the vehicle; if the output torque meets the preset performance requirements, then controlling the ESC to apply braking force to the target wheel based on state data, otherwise controlling the differential lock to adjust the wheel speed difference between the wheels based on state data.

[0054] The preset performance requirements can be set according to specific circumstances, such as the preset performance requirement being that the output torque is greater than the minimum output torque.

[0055] It is understood that in this embodiment of the application, when the current output torque of the vehicle meets the preset performance requirements, the ESC is controlled to apply power to the target wheel based on the state data. The ESC can prevent slippage by precisely controlling the braking force of each wheel and ensure that the vehicle remains stable. Otherwise, the differential lock is activated, and the wheel speed difference between the wheels is adjusted by the differential lock to ensure that more torque is transmitted to the wheel with better grip. By selecting the most appropriate control method under different conditions, the stability and traction of the vehicle under various driving conditions are improved.

[0056] In this embodiment of the application, the differential lock is controlled based on state data to adjust the wheel speed difference between wheels, including: if the wheel speed of any wheel is higher than the wheel speed of other wheels, the wheel with the higher wheel speed is determined to be the slipping wheel, and the sliding of the differential lock is restricted, so as to adjust the wheel speed difference between the slipping wheel and the non-slipping wheel.

[0057] It is understood that, in the embodiments of this application, when the wheel speed of any wheel is higher than that of other wheels, it can be determined that the wheel is slipping, and the limited-slip differential lock on that side will be activated or adjusted to limit the slippage inside the differential, thereby adjusting the wheel speed difference between the slipping wheel and the non-slipping wheel, thereby transmitting more torque to the non-slipping wheel with better grip.

[0058] In this embodiment of the application, after applying braking force to the target wheel by controlling ESC based on state data, the method further includes: obtaining the current slip ratio of each wheel; after applying braking force to the target wheel by controlling ESC based on state data, the method further includes: obtaining the current slip ratio of each wheel; if the current slip ratio is less than a preset threshold, then re-acquire the vehicle's state data, and control the differential lock to adjust the wheel speed difference between the wheels based on the re-acquired state data.

[0059] It is understood that, in this embodiment of the application, after applying braking force to the target wheel through ESC, the wheel slip ratio is monitored in real time. When the current wheel slip ratio is less than a preset threshold, it indicates that the vehicle has started or escaped the predicament. Then, the vehicle's state data is reacquired, and the wheel-side torque control rights are transferred to the differential lock. Based on the reacquired state data, the differential lock is controlled to adjust the wheel speed difference between the wheels. Through this flexible control system switching, the vehicle can maintain optimal stability and handling under different driving conditions, especially providing better passability in complex road conditions.

[0060] The following specific embodiment describes the ESC and differential lock control method of this application. Through integrated control of wheel-side torque control by ESC and torque control by the mechanical differential lock, in low-speed conditions, when starting or getting out of trouble, the four-wheel drive (i.e., the differential lock) is deactivated, and wheel-side torque control is achieved solely through ESC. In high-speed conditions, the controller calculates whether the current output torque meets the requirements for passing performance, deciding whether to activate the four-wheel drive or control the wheel-side torque through ESC. The corresponding hardware layout includes: ESC controller assembly 1, left front wheel speed sensor 2, right... Front wheel speed sensor 3, left rear wheel speed sensor 4, right rear wheel speed sensor 5, steering angle sensor 6, yaw angle sensor 7, vacuum booster assembly 8, brake pedal assembly 9, reservoir assembly 10, left front brake 11, right front brake 12, left rear brake 13, right rear brake 14, left front tire 15, right front tire 16, left rear tire 17, right rear tire 18, left front drive shaft 19, right front drive shaft 20, intermediate drive shaft 21, left rear drive shaft 22, right rear drive shaft 23, intelligent torque manager 24, and intelligent limited-slip differential lock 25.

[0061] The ESC control system includes an ESC controller assembly 1, four wheel speed sensors (2-5), a steering angle sensor 6, and a three-axis yaw angle sensor 7. The brake fluid pressure for the ESC control system is externally supplied by an external vacuum booster assembly 8, a reservoir assembly 10, and a brake pedal assembly 9. The actuators for wheel-side braking control are four brake calipers and their matched brake discs, steering knuckles, and tires. When the vehicle requires wheel-end braking force and the mechanical structure is insufficient to provide timely braking force input, the ESC controller can output braking force through its internal pump body, valve body, accumulator, and dedicated control circuitry via the brake hose assembly and brake hose assembly between the ESC controller assembly and the brake assembly.

[0062] The vehicle's four-wheel drive system includes four output shafts (19, 20, 22, 23), one intermediate drive shaft 21, an intelligent torque manager 24 connecting the two rear drive shafts, and an intelligent limited-slip differential lock 25. When the four-wheel drive vehicle is traveling at a constant speed, the intelligent torque manager 24 and the intelligent limited-slip differential lock 25 do not input torque to the rear axles, and the vehicle is in a front-wheel drive state. Furthermore, even when the four-wheel drive vehicle is traveling at a constant speed in a front-wheel drive state, if the controller analyzes the signal input from external sensors and determines that the vehicle is about to lose stability and the vehicle's posture is about to deviate from the optimal state calculated by the controller, the intelligent torque manager and the intelligent limited-slip differential lock intervene in the rear wheel torque distribution, and the vehicle enters four-wheel drive mode. The torque distribution to all four wheels is adjusted to the optimal value, allowing the vehicle to return to a stable state.

[0063] like Figure 2As shown, the ESC controller receives signals from four wheel speed sensors (2-5), yaw angle sensor 7, and steering angle sensor 6. It compares the vehicle attitude converted from the real-time signals received during vehicle movement with the vehicle stability parameters calculated by the ESC controller. If the actual vehicle parameters deviate significantly from the steady-state parameters, the ESC controller uses its internal pump, valve body, and accumulator to build pressure in the brake hard lines, applying hydraulic pressure to the four wheel brakes to control tire torque and bring the vehicle back to a stable state. During normal braking, without wheel lock-up, pressure build-up in the wheel cylinders is initiated by pressing the brake pedal. When the vehicle reaches or approaches lock-up during braking, the ESC controller's built-in pump controls the pressure in the master cylinder and lines. In emergency braking, wheel cylinder pressure build-up is directly achieved through the ESC controller's built-in pump to reduce braking execution time. When the vehicle starts moving, the ESC controller monitors the wheel slip ratio. If it determines that the slip ratio exceeds a threshold, it applies braking pressure to the slipping wheel, reducing its speed until traction is restored.

[0064] like Figure 3 As shown, the intelligent torque manager 24 and the intelligent limited-slip differential lock 25 are physically connected to the vehicle's four-wheel drive system, directly controlling the torque distribution of the four wheels. The torque manager is responsible for intelligently distributing and adjusting the engine torque output under different driving conditions to ensure that the vehicle can obtain the best traction and driving performance under various road conditions. Its main functions include: (1) Torque distribution: In four-wheel drive or all-wheel drive vehicles, the torque manager will adjust the torque distribution between the front and rear axles and the left and right wheels according to the vehicle status and road conditions (such as curves, slippery roads); (2) Torque adjustment: When needed, the torque manager can reduce the engine output torque to prevent wheel slippage, especially on roads with low coefficient of friction. The limited-slip differential lock is a mechanical or electronic device used to limit the speed difference between wheels, especially when one wheel loses traction. The implementation of the limited-slip differential lock is as follows: (1) Detect slip: By monitoring the rotational speed of each wheel, the limited-slip differential lock can detect when one or more wheels start to slip; (2) Limit the speed difference: When slip is detected, the LSD (Limited-Slip Differential) will limit the slip of the differential lock through internal mechanical structure or electronic control, thereby transmitting more torque to the wheel with more traction; (3) Improve traction: On low-friction surfaces (such as snow or slippery surfaces), the LSD can significantly improve the traction and handling stability of the vehicle and prevent the vehicle from losing control.

[0065] like Figure 4As shown, the design disables the four-wheel drive controller during low-speed torque start-up or when getting out of trouble, using only ESC to control wheel torque. Specifically, on low-friction surfaces (such as wet or snowy roads), ESC intervenes more actively, adjusting the braking force of individual wheels to prevent slippage and maintain vehicle stability. At this time, the intelligent torque manager and intelligent differential lock do not participate in wheel torque control or respond to ESC torque requests by changing the torque values ​​of each wheel to achieve better extrication. Once ESC monitors the wheel slip ratio and analyzes that the vehicle has escaped trouble, it will promptly transfer wheel torque control to the intelligent torque manager and intelligent limited-slip differential lock according to the driver's needs. To ensure a smooth transfer process, this functional node requires coordinated adjustment between the control modules of ESC and the torque manager.

[0066] like Figure 5 As shown, when the vehicle is traveling at high speed, the intelligent torque manager and intelligent limited-slip differential lock control the distribution of torque to all four wheels, maintaining vehicle stability without compromising acceleration performance or handling. Specifically, on roads with a high coefficient of friction, ESC intervention to regulate four-wheel torque would reduce fuel economy. Therefore, to ensure performance during acceleration at high speeds, the timing of intervention by the intelligent torque manager and intelligent limited-slip differential lock needs to be coordinated with the ESC system for precise implementation.

[0067] In summary, the ESC and differential lock control method of this application embodiment can better integrate ESC and four-wheel drive functions in wheel torque control. The operation feel during start-up and getting out of trouble will not feel awkward, basically does not change driving habits, and does not require the addition of additional mechanical structures. Wheel torque control is achieved only through logic control.

[0068] According to the ESC and differential lock control method proposed in this application, a specific control strategy can be determined based on the current vehicle operating condition. When the operating condition is the first condition, only the ESC is controlled to apply braking force to the target wheel based on the state data, without the need to use the differential lock. This simplifies the control system, avoids potential conflicts or redundant operations between the differential lock and ESC, and using only ESC does not change the driver's operating habits, providing a more natural driving experience. When the operating condition is the second condition, braking force is applied to the target wheel based on the state data, or the differential lock is controlled to adjust the wheel speed difference between the wheels. This allows for specific selection and control of the vehicle based on the specific situation, maintaining good stability and handling of the vehicle in the second condition, while simultaneously considering both driving experience and economy. This enables flexible selection of appropriate control methods to assist vehicle driving based on the actual operating condition.

[0069] Next, the control device for ESC and differential lock according to the embodiments of this application is described with reference to the accompanying drawings.

[0070] Figure 6 This is a block diagram of the control device for ESC and differential lock according to an embodiment of this application.

[0071] like Figure 6 As shown, the ESC and differential lock control device 10 includes: an acquisition module 100, a first control module 200, and a second control module 300.

[0072] The acquisition module 100 is used to acquire the current vehicle's operating condition type and status data; the first control module 200 is used to control the ESC to apply braking force to the target wheel based on the status data if the operating condition type is the first operating condition; the second control module 300 is used to control the ESC to apply braking force to the target wheel based on the status data if the operating condition type is the second operating condition, or to adjust the wheel speed difference between the wheels using the differential lock.

[0073] In this embodiment of the application, the apparatus 10 further includes a determination module.

[0074] The judgment module is used to obtain the current output torque of the vehicle before controlling the ESC to apply braking force to the target wheel based on the state data, or before the differential lock adjusts the wheel speed difference between the wheels. If the output torque meets the preset performance requirements, the ESC is controlled to apply braking force to the target wheel based on the state data; otherwise, the differential lock is controlled to adjust the wheel speed difference between the wheels based on the state data.

[0075] In this embodiment of the application, the status data includes wheel speed and vehicle speed.

[0076] In this embodiment of the application, the apparatus 10 further includes a determination module.

[0077] The determination module is used to obtain the radius of the wheel before applying braking force to the target wheel by controlling ESC based on state data; calculate the slip ratio of each wheel based on the radius, vehicle speed, and wheel speed; and determine the target wheel based on the slip ratio of each wheel.

[0078] In this embodiment of the application, the determining module is further configured to: if the slip ratio of the wheel is greater than or equal to a preset threshold, then determine the wheel with a slip ratio greater than the preset threshold as the target wheel.

[0079] In this embodiment of the application, the second control module 300 is further configured to: if the wheel speed of any wheel is higher than the wheel speed of other wheels, determine that the wheel with the higher wheel speed is the slipping wheel, and restrict the sliding of the differential lock in order to adjust the wheel speed difference between the slipping wheel and the non-slipping wheel.

[0080] In this embodiment of the application, the device 10 further includes a third control module.

[0081] The third control module is used to obtain the current slip ratio of each wheel after applying braking force to the target wheel by controlling ESC based on the state data; if the current slip ratio is less than a preset threshold, the vehicle's state data is re-acquired, and the differential lock is controlled to adjust the wheel speed difference between the wheels based on the re-acquired state data.

[0082] It should be noted that the explanation of the control method embodiment of ESC and differential lock described above also applies to the control device of ESC and differential lock in this embodiment, and will not be repeated here.

[0083] According to the ESC and differential lock control device proposed in the embodiments of this application, a specific control strategy can be determined based on the current vehicle operating condition. When the operating condition is the first condition, the ESC is controlled to apply braking force to the target wheel based on the state data, without the need to use the differential lock, simplifying the control system and avoiding potential conflicts or redundant operations between the differential lock and ESC. Moreover, using only ESC will not change the driver's operating habits, providing a more natural driving experience. When the operating condition is the second condition, the braking force is applied to the target wheel based on the state data, or the differential lock is controlled to adjust the wheel speed difference between the wheels, so as to achieve specific selection control of the vehicle according to the specific situation, maintain the vehicle with good stability and handling in the second condition, and simultaneously take into account the driving experience and economy, thereby realizing the flexible selection of appropriate control methods to assist vehicle driving according to the actual operating condition.

[0084] Figure 7 A schematic diagram of the structure of a vehicle provided in an embodiment of this application. The vehicle may include:

[0085] The memory 701, the processor 702, and the computer program stored on the memory 701 and executable on the processor 702.

[0086] When the processor 702 executes the program, it implements the vehicle ESC and differential lock control method provided in the above embodiments.

[0087] Furthermore, the vehicle also includes:

[0088] Communication interface 703 is used for communication between memory 701 and processor 702.

[0089] The memory 701 is used to store computer programs that can run on the processor 702.

[0090] The memory 701 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0091] If the memory 701, processor 702, and communication interface 703 are implemented independently, then the communication interface 703, memory 701, and processor 702 can be interconnected via a bus to complete communication between them. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of representation, Figure 7 Only one thick line is used in the diagram, but this does not mean that there is only one bus or one type of bus.

[0092] Optionally, in a specific implementation, if the memory 701, processor 702, and communication interface 703 are integrated on a single chip, then the memory 701, processor 702, and communication interface 703 can communicate with each other through an internal interface.

[0093] The processor 702 may be a central processing unit (CPU), an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of this application.

[0094] This application also provides a computer-readable storage medium storing a computer program or instructions thereon, which, when executed by a processor, implements the above-described ESC and differential lock control method.

[0095] This application also provides a computer program product, including a computer program or instructions, which, when executed, implement the above-described ESC and differential lock control method.

[0096] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0097] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0098] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0099] It should be understood that the various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, the N steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or more of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0100] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

Claims

1. A control method for ESC and differential lock, characterized in that, Includes the following steps: Obtain the current vehicle's operating condition and status data; If the working condition type is the first working condition, the ESC is controlled to apply braking force to the target wheel based on the state data; If the working condition is the second working condition, the ESC is controlled to apply braking force to the target wheel based on the status data, or the differential lock is adjusted to adjust the wheel speed difference between the wheels. Before controlling the ESC to apply braking force to the target wheel or the differential lock to adjust the wheel speed difference between the wheels based on the state data, the method further includes: acquiring the current output torque of the vehicle; if the output torque meets the preset performance requirements, then controlling the ESC to apply braking force to the target wheel based on the state data, otherwise controlling the differential lock to adjust the wheel speed difference between the wheels based on the state data; after controlling the ESC to apply braking force to the target wheel based on the state data, the method further includes: acquiring the current slip ratio of each wheel; if the current slip ratio is less than a preset threshold, then reacquiring the state data of the vehicle, and controlling the differential lock to adjust the wheel speed difference between the wheels based on the reacquiring state data.

2. The control method for ESC and differential lock according to claim 1, characterized in that, The status data includes wheel speed and vehicle speed. Before controlling the ESC to apply braking force to the target wheels based on the status data, the system also includes: Obtain the radius of the wheel; The slip ratio of each wheel is calculated based on the radius, the vehicle speed, and the wheel speed; The target wheel is determined based on the slip ratio of each wheel.

3. The control method for ESC and differential lock according to claim 2, characterized in that, Determining the target wheel based on the slip ratio of each wheel includes: If the slip ratio of a wheel is greater than or equal to a preset threshold, then the wheel with the slip ratio greater than the preset threshold is determined to be the target wheel.

4. The control method for ESC and differential lock according to claim 2, characterized in that, The method of controlling the differential lock to adjust the wheel speed difference between the wheels based on state data includes: If the wheel speed of any wheel is higher than the wheel speed of the other wheels, the wheel with the higher wheel speed is identified as the slipping wheel, and the sliding of the differential lock is restricted to adjust the wheel speed difference between the slipping wheel and the non-slipping wheel.

5. A control device for ESC and differential lock, characterized in that, include: The acquisition module is used to acquire the current vehicle's operating condition type and status data; The first control module is used to control the ESC to apply braking force to the target wheel based on the status data if the working condition type is the first working condition. The second control module is used to control the ESC to apply braking force to the target wheel based on the status data if the working condition is the second working condition, or to adjust the wheel speed difference between the wheels based on the differential lock. Before controlling the ESC to apply braking force to the target wheel or the differential lock to adjust the wheel speed difference between the wheels based on the state data, the method further includes: acquiring the current output torque of the vehicle; if the output torque meets the preset performance requirements, then controlling the ESC to apply braking force to the target wheel based on the state data, otherwise controlling the differential lock to adjust the wheel speed difference between the wheels based on the state data; after controlling the ESC to apply braking force to the target wheel based on the state data, the method further includes: acquiring the current slip ratio of each wheel; if the current slip ratio is less than a preset threshold, then reacquiring the state data of the vehicle, and controlling the differential lock to adjust the wheel speed difference between the wheels based on the reacquiring state data.

6. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the ESC and differential lock control method as described in any one of claims 1-4.

7. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, The computer program or instructions are executed by a processor to implement the control method for ESC and differential lock as described in any one of claims 1-4.

8. A computer program product, comprising a computer program or instructions, characterized in that, When the computer program or instructions are executed, they implement the control method for ESC and differential lock as described in any one of claims 1-4.

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