Vehicle differential control system, corresponding control method and vehicle

Abstract

The invention provides a vehicle differential control system, a corresponding control method and a vehicle, and relates to the technical field of vehicle transmission. According to the vehicle differential control system, the design that the V-shaped grooves evenly distributed along the circumference are matched with the inverted-V-shaped structures is adopted, the axial sliding blocks can rapidly slide along the V-shaped grooves after receiving a differential locking command, and the jacking columns are pushed to achieve rapid locking. By means of the design, the locking response time is remarkably shortened, and the control stability and safety of the vehicle under the complex road condition are improved. The axial sliding block is designed to be of an inverted-V-shaped structure, and compared with a traditional ejection column form, the structure is more stable, and the torsion resistance is remarkably improved. The improvement ensures that the differential lock system can keep a reliable locking state under a high-strength working condition, effectively prevents system failure caused by overlarge torsional force, and prolongs the service life.

Description

Technical Field

[0001] The present application relates to the field of vehicle transmission technology, and in particular to a vehicle differential control system, a corresponding control method and a vehicle. Background Art

[0002] In existing vehicle differential control systems, the locking mechanism of the differential lock usually adopts a traditional top column form, and the locking and unlocking of the differential lock are realized through a mechanical structure. However, this traditional design method has some inherent technical defects.

[0003] First, the traditional differential lock mechanism has a long response time, especially in complex road conditions. When the vehicle needs to quickly lock the differential to maintain stability, the traditional locking mechanism often cannot respond quickly, resulting in a decrease in vehicle handling stability and increased driving risks. Secondly, the traditional top-column differential lock structure is insufficient in terms of torsion resistance. Under high-intensity working conditions, such as off-road driving and sharp turns, the differential lock system may be subjected to large torsional forces. The traditional top-column design is prone to deformation or damage due to excessive torsional forces, causing the differential lock system to fail, thereby affecting the vehicle's driving safety and service life. In addition, the traditional differential lock design often generates large impact force and noise during the locking process, which not only reduces the driver's driving experience, but may also cause damage to other components of the vehicle.

[0004] In view of the above technical defects, the control stability and safety of the existing vehicle differential control system under complex road conditions still need to be improved. Therefore, it is necessary to improve the locking mechanism of the differential lock to improve its response speed, anti-torsion ability and service life. Summary of the invention

[0005] In view of the above problems, the present application provides a vehicle differential control system, a corresponding control method and a vehicle, including the following contents:

[0006] In a first aspect, the present application provides a vehicle differential control system, the system comprising:

[0007] A vehicle differential control system, characterized in that the system includes a differential lock actuator, the locking actuator includes:

[0008] Combined with a toothed disc, a top column, an axial sliding block and an axial fixed block; the axial fixed block is provided with three V-shaped grooves evenly distributed along the circumference, and the axial sliding block is provided with three inverted V-shaped structures matching the V-shaped grooves and evenly distributed along the circumference;

[0009] In a normal working state without receiving a differential locking command, the combined toothed disc, the top column, the axial sliding block and the axial fixed block all rotate synchronously with the differential case of the differential;

[0010] When receiving the differential locking command, the electromagnet in the system is energized and generates axial electromagnetic force, fixing the axial fixed block and temporarily stopping its rotation; as the differential housing continues to rotate, the axial sliding block and its inverted V-shaped structure slide along the V-shaped groove, thereby pushing the top column to move downward until the combined toothed disc and the right half-shaft gear are tightly engaged through the end face teeth, thereby achieving the same speed rotation of the left and right half-shaft gears and realizing the locking function of the differential lock.

[0011] Optionally, when receiving the command to exit the differential lock, the electromagnet is powered off and loses its magnetic force, and the combined gear plate is disengaged from the end face teeth of the right half-shaft gear; during the return process after disengagement, the top column is pushed and applies force to the axial sliding block, thereby pushing the axial fixing block to rotate until the axial fixing block rotates and returns to its lowest point position of cooperation.

[0012] Optionally, a small step with a width of 3 mm and a height of 0.3-0.4 mm is provided on the mating end faces of the axial fixing block and the electromagnet, which is used to weaken the residual magnetic force and friction force of the electromagnet after power is cut off, so that the axial fixing block and the electromagnet can be separated smoothly after power is cut off.

[0013] Optionally, the system also includes a differential, and a large gasket and a small gasket are arranged between the right half-shaft gear and the right differential case of the differential to adjust the tooth side clearance to ensure lubrication and reduce the contact pressure of the right half-shaft gear through the double gasket structure to reduce the risk of ablation under extreme working conditions and increase the service life.

[0014] Optionally, the system also includes a differential lock controller, which uses a domestically produced programmable driver chip. The driver chip has a fault diagnosis function and is used to interact with the main control chip for fault information to ensure that the system fault management is safe, stable and controllable.

[0015] Optionally, the differential lock controller is also used to automatically lock and unlock the differential lock according to the operating mode of the vehicle.

[0016] In a second aspect, the present application provides a vehicle differential control system control method, the method comprising:

[0017] Obtaining vehicle information of the vehicle, and determining whether the vehicle meets automatic locking, automatic unlocking, manual locking, and manual unlocking conditions based on the vehicle information;

[0018] Detecting whether the differential control system has a fault, and if so, taking a corresponding fault handling method according to the fault type to protect the differential control system;

[0019] If there is no fault, the differential is locked or unlocked based on the acquired differential lock switch signal.

[0020] Optionally, detecting whether the differential control system has a fault includes:

[0021] Voltage protection method, setting upper and lower voltage thresholds. When the actual voltage value calculated by the system monitoring exceeds the set upper and lower voltage thresholds, the protection program is executed. If the differential lock is in a locked state at this time, the system automatically releases the differential lock and sends a fault signal.

[0022] The current protection method sets an upper current threshold, simulates the output actual current as a voltage signal through a controller sampling circuit, and outputs it from a driver chip to a main control chip. The simulated actual current value is calculated by a preset algorithm. When the current value exceeds the set upper current threshold, the system automatically performs a protection operation, and at the same time calculates and records the load resistance data of the current execution module based on the voltage and current values ​​read in real time, temporarily unlocks the differential lock and sends a fault signal. When the current value obtained by dividing the voltage value read and calculated in real time by the recorded load resistance data is less than the current threshold, the differential lock automatically resumes the locked state, the system automatically clears the fault signal and sends a normal locking signal of the differential lock;

[0023] The drive fault handling method uses a programmable drive chip as part of the controller, and reads and writes the drive chip status through the SPI peripheral module. When a drive fault is detected, the differential lock is automatically unlocked and the system sends a fault signal;

[0024] As well as the communication fault handling method, the differential control system reads part of the vehicle's signals in real time. When it detects that the required signal node is lost, the differential lock is automatically unlocked and the system sends a fault signal.

[0025] Optionally, the vehicle differential control system control method further includes:

[0026] According to the vehicle's operating mode, the differential lock is automatically locked and unlocked.

[0027] In a third aspect, the present application provides a vehicle, comprising the vehicle differential control system introduced in any implementation of the aforementioned first aspect.

[0028] The present application provides a vehicle differential control system, which adopts a V-shaped groove evenly distributed along the circumference and an inverted V-shaped structure. After receiving the differential locking command, the axial slider can quickly slide along the V-shaped groove to push the top column to achieve rapid locking. This design significantly shortens the locking response time and improves the vehicle's handling stability and safety under complex road conditions. The axial slider adopts an inverted V-shaped structure design. Compared with the traditional top column form, its structure is more stable and its torsion resistance is significantly enhanced. This improvement ensures that the differential lock system can maintain a reliable locking state under high-intensity working conditions, effectively prevents system failure caused by excessive torsional force, and extends the service life. BRIEF DESCRIPTION OF THE DRAWINGS

[0029] In order to more clearly illustrate the technical solutions in this embodiment or the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0030] Figure 1 A working principle diagram of a differential control system provided in an embodiment of the present application;

[0031] Figure 2 An exploded diagram of a differential provided in an embodiment of the present application;

[0032] Figure 3 A schematic diagram of the assembly structure of a differential provided in an embodiment of the present application;

[0033] Figure 4 A schematic diagram of a differential lock trigger actuator provided in an embodiment of the present application;

[0034] Figure 5 A flow chart of a vehicle differential control system control method provided in an embodiment of the present application. DETAILED DESCRIPTION

[0035] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0036] like Figure 1As shown, in this application, the differential control system consists of a controller and an actuator, wherein one controller can be used to control multiple differential locks. The entire differential control system can be divided into a control module and an execution module to realize the locking and unlocking functions of the differential lock of the entire vehicle. The differential control system interacts with the physical signals and network signals of the entire vehicle in real time, and the controller intelligently identifies the user's intention to decide whether the differential control system is locked or unlocked.

[0037] First combine Figure 2 Introduce the system actuator part in this application. Figure 2 An exploded diagram of a differential provided for an embodiment of the present application includes: 1 left differential case; 2 gasket; 3 left half-shaft gear; 4 screws; 5 planetary gears; 6 spherical gaskets; 7 planetary gear shaft long shaft; 8 planetary gear shaft short shaft; 9 cylindrical pins; 10 right half-shaft gear; 11 large gasket; 12 wave spring; 13 combined toothed disc; 14 small gasket; 15 top column; 16 axial sliding block; 17 axial fixing block; 18 electromagnet; 19 plane bearing; 20 bearing pressure plate; 21 right housing. Figure 3 A schematic diagram of the assembly structure of a differential provided in an embodiment of the present application is shown in FIG. Figure 3As shown, the mechanical actuator part of the differential control system in this application uses a left and right half-shell structure. It is divided from the large end of the differential (i.e. the gear installation position), and the parts 1 (left differential shell) and 21 (right differential shell) are processed separately first, and then assembled. After assembly, the coaxiality of the left and right shell bearings is required to be ≤0.03. The two parts 4 (screws) are tightened and used together through the left and right reserved stoppers. When assembling the differential, part 12 (wave spring) uses its own elasticity to eliminate the axial clearance between part 10 (right half-shaft gear) and part 5 (planetary gear) to avoid abnormal noise caused by excessive clearance. 10 (right half-shaft gear) increases the gap to improve the lubrication condition, and adds parts 11 (large gasket) and 14 (small gasket) between parts 10 (right half-shaft gear) and parts 21 (right differential shell) to adjust the tooth side clearance to ensure lubrication. At the same time, the contact pressure of part 10 (right half-shaft gear) is reduced through the double gasket structure, reducing the risk of ablation under extreme working conditions and increasing the service life. In addition, a ring of annular oil storage grooves is added at the contact position between part 3 (left half-shaft gear) and part 2 (gasket) to improve lubrication under extreme working conditions and avoid burning of part 3 (left half-shaft gear) and part 2 (gasket). Two parts 8 (short shaft of planetary gear shaft) and one part 7 (long shaft of planetary gear shaft) are designed with slotted flat positions in the middle of the long shaft of planetary gear shaft to make the two compatible for installation. There are circular holes on the two parts 8 (short shaft of planetary gear shaft), and the assembly part 9 (cylindrical pin) passes through part 1 (left differential housing), part 21 (right differential housing) and part 8 (short shaft of planetary gear shaft) to prevent part 8 (short shaft of planetary gear shaft) and part 7 (long shaft of planetary gear shaft) from falling out when the parts are working. The cylindrical pin assembly position of part 1 (left differential housing) is designed with a matching step so that after part 21 (right differential housing) is assembled, part 9 (cylindrical pin) is axially fixed to prevent it from falling out. When the control system issues a command to trigger the locking function, the locking actuator starts to perform the differential locking function. There are end teeth designed between part 10 (right half-shaft gear) and part 13 (combined toothed disc). When there is no locking, the two cannot contact and combine under the elastic force of part 12 (wave spring). The contact surface between part 13 (combined toothed disc) and the housing is designed with a protruding step structure. The high verticality of the step ensures that part 13 (combined toothed disc) avoids contact with part 10 (right half-shaft gear) during axial movement to increase service life. There are 8 assembly bosses designed on one side of the circumference of part 13 (combined toothed disc) to form an assembly relationship with the upper semicircular hole of part 21 (right differential housing), so that the parts can rotate with the differential housing. The design clearance of part 18 (electromagnet) and part 17 (axial fixing block) is matched. A small bracket is riveted to the outer circle of part 18 (electromagnet) and stuck in the notch reserved in the design of the reducer housing so that part 18 (electromagnet) cannot rotate freely under any circumstances. A small step with a width of 3mm and a height of 0.3-0.4mm is designed on the mating end surface of 17 (axial fixing block) and 18 (electromagnet) to weaken the residual magnetic force and friction force of the electromagnet after power failure, so that the two parts 17 (axial fixing block) and 18 (electromagnet) can be separated smoothly after power failure. Figure 4 As shown, Figure 4 A schematic diagram of a differential lock trigger actuator is provided for an embodiment of the present application, wherein a and b are schematic diagrams of the same structure at different angles, wherein component 17 (axial fixed block), component 16 (axial sliding block), component 15 (top column) and component 13 (combined toothed disk) are key mechanisms for performing the locking function in the system of the present invention, component 17 (axial fixed block) is designed with three V-shaped grooves distributed along the circumference, component 16 (axial sliding) is designed with three inverted V-shaped structures distributed along the circumference and cooperates with the V-shaped groove designed in component 17 (axial fixed block). When the locking command is not issued, the parts 17 (axial fixed block), 16 (axial sliding block), 15 (top column) and 13 (combined toothed disk) rotate together with the differential housing. When the locking command is issued, 18 (electromagnet) is energized to generate axial electromagnetic force to attract the part 17 (axial fixed block), so that it cannot move temporarily. When the housing continues to rotate, it rotates with the part 17 (axial fixed block). The three inverted V-shaped structures of the part 16 (axial sliding block) slide along the V-shaped groove surface of the part 17 (axial fixed block) and push the part 15 (top column) to move downward and compress the part 12 (wave spring) to overcome the spring force so that the part 13 (combined toothed disk) and the part 10 (right half-shaft gear) are combined together through the end face teeth, and the left and right half-shaft gears rotate at the same speed to realize the differential locking function. In the locking actuator, the surface length of the V-shaped groove of the part 17 (axial fixed block) is short, which can be locked quickly. Among them, the inverted V-shaped structure design of part 16 (axial sliding block) and the end sliding cylindrical structure can increase the area. Compared with the hemispherical design, it can effectively reduce the contact surface pressure and avoid the situation where the reliability is reduced and the locking cannot be achieved due to the wear of the V-shaped groove surface in the early stage. The differential also designs part 20 (bearing cover plate) and cooperates with the end face of the inner ring of the differential bearing. The differential bearing and part 21 (right differential housing) are designed to be interference fit. After the differential bearing is pressed into place, part 17 (axial fixing block), part 16 (axial sliding block), part 15 (top column), part 18 (electromagnet), part 19 (plane bearing) and part 20 (bearing cover plate) can be axially fixed to prevent the movement of parts. Part 19 (plane bearing) is designed between part 17 (axial fixing block) and part 20 (bearing cover plate), which allows part 17 (axial fixing block) to rotate smoothly.

[0038] Combine the following Figure 4 The locking actuator in this application is introduced. Figure 4 A schematic diagram of a differential lock trigger actuator provided in an embodiment of the present application, such as Figure 4As shown, this type of differential has a common differential function and a differential locking function state. When the part 18 (electromagnet) is not energized, the differential in this system has the same function as the common differential, and both can perform the vehicle differential turning and torque transmission functions. When the control system issues a locking command, the electromagnet is energized to trigger the locking actuator to work, and the part 17 (axial fixed block) is temporarily combined and cannot rotate under the electromagnetic force of the part 18 (electromagnet). At this time, the inverted V-shaped structure of the part 16 (axial sliding block) slides along the V-shaped groove of the part 17 (axial fixed block) and pushes the part 15 (top column) to move downward and compresses the part 12 (wave spring) to overcome the spring force so that the part 13 (combined toothed disc) and the part 10 (right half-shaft gear) are combined together through the end face teeth, and the left and right half-shaft gears rotate at the same speed to enter the differential locking function state, and the wheels can restore adhesion to get out of trouble. When the driver believes that the differential locking function is not needed, he can send a command to the control system. After receiving the command, the electromagnet is powered off and cannot generate suction, and the locking actuator will release the locking function and return to the normal differential function. At this time, part 12 (wave spring) uses its own spring force to push part 13 (combined sprocket) back to its position. At this time, part 13 (combined sprocket) and part 10 (right half-shaft gear) end face teeth are disengaged. During the return process, part 15 (top column) is pushed to apply force to part 16 (axial sliding block) and push part 17 (axial fixed block) to rotate. Because both parts 17 (axial fixed block) and 16 (axial sliding block) are designed with V-shaped grooves and inverted V-shaped structures, 17 (axial fixed block) returns to the lowest point of the match after rotation.

[0039] In the above-mentioned actuator, the right half-shaft gear of the differential uses a combination of large and small gaskets, which effectively reduces the gasket pressure compared to the traditional single gasket, improves the product's wear resistance, and ensures the reliability of the product in extreme off-road conditions; the axial fixing block and the axial slider of the locking trigger mechanism in the actuator are matched with a circumferential V-shaped groove and a circumferential inverted V-shaped structure. The axial slider is designed with an inverted V-shaped structure to move along the V-shaped groove surface. The short design stroke improves the locking response time. In addition, the axial slider structure has stronger torsion resistance than the top column form, ensuring reliability under high-intensity working conditions; the boss structure is added to the end face of the toothed disc to ensure verticality and flatness and reduce the end face processing area, ensuring that the toothed disc moves axially when locking to avoid locking jamming and improve the accuracy of the trigger locking function; the axial fixing block is designed with a small step with a width of 3mm and a height of 0.3-0.4mm on the mating surface with the electromagnet, which can weaken the residual magnetic attraction and friction of the electromagnet after power is off, and improve the unlocking response speed.

[0040] The above embodiment introduces the system actuator part in this application. Figure 5 For the system controller part in the present application, the controller can realize the locking and unlocking functions of the vehicle differential lock by controlling the actuator part.

[0041] Figure 5 A flow chart of a vehicle differential control system control method provided in an embodiment of the present application.

[0042] Combination Figure 5 As shown, the vehicle differential control system control method provided by the embodiment of the present application may include:

[0043] S501. Obtain whole vehicle information of a vehicle, and determine whether the vehicle satisfies automatic locking, automatic unlocking, manual locking, and manual unlocking conditions based on the whole vehicle information.

[0044] Before obtaining the vehicle information, the controller first detects the vehicle ignition signal to confirm that the vehicle has started. At the same time, the controller monitors the current state of the differential lock (locked or unlocked). The controller then sends the current state information of the differential lock to other systems of the vehicle so that the vehicle system can understand the state of the differential lock.

[0045] The differential lock controller receives the message information sent by the vehicle through the communication module, and obtains the original data of the current driving status of the vehicle, such as vehicle speed, wheel speed, steering angle, etc. The information processing module on the vehicle will parse the received original data to obtain the actual value, and feed it back to the differential control system. When the signal detection module detects that the driver presses the differential switch, the condition judgment module will judge whether the current driving state of the vehicle meets the differential lock locking conditions based on the given judgment conditions. If so, the controller outputs a control instruction to the execution module, and the execution module implements the differential lock locking function.

[0046] S502: Detect whether there is a fault in the differential control system. If there is a fault, adopt a corresponding fault handling method according to the fault type to protect the differential control system.

[0047] The controller continuously monitors the sensors, actuators and other components inside the system for faults. If a fault is detected, the controller will protect the system according to the preset fault handling process, which may include shutting down the differential lock function, issuing a warning signal, etc. Specifically, the controller monitors the faults that occur in the differential control system itself during operation in real time. When a fault is detected, the controller analyzes the current fault information and sends the specific fault information through the communication module. The differential control system will choose to handle the fault itself or issue a serious fault alarm according to different fault states.

[0048] The control methods of the differential control system include manual locking, manual unlocking, overspeed alarm, overspeed alarm release, automatic unlocking, and lock rejection. To ensure driving safety, the front axle differential lock can only be triggered when the rear axle differential lock is already locked. If the front axle differential lock switch is pressed when the rear axle differential lock is not locked, the front axle differential lock remains unlocked, and the system prompts "Please lock the rear axle differential lock first." The vehicle meets the condition of refusing to lock when the rear axle differential lock switch is pressed. At this time, if the current vehicle speed and rear wheel speed are greater than the speed threshold of 4km / h or the rear wheel speed difference is greater than the wheel speed difference of 50rpm, the rear differential lock cannot be manually controlled to lock. The system prompts "Please reduce the speed" and sends a rear axle differential lock refusal lock signal; the vehicle meets the condition of manual locking when the vehicle speed and wheel speed are reduced to below the speed threshold of 4km / h and the wheel speed difference threshold of 50rpm, and the rear axle differential lock switch is pressed. The system controls the output module to output current to the rear axle execution module to achieve rear axle differential lock locking. After the rear axle differential lock is locked, the front axle differential lock switch is pressed again. The system controls the output module to output current to the front axle execution module to achieve front axle differential lock locking. The system detects that the front and rear axle differential locks are locked and sends front and rear lock signals; the condition of manual unlocking is that under any conditions, the driver can lock the differential lock in the locked state. The differential lock is unlocked by pressing the differential lock switch. After the unlocking is completed, the system sends the unlocking status. The vehicle meets the condition for overspeeding alarm when the front and rear axle differential locks are both in the locked state. When the vehicle speed is increased to above the speed threshold of 26km / h and below the speed threshold of 38km / h, the system prompts "The current vehicle speed is too fast, please slow down or manually unlock the differential lock" and sends out an overspeeding alarm signal. The front and rear axle differential locks remain locked, and the system is in the overspeeding alarm state. The vehicle meets the condition for releasing the overspeeding alarm when the vehicle speed is reduced to below the speed threshold of 26km / h in the overspeeding alarm state, the front and rear axle differential locks remain locked, and the system automatically releases the overspeeding alarm state. The vehicle meets the condition for automatic unlocking when the vehicle speed is increased to above the speed threshold of 38km / h, the front and rear axle differential locks are automatically unlocked, the output current is disconnected, the differential locks are unlocked, the system prompts "Automatically unlocked" and sends out front and rear axle differential lock unlocking signals.

[0049] S503: If there is no fault, the differential is locked or unlocked based on the acquired differential lock switch signal.

[0050] If the system is normal and no fault is detected, the controller will activate the differential lock function, making it ready to lock or unlock according to user needs. When the differential lock function is activated, the controller starts to detect the signal of the differential lock switch (usually operated by the driver). Based on the switch signal, the controller determines whether the driver needs to lock or unlock the differential lock.

[0051] According to the user's needs (obtained through the differential lock switch signal), the controller sends corresponding instructions to the differential lock actuator to achieve the locking or unlocking operation of the differential lock.

[0052] In an implementation of the embodiment of the present application, detecting whether the differential control system has a fault includes:

[0053] Voltage protection method, setting upper and lower voltage thresholds. When the actual voltage value calculated by the system monitoring exceeds the set upper and lower voltage thresholds, the protection program is executed. If the differential lock is in a locked state at this time, the system automatically releases the differential lock and sends a fault signal.

[0054] The current protection method sets an upper current threshold, simulates the output actual current as a voltage signal through a controller sampling circuit, and outputs it from a driver chip to a main control chip. The simulated actual current value is calculated by a preset algorithm. When the current value exceeds the set upper current threshold, the system automatically performs a protection operation, and at the same time calculates and records the load resistance data of the current execution module based on the voltage and current values ​​read in real time, temporarily unlocks the differential lock and sends a fault signal. When the current value obtained by dividing the voltage value read and calculated in real time by the recorded load resistance data is less than the current threshold, the differential lock automatically resumes the locked state, the system automatically clears the fault signal and sends a normal locking signal of the differential lock;

[0055] The drive fault handling method uses a programmable drive chip as part of the controller, and reads and writes the drive chip status through the SPI peripheral module. When a drive fault is detected, the differential lock is automatically unlocked and the system sends a fault signal;

[0056] As well as the communication fault handling method, the differential control system reads part of the vehicle's signals in real time. When it detects that the required signal node is lost, the differential lock is automatically unlocked and the system sends a fault signal.

[0057] In addition, the vehicle differential control system control method can also enable the automatic locking function according to the driving state of the vehicle, that is, the role of the differential lock controller is not limited to basic control, it can also intelligently realize the automatic locking and unlocking function of the differential lock according to the vehicle's operating mode. Specifically, in the off-road mode of the vehicle, this process is finely executed: the wheel speed sensor is first responsible for real-time detection of the wheel speed of the four wheels, and transmits these wheel speed data and vehicle speed data to the differential control system. The controller processes the data. When it detects that the wheel is slipping, the vehicle instrument prompts "The vehicle is stuck, please temporarily release the accelerator". When the vehicle speed and wheel speed are reduced to a certain safety threshold, the controller automatically locks, and the vehicle instrument displays "The differential lock has been automatically locked". The driver steps on the accelerator pedal, the vehicle is out of trouble, and when the vehicle speed reaches a certain threshold, the differential lock is automatically unlocked, and the vehicle resumes normal driving.

[0058] The above describes the controller and actuator of the differential control system in the present application through specific embodiments. It should be noted that the main control chip of the controller in the present application adopts a domestic platform, which can ensure a stable and controllable supply chain. In addition, the controller adopts a domestic programmable driver chip. The driver chip has a fault diagnosis function and interacts with the main control chip for fault information. The system fault management is safe, stable and controllable.

[0059] Through the description of the above implementation methods, it can be known that those skilled in the art can clearly understand that all or part of the steps in the above-mentioned embodiment method can be implemented by means of software plus a general hardware platform. Based on such an understanding, the technical solution of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a read-only memory (ROM) / RAM, a magnetic disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network communication device such as a router) to execute the methods described in each embodiment of the present application or some parts of the embodiments.

[0060] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0061] It should also be noted that the various embodiments in this specification are described in a progressive manner, and the same and similar parts between the various embodiments can refer to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device and apparatus embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiments. The device and apparatus embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components indicated as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0062] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A vehicle differential control system, characterized in that: The system includes a differential lock actuator, and the locking actuator includes: Combined with a toothed disc, a top column, an axial sliding block and an axial fixed block; the axial fixed block is provided with three V-shaped grooves evenly distributed along the circumference, and the axial sliding block is provided with three inverted V-shaped structures matching the V-shaped grooves and evenly distributed along the circumference; In a normal working state without receiving a differential locking command, the combined toothed disc, the top column, the axial sliding block and the axial fixed block all rotate synchronously with the differential case of the differential; When receiving the differential locking command, the electromagnet in the system is energized and generates axial electromagnetic force, fixing the axial fixed block and temporarily stopping its rotation; as the differential housing continues to rotate, the axial sliding block and its inverted V-shaped structure slide along the V-shaped groove, thereby pushing the top column to move downward until the combined toothed disc and the right half-shaft gear are tightly engaged through the end face teeth, thereby achieving the same speed rotation of the left and right half-shaft gears and realizing the locking function of the differential lock.

2. The system according to claim 1, characterized in that When receiving the command to exit the differential lock, the electromagnet is powered off and loses its magnetic force, and the combined gear plate is disengaged from the end face teeth of the right half-shaft gear; in the return process after disengagement, the top column is pushed and exerts force on the axial sliding block, thereby pushing the axial fixing block to rotate until the axial fixing block rotates and returns to its lowest point position of cooperation.

3. The system according to claim 1, characterized in that There is a small step with a width of 3mm and a height of 0.3-0.4mm on the matching end surface of the axial fixing block and the electromagnet, which is used to weaken the residual magnetic force and friction force of the electromagnet after power failure, so that the axial fixing block and the electromagnet can be separated smoothly after power failure.

4. The system according to claim 1, characterized in that The system also includes a differential, wherein a large gasket and a small gasket are arranged between the right half-shaft gear and the right differential case of the differential to adjust the tooth side clearance to ensure lubrication and reduce the contact pressure of the right half-shaft gear through a double gasket structure to reduce the risk of ablation under extreme working conditions and increase the service life.

5. The system according to claim 1, characterized in that The system also includes a differential lock controller, which uses a domestically produced programmable driver chip. The driver chip has a fault diagnosis function and is used to interact with the main control chip for fault information to ensure that the system fault management is safe, stable and controllable.

6. The system according to claim 5, characterized in that The differential lock controller is also used to automatically lock and unlock the differential lock according to the vehicle's operating mode.

7. A vehicle differential control system control method, characterized in that: The vehicle differential control system is a differential control system according to any one of claims 1 to 6, and the method comprises: Obtaining vehicle information of the vehicle, and determining whether the vehicle meets automatic locking, automatic unlocking, manual locking, and manual unlocking conditions based on the vehicle information; Detecting whether the differential control system has a fault, and if so, taking a corresponding fault handling method according to the fault type to protect the differential control system; If there is no fault, the differential is locked or unlocked based on the acquired differential lock switch signal.

8. The method according to claim 7, characterized in that The detecting whether the differential control system has a fault comprises: Voltage protection method, setting upper and lower voltage thresholds. When the actual voltage value calculated by the system monitoring exceeds the set upper and lower voltage thresholds, the protection program is executed. If the differential lock is in a locked state at this time, the system automatically releases the differential lock and sends a fault signal. The current protection method sets an upper current threshold, simulates the output actual current as a voltage signal through a controller sampling circuit, and outputs it from a driver chip to a main control chip. The simulated actual current value is calculated by a preset algorithm. When the current value exceeds the set upper current threshold, the system automatically performs a protection operation, and at the same time calculates and records the load resistance data of the current execution module based on the voltage and current values ​​read in real time, temporarily unlocks the differential lock and sends a fault signal. When the current value obtained by dividing the voltage value read and calculated in real time by the recorded load resistance data is less than the current threshold, the differential lock automatically resumes the locked state, the system automatically clears the fault signal and sends a normal locking signal of the differential lock; The drive fault handling method uses a programmable drive chip as part of the controller, and reads and writes the drive chip status through the SPI peripheral module. When a drive fault is detected, the differential lock is automatically unlocked and the system sends a fault signal; As well as the communication fault handling method, the differential control system reads part of the vehicle's signals in real time. When it detects that the required signal node is lost, the differential lock is automatically unlocked and the system sends a fault signal.

9. The method according to claim 7, characterized in that: The method further comprises: According to the vehicle's operating mode, the differential lock is automatically locked and unlocked.

10. A vehicle, characterized in that: Comprising the vehicle differential control system as described in claims 1-7.

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