Differential protection control method, device and equipment based on steering wheel rotation angle and rotation angle rate and storage medium

Abstract

The invention discloses a differential protection control method, device and equipment based on a steering wheel rotation angle and a rotation angle rate, and a storage medium, and relates to the technical field of automobile transmission control. Acquiring a current steering wheel angle and system time; obtaining a current steering wheel rotation angle rate according to the steering wheel rotation angle and the system time; a target torque threshold value is obtained according to the current steering wheel rotation angle, the current steering wheel rotation angle rate, the steering wheel rotation angle-torque limiting relation and the steering wheel rotation angle rate-torque limiting relation; and limiting the output torque of the vehicle driving shaft according to the target torque threshold value. The differential mechanism can be effectively protected against damage caused by too large mechanical torque difference or sudden change of torque, the reliability and safety of the vehicle are improved, and meanwhile the control performance and driving experience of the vehicle are optimized.

Description

Technical Field

[0001] The present application relates to the field of automobile transmission control technology, and in particular to a differential protection control method, device, equipment and storage medium based on steering wheel angle and angle rate. Background Art

[0002] The role of the differential is to allow the left and right wheels to rotate at different speeds during vehicle driving, which is essential for vehicles to drive on turns or uneven roads. However, the differential may be damaged when subjected to excessive torque differences or torque mutations, especially in extreme driving conditions such as high-speed turns or off-road driving. Therefore, the need to protect the differential from these potential damages becomes particularly important to ensure the safety and reliability of the vehicle.

[0003] Currently, differential protection is mainly achieved through a torque limiting protection mechanism based on speed difference. This technology monitors the speed difference between the left and right wheels and limits the torque output when necessary to protect the differential. This method is simple and effective to a certain extent, but it focuses on the speed difference and does not take into account the impact of steering wheel angle and corner rate on the differential, which may be a key factor in protecting the differential in certain driving situations.

[0004] Although the torque limiting protection mechanism based on speed difference is effective in some cases, it fails to fully consider the impact of steering wheel angle and angular rate on the differential. After the differential is locked, different steering wheel angles will cause the drive shaft to be subjected to different degrees of force. The greater the angle, the greater the force, increasing the risk of damage to the drive shaft. In addition, rapid changes in steering wheel angles may cause sudden changes in torque output, thereby damaging the differential. These problems show that existing practices have limitations in protecting differentials, especially when dealing with torque changes caused by steering wheel angles and angular rate. Therefore, how to effectively protect the differential from damage caused by excessive mechanical torque difference or sudden torque changes has become an urgent problem to be solved.

[0005] The above contents are only used to assist in understanding the technical solution of the present application and do not constitute an admission that the above contents are prior art. Summary of the invention

[0006] The purpose of this application is to provide a differential protection control method, device, equipment and storage medium based on steering wheel angle and angular velocity, aiming to solve the technical problem of how to effectively protect the differential from damage caused by excessive mechanical torque difference or sudden torque change.

[0007] To achieve the above objectives, the present application proposes a differential protection control method based on steering wheel angle and angular velocity, the method comprising:

[0008] When the differential is locked, get the current steering wheel angle and system time;

[0009] Obtaining a current steering wheel angle rate according to the steering wheel angle and the system time;

[0010] Obtaining a target torque threshold value according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship, and the steering wheel angle rate-torque limit relationship;

[0011] The vehicle drive shaft output torque is limited according to the target torque threshold.

[0012] In one embodiment, the step of obtaining the target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship comprises:

[0013] Obtaining a first torque threshold value according to the current steering wheel angle and the steering wheel angle-torque limit relationship;

[0014] Obtaining a second torque threshold value according to the current steering wheel angle rate and the steering wheel angle rate-torque limit relationship;

[0015] A smaller value between the first torque limit value and the second torque threshold value is used as a target torque threshold value.

[0016] In one embodiment, before the step of obtaining the target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship, the step further includes:

[0017] Interpolating a steering wheel angle-torque limit table to obtain a steering wheel angle-torque limit relationship, wherein the steering wheel angle-torque limit table is obtained by performing an angle-torque calibration test on a bench simulating different angles;

[0018] The interpolation process is performed on the steering wheel angle rate-torque limit table to obtain a steering wheel angle rate-torque limit relationship. The steering wheel angle rate-torque limit table is obtained by performing an angle rate-torque calibration test by simulating different angle rates on the test bench.

[0019] In one embodiment, the step of interpolating the steering wheel angle-torque limit table to obtain the steering wheel angle-torque limit relationship includes:

[0020] The data in the steering wheel angle-torque limit table are sorted from small to large according to the value of the steering wheel angle to obtain a sorted steering wheel angle-torque limit table;

[0021] Calculate the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table;

[0022] All the steering wheel angle-torque limit relationship segments are combined to obtain a steering wheel angle-torque limit relationship.

[0023] In one embodiment, the step of calculating the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table comprises:

[0024] Obtaining a first rotation angle, a first torque limit value corresponding to the first rotation angle, a second rotation angle adjacent to the first rotation angle, and a second torque limit value corresponding to the second rotation angle from the sorted steering wheel angle-torque limit table;

[0025] Calculating a steering wheel angle-torque limit relationship segment between the first angle and the second angle according to the first angle, the first torque limit value, the second angle, and the second torque limit value;

[0026] The steering wheel angle-torque limit relationship segment between the first angle and the second angle is summarized to obtain the steering wheel angle-torque limit relationship segment between all adjacent data points.

[0027] In one embodiment, the step of performing the interpolation processing on the steering wheel angle rate-torque limit table to obtain the steering wheel angle rate-torque limit relationship includes:

[0028] sorting the data in the steering wheel angle rate-torque limit table from small to large according to the value of the steering wheel angle rate to obtain a sorted steering wheel angle rate-torque limit table;

[0029] Calculate the steering wheel angle rate-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle rate-torque limit table;

[0030] All the steering wheel angle rate-torque limit relationship segments are combined to obtain a steering wheel angle rate-torque limit relationship.

[0031] In one embodiment, the step of limiting the vehicle drive shaft output torque according to the target torque threshold comprises:

[0032] Obtaining an initial torque output value of a vehicle drive shaft;

[0033] taking the smaller value between the initial torque output value and the target torque threshold as the target torque output value;

[0034] The drive shaft output torque is controlled according to the target torque output value.

[0035] In addition, to achieve the above purpose, the present application also proposes a differential protection control device based on steering wheel angle and angular velocity, the device comprising:

[0036] Data acquisition module, used to obtain the current steering wheel angle and system time when the differential is locked;

[0037] A steering angle rate calculation module, used to obtain a current steering wheel angle rate according to the steering wheel angle and the system time;

[0038] a torque threshold calculation module, configured to obtain a target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship, and the steering wheel angle rate-torque limit relationship;

[0039] The torque limiting module is configured to limit the output torque of the vehicle drive shaft according to the target torque threshold.

[0040] In addition, to achieve the above-mentioned purpose, the present application also proposes a differential protection control device based on steering wheel angle and angular rate, the device comprising: a memory, a processor and a computer program stored on the memory and executable on the processor, the computer program being configured to implement the steps of the differential protection control method based on steering wheel angle and angular rate as described above.

[0041] In addition, to achieve the above-mentioned purpose, the present application also proposes a storage medium, which is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by the processor, the steps of the differential protection control method based on steering wheel angle and angle rate as described above are implemented.

[0042] In addition, to achieve the above-mentioned purpose, the present application also provides a computer program product, which includes a computer program, and when the computer program is executed by a processor, it implements the steps of the differential protection control method based on steering wheel angle and angle rate as described above.

[0043] One or more technical solutions proposed in this application have at least the following technical effects:

[0044] When the differential is locked, the current steering wheel angle and system time are obtained; the current steering wheel angle rate is obtained according to the steering wheel angle and the system time; the target torque threshold is obtained according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship; the vehicle drive shaft output torque is limited according to the target torque threshold. When the differential is locked, the power domain controller first obtains the current steering wheel angle and system time in real time through the sensor. This step is to accurately record the amplitude and time of the steering operation and provide basic data for subsequent calculations. Then, the controller uses these data to calculate the current steering wheel angle rate, that is, the angle change within a specific time interval. This step is to evaluate the urgency of the driving operation, which is crucial for predicting and preventing differential damage caused by rapid steering. Then, the controller calculates the target torque threshold based on the current steering wheel angle and angular rate, combined with the pre-calibrated steering wheel angle-torque limit relationship and steering wheel angle rate-torque limit relationship. This step comprehensively considers the influence of angle and angular rate in order to determine the maximum torque limit required to protect the differential under different driving conditions. Finally, the controller limits the output torque of the vehicle drive shaft according to the target torque threshold, and by adjusting the control signal of the engine or motor to ensure that the output torque of the drive shaft does not exceed the threshold, it can effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation, improve the reliability and safety of the vehicle, and also optimize the vehicle's handling performance and driving experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0046] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0047] Figure 1 A flow chart of a differential protection control method based on steering wheel angle and angular velocity according to the present application;

[0048] Figure 2 A flow chart of a second embodiment of a differential protection control method based on a steering wheel angle and an angular velocity according to the present application;

[0049] Figure 3 This is a schematic diagram of the module structure of a differential protection control device based on steering wheel angle and angular velocity according to an embodiment of the present application;

[0050] Figure 4 Schematic diagram of the device structure of the hardware operating environment involved in the differential protection control method based on steering wheel angle and angular velocity in the embodiment of the present application.

[0051] The purpose, features and advantages of this application will be further described in conjunction with the embodiments and with reference to the accompanying drawings. DETAILED DESCRIPTION

[0052] It should be understood that the specific embodiments described herein are only used to explain the technical solutions of the present application and are not used to limit the present application.

[0053] In order to better understand the technical solution of the present application, a detailed description will be given below in conjunction with the accompanying drawings and specific implementation methods.

[0054] The differential allows the left and right wheels to rotate at different speeds while the car is driving, which is crucial for turning and uneven roads. In order to prevent damage caused by excessive torque difference or mutation under extreme conditions (such as high-speed turning or off-roading), the current main torque-limiting protection mechanism based on speed difference is used to protect the differential by monitoring and limiting the torque output. However, this method only focuses on the speed difference and ignores the influence of the steering wheel angle and angle rate, both of which are key factors in protecting the differential in some cases. In particular, after the differential is locked, larger steering wheel angles and rapid angle changes will cause the drive shaft to be subjected to greater forces and torque mutations, increasing the risk of damage, which shows that the existing protection mechanism has limitations and fails to fully cope with the torque changes caused by steering wheel operation.

[0055] The main solution of the embodiment of the present application is: when the differential is locked, the power domain controller obtains the steering wheel angle and system time in real time through the sensor, and calculates the angle rate to evaluate the steering sharpness. Then, the controller determines the target torque threshold based on the current angle and angle rate, combined with the preset angle-torque limit relationship, and comprehensively considers the impact of the steering operation. Finally, the controller adjusts the control signal of the engine or motor to limit the output torque of the drive shaft to not exceed the threshold, thereby effectively protecting the differential from damage caused by rapid steering.

[0056] It should be noted that the execution subject of the embodiment of the present application may be a computing service device with data processing, network communication and program running functions, such as a tablet computer, a personal computer, a mobile phone, etc., or an electronic device capable of realizing the above functions, a power domain controller, a power domain control system, etc. The power domain controller is taken as an example to illustrate this embodiment and the following embodiments.

[0057] Based on this, the embodiment of the present application provides a differential protection control method based on steering wheel angle and angular velocity, referring to Figure 1 , Figure 1 This is a flow chart of a first embodiment of a differential protection control method based on steering wheel angle and angular velocity of the present application.

[0058] In this embodiment, the differential protection control method based on the steering wheel angle and the angular velocity includes steps S10 to S40:

[0059] Step S10, when the differential is locked, obtaining the current steering wheel angle and system time;

[0060] It should be noted that the differential is an important component in the vehicle's transmission system. It allows the left and right wheels to rotate at different speeds to adapt to the difference in speed between the inner and outer wheels when the vehicle turns. This design allows the vehicle to turn more smoothly and maintain good traction under different road conditions. Locking refers to a mechanical locking state of the differential. When the differential is locked, the left and right drive shafts (or single bridges) become rigidly connected, which means that the left and right wheels will rotate at the same speed. This state is usually used to improve the vehicle's passability and escape ability because it prevents the wheels from slipping and ensures that power is effectively transmitted to the wheels with traction. The current steering wheel angle refers to the actual angle when the driver operates the steering wheel. This angle is used as one of the bases for calculating and limiting the torque output of the drive shaft. The size of the steering wheel angle directly affects the vehicle's driving direction and the force on the wheels. Therefore, monitoring the steering wheel angle is crucial to controlling vehicle dynamics and protecting the differential. System time refers to the current time recorded by the vehicle electronic control unit (ECU) or the power domain controller. In this embodiment, the system time is used to calculate the steering wheel angle rate, that is, the change in the steering wheel angle within a specific time interval (such as 500ms). This time parameter is necessary for determining the angle rate and further torque limit calculation.

[0061] It can be understood that, firstly, the power domain controller reads the signals output by the sensor in real time through the connection with the steering wheel angle sensor. These signals reflect the steering angle of the steering wheel relative to its initial position, that is, the current steering wheel angle. This is done to capture the driver's steering intention and the steering state of the vehicle in order to accurately control the dynamic behavior of the vehicle; secondly, the clock module inside the controller provides the system time. This timestamp is used to mark the moment when the steering wheel angle data is acquired. By recording this time point, the controller can determine the angle rate in subsequent calculations, that is, the rate of change of the steering wheel angle over time, which is very important for detecting rapid steering actions. and preventing damage to the differential caused by over-fast steering; finally, combined with the current steering wheel angle and the corresponding system time, the power domain controller uses algorithms, such as interpolation, to calculate the maximum torque output value that should be limited at the current angle based on the pre-calibrated relationship between the steering wheel angle and the torque limit value, as well as the torque limit value calculated based on the angular rate, and then takes the smaller of the two values ​​as the actual torque limit output. The effect of this is that when the differential is locked, it effectively limits the excessive torque difference or torque mutation caused by steering, thereby protecting the differential from damage and improving the safety and handling stability of the vehicle.

[0062] Step S20, obtaining a current steering wheel angle rate according to the steering wheel angle and the system time;

[0063] It should be noted that the current steering wheel angle rate refers to the amount of change in the steering wheel angle within a specific time interval. This measure is used to describe the speed of the steering wheel rotation. In this embodiment, the current steering wheel angle rate is used to measure the dynamic characteristics of the steering wheel rotation when the differential is locked, so as to dynamically adjust the torque output of the drive shaft to protect the differential. Specifically, it is obtained by calculating the rate of change of the steering wheel angle within a certain time period (e.g., 500 milliseconds). This rate of change reflects the degree of rapidity of the driver's steering wheel operation, which is of great significance for evaluating and preventing differential damage caused by over-speed steering. By monitoring the steering wheel angle rate, the power domain controller can more accurately control the torque output to adapt to different driving conditions and avoid damage to the differential.

[0064] It can be understood that, first, the power domain controller accurately reads the steering wheel angle value at a specific system time point through the interface with the steering wheel angle sensor. This initial reading is the basis for subsequent calculations; then, the controller sets a timer and waits for a fixed time interval, such as 500 milliseconds. This time interval is pre-set according to the system response speed and control accuracy requirements to ensure that the subtle changes in the steering wheel angle can be captured; then, after the timer reaches the set time, the controller reads the current steering wheel angle value again. This reading reflects the change in the steering wheel angle within the set time interval; finally, the controller calculates the difference between the two readings, that is, the change in the angle, and then divides it by the time interval to obtain the current steering wheel angle rate. This can monitor the speed of the steering wheel rotation in real time and provide accurate dynamic data for the power domain controller so that when the differential is locked, the torque output can be dynamically adjusted according to the change in the steering wheel angle rate, effectively preventing differential damage caused by steering too fast or too hard, thereby improving the vehicle's handling stability and safety.

[0065] Step S30, obtaining a target torque threshold value according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship, and the steering wheel angle rate-torque limit relationship;

[0066] It should be noted that the steering wheel angle-torque limit relationship refers to the relationship of determining the maximum allowable torque output value according to the steering wheel angle. This relationship is based on experiments and calibration. It shows the maximum torque value that should be limited at different steering wheel angles to avoid damage to the differential. For example, when the steering wheel angle is large, the torque value that may need to be limited will also increase accordingly to protect the differential from excessive torque shock. The steering wheel angle rate-torque limit relationship refers to the relationship of determining the maximum allowable torque output value according to the speed of steering wheel angle change (i.e., angle rate). This relationship takes into account the speed of steering wheel angle change, because rapid angle changes may cause torque mutations, thereby causing damage to the differential. Through calibration tests, the corresponding torque limit values ​​under different angle rates can be obtained. The target torque threshold refers to the maximum torque output value that should be limited under specific conditions, calculated based on the above two relationships in order to protect the differential from damage. This value is the result of comprehensive consideration of the steering wheel angle and angle rate. It represents the upper limit of the maximum torque output that needs to be controlled to protect the differential under current driving conditions.

[0067] It can be understood that, first, the power domain controller will look up or calculate through interpolation the torque limit value corresponding to the current steering wheel angle and the pre-calibrated steering wheel angle-torque limit relationship; secondly, the controller will also determine the torque limit value corresponding to the angle rate based on the current steering wheel angle rate and the calibrated steering wheel angle rate-torque limit relationship; finally, the controller compares the two torque limit values ​​and takes the smaller value of the two as the target torque threshold. This value is the ultimate basis for the power domain controller to limit the torque output of the drive shaft to ensure that when the differential is locked, no matter how the steering wheel angle or the angle rate changes, the output torque will not exceed this threshold, thereby effectively protecting the differential from damage.

[0068] As an example, before the step of obtaining the target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship, it also includes: interpolating the steering wheel angle-torque limit table to obtain the steering wheel angle-torque limit relationship, the steering wheel angle-torque limit table is obtained by simulating different angles on the test bench to perform angle-torque calibration tests; interpolating the steering wheel angle rate-torque limit table to obtain the steering wheel angle rate-torque limit relationship, the steering wheel angle rate-torque limit table is obtained by simulating different angle rates on the test bench to perform angle rate-torque calibration tests.

[0069] The steering wheel angle-torque limit table refers to a data table that records the torque limit values ​​corresponding to different steering wheel angles. This table is obtained through experiments. It shows the maximum torque value that needs to be limited to protect the differential under various steering wheel angles. This table is obtained by simulating different angles on a bench to perform angle-torque calibration tests. Interpolation processing is a mathematical method used to estimate the value of unknown data points between known data points. In this embodiment, interpolation processing is used to process the data in the steering wheel angle-torque limit table and the steering wheel angle rate-torque limit table so that the corresponding torque limit value can be calculated when the angle or angle rate value is not directly given in the table. The bench refers to a device or apparatus used for experiments and tests, and specifically refers to an experimental bench used to simulate and test the relationship between the steering wheel angle and the angle rate and the torque limit. Through the bench, various situations in actual driving can be simulated to obtain the relationship data between the steering wheel angle and the angle rate and the torque limit. Angle-torque calibration test refers to a series of experiments conducted on the test bench to determine the torque limit values ​​for differential safety at different steering wheel angles. These experiments help establish the relationship between steering wheel angle and torque limit and form a steering wheel angle-torque limit table. The steering wheel angle rate-torque limit table is similar to the steering wheel angle-torque limit table. It records the torque limit values ​​corresponding to different steering wheel angle rates. This table is also obtained through experiments and shows the maximum torque value that needs to be limited to protect the differential at various angle rates. Angle rate-torque calibration test refers to a series of experiments conducted on the test bench to determine the torque limit values ​​for differential safety at different steering wheel angle rates. These experiments help establish the relationship between steering wheel angle rate and torque limit and form a steering wheel angle rate-torque limit table. Through these tables and interpolation processing, the torque output can be more accurately controlled to protect the differential from damage.

[0070] The power domain controller first performs an interpolation process on the steering wheel angle-torque limit table, which is obtained by a series of angle-torque calibration tests conducted on the bench to simulate different angles. These tests determine the maximum torque value that needs to be limited to protect the differential at each specific steering wheel angle. The interpolation process involves using mathematical methods, such as linear interpolation or nonlinear interpolation, to estimate the torque limit value corresponding to the angle value not directly given in the table, thereby obtaining a continuous steering wheel angle-torque limit relationship. Next, the power domain controller performs the same interpolation process on the steering wheel angle rate-torque limit table, which is obtained by an angle rate-torque calibration test conducted on the bench to simulate different angle rates. These tests determine the maximum torque value that needs to be limited to protect the differential at each specific steering wheel angle rate. Through such interpolation, the power domain controller can obtain a continuous steering wheel angle rate-torque limit relationship, so that at any given steering wheel angle rate, the corresponding torque limit value can be calculated to achieve accurate protection of the differential.

[0071] As an example, the step of interpolating the steering wheel angle-torque limit table to obtain the steering wheel angle-torque limit relationship includes: sorting the data in the steering wheel angle-torque limit table from small to large according to the value of the steering wheel angle to obtain a sorted steering wheel angle-torque limit table; calculating the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table; and combining all the steering wheel angle-torque limit relationship segments to obtain the steering wheel angle-torque limit relationship.

[0072] The steering wheel angle-torque limit relationship segment refers to a relationship defined between any two adjacent data points (i.e., two specific steering wheel angles and their corresponding torque limit values) in the sorted steering wheel angle-torque limit table. This relationship describes how the torque limit value changes with the change of the steering wheel angle between the two angle values. In the interpolation process, this relationship segment can be used to estimate the torque limit value of any angle value between the two data points. Combination refers to connecting all these steering wheel angle-torque limit relationship segments to form a complete steering wheel angle-torque limit relationship. This process involves splicing the various relationship segments together in the order of the steering wheel angle, thereby obtaining a continuous relationship curve or function covering all angle ranges. In this way, no matter what range the steering wheel angle value is in, the corresponding torque limit value can be found or calculated through this combined relationship. The combination process ensures that an accurate torque limit value can be obtained at any angle value, which is crucial for the power domain controller to protect the differential from damage in real-time control.

[0073] First, the power domain controller will sort all the data in the steering wheel angle-torque limit table from small to large according to the numerical value of the steering wheel angle. This is done to ensure the logical order of the data so that each angle value corresponds to a certain torque limit value, thereby obtaining a sorted steering wheel angle-torque limit table; then, the controller will calculate the steering wheel angle-torque limit relationship segment between each pair of adjacent data points in the sorted table, that is, determine the mathematical relationship between the angle and the torque limit value in each segment, which usually involves the fitting of linear or nonlinear functions, in order to accurately estimate the torque limit value corresponding to any angle value between the two data points; finally, the controller combines all these relationship segments, that is, splices these local functional relationships into a complete steering wheel angle-torque limit relationship, which covers all possible values ​​from the minimum to the maximum angle, thereby allowing the controller to accurately determine the torque limit value according to the actual steering wheel angle within the full angle range to protect the differential from damage.

[0074] As an example, the step of calculating the steering wheel angle-torque limit relationship segment between all adjacent data points in the sorted steering wheel angle-torque limit table includes: obtaining a first angle, a first torque limit value corresponding to the first angle, a second angle adjacent to the first angle, and a second torque limit value corresponding to the second angle from the sorted steering wheel angle-torque limit table; calculating the steering wheel angle-torque limit relationship segment between the first angle and the second angle according to the first angle, the first torque limit value, the second angle and the second torque limit value; summarizing the steering wheel angle-torque limit relationship segment between the first angle and the second angle to obtain the steering wheel angle-torque limit relationship segment between all adjacent data points.

[0075] The first steering angle refers to a specific steering wheel angle value in the sorted steering wheel angle-torque limit table, which is the starting point considered when performing the interpolation process between each segment. The first torque limit value refers to the torque limit value corresponding to the first steering angle, which is determined in the calibration test and indicates the maximum torque output that needs to be limited at the first steering angle to protect the differential. The second steering angle refers to the next specific steering wheel angle value immediately following the first steering angle in the sorted table, which is the end point considered when performing the interpolation process between each segment. The second torque limit value refers to the torque limit value corresponding to the second steering angle, which is also determined in the calibration test and indicates the maximum torque output that needs to be limited at the second steering angle to protect the differential.

[0076] First, the power domain controller selects a starting point, i.e., the first angle and its corresponding first torque limit value, from the steering wheel angle-torque limit table that has been sorted from small to large according to the steering wheel angle value, which represents the maximum torque limit set at this specific angle to avoid damage to the differential; then, the controller finds the next data point adjacent to the first angle, i.e., the second angle and its corresponding second torque limit value; then, using these two angle points and their corresponding torque limit values, the controller calculates the torque limit value of any angle value between the first angle and the second angle by mathematical methods, such as linear interpolation or polynomial interpolation, thereby obtaining the steering wheel angle-torque limit relationship segment between the two angles, which can describe how the torque limit value changes with the angle between the two angle values; finally, the controller repeats the above process for all adjacent angle point pairs in the table, and summarizes all the steering wheel angle-torque limit relationship segments obtained, so that a complete and continuous steering wheel angle-torque limit relationship can be constructed, covering all possible values ​​from the minimum to the maximum angle, providing an accurate torque limit reference for the power domain controller in real-time control.

[0077] As an example, the step of performing the interpolation processing on the steering wheel angle rate-torque limit table to obtain the steering wheel angle rate-torque limit relationship includes: sorting the data in the steering wheel angle rate-torque limit table from small to large according to the value of the steering wheel angle rate to obtain a sorted steering wheel angle rate-torque limit table; calculating the steering wheel angle rate-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle rate-torque limit table; and combining all the steering wheel angle rate-torque limit relationship segments to obtain the steering wheel angle rate-torque limit relationship.

[0078] The steering wheel angle rate-torque limit relationship segment refers to a relationship between any two adjacent data points in the sorted steering wheel angle rate-torque limit table. Specifically, it includes two consecutive steering wheel angle rate values ​​selected from the table and their corresponding torque limit values. For these two data points, the power domain controller calculates a mathematical model or function that can describe how the torque limit value changes with the change of the steering wheel angle rate between these two specific angle rate values. This relationship segment allows the controller to interpolate and calculate the corresponding torque limit value at any angle rate between these two rate values. In this way, the power domain controller can obtain a continuous relationship covering all angle rate ranges, which is used to determine the torque limit value at different angle rates in real time to protect the differential from damage.

[0079] First, the power domain controller sorts all the data points in the steering wheel angle rate-torque limit table from small to large according to the numerical value of the steering wheel angle rate, ensuring that each rate value is correctly matched with its corresponding torque limit value, thereby obtaining a sorted steering wheel angle rate-torque limit table; then, the controller calculates the steering wheel angle rate-torque limit relationship segment between each pair of adjacent data points in the sorted table, which involves determining the relationship between two consecutive angle rate values ​​and their corresponding torque limit values, and usually estimates the torque limit value at any angle rate between the two points by interpolation method; finally, the controller combines all these relationship segments, that is, splices each local relationship segment into a complete steering wheel angle rate-torque limit relationship, which covers all possible values ​​from minimum to maximum angle rate, so that the power domain controller can accurately determine the torque limit value according to the actual angle rate value within the full angle rate range, so as to achieve effective protection of the differential.

[0080] Step S40: limiting the vehicle drive shaft output torque according to the target torque threshold.

[0081] It should be noted that the vehicle drive shaft refers to the shaft connecting the engine (or motor) and the wheels in the vehicle. It is responsible for transferring power from the power source to the wheels to drive the vehicle forward or backward. In some cases, the drive shaft can also refer to the vehicle's half shaft, that is, the shaft directly connecting the differential and the wheels. Torque refers to the rotational moment output by the engine or motor. It is a physical quantity that measures how much "rotational force" the engine or motor can provide when rotating. The unit of torque is usually Newton meter (Nm). It affects the acceleration performance and climbing ability of the vehicle. In automotive engineering, torque is one of the key parameters that determine the vehicle's dynamic performance.

[0082] It is understandable that after receiving the target torque threshold, the power domain controller will use this value as a limiting condition to adjust the vehicle drive system. Specifically, the controller monitors the output torque of the current vehicle drive shaft, which refers to the torque transmitted from the engine or motor to the drive shaft, which determines the force of the wheel rotation. The controller then compares this real-time torque value with the target torque threshold: if the real-time torque value exceeds the target torque threshold, the controller will issue an instruction to reduce the fuel supply, adjust the engine valve timing, or convert the working state of the motor, thereby reducing the output torque of the drive shaft to ensure that it does not exceed the safety threshold set to protect the differential. Such adjustments can prevent damage to the differential due to excessive torque, while also ensuring the safety and reliability of vehicle driving.

[0083] As an example, the step of limiting the vehicle drive shaft output torque according to the target torque threshold includes: obtaining an initial torque output value of the vehicle drive shaft; taking the smaller value between the initial torque output value and the target torque threshold as the target torque output value; and controlling the drive shaft output torque according to the target torque output value.

[0084] The initial torque output value refers to the actual torque output value of the vehicle drive shaft before torque limitation. This value reflects the torque transmitted to the drive shaft by the engine or motor without any limitation. It is the original torque value generated by the power system under specific driving conditions, such as acceleration, climbing or starting. The initial torque output value is obtained in real time through various sensors and monitoring equipment, such as torque sensors or by calculating the power output and transmission efficiency of the engine. This value changes dynamically and will change according to the driver's operation (such as the degree of depression of the accelerator pedal) and the vehicle's driving status (such as vehicle speed, load, etc.).

[0085] First, the power domain controller receives real-time data through the communication interface with the torque sensor. The torque sensor measures and reports the torque value on the drive shaft. This initial torque output value is the torque value actually output to the drive shaft by the current engine or motor. Secondly, the algorithm inside the controller compares this initial torque output value with the target torque threshold calculated by the steering wheel angle and the angular velocity, and selects the smaller of the two as the target torque output value. This is done to ensure that the safety limit set to protect the differential will not be exceeded under any circumstances, thereby avoiding mechanical damage that may be caused by excessive torque. Finally, the controller adjusts the engine management system or motor control unit according to the target torque output value, which may involve adjusting the fuel injection amount, ignition timing, throttle opening or motor power output to accurately control the actual torque output of the drive shaft to match it with the target torque output value. This can ensure that the vehicle's differential and transmission system will not be damaged due to excessive torque while providing sufficient power, thereby improving the reliability and safety of the vehicle and optimizing driving performance.

[0086] This embodiment provides a differential protection control method based on steering wheel angle and angle rate. When the differential is locked, the current steering wheel angle and system time are obtained; the current steering wheel angle rate is obtained according to the steering wheel angle and the system time; the target torque threshold is obtained according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship; the vehicle drive shaft output torque is limited according to the target torque threshold. When the differential is locked, the power domain controller first obtains the current steering wheel angle and system time in real time through the sensor. This step is to accurately record the amplitude and time of the steering operation and provide basic data for subsequent calculations. Then, the controller uses these data to calculate the current steering wheel angle rate, that is, the angle change within a specific time interval. This step is to evaluate the urgency of the driving operation, which is crucial for predicting and preventing differential damage caused by rapid steering. Then, the controller calculates the target torque threshold based on the current steering wheel angle and angular rate, combined with the pre-calibrated steering wheel angle-torque limit relationship and steering wheel angle rate-torque limit relationship. This step comprehensively considers the influence of angle and angular rate in order to determine the maximum torque limit required to protect the differential under different driving conditions. Finally, the controller limits the output torque of the vehicle drive shaft according to the target torque threshold, and by adjusting the control signal of the engine or motor to ensure that the output torque of the drive shaft does not exceed the threshold, it can effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation, improve the reliability and safety of the vehicle, and also optimize the vehicle's handling performance and driving experience.

[0087] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as those in the above-mentioned embodiment 1 can refer to the above introduction, and will not be repeated later. Figure 2 , Figure 2 This is a flow chart of a second embodiment of a differential protection control method based on a steering wheel angle and an angular velocity of the present application. Step S30 of the differential protection control method based on a steering wheel angle and an angular velocity includes steps S31 to S33:

[0088] Step S31, obtaining a first torque threshold value according to the current steering wheel angle and the steering wheel angle-torque limit relationship;

[0089] It should be noted that the first torque threshold refers to the torque limit value obtained by consulting or calculating the steering wheel angle-torque limit relationship based on the current steering wheel angle. This value is used by the power domain controller to determine the maximum torque output value that should be limited to protect the differential from damage at the current steering wheel angle.

[0090] It is understandable that the power domain controller first receives real-time data from the steering wheel angle sensor, which represents the specific angle at which the driver currently turns the steering wheel. Then, the controller consults the steering wheel angle-torque limit relationship table obtained in advance through bench testing and calibration, or uses the corresponding mathematical model. This table or model describes in detail the torque limit values ​​corresponding to different steering wheel angle values. Using this relationship, the controller searches or calculates the corresponding torque limit value based on the current steering wheel angle value. This value is the first torque threshold, which represents the maximum output torque that needs to be controlled at the current angle in order to avoid excessive mechanical stress or damage to the differential. This step is a key link in dynamic torque management and ensures the safety and reliability of the vehicle during the steering process.

[0091] Step S32, obtaining a second torque threshold value according to the current steering wheel angle rate and the steering wheel angle rate-torque limit relationship;

[0092] It should be noted that the second torque threshold refers to the torque limit value obtained by consulting or calculating the steering wheel angle rate-torque limit relationship based on the current steering wheel angle rate. This value is used by the power domain controller to determine the maximum torque output value that should be limited at the current steering wheel angle rate in order to protect the differential from damage.

[0093] It is understandable that the power domain controller first monitors and records the steering wheel rotation speed, that is, the steering wheel angle rate, through a high-precision sensor. This rate reflects how fast the driver turns the steering wheel. Then, the controller will consult or calculate the steering wheel angle rate-torque limit relationship table or mathematical model obtained based on bench testing and calibration. This table or model describes in detail the corresponding torque limit values ​​at different angle rates. Using this relationship, the controller looks up or calculates the corresponding torque limit value based on the current steering wheel angle rate value. This value is the second torque threshold, which represents the maximum output torque that needs to be controlled at the current angle rate in order to avoid excessive torque shock to the differential due to rapid steering. This step ensures that the vehicle's differential is effectively protected during the steering process, especially during rapid steering, to prevent damage caused by sudden changes in torque, thereby improving the vehicle's handling stability and safety.

[0094] Step S33: taking the smaller value between the first torque limit value and the second torque threshold as the target torque threshold.

[0095] It is understandable that after obtaining the first torque threshold value based on the current steering wheel angle and the second torque threshold value based on the current steering wheel angle rate, the power domain controller will compare the sizes of the two torque threshold values. The controller will select the smaller of the two values ​​as the target torque threshold value, because the smaller torque threshold value represents a more stringent torque limit, which can more effectively protect the differential from damage. The smaller value is selected as the target torque threshold value to ensure that in any steering situation, whether due to excessive angle or excessive angle rate, no torque exceeding the safety limit will be applied to the differential, thereby providing sufficient power output while minimizing the pressure and potential damage to the vehicle's transmission system, ensuring the safety and reliability of vehicle driving.

[0096] This embodiment obtains a first torque threshold value according to the current steering wheel angle and the steering wheel angle-torque limit relationship; obtains a second torque threshold value according to the current steering wheel angle rate and the steering wheel angle rate-torque limit relationship; and uses the smaller value of the first torque limit value and the second torque threshold value as the target torque threshold value. The power domain controller first obtains the current steering wheel angle value by reading the data of the steering wheel angle sensor, and uses the pre-calibrated relationship between the steering wheel angle and the torque limit value to find or calculate the torque limit value corresponding to the current steering wheel angle, that is, the first torque threshold value; this step is to determine the maximum torque value that needs to be limited at the current steering angle in order to avoid excessive mechanical load on the differential, which helps to protect the differential during steering and prevent torque overload caused by excessive steering angle. Next, the controller measures the steering wheel angular rate, i.e., the speed at which the steering wheel turns, and uses another pre-calibrated relationship to determine the torque limit value corresponding to the current steering wheel angular rate, i.e., the second torque threshold; this step is to determine the maximum torque value that needs to be limited at the current steering speed in order to avoid potential damage to the differential due to rapid steering, which helps to protect the differential during rapid steering and prevent torque mutations caused by excessive steering speed. Finally, the controller compares the first torque threshold and the second torque threshold and selects the smaller of the two as the target torque threshold; the smaller torque threshold is selected to adopt a more conservative torque limit strategy to ensure that the most stringent safety limit is not exceeded under any circumstances, thereby providing maximum protection. This method can effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation, ensure the safety and reliability of the vehicle under various steering conditions, and also optimize the vehicle's handling performance and driving experience. By comprehensively considering the influence of the angle and angular rate, the target torque threshold provides a comprehensive protection mechanism to reduce the potential risk of damage to the differential.

[0097] It should be noted that the above examples are only used to understand the present application and do not constitute a limitation on the differential protection control method based on steering wheel angle and angular velocity of the present application. More simple transformations based on this technical concept are all within the protection scope of the present application.

[0098] The present application also provides a differential protection control device based on steering wheel angle and angle rate, please refer to Figure 3 , the differential protection control device based on steering wheel angle and angular velocity comprises:

[0099] The data acquisition module 10 is used to obtain the current steering wheel angle and system time when the differential is locked;

[0100] A steering angle rate calculation module 20, configured to obtain a current steering wheel angle rate according to the steering wheel angle and the system time;

[0101] a torque threshold calculation module 30, configured to obtain a target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship, and the steering wheel angle rate-torque limit relationship;

[0102] The torque limiting module 40 is configured to limit the output torque of the vehicle drive shaft according to the target torque threshold.

[0103] In one embodiment, the torque threshold calculation module 30 is further used to obtain a first torque threshold based on the current steering wheel angle and the steering wheel angle-torque limit relationship; obtain a second torque threshold based on the current steering wheel angle rate and the steering wheel angle rate-torque limit relationship; and use the smaller value of the first torque limit value and the second torque threshold as the target torque threshold.

[0104] In one embodiment, the torque threshold calculation module 30 is further used to perform interpolation processing on the steering wheel angle-torque limit table to obtain a steering wheel angle-torque limit relationship, wherein the steering wheel angle-torque limit table is obtained by simulating different angles on the test bench to perform an angle-torque calibration test; and perform the interpolation processing on the steering wheel angle rate-torque limit table to obtain a steering wheel angle rate-torque limit relationship, wherein the steering wheel angle rate-torque limit table is obtained by simulating different angle rates on the test bench to perform an angle rate-torque calibration test.

[0105] In one embodiment, the torque threshold calculation module 30 is further used to sort the data in the steering wheel angle-torque limit table from small to large according to the value of the steering wheel angle to obtain a sorted steering wheel angle-torque limit table; calculate the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table; and combine all the steering wheel angle-torque limit relationship segments to obtain a steering wheel angle-torque limit relationship.

[0106] In one embodiment, the torque threshold calculation module 30 is further used to obtain a first angle, a first torque limit value corresponding to the first angle, a second angle adjacent to the first angle, and a second torque limit value corresponding to the second angle from the sorted steering wheel angle-torque limit table; calculate a steering wheel angle-torque limit relationship segment between the first angle and the second angle according to the first angle, the first torque limit value, the second angle, and the second torque limit value; and summarize the steering wheel angle-torque limit relationship segment between the first angle and the second angle to obtain the steering wheel angle-torque limit relationship segment between all adjacent data points.

[0107] In one embodiment, the torque threshold calculation module 30 is further used to sort the data in the steering wheel angle rate-torque limit table from small to large according to the value of the steering wheel angle rate to obtain a sorted steering wheel angle rate-torque limit table; calculate the steering wheel angle rate-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle rate-torque limit table; and combine all the steering wheel angle rate-torque limit relationship segments to obtain a steering wheel angle rate-torque limit relationship.

[0108] In one embodiment, the torque limiting module 40 is further used to obtain an initial torque output value of a vehicle drive shaft; use a smaller value between the initial torque output value and the target torque threshold as a target torque output value; and control the drive shaft output torque according to the target torque output value.

[0109] The differential protection control device based on steering wheel angle and angular velocity provided by the present application adopts the differential protection control method based on steering wheel angle and angular velocity in the above embodiment, which can solve the technical problem of how to effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation. Compared with the prior art, the beneficial effects of the differential protection control device based on steering wheel angle and angular velocity provided by the present application are the same as the beneficial effects of the differential protection control method based on steering wheel angle and angular velocity provided by the above embodiment, and the other technical features of the differential protection control device based on steering wheel angle and angular velocity are the same as the features disclosed in the above embodiment method, which will not be repeated here.

[0110] The present application provides a differential protection control device based on steering wheel angle and angular rate, and the differential protection control device based on steering wheel angle and angular rate includes: at least one processor; and a memory communicatively connected to the at least one processor; wherein the memory stores instructions executable by the at least one processor, and the instructions are executed by the at least one processor so that the at least one processor can execute the differential protection control method based on steering wheel angle and angular rate in the above-mentioned embodiment one.

[0111] Reference below Figure 4 , which shows a schematic diagram of the structure of a differential protection control device based on steering wheel angle and angular velocity suitable for implementing the embodiment of the present application. The differential protection control device based on steering wheel angle and angular velocity in the embodiment of the present application may include but is not limited to mobile terminals such as mobile phones, laptop computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 4 The differential protection control device based on the steering wheel angle and the angle rate shown is only an example and should not bring any threshold to the functions and scope of use of the embodiments of the present application.

[0112] like Figure 4As shown, the differential protection control device based on the steering wheel angle and the angular rate may include a processing device 1001 (e.g., a central processing unit, a graphics processor, etc.), which can perform various appropriate actions and processes according to the program stored in the read-only memory (ROM: Read Only Memory) 1002 or the program loaded from the storage device 1003 to the random access memory (RAM: Random Access Memory) 1004. In RAM1004, various programs and data required for the operation of the differential protection control device based on the steering wheel angle and the angular rate are also stored. The processing device 1001, ROM1002 and RAM1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Typically, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touchpad, a keyboard, a mouse, an image sensor, a microphone, an accelerometer, a gyroscope, etc.; output devices 1008 including, for example, a liquid crystal display (LCD), a speaker, a vibrator, etc.; storage devices 1003 including, for example, a magnetic tape, a hard disk, etc.; and communication devices 1009. The communication device 1009 can allow the differential protection control device based on the steering wheel angle and the angular rate to communicate wirelessly or wired with other devices to exchange data. Although the figure shows a differential protection control device based on the steering wheel angle and the angular rate with various systems, it should be understood that it is not required to implement or have all the systems shown. More or fewer systems may be implemented or have alternatively.

[0113] In particular, according to the embodiments disclosed in the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, the embodiments disclosed in the present application include a computer program product, which includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from a network through a communication device, or installed from a storage device 1003, or installed from a ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the method of the embodiment disclosed in the present application are executed.

[0114] The differential protection control device based on steering wheel angle and angular velocity provided by the present application adopts the differential protection control method based on steering wheel angle and angular velocity in the above embodiment, which can solve the technical problem of how to effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation. Compared with the prior art, the beneficial effects of the differential protection control device based on steering wheel angle and angular velocity provided by the present application are the same as the beneficial effects of the differential protection control method based on steering wheel angle and angular velocity provided by the above embodiment, and the other technical features of the differential protection control device based on steering wheel angle and angular velocity are the same as the features disclosed in the method of the previous embodiment, which will not be repeated here.

[0115] It should be understood that the various parts disclosed in this application can be implemented by hardware, software, firmware or a combination thereof. In the description of the above embodiments, specific features, structures, materials or characteristics can be combined in any one or more embodiments or examples in a suitable manner.

[0116] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which 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.

[0117] The present application provides a computer-readable storage medium having computer-readable program instructions (ie, computer programs) stored thereon, the computer-readable program instructions being used to execute the differential protection control method based on steering wheel angle and angular velocity in the above-mentioned embodiment.

[0118] The computer-readable storage medium provided in the present application may be, for example, a USB flash drive, but is not limited to electrical, magnetic, optical, electromagnetic, infrared, or semiconductor systems, systems or devices, or any combination of the above. More specific examples of computer-readable storage media may include, but are not limited to: an electrical connection with one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this embodiment, the computer-readable storage medium may be any tangible medium containing or storing a program that can be used by or in combination with an instruction execution system, system or device. The program code contained on the computer-readable storage medium may be transmitted using any appropriate medium, including but not limited to: wires, optical cables, RF (Radio Frequency), etc., or any suitable combination of the above.

[0119] The computer-readable storage medium may be included in the differential protection control device based on the steering wheel angle and the angular velocity; or may exist independently without being assembled into the differential protection control device based on the steering wheel angle and the angular velocity.

[0120] The above-mentioned computer-readable storage medium carries one or more programs. When the above-mentioned one or more programs are executed by the differential protection control device based on the steering wheel angle and the angle rate, the differential protection control device based on the steering wheel angle and the angle rate: when the differential is locked, obtains the current steering wheel angle and the system time; obtains the current steering wheel angle rate according to the steering wheel angle and the system time; obtains the target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship; and limits the vehicle drive shaft output torque according to the target torque threshold.

[0121] Computer program code for performing the operations of the present application may be written in one or more programming languages ​​or a combination thereof, including object-oriented programming languages ​​such as Java, Smalltalk, C++, and conventional procedural programming languages ​​such as "C" or similar programming languages. The program code may be executed entirely on the user's computer, partially on the user's computer, as a separate software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0122] The flow chart and block diagram in the accompanying drawings illustrate the possible architecture, function and operation of the system, method and computer program product according to various embodiments of the present application. In this regard, each square box in the flow chart or block diagram can represent a module, a program segment or a part of a code, and the module, the program segment or a part of the code contains one or more executable instructions for realizing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the square box can also occur in a sequence different from that marked in the accompanying drawings. For example, two square boxes represented in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each square box in the block diagram and / or flow chart, and the combination of the square boxes in the block diagram and / or flow chart can be implemented with a dedicated hardware-based system that performs a specified function or operation, or can be implemented with a combination of dedicated hardware and computer instructions.

[0123] The modules involved in the embodiments described in this application may be implemented by software or hardware, wherein the name of the module does not constitute a limitation on the unit itself in some cases.

[0124] The readable storage medium provided by the present application is a computer-readable storage medium, which stores computer-readable program instructions (i.e., computer programs) for executing the above-mentioned differential protection control method based on steering wheel angle and angular velocity, and can solve the technical problem of how to effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation. Compared with the prior art, the beneficial effects of the computer-readable storage medium provided by the present application are the same as the beneficial effects of the differential protection control method based on steering wheel angle and angular velocity provided by the above-mentioned embodiment, and will not be repeated here.

[0125] The present application also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the differential protection control method based on steering wheel angle and angular velocity as described above. The computer program product provided by the present application can solve the technical problem of how to effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation. Compared with the prior art, the beneficial effects of the computer program product provided by the present application are the same as the beneficial effects of the differential protection control method based on steering wheel angle and angular velocity provided by the above-mentioned embodiment, which will not be repeated here.

[0126] The above descriptions are only some embodiments of the present application, and are not intended to limit the patent scope of the present application. All equivalent structural changes made using the contents of the present application specification and drawings under the technical concept of the present application, or direct / indirect applications in other related technical fields are included in the patent protection scope of the present application.

Claims

1. A differential protection control method based on steering wheel angle and angular velocity, characterized in that: The method comprises: When the differential is locked, get the current steering wheel angle and system time; Obtaining a current steering wheel angle rate according to the steering wheel angle and the system time; Obtaining a target torque threshold value according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship, and the steering wheel angle rate-torque limit relationship; The vehicle drive shaft output torque is limited according to the target torque threshold.

2. The method according to claim 1, characterized in that The step of obtaining the target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship comprises: Obtaining a first torque threshold value according to the current steering wheel angle and the steering wheel angle-torque limit relationship; Obtaining a second torque threshold value according to the current steering wheel angle rate and the steering wheel angle rate-torque limit relationship; A smaller value between the first torque limit value and the second torque threshold value is used as a target torque threshold value.

3. The method according to claim 1, characterized in that Before the step of obtaining the target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship and the steering wheel angle rate-torque limit relationship, the step further includes: Interpolating a steering wheel angle-torque limit table to obtain a steering wheel angle-torque limit relationship, wherein the steering wheel angle-torque limit table is obtained by performing an angle-torque calibration test on a bench simulating different angles; The interpolation process is performed on the steering wheel angle rate-torque limit table to obtain a steering wheel angle rate-torque limit relationship. The steering wheel angle rate-torque limit table is obtained by performing an angle rate-torque calibration test on the test bench to simulate different angle rates.

4. The method according to claim 3, characterized in that The step of interpolating the steering wheel angle-torque limit table to obtain the steering wheel angle-torque limit relationship comprises: The data in the steering wheel angle-torque limit table are sorted from small to large according to the value of the steering wheel angle to obtain a sorted steering wheel angle-torque limit table; Calculate the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table; All the steering wheel angle-torque limit relationship segments are combined to obtain a steering wheel angle-torque limit relationship.

5. The method according to claim 4, characterized in that The step of calculating the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table comprises: Obtaining a first rotation angle, a first torque limit value corresponding to the first rotation angle, a second rotation angle adjacent to the first rotation angle, and a second torque limit value corresponding to the second rotation angle from the sorted steering wheel angle-torque limit table; Calculating a steering wheel angle-torque limit relationship segment between the first angle and the second angle according to the first angle, the first torque limit value, the second angle, and the second torque limit value; The steering wheel angle-torque limit relationship segment between the first angle and the second angle is summarized to obtain the steering wheel angle-torque limit relationship segment between all adjacent data points.

6. The method according to claim 3, characterized in that The step of performing the interpolation processing on the steering wheel angle rate-torque limit table to obtain the steering wheel angle rate-torque limit relationship comprises: sorting the data in the steering wheel angle rate-torque limit table from small to large according to the value of the steering wheel angle rate to obtain a sorted steering wheel angle rate-torque limit table; Calculate the steering wheel angle rate-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle rate-torque limit table; All of the steering wheel angle rate-torque limit relationship segments are combined to obtain a steering wheel angle rate-torque limit relationship.

7. The method according to any one of claims 1 to 6, characterized in that The step of limiting the vehicle drive shaft output torque according to the target torque threshold comprises: Obtaining an initial torque output value of a vehicle drive shaft; The smaller value between the initial torque output value and the target torque threshold is used as the target torque output value; The drive shaft output torque is controlled according to the target torque output value.

8. A differential protection control device based on steering wheel angle and angular velocity, characterized in that: The device comprises: The data acquisition module is used to obtain the current steering wheel angle and system time when the differential is locked; A steering angle rate calculation module, used to obtain a current steering wheel angle rate according to the steering wheel angle and the system time; a torque threshold calculation module, configured to obtain a target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, the steering wheel angle-torque limit relationship, and the steering wheel angle rate-torque limit relationship; The torque limiting module is configured to limit the output torque of the vehicle drive shaft according to the target torque threshold.

9. A differential protection control device based on steering wheel angle and angular velocity, characterized in that: The device comprises: a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the computer program is configured to implement the steps of the differential protection control method based on the steering wheel angle and the angular velocity as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: The storage medium is a computer-readable storage medium, and a computer program is stored on the storage medium. When the computer program is executed by a processor, the steps of the differential protection control method based on the steering wheel angle and the angular rate as described in any one of claims 1 to 7 are implemented.

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