Steering safety control system and method for automobile front differential in locking state

Abstract

The invention discloses a steering safety control system and method for an automobile front differential in a locking state. Comprising a parameter acquisition module used for acquiring vehicle parameters including a vehicle driving direction and / or a steering wheel torque and / or a wheel rotation speed and / or a steering wheel rotation angle; the first torque determination module is used for calculating a first torque according to the vehicle parameters acquired by the parameter acquisition module; the first torque is used for improving the steering safety of the vehicle front differential mechanism in a locking state. According to the method, the steering safety and stability of the vehicle in the specific state are improved by accurately obtaining the vehicle parameters and calculating and applying the proper torque.

Description

Technical Field

[0001] The invention belongs to the technical field of vehicle steering safety control, and in particular relates to a steering safety control system and method when a front differential of an automobile is in a locked state. Background Art

[0002] For off-road vehicles, when passing through some extreme road conditions, the front axle needs to be locked through the differential to make the left and right wheels rotate at the same speed to pass through the bad road sections. When driving under the condition that the front axle differential is not locked, the left and right wheels of the front axle have different wheel speed differences when turning, and can turn and return normally. However, when the differential is locked, the left and right wheels of the front axle are similar to rigid connections, and the path required for the outer wheels to travel is larger than that of the inner wheels when turning. Based on the physical characteristics of the vehicle, when the differential is locked and turned, the inner wheel center is subjected to forward force when the vehicle turns forward, and the outer wheel center is subjected to backward force; because the kingpin is located on the inside of the wheel, the inner and outer wheel driving forces have a tendency to enhance the steering return; when the vehicle turns backward, the inner wheel center is subjected to backward force; the outer wheel center is subjected to forward force; because the kingpin is located on the inside of the wheel, the inner and outer wheel driving forces have a tendency to increase the wheel turning angle. In terms of customer use, when the differential is locked and the vehicle is moving forward and turning, the steering wheel will actively return to the center or even hit the hand. When the differential is locked and the vehicle is moving backward and turning, the steering wheel will turn to the corner limit to produce self-priming. Both of the above phenomena produce steering trends that are not expected by customers, and there are problems of grabbing the steering wheel or being unable to return to the center, which will lead to unexpected steering effects and affect safety. Especially when the vehicle is self-priming during backward turning, the driver generally cannot return the steering wheel to the center normally by hand, and can only disconnect the differential and then turn. In this mode, the wheel is at the maximum turning angle. At this time, increasing the throttle to go off-road will cause the drive shaft to break at the maximum turning angle and maximum driving force. Such accidents often occur in off-road conditions. The models on the market generally add mechanical limit mechanisms such as blocks to the suspension machinery to prevent the steering wheel from self-priming to the extreme position, but this solution requires additional mechanical parts, which increases the vehicle's software and hardware costs and the weight of the vehicle. Summary of the invention

[0003] In order to prevent the vehicle from unexpectedly turning when the differential is locked, the present invention provides a steering safety control system and method when the front differential of the vehicle is locked.

[0004] A steering safety control system for a vehicle in a locked front differential state to achieve one of the purposes of the present invention comprises:

[0005] Parameter acquisition module: used to acquire vehicle parameters, wherein the vehicle parameters include: vehicle driving direction and / or steering wheel torque and / or wheel speed and / or steering wheel angle;

[0006] The first torque determination module is used to calculate the first torque according to the vehicle parameters obtained by the parameter acquisition module; the first torque is used to increase the steering safety when the front differential of the vehicle is locked.

[0007] Its technical effects include:

[0008] The parameter acquisition module acquires a variety of vehicle parameters, providing basic data for subsequent torque calculation and steering safety control; the first torque is used to increase the steering safety of the vehicle when the front differential is locked, so that the torque can be dynamically adjusted according to the real-time vehicle state, thereby optimizing the steering performance. This is of great significance for avoiding vehicle loss of control due to understeering or oversteering under special driving conditions (such as low-friction roads, emergency obstacle avoidance, etc.); the first torque is determined by a variety of vehicle parameters, which has high adaptability and flexibility and can maintain effective steering safety control in different driving environments and conditions.

[0009] Furthermore, when the vehicle is traveling in a forward steering direction, the first torque is an assist torque for overcoming the self-aligning torque generated by the vehicle when the front differential is locked, and is generated by the vehicle's electric power steering system and acts on the steering gear of the steering system. The steering gear drives the steering knuckle to rotate, and the steering knuckle drives the wheel to bear force. The determination method includes:

[0010] T assist =K assist ×T steering +ΔT correction

[0011] Among them, T assist is the assist torque, K assist is the calibrated power gain coefficient, T steering is the steering wheel torque, ΔT correction It is a first correction torque determined according to the vehicle speed and / or the steering wheel angle.

[0012] Based on the physical characteristics of the vehicle, when the differential is locked and the steering is in progress, the speeds of the inner and outer wheels are the same and their speed relationship is: The theoretical speed of the outer wheel is 外轮-理论 >Inner and outer wheel speeds when differential is lockedω 锁止 >Theoretical inner wheel speedω 内轮-理论 ,like Figure 2 As shown in the figure, when the vehicle is moving forward and turning, the inner and outer wheel speeds ω when the differential is locked 锁止 >Theoretical inner wheel speedω 内轮-理论 , the inner wheel center is subject to forward force; the outer wheel theoretical speed ω 外轮-理论 >Inner and outer wheel speeds when differential is lockedω 锁止, the outer wheel center is subjected to backward force; because the kingpin is located on the inner side of the wheel, the driving force of the inner and outer wheels has a tendency to enhance the steering return, which is reflected in the customer's use. When the differential is locked and the car is moving forward and turning, the steering wheel will actively return to the center or even hit the hand. The vehicle or steering wheel will generate a return torque. This first torque is the assist torque to overcome the return torque generated by the vehicle or steering wheel.

[0013] The technical effects of the above-mentioned method for determining the first torque include: the first torque is intended to assist the driver in steering. By introducing a calibrated assist gain coefficient and a first correction torque determined according to the vehicle speed and / or steering wheel angle, the system can dynamically adjust the assist torque according to the real-time vehicle status, thereby providing a smoother and safer steering experience.

[0014] Further, when the vehicle is traveling in a reverse direction, the first torque is a return torque for overcoming the rotation of the vehicle toward the angular limit position when the front differential is locked, and the determination method thereof includes:

[0015] T return =T theory ×K return ×θ steering +ΔT limit

[0016] Among them, T return is the aligning torque; T theory is the theoretical value of the self-aligning torque determined according to the vehicle speed and steering angle signal; K return is the calibrated return gain coefficient; θ steering is the steering wheel angle; ΔT limit It is a second correction torque determined according to the vehicle speed and / or the rotation angle.

[0017] Furthermore, the method for calculating the theoretical value of the return torque includes: generating a target steering angular velocity according to the vehicle speed and the steering angle signal, comparing the target steering angular velocity with the actual steering angular velocity, and calculating the theoretical value of the return torque according to the comparison result.

[0018] Furthermore, after the return torque is calculated, a return current requirement is issued to the power-assisted motor of the steering system, and the power-assisted motor is controlled by current to generate the return torque to achieve the final target steering angular velocity.

[0019] like Figure 3 As shown in the figure, when the vehicle is traveling in the reverse direction, the inner and outer wheel speeds ω when the differential is locked 锁止 >Theoretical inner wheel speedω 内轮-理论 , the inner wheel center is subjected to backward force; the outer wheel theoretical speed ω 外轮-理论 >Inner and outer wheel speeds when differential is lockedω 锁止, the outer wheel center is subjected to forward force; because the kingpin is located on the inner side of the wheel, the inner and outer wheel driving forces tend to increase the wheel turning angle. In customer use, when the differential is locked and the vehicle is backing up and turning, the steering wheel has a torque to turn toward the turning angle limit, and this torque increases the turning angle of the vehicle; the first torque is the return torque to overcome the turning torque of the vehicle turning toward the turning angle limit position, so as to overcome the problem of increased turning angle caused by the differential locking when the vehicle is backing up and turning.

[0020] The technical effects of the above-mentioned method for determining the first torque include: when the vehicle is traveling in the reverse direction, a specific method for calculating the self-aligning torque is described, which is intended to prevent the vehicle from excessively rotating to the extreme position. By introducing a calibrated self-aligning gain coefficient and a second correction torque determined according to the vehicle speed and / or turning angle, the system can provide an appropriate self-aligning torque when the vehicle is moving backward to ensure the stability and controllability of the vehicle.

[0021] Furthermore, a second torque determination module is included, which is used to determine a second torque according to the change rate of the steering wheel angle, and apply the second torque to the vehicle. The technical effects of this technical solution include: determining an additional damping torque according to the change rate of the steering wheel angle and applying it to the vehicle. This design helps to reduce the shaking and unstable movement of the steering wheel and improve the stability and comfort of steering.

[0022] Furthermore, the method for determining the second torque includes:

[0023] T damping =T theorydamping ×K damping ×θ steering

[0024] Among them, T damping is the damping torque; T theory damping K is the theoretical value of the damping torque determined according to the vehicle speed and steering wheel rotation speed; damping is the calibrated damping gain coefficient, θ steering is the rate of change of the steering wheel angle.

[0025] The technical effects of the above-mentioned method for determining the second torque include: by introducing a calibrated damping gain coefficient and the rate of change of the steering wheel angle to calculate the damping torque, this method can more accurately control the size of the damping torque, thereby more effectively reducing the shaking and unstable movement of the steering wheel.

[0026] Furthermore, the damping torque theoretical value is used to construct a damping control model based on the vehicle speed and steering wheel speed, and the calculation method includes: theorydamping =θω; θ is the damping compensation coefficient of the steering system motor, which decreases as the vehicle speed increases and is a function related to the vehicle speed; ω is the steering wheel rotation speed.

[0027] Furthermore, it also includes a determination module for determining whether to start the steering safety control strategy in the front differential locking state, and the determination method includes:

[0028] When the first driving state value of the vehicle is less than a set value, the steering safety control strategy in the front differential locking state is started.

[0029] The technical effects of the above determination method include: the determination module is used to start the steering safety control strategy in the front differential locking state under specific conditions. By setting a threshold value of the first driving state value, it is possible to intelligently determine when the steering safety control strategy needs to be started, thereby ensuring effective safety protection at critical moments. This design improves the flexibility and adaptability of the system, enabling it to provide optimal steering safety performance under different driving conditions.

[0030] A steering safety control method for a vehicle in a locked front differential state to achieve the second objective of the present invention comprises:

[0031] Acquiring vehicle parameters, wherein the vehicle parameters include: vehicle driving direction and / or steering wheel torque and / or wheel speed and / or steering wheel angle;

[0032] A first torque is calculated according to the acquired vehicle parameters; the first torque is used to increase the steering safety when the front differential of the vehicle is locked.

[0033] Furthermore, the method also includes determining a second torque according to a rate of change of a steering wheel angle, and applying the second torque to the vehicle.

[0034] The beneficial effects of the present invention include:

[0035] The present invention implements corresponding control strategies through signal input and identification of the vehicle, and provides opposite assistance or returning torque to the self-centering or self-priming phenomenon of the steering wheel to prevent unexpected steering actions. By increasing damping, the steering wheel can be smooth during rotation, simulating the real feel and avoiding damage to related mechanical parts due to impact. BRIEF DESCRIPTION OF THE DRAWINGS

[0036] Figure 1 is a schematic diagram of a flow chart of an embodiment of the method of the present invention;

[0037] Figure 2 It is a schematic diagram of the vehicle moving forward when the differential is locked;

[0038] Figure 3 It is a schematic diagram of the vehicle moving backward when the differential is locked. DETAILED DESCRIPTION

[0039] The following specific implementations are used to explain the technical solutions of the claims of the present invention so that those skilled in the art can understand the claims. The protection scope of the present invention is not limited to the following specific implementation structures. The technical solutions of the claims of the present invention made by those skilled in the art but different from the following specific implementations are also within the protection scope of the present invention.

[0040] Example 1

[0041] A steering safety control method for a vehicle with its front differential locked

[0042] When the driver needs to disconnect the front differential when driving the vehicle off-road, the ignition signal, vehicle speed signal, and front differential disconnect signal are input into the electric power steering system. When the vehicle speed is ≥30kph, the differential state steering mode is exited and the conventional steering control strategy is adopted; when the vehicle speed is <30kph, the steering safety control strategy is entered in the front differential locked state.

[0043] The differential state steering mode is a steering method that uses the principle of the differential to adjust the power distribution of the vehicle when turning, thereby achieving smooth and safe steering of the vehicle. The front differential locking state refers to a state in which the front differential is locked and the left and right half shafts are no longer allowed to rotate at different speeds.

[0044] The steering safety control strategy in the front differential locking state includes:

[0045] The differential is currently disconnected and the vehicle is moving forward:

[0046] The steering wheel has the mechanical characteristic of actively returning to the middle position when it is turned. At this time, the steering wheel torque, vehicle speed, and angle are input to the electric power steering system through the angle torque signal installed on the steering wheel. The electric power steering system outputs the power torque opposite to the vehicle's return to the center position, so that the vehicle steering wheel can maintain the angle expected by the driver without self-returning. At the same time, damping torque is provided to make the steering wheel smooth and feel real during the rotation process.

[0047] The assist torque T assist The calculation formula includes:

[0048] T assist =K assist ×T steering +ΔT correction

[0049] Among them, T assist K is the assist torque; assist is the calibrated power gain coefficient, the preferred range of which is 1.05 to 1.25; T steering is the steering wheel torque; ΔT correctionIt is the first correction torque corrected according to parameters such as vehicle speed and / or steering angle.

[0050] The value of the first correction torque is obtained by correcting the calibration parameters through a real vehicle evaluation test of the self-aligning torque of multiple rounds of the whole vehicle, and then importing it into the vehicle for verification, or calculated based on the vehicle dynamics model. If a series of vehicle speeds and corresponding correction torque values ​​are obtained in advance through experiments or simulation calculations, the corresponding first correction torque value can be found from the table according to the current vehicle speed.

[0051] The differential is currently disconnected and the vehicle is in reverse:

[0052] When the steering wheel is turned, it has the mechanical characteristic of turning to the left or right extreme position. At this time, the steering wheel torque, vehicle speed, and angle are input to the electric power steering system through the angle torque signal installed on the steering wheel. The electric power steering system outputs the return torque of the vehicle turning to the extreme position, so that the vehicle steering wheel can maintain the angle expected by the driver, and the self-priming phenomenon of turning to the extreme position will not occur. At the same time, the damping torque is provided to make the steering wheel smooth during the turning process and the hand feel is real.

[0053] The calculation formula of the aligning torque is as follows:

[0054] T return =T theory ×K return ×θ steering +ΔT limit

[0055] Among them, T return is the aligning torque; T theory is the theoretical value of the self-aligning torque determined according to the vehicle speed and steering angle signal; K return is the calibrated return gain coefficient, the preferred range of which is 1.1 to 1.2; θ steering is the steering wheel angle; ΔT limit The second correction torque is corrected according to parameters such as vehicle speed and / or steering angle to prevent the steering wheel from being excessively turned to the extreme position.

[0056] The second correction torque constructs a return control model based on the steering wheel angle, torque, rotational speed and vehicle speed, and calibrates the second correction torque by measuring the steering force, return force and rate when the vehicle is in situ and at different speeds and rotational speeds; for example, when the vehicle speed increases, in order to prevent the vehicle from losing control, and the following conditions are met: steering wheel angle > 3°; steering wheel torque < 2Nm; steering wheel torque change rate > 17Nm / s, it is necessary to increase the return torque (second correction torque) to provide stronger stability; for example, when the steering wheel angle approaches the extreme position, that is, when the following conditions are met: steering wheel angle > 3°; steering wheel torque < 2Nm; steering wheel torque change rate > 17Nm / s, it is necessary to increase the correction torque (second correction torque) to prevent excessive rotation.

[0057] In order to ensure that the steering wheel is smooth and feels realistic during rotation, an appropriate damping torque must be provided. The magnitude of the damping torque can be dynamically adjusted according to parameters such as the steering wheel's rotation speed and angle. The calculation method includes:

[0058] T damping =T theorydamping ×K damping ×θ steering

[0059] Among them, T damping is the damping torque; T theorydamping K is the theoretical value of the damping torque determined according to the vehicle speed and steering wheel rotation speed; damping is the calibrated damping gain coefficient, the preferred range of which is 1.05-1.2; θ steering is the rate of change of the steering wheel angle.

[0060] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0061] Example 2

[0062] A steering safety control system in a locked state of a front differential of an automobile, comprising:

[0063] Parameter acquisition module: used to acquire vehicle parameters, wherein the vehicle parameters include: vehicle driving direction and / or steering wheel torque and / or wheel speed and / or steering wheel angle;

[0064] The first torque determination module is used to calculate the first torque according to the vehicle parameters obtained by the parameter acquisition module; the first torque is used to increase the steering safety when the front differential of the vehicle is locked.

[0065] In some embodiments, when the vehicle is traveling in a forward direction, the first torque is an assist torque for overcoming the self-aligning torque generated by the vehicle in a locked state of the front differential, and the determination method thereof includes:

[0066] T assist =K assist ×T steering +ΔT correction

[0067] Among them, T assist is the assist torque, K assist is the calibrated power gain coefficient, preferably in the range of 1.05 to 1.25; T steering is the steering wheel torque, ΔT correction It is a first correction torque determined according to the vehicle speed and / or the steering wheel angle.

[0068] In some embodiments, when the vehicle is traveling in a reverse direction, the first torque is a return torque for overcoming the rotation of the vehicle toward the angular limit position when the front differential is locked. The method for determining the return torque includes:

[0069] T return =T theory ×K return ×θ steering +ΔT limit

[0070] Among them, T return is the aligning torque, T theory is the theoretical value of the self-aligning torque determined according to the vehicle speed and steering angle signal; K return is the calibrated return gain coefficient, the preferred range of which is 1.1-1.2; θ steering is the steering wheel angle, ΔT limit It is a second correction torque determined according to the vehicle speed and / or the rotation angle.

[0071] In some embodiments, the above system also includes a second torque determination module, which is used to determine the second torque based on the rate of change of the steering wheel angle and apply the second torque to the vehicle. Specifically, the second torque acts on the steering gear of the vehicle steering system, the steering gear drives the steering knuckle to rotate, and the steering knuckle drives the wheel to be subjected to force.

[0072] In some embodiments, the method for determining the second torque includes:

[0073] T damping =T theorydamping ×K damping ×θ steering

[0074] Among them, T damping is the damping torque; Ttheory damping K is the theoretical value of the damping torque determined according to the vehicle speed and steering wheel rotation speed; damping is the calibrated damping gain coefficient; θ steering is the rate of change of the steering wheel angle.

[0075] In some embodiments, the system further includes a determination module for determining whether to initiate a steering safety control strategy in a front differential locking state, and the determination method includes:

[0076] When the first driving state value of the vehicle is less than a set value, the steering safety control strategy in the front differential locking state is activated. In some embodiments, the first driving state value is the vehicle speed, and the set value is 30 km / h.

[0077] Example 3

[0078] A steering safety control method in a locked state of a front differential of an automobile, comprising:

[0079] Acquiring vehicle parameters, wherein the vehicle parameters include: vehicle driving direction and / or steering wheel torque and / or wheel speed and / or steering wheel angle;

[0080] A first torque is calculated according to the acquired vehicle parameters; the first torque is used to increase the steering safety when the front differential of the vehicle is locked.

[0081] In certain embodiments, the method further includes determining a second torque based on a rate of change of the steering wheel angle, and applying the second torque to the vehicle.

[0082] Example 4

[0083] An embodiment of the present invention further provides a computer-readable storage medium, which stores a computer program. The computer program includes program instructions. When the program instructions are executed by a processor, the steps of the method described in the present invention are implemented, which will not be repeated here.

[0084] The computer-readable storage medium may be the data transmission device provided in any of the aforementioned embodiments or the internal storage unit of the computer device, such as the hard disk or memory of the computer device. The computer-readable storage medium may also be an external storage device of the computer device, such as a plug-in hard disk, a smart memory card (smartmedia card, SMC), a secure digital (secure digital, SD) card, a flash card (flash card), etc., provided on the computer device.

[0085] Furthermore, the computer-readable storage medium may include both an internal storage unit of the computer device and an external storage device. The computer-readable storage medium is used to store the computer program and other programs and data required by the computer device. The computer-readable storage medium may also be used to temporarily store data to be output or has been output.

[0086] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0087] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0088] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0089] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0090] Example 5

[0091] A computer program product comprises a computer program / instruction, wherein when the computer program / instruction is executed by a processor, any step of the steering safety control method in a locked state of a front differential of a vehicle is implemented.

[0092] The contents not described in detail in this specification belong to the prior art known to professional and technical personnel in this field.

Claims

1. A steering safety control system in a locked state of a front differential of an automobile, characterized in that: include: Parameter acquisition module: used to acquire vehicle parameters, wherein the vehicle parameters include: vehicle driving direction and / or steering wheel torque and / or wheel speed and / or steering wheel angle; The first torque determination module is used to calculate the first torque according to the vehicle parameters obtained by the parameter acquisition module; the first torque is used to increase the steering safety when the front differential of the vehicle is locked.

2. The steering safety control system in the locked state of the front differential of an automobile as claimed in claim 1, characterized in that: When the vehicle is traveling in a forward direction, the first torque is an assist torque for overcoming the self-aligning torque generated by the vehicle in a locked state of the front differential, and the determination method thereof includes: T assist =K assist ×T steering +ΔT correction Among them, T assist To assist the torque, K assist is the calibrated power gain coefficient, T steering is the steering wheel torque, ΔTcorrection It is a first correction torque determined according to the vehicle speed and / or the steering wheel angle.

3. The steering safety control system in a locked state of the front differential of an automobile as claimed in claim 1, characterized in that: When the vehicle is traveling in a reverse direction, the first torque is a return torque for overcoming the rotation of the vehicle toward the angular limit position when the front differential is locked, and the determination method thereof includes: T return =T theory ×K return ×θ steering +ΔT limit in, T return is the aligning torque; T theory is the theoretical value of the self-aligning torque determined according to the vehicle speed and steering angle signal; K return is the calibrated return gain coefficient; θ steering is the steering wheel angle; ΔT limit It is a second correction torque determined according to the vehicle speed and / or the rotation angle.

4. The steering safety control system in a locked state of a front differential of an automobile as claimed in claim 1, characterized in that: The system also includes a second torque determination module for determining a second torque according to a rate of change of a steering wheel angle and applying the second torque to the vehicle.

5. The steering safety control system in a locked state of the front differential of an automobile as claimed in claim 4, characterized in that: The method for determining the second torque includes: T damping =T theorydamping ×K damping ×θ steering Among them, T damping is the damping torque; T theorydamping K is the theoretical value of the damping torque determined according to the vehicle speed and steering wheel rotation speed; damping is the calibrated damping gain coefficient; θ steering is the rate of change of the steering wheel angle.

6. The steering safety control system in a locked state of a front differential of an automobile as claimed in claim 1, characterized in that: It also includes a determination module for determining whether to start the steering safety control strategy in the front differential locking state, and the determination method includes: When the first driving state value of the vehicle is less than a set value, the steering safety control strategy in the front differential locking state is started.

7. A steering safety control method in a locked state of a front differential of an automobile based on the system of claim 1, characterized in that: include: Acquiring vehicle parameters, wherein the vehicle parameters include: vehicle driving direction and / or steering wheel torque and / or wheel speed and / or steering wheel angle; A first torque is calculated according to the acquired vehicle parameters; the first torque is used to increase the steering safety when the front differential of the vehicle is locked.

8. The steering safety control method in a locked state of a front differential of an automobile according to claim 7, characterized in that: Also included is determining a second torque based on a rate of change of the steering wheel angle, and applying the second torque to the vehicle.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, any step of the steering safety control method in a locked state of a front differential of a vehicle as claimed in any one of claims 7 to 8 is implemented.

10. A computer program product comprising a computer program / instructions, characterized in that When the computer program / instruction is executed by a processor, any step of the steering safety control method in a locked state of the front differential of a vehicle as described in claims 7 to 8 is implemented.

Images