Differential protection control method and device based on steering wheel angle and steering wheel angular velocity, equipment and storage medium

Abstract

The application discloses a differential protection control method and device based on steering wheel rotation angle and rotation rate, equipment and storage medium, relates to the automobile transmission control technical field, and the differential protection control method based on the steering wheel rotation angle and rotation rate comprises the following steps: when the differential is locked, the current steering wheel rotation angle and the system time are obtained; the current steering wheel rotation angle rate is obtained according to the steering wheel rotation angle and the system time; the target torque threshold is obtained according to the current steering wheel rotation angle, the current steering wheel rotation angle rate, the steering wheel rotation angle-torque limiting relationship and the steering wheel rotation angle rate-torque limiting relationship; and the vehicle driving shaft output torque is limited according to the target torque threshold. The application 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 control performance and driving experience of the vehicle.

Description

TECHNICAL FIELD

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

[0002] During vehicle driving, the role of the differential is to allow the left and right wheels to rotate at different speeds, which is crucial for the vehicle to drive on a turn or uneven road. However, the differential may be damaged when subjected to excessive torque difference or torque mutation, especially under extreme driving conditions such as high-speed turning 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, the protection of the differential is mainly achieved through a torque limiting protection mechanism based on the 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 some extent, but it mainly focuses on the speed difference without considering the impact of steering wheel angle and steering wheel angle rate on the differential, which may be a key factor in protecting the differential in some driving situations.

[0004] Although the torque limiting protection mechanism based on the speed difference is effective in some cases, it fails to fully consider the impact of steering wheel angle and steering wheel angle rate on the differential. After the differential is locked, different steering wheel angles will cause the drive shaft to bear different degrees of force, and the greater the steering wheel angle, the greater the force, increasing the risk of damage to the drive shaft. In addition, rapid changes in steering wheel angle can cause sudden changes in torque output, which can damage the differential. These problems indicate that the existing approach has limitations in protecting the differential, especially in dealing with torque changes caused by steering wheel angle and steering wheel angle rate. Therefore, how to effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation has become a problem to be solved.

[0005] The above content is only used to assist in understanding the technical solutions of the present application and does not represent the acknowledgement of the above content as prior art. SUMMARY

[0006] The present application aims to provide a differential protection control method and device based on steering wheel angle and steering wheel angle rate, equipment and storage medium, which aims to solve the technical problem of how to effectively protect the differential from damage caused by excessive mechanical torque difference or torque mutation.

[0007] To achieve the above-mentioned purpose, the present application provides a differential protection control method based on steering wheel angle and steering wheel angle rate, which comprises:

[0008] acquiring a current steering wheel angle and a system time when the differential is locked;

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

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

[0011] limiting a vehicle drive axle output torque according to the target torque threshold.

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

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

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

[0015] taking a smaller one of the first torque threshold and the second torque threshold as the target torque threshold.

[0016] In an embodiment, before the step of deriving a target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, a steering wheel angle-torque limit relationship and a steering wheel angle rate-torque limit relationship, the method further comprises:

[0017] interpolating a steering wheel angle-torque limit table to derive a steering wheel angle-torque limit relationship, the steering wheel angle-torque limit table being obtained by a bench test simulating different steering wheel angles;

[0018] interpolating a steering wheel angle rate-torque limit table to derive a steering wheel angle rate-torque limit relationship, the steering wheel angle rate-torque limit table being obtained by the bench test simulating different steering wheel angle rates.

[0019] In an embodiment, the step of interpolating a steering wheel angle-torque limit table to derive a steering wheel angle-torque limit relationship comprises:

[0020] sorting data in a steering wheel angle-torque limit table according to values of steering wheel angles from small to large to obtain a sorted steering wheel angle-torque limit table;

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

[0022] combining all the steering wheel angle-torque limit relationship segments to obtain a steering wheel angle-torque limit relationship.

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

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

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

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

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

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

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

[0030] combining all the steering wheel angle rate-torque limit relationship segments to obtain a steering wheel angle rate-torque limit relationship.

[0031] In an 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 the vehicle drive shaft;

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

[0034] controlling the drive shaft output torque according to the target torque output value.

[0035] In addition, to achieve the above object, the application further provides a differential protection control device based on steering wheel angle and steering wheel angle rate, which comprises:

[0036] a data acquisition module, configured to acquire a current steering wheel angle and a system time when the differential is locked;

[0037] a steering wheel angle rate calculation module, configured 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, a steering wheel angle-torque limit relationship and a steering wheel angle rate-torque limit relationship;

[0039] a torque limit module, configured to limit a vehicle drive shaft output torque according to the target torque threshold.

[0040] In addition, to achieve the above object, the application further provides a differential protection control device based on steering wheel angle and steering wheel angle rate, which comprises a memory, a processor and a computer program stored in the memory and executable on the processor, and the computer program is configured to implement the steps of the differential protection control method based on steering wheel angle and steering wheel angle rate as described above.

[0041] In addition, to achieve the above object, the application further provides a storage medium, which is a computer readable storage medium, and a computer program is stored in the storage medium, and the computer program is executed by a processor to implement the steps of the differential protection control method based on steering wheel angle and steering wheel angle rate as described above.

[0042] In addition, to achieve the above object, the application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the steps of the differential protection control method based on steering wheel angle and steering wheel angle rate as described above.

[0043] The one or more technical solutions provided by the 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 limiting relationship and the steering wheel angle rate-torque limiting relationship; and 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 a sensor, which is to accurately record the magnitude and time of the steering operation and provide basic data for subsequent calculation. Then, the controller calculates the current steering wheel angle rate, i.e. the steering angle change amount in a certain time interval, which is to evaluate the rapidity of the driving operation and is crucial for predicting and preventing differential damage caused by rapid steering. Then, the controller calculates the target torque threshold according to the current steering wheel angle and the steering angle rate, combined with the pre-labeled steering wheel angle-torque limiting relationship and the steering wheel angle rate-torque limiting relationship, which comprehensively considers the influence of the steering angle and the steering angle rate and is to determine the maximum torque limit required to protect the differential under different driving conditions. Finally, the controller limits the vehicle drive shaft output torque according to the target torque threshold, adjusts the control signal of the engine or motor to ensure that the output torque of the drive shaft does not exceed the threshold, which 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 handling performance and driving experience of the vehicle. BRIEF DESCRIPTION OF DRAWINGS

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

[0046] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the accompanying drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, for those skilled in the field, other drawings can also be obtained without creative labor based on these drawings.

[0047] Figure 1 A flowchart provided by the differential protection control method based on steering wheel angle and steering angle rate according to the first embodiment of the present application;

[0048] Figure 2 A flowchart provided by the differential protection control method based on steering wheel angle and steering angle rate according to the second embodiment of the present application;

[0049] Figure 3 A module structure diagram of the differential protection control device based on steering wheel angle and steering angle rate according to the embodiment of the present application;

[0050] Figure 4 The device structure diagram of the hardware running environment involved in the differential protection control method based on the steering wheel angle and the steering wheel angle rate in the embodiments of the present application.

[0051] The object implementation, functional features and advantages of the present application will be further described with reference to the embodiments and 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 not to limit the present application.

[0053] In order to better understand the technical solutions of the present application, the specific embodiments will be described in detail below with reference to the drawings and the specific embodiments.

[0054] The differential allows the left and right wheels to rotate at different speeds during vehicle travel, which is crucial for turning and uneven road surfaces. In order to prevent damage caused by excessive torque difference or sudden change under extreme conditions (such as high-speed turning or off-road driving), the current main method is to use a torque limiting protection mechanism based on the speed difference, which monitors and limits the torque output to protect the differential. However, this method only focuses on the speed difference, ignoring the influence of the steering wheel angle and the steering wheel angle rate, both of which are key factors in protecting the differential in some cases. In particular, after the differential is locked, a larger steering wheel angle and a rapid change in the steering wheel angle will cause the drive shaft to bear greater force and torque change, increasing the risk of damage, which indicates 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 embodiments of the present application is that when the differential is locked, the power domain controller obtains the steering wheel angle and system time in real time through the sensor, calculates the steering wheel angle rate to evaluate the steering sharpness, then the controller determines the target torque threshold according to the current steering angle and steering angle rate, combined with the preset steering angle-torque limiting relationship, considering the influence of steering operation. Finally, the controller adjusts the control signal of the engine or motor to limit the drive shaft output torque not to 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 embodiments of the present application can 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, a power domain controller, a power domain control system, etc. capable of realizing the above functions. The following will take the power domain controller as an example to describe the embodiments and the following embodiments.

[0057] Based on this, the embodiments of the present application provide a differential protection control method based on the steering wheel angle and the steering wheel angle rate, which is described with reference toFigure 1 , Figure 1 This is a flowchart illustrating the first embodiment of the differential protection control method based on steering wheel angle and steering rate of this application.

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

[0059] Step S10: When the differential is locked, obtain the current steering wheel angle and system time;

[0060] It's important to note that the differential is a crucial component of a car's transmission system. It allows the left and right wheels to rotate at different speeds to accommodate the speed difference between the inner and outer wheels when cornering. This design enables smoother cornering and maintains good traction under various road conditions. Locking refers to a mechanical locking state of the differential. When locked, the left and right drive shafts (or single axles) become rigidly connected, meaning the left and right wheels will rotate at the same speed. This state is typically used to improve a vehicle's traction and ability to get out of difficult situations, as it prevents wheel slippage and ensures power is effectively transferred to the wheels with traction. The current steering wheel angle refers to the actual angle turned by the driver when operating the steering wheel. This angle is used as one of the bases for calculating and limiting the torque output of the drive shafts. The size of the steering wheel angle directly affects the vehicle's direction of travel and the forces acting on the wheels; therefore, monitoring the steering wheel angle is crucial for controlling vehicle dynamics and protecting the differential. System time refers to the current time recorded by the vehicle's electronic control unit (ECU) or power domain controller. In this embodiment, system time is used to calculate the steering wheel angle rate, which is the amount of change in steering wheel angle within a specific time interval (e.g., 500ms). This time parameter is necessary for determining the angle rate and further torque limit calculations.

[0061] It can be understood that first, the power domain controller reads the signals output by the steering wheel angle sensor in real time through the connection with the steering wheel angle sensor, which reflects the steering wheel angle relative to its initial position, i.e. the current steering wheel angle, so as to capture the steering intention of the driver and the steering state of the vehicle, so as to accurately control the dynamic behavior of the vehicle; secondly, the clock module inside the controller provides the system time, which is used to mark the moment of obtaining the steering wheel angle data, by recording this time point, the controller can determine the steering angle rate in subsequent calculation, i.e. the change rate of steering wheel angle with time, which is crucial for detecting fast steering action and preventing damage to the differential due to too fast steering; finally, combined with the current steering wheel angle and the corresponding system time, the power domain controller uses algorithms such as interpolation method to calculate the maximum torque output value that should be limited at the current steering angle according to the relationship between the pre-marked steering wheel angle and the torque limit value, and the torque limit value calculated according to the steering angle rate, and then take the smaller one of the two as the actual torque limit output, which effectively limits the excessive torque difference or torque mutation caused by steering under the condition of differential lock, thereby protecting the differential from damage and improving the safety and handling stability of the vehicle.

[0062] Step S20, obtaining the 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 change amount of the steering wheel angle in a certain time interval, which 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 under the condition of differential lock, so as to dynamically adjust the torque output of the drive shaft and protect the differential. Specifically, it is obtained by calculating the change rate of the steering wheel angle in a certain time period (e.g. 500 milliseconds), which reflects the degree of fast or slow operation of the driver, and is of great significance for evaluating and preventing damage to the differential due to too fast 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 certain system time point through the interface with the steering wheel angle sensor, and this initial reading is the basis for subsequent calculation; then, the controller sets a timer and waits for a fixed time interval, such as 500 milliseconds, which 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, which reflects the change in the steering wheel angle within the set time interval; finally, the controller calculates the difference between the two readings, i.e. the change in the steering wheel 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 to dynamically adjust the torque output according to the change in the steering wheel angle rate when the differential is locked, effectively preventing damage to the differential caused by rapid or violent steering, thereby improving the handling stability and safety of the vehicle.

[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 limiting relationship and the steering wheel angle rate-torque limiting relationship;

[0066] It should be noted that the steering wheel angle-torque limiting relationship refers to the relationship between the steering wheel angle and the maximum allowable torque output value, which is based on experiments and calibration, and indicates what the maximum torque value should be limited to at different steering wheel angles to avoid damage to the differential. For example, when the steering wheel angle is large, the torque value that needs to be limited will also increase accordingly to protect the differential from excessive torque impact. The steering wheel angle rate-torque limiting relationship refers to the relationship between the steering wheel angle change rate (i.e. the steering wheel angle rate) and the maximum allowable torque output value, which takes into account the speed of steering wheel angle change because rapid changes in steering wheel angle can cause torque to change suddenly, thereby causing damage to the differential. Through calibration tests, the torque limiting value corresponding to different steering wheel angle rates can be obtained. The target torque threshold value refers to the maximum torque output value that should be limited under certain conditions to protect the differential, which is calculated based on the above two relationships. This value is the result of considering the steering wheel angle and the steering wheel angle rate, and it represents the maximum torque output upper limit that needs to be controlled to protect the differential under the current driving conditions.

[0067] It can be understood that first, the power domain controller will look up or calculate by interpolation the torque limit value corresponding to the current steering wheel angle according to the current steering wheel angle and the pre-calibrated steering wheel angle-torque limit relationship; second, the controller will also determine the torque limit value corresponding to the current steering wheel angle rate according to 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 one as the target torque threshold, which is the final basis for the power domain controller to limit the drive shaft torque output, to ensure that in the state of differential lock, no matter how the steering wheel angle or the steering wheel 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 further includes: performing interpolation processing on a steering wheel angle-torque limit table to obtain the steering wheel angle-torque limit relationship, the steering wheel angle-torque limit table being obtained by bench simulating different angles for angle-torque calibration test; performing the interpolation processing on a 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 being obtained by the bench simulating different angle rates for angle rate-torque calibration test.

[0069] 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 values that need to be limited at various steering wheel angles in order to protect the differential, this table is obtained through steering wheel angle - torque calibration tests on a test bench that simulates different steering wheel angles. Interpolation is a mathematical method used to estimate the values of unknown data points between known data points, in this embodiment, interpolation 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 values can be calculated when the steering wheel angle or steering wheel angle rate values are not directly given in the tables. Test bench refers to a device or apparatus used for experiments and tests, here specifically refers to a test bench used to simulate and test the relationship between steering wheel angle and torque limit, through the test bench, various situations in actual driving can be simulated to obtain the relationship data between steering wheel angle and torque limit. Steering wheel angle - torque calibration test refers to a series of experiments conducted on a test bench, the purpose is 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 the steering wheel angle - torque limit table. Steering wheel angle rate - torque limit table is similar to 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, it shows the maximum torque values that need to be limited at various steering wheel angle rates in order to protect the differential. Steering wheel angle rate - torque calibration test refers to a series of experiments conducted on a test bench, the purpose is 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 the steering wheel angle rate - torque limit table, through these tables and interpolation, the torque output can be more accurately controlled to protect the differential from damage.

[0070] The power domain controller first performs interpolation on the steering wheel angle-torque limit table, which is obtained from a series of steering wheel angle-torque calibration tests conducted on a test bench at different steering wheel angles. These tests determine the maximum torque value that needs to be limited at each specific steering wheel angle in order to protect the differential. The interpolation involves using mathematical methods such as linear interpolation or non-linear interpolation to estimate the torque limit value for steering wheel angle values that are not directly given in the table, resulting in a continuous steering wheel angle-torque limit relationship. Next, the power domain controller performs the same interpolation on the steering wheel angle rate-torque limit table, which is obtained from a series of steering wheel angle rate-torque calibration tests conducted on a test bench at different steering wheel angle rates. These tests determine the maximum torque value that needs to be limited at each specific steering wheel angle rate in order to protect the differential. Through such interpolation, the power domain controller can obtain a continuous steering wheel angle rate-torque limit relationship, enabling the calculation of the corresponding torque limit value at any given steering wheel angle rate to achieve precise protection of the differential.

[0071] As an example, the step of interpolating the steering wheel angle-torque limit table to obtain a steering wheel angle-torque limit relationship includes: sorting the data in the steering wheel angle-torque limit table by the value of the steering wheel angle from small to large to obtain a sorted steering wheel angle-torque limit table; calculating the steering wheel angle-torque limit relationship 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 a steering wheel angle-torque limit relationship.

[0072] A 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 steering wheel angle between the two angle values. In interpolation, this relationship segment can be used to estimate the torque limit value for any angle value between the two data points. Combining 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 relationship segments together in order of steering wheel angle, resulting in a continuous relationship curve or function that covers all angle ranges. In this way, the corresponding torque limit value can be found or calculated for any steering wheel angle value through this combined relationship. The combination process ensures that an accurate torque limit value is obtained at any angle value, which is crucial for the power domain controller to protect the differential from damage in real-time control.

[0073] Firstly, the power domain controller sorts all the data in the steering wheel angle-torque limit table according to the steering wheel angle values in ascending order, so as to ensure the logical order of the data and make each steering wheel angle value correspond to a certain torque limit value, thereby obtaining a sorted steering wheel angle-torque limit table; then, the controller calculates the steering wheel angle-torque limit relationship between each pair of adjacent data points in the sorted table, i.e. determines the mathematical relationship between the steering wheel angle and the torque limit value in each segment, which usually involves linear or nonlinear function fitting, so as to accurately estimate the torque limit value corresponding to any steering wheel angle value between the two data points; finally, the controller combines all these relationship segments, i.e. splices these local function relationships into a complete steering wheel angle-torque limit relationship, which covers all possible values from the minimum to the maximum steering wheel angle, thereby allowing the controller to accurately determine the torque limit value according to the actual steering wheel angle within the full steering angle range to protect the differential from damage.

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

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

[0076] Firstly, the power domain controller selects a starting point from the steering wheel angle-torque limit table, which has been sorted in ascending order of steering wheel angle values. The starting point is the first steering wheel angle and its corresponding first torque limit value, which represents the maximum torque limit at this specific angle to avoid damage to the differential. Next, the controller finds the next data point adjacent to the first steering wheel angle, which is the second steering wheel angle and its corresponding second torque limit value. Then, using these two steering wheel angle points and their corresponding torque limit values, the controller calculates the torque limit values for any steering wheel angle between the first and second steering wheel angles through mathematical methods such as linear interpolation or polynomial interpolation. This results in a steering wheel angle-torque limit relationship segment between the two steering wheel angles, which describes how the torque limit value changes with the steering wheel angle between the two values. Finally, the controller repeats the above process for all adjacent steering wheel angle points in the table and combines all the obtained steering wheel angle-torque limit relationship segments. This results in a complete and continuous steering wheel angle-torque limit relationship covering all possible steering wheel angle values from the minimum to the maximum, providing accurate torque limit references 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 a steering wheel angle rate-torque limit relationship includes: sorting the data in the steering wheel angle rate-torque limit table in ascending order of steering wheel angle rate values to obtain a sorted steering wheel angle rate-torque limit table; calculating 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 a steering wheel angle rate-torque limit relationship.

[0078] A 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 and their corresponding torque limit values selected from the table. For these two data points, the power domain controller calculates a mathematical model or function that describes how the torque limit value changes with the steering wheel angle rate between the two specific steering wheel angle rate values. This relationship segment allows the controller to calculate the corresponding torque limit value at any steering wheel angle rate between the two rate values through interpolation. In this way, the power domain controller can obtain a continuous relationship covering all steering wheel angle rate ranges for real-time determination of torque limit values at different steering wheel angle rates to protect the differential from damage.

[0079] Firstly, the power domain controller sorts all data points in the steering wheel angular rate-torque limit table according to the values of steering wheel angular rate from small to large, ensuring that each rate value is correctly matched with its corresponding torque limit value, thereby obtaining a sorted steering wheel angular rate-torque limit table; then, the controller calculates the steering wheel angular rate-torque limit relationship between each pair of adjacent data points in the sorted table, which involves determining the relationship between two consecutive angular rate values and their corresponding torque limit values, and the torque limit value at any angular rate between the two points is usually estimated by interpolation method; finally, the controller combines all these relationship segments, i.e. splices the local relationship segments into a complete steering wheel angular rate-torque limit relationship, which covers all possible values from the minimum to the maximum angular rate, so that the power domain controller can accurately determine the torque limit value according to the actual angular rate value within the full angular rate range, to effectively protect 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 in the vehicle that connects the engine (or motor) and the wheels, which is responsible for transmitting 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 half shaft of the vehicle, i.e. the shaft directly connected to the differential and the wheels. Torque refers to the rotational moment of the engine or motor, which 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), which affects the acceleration performance and climbing ability of the vehicle, in automotive engineering, torque is one of the key parameters that determine the power performance of the vehicle.

[0082] It can be understood that after the power domain controller receives the target torque threshold, it will use this value as a limiting condition to adjust the vehicle drive system. Specifically, the controller will monitor the output torque of the current vehicle drive shaft, which refers to the moment transmitted from the engine or motor to the drive shaft, which determines the size of the wheel rotation force. Then, the controller compares the real-time torque value with the target torque threshold: if the real-time torque value exceeds the target torque threshold, the controller will issue instructions to reduce fuel supply, adjust engine valve timing or switch the working state of the electric 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 adjustment can prevent damage to the differential due to excessive torque, while also ensuring the safety and reliability of vehicle travel.

[0083] As an example, the step of limiting the vehicle drive shaft output torque according to the target torque threshold value comprises: 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 value as a 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 the torque limitation is performed. This value reflects the torque size transmitted by the engine or electric motor to the drive shaft without any limitation, which is the original torque value generated by the power system under certain driving conditions, such as acceleration, climbing or starting. The initial torque output value is obtained in real time by various sensors and monitoring devices, such as torque sensors or by calculating the power output of the engine and transmission efficiency. This value is dynamically changing and will change according to the driver's operation (such as the degree of depression of the accelerator pedal) and the driving state of the vehicle (such as vehicle speed, load, etc.).

[0085] Firstly, the power domain controller receives real-time data through the communication interface with the torque sensor, which measures and reports the torque value on the drive shaft. This initial torque output value is the actual torque value output by the engine or electric motor to the drive shaft; secondly, the algorithm inside the controller compares this initial torque output value with the target torque threshold value calculated by the steering wheel angle and steering rate, and selects the smaller value between the two as the target torque output value. This is done to ensure that the safety limit set to protect the differential is not exceeded in any case, thereby avoiding possible mechanical damage caused by excessive torque; finally, the controller adjusts the engine management system or electric motor control unit according to the target torque output value, which may involve adjusting the fuel injection amount, ignition timing, throttle opening or electric motor power output, to accurately control the actual torque output of the drive shaft to match the target torque output value. This can provide sufficient power while ensuring that the differential and transmission system of the vehicle are not damaged by excessive torque, thereby improving the reliability and safety of the vehicle and optimizing the driving performance.

[0086] The embodiment provides a differential protection control method based on steering wheel rotation angle and rotation rate, when the differential is locked, current steering wheel rotation angle and system time are acquired; current steering wheel rotation angle rate is obtained according to the steering wheel rotation angle and the system time; a target torque threshold is obtained according to the current steering wheel rotation angle, the current steering wheel rotation angle rate, a steering wheel rotation angle-torque limiting relationship and a steering wheel rotation rate-torque limiting relationship; and vehicle drive shaft output torque is limited according to the target torque threshold. In the case that the differential is locked, the power domain controller first acquires the current steering wheel rotation angle and the system time in real time through a sensor, and this step is to accurately record the magnitude and time of the steering operation, and to provide basic data for subsequent calculation. Then, the controller calculates the current steering wheel rotation rate, that is, the rotation angle change amount in a specific time interval, and this step is to evaluate the rapidity of the driving operation, and is crucial for predicting and preventing the damage of the differential caused by rapid steering. Then, the controller calculates the target torque threshold according to the current steering wheel rotation angle and the rotation rate, in combination with the pre-labeled steering wheel rotation angle-torque limiting relationship and the steering wheel rotation rate-torque limiting relationship, and this step comprehensively considers the influence of the rotation angle and the rotation rate, and is to determine the maximum torque limiting required for protecting the differential under different driving conditions. Finally, the controller limits the vehicle drive shaft output torque according to the target torque threshold, adjusts the control signal of the engine or the electric motor, and ensures that the output torque of the drive shaft does not exceed the threshold, so that the differential can be effectively protected from damage caused by excessive mechanical torque difference or torque mutation, the reliability and safety of the vehicle are improved, and the handling performance and driving experience of the vehicle are also optimized.

[0087] Based on the first embodiment of the present application, in the second embodiment of the present application, the same or similar contents as the above-mentioned first embodiment can be referred to the above introduction, and the following will not be described in detail. On this basis, please refer to Figure 2 , Figure 2 The flowchart of the second embodiment of the differential protection control method based on the steering wheel rotation angle and the rotation rate of the present application is shown in the figure, and the steps S30 of the differential protection control method based on the steering wheel rotation angle and the rotation rate include steps S31-S33.

[0088] In step S31, a first torque threshold is obtained according to the current steering wheel rotation angle and the steering wheel rotation angle-torque limiting relationship.

[0089] It should be noted that the first torque threshold refers to the torque limiting value obtained by consulting or calculating the steering wheel rotation angle-torque limiting relationship according to the size of the current steering wheel rotation angle, and this value is the maximum torque output value used by the power domain controller to determine that the differential should be protected from damage under the current steering wheel rotation angle.

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

[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 value refers to the torque limit value obtained by consulting or calculating the steering wheel angle rate-torque limit relationship according to the current steering wheel angle rate. This value is the maximum torque output value that the power domain controller should limit at the current steering wheel angle rate to protect the differential from damage.

[0093] It can be understood that the power domain controller first monitors and records the steering wheel rotation speed, i.e., the steering wheel angle rate, through high-precision sensors, which reflects the speed at which 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 based on bench testing and calibration, which describes the torque limit values corresponding to different steering angle rates in detail. Using this relationship, the controller looks up or calculates the corresponding torque limit value according to the current steering wheel angle rate value, which is the second torque threshold value, representing the maximum output torque that needs to be controlled at the current steering angle rate to avoid excessive torque impact on the differential due to rapid steering. This step ensures that the differential of the vehicle is effectively protected during steering, especially during rapid steering, preventing 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 threshold value and the second torque threshold value as the target torque threshold value.

[0095] It can be understood that the power domain controller, after obtaining the first torque threshold based on the current steering wheel angle and the second torque threshold based on the current steering wheel angle rate, will compare the sizes of the two torque thresholds. The controller will select the smaller one of the two values as the target torque threshold, because the smaller torque threshold represents a more stringent torque limit, which can more effectively protect the differential from damage. Selecting the smaller value as the target torque threshold is to ensure that in any steering condition, whether due to excessive steering angle or excessive steering angle rate, the torque applied to the differential does not exceed the safety limit, thereby providing sufficient power output while minimizing stress and potential damage to the vehicle's drivetrain, ensuring the safety and reliability of the vehicle in operation.

[0096] The embodiment obtains a first torque threshold according to the current steering wheel angle and the steering wheel angle-torque limit relationship; obtains a second torque threshold according to the current steering wheel angle rate and the steering wheel angle rate-torque limit relationship; and selects the smaller one of the first torque threshold and the second torque threshold as the target torque threshold. 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, i.e. the first torque threshold; this step is to determine the maximum torque value that needs to be limited at the current steering angle to avoid excessive mechanical load on the differential, which helps to protect the differential during steering to prevent torque overload due to excessive steering angle. Then, the controller measures the steering wheel angle rate, i.e. the speed of the steering wheel rotation, and uses another pre-calibrated relationship to determine the torque limit value corresponding to the current steering wheel angle 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 to avoid potential damage to the differential due to rapid steering, which helps to protect the differential during rapid steering to prevent torque surge due to excessive steering speed. Finally, the controller compares the first torque threshold and the second torque threshold, and selects the smaller one of the two as the target torque threshold; selecting the smaller torque threshold is to adopt a more conservative torque limiting strategy to ensure that the most stringent safety limit is not exceeded in any case, thereby providing maximum protection. This method can effectively protect the differential from damage caused by excessive mechanical torque difference or torque surge, ensuring the safety and reliability of the vehicle under various steering conditions, while also optimizing the vehicle's handling performance and driving experience. By considering the effects of steering angle and steering angle rate, the target torque threshold provides a comprehensive protection mechanism that reduces the risk of potential damage to the differential.

[0097] It should be noted that the above examples are only used for understanding the present application and do not constitute limitation on the differential protection control method based on steering wheel angle and steering wheel angle rate of the present application. More forms of simple transformation based on the technical concept are 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 steering wheel angle rate, which refers to Figure 3 The differential protection control device based on steering wheel angle and steering wheel angle rate comprises:

[0099] A data acquisition module 10 is configured to acquire a current steering wheel angle and a system time when the differential is locked.

[0100] A steering wheel angle rate calculation module 20 is 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 is configured to obtain a target torque threshold according to the current steering wheel angle, the current steering wheel angle rate, a steering wheel angle-torque limit relationship and a steering wheel angle rate-torque limit relationship.

[0102] A torque limit module 40 is configured to limit a vehicle drive shaft output torque according to the target torque threshold.

[0103] In an embodiment, the torque threshold calculation module 30 is further configured to obtain a first torque threshold according to the current steering wheel angle and a steering wheel angle-torque limit relationship; obtain a second torque threshold according to the current steering wheel angle rate and a steering wheel angle rate-torque limit relationship; and take the smaller one of the first torque threshold and the second torque threshold as the target torque threshold.

[0104] In an embodiment, the torque threshold calculation module 30 is further configured to perform interpolation processing on 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 a steering wheel angle-torque calibration test on different steering wheel angles through a test bench; and perform the interpolation processing on a 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 performing a steering wheel angle rate-torque calibration test on different steering wheel angle rates through the test bench.

[0105] In an embodiment, the torque threshold calculation module 30 is further configured to sort data in the steering wheel angle-torque limit table according to values of steering wheel angles in ascending order to obtain a sorted steering wheel angle-torque limit table; calculate 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 an embodiment, the torque threshold calculation module 30 is further configured to obtain a first steering wheel angle, a first torque limit value corresponding to the first steering wheel angle, a second steering wheel angle adjacent to the first steering wheel angle, and a second torque limit value corresponding to the second steering wheel angle from the sorted steering wheel angle-torque limit table; calculate a steering wheel angle-torque limit relationship segment between the first steering wheel angle and the second steering wheel angle according to the first steering wheel angle, the first torque limit value, the second steering wheel angle, and the second torque limit value; and aggregate the steering wheel angle-torque limit relationship segment between the first steering wheel angle and the second steering wheel angle to obtain the steering wheel angle-torque limit relationship segments between all adjacent data points.

[0107] In an embodiment, the torque threshold calculation module 30 is further configured to sort data in the steering wheel angle rate-torque limit table according to values of steering wheel angle rates in ascending order to obtain a sorted steering wheel angle rate-torque limit table; calculate 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 an embodiment, the torque limit module 40 is further configured to obtain an initial torque output value of a vehicle drive shaft; take 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 to output torque according to the target torque output value.

[0109] The differential protection control device based on steering wheel angle and steering wheel angle rate provided in the application adopts the differential protection control method based on steering wheel angle and steering wheel angle rate in the above embodiments, 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 differential protection control device based on steering wheel angle and steering wheel angle rate provided in the application has the same beneficial effects as the differential protection control method based on steering wheel angle and steering wheel angle rate provided in the above embodiments, and other technical features in the differential protection control device based on steering wheel angle and steering wheel angle rate are the same as the features disclosed in the above embodiments, which will not be described here.

[0110] The application provides a differential protection control device based on steering wheel angle and steering wheel angular velocity. The differential protection control device based on steering wheel angle and steering wheel angular velocity comprises at least one processor and a memory in communication connection with the at least one processor. The memory stores instructions executable by the at least one processor. The instructions are executed by the at least one processor to enable the at least one processor to perform the differential protection control method based on steering wheel angle and steering wheel angular velocity in the above embodiment one.

[0111] Reference will now be made to the drawings, and specific language will be used herein to describe the disclosure. It will, however, be understood that no limitation of the scope of the application is intended by the use of such specific language. Figure 4 FIG. 1 shows a structure diagram of a differential protection control device based on steering wheel angle and steering wheel angular velocity according to an embodiment of the application. The differential protection control device based on steering wheel angle and steering wheel angular velocity according to the embodiment of the application can include, but is not limited to, mobile terminals such as mobile phones, notebook computers, digital broadcast receivers, PDAs (Personal Digital Assistants), PADs (Portable Application Descriptions), PMPs (Portable Media Players), and vehicle terminals (e.g., vehicle navigation terminals), and fixed terminals such as digital TVs and desktop computers. Figure 4 The differential protection control device based on steering wheel angle and steering wheel angular velocity shown is only an example and should not bring any threshold to the function and use range of the embodiments of the application.

[0112] As shown in FIG. 1, the differential protection control device based on steering wheel angle and steering wheel angular velocity according to the embodiment of the application can include a communication interface 110, a user interface 120, a storage 130, a processor 140, and a power supply 150. Figure 4As shown, the steering wheel angle and steering angle rate based differential protection control device can include a processing device 1001 (e.g., a central processing unit, a graphics processing unit, etc.) that can perform various appropriate actions and processes according to a program stored in a read only memory (ROM) 1002 or a program loaded from a storage device 1003 into a random access memory (RAM) 1004. In the RAM 1004, various programs and data required for the steering wheel angle and steering angle rate based differential protection control device operation are also stored. The processing device 1001, the ROM 1002, and the RAM 1004 are connected to each other through a bus 1005. An input / output (I / O) interface 1006 is also connected to the bus. Generally, the following systems can be connected to the I / O interface 1006: input devices 1007 including, for example, a touch screen, a touch pad, 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.; the storage device 1003 including, for example, a magnetic tape, a hard disk, etc.; and a communication device 1009. The communication device 1009 can allow the steering wheel angle and steering angle rate based differential protection control device to communicate with other devices wirelessly or by wire to exchange data. Although the steering wheel angle and steering angle rate based differential protection control device with various systems is shown in the figure, it should be understood that all the shown systems are not required to be implemented or possessed. More or less systems can be alternatively implemented or possessed.

[0113] In particular, according to embodiments of the present disclosure, the processes described above with reference to the flowcharts can be implemented as a computer software program. For example, embodiments of the present disclosure include a computer program product comprising a computer program carrying computer program code for executing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network by a communication device, or installed from the storage device 1003, or installed from the ROM 1002. When the computer program is executed by the processing device 1001, the above-mentioned functions defined in the methods of the embodiments of the present disclosure are performed.

[0114] The differential protection control device based on the steering wheel rotation angle and rotation rate provided in the application adopts the differential protection control method based on the steering wheel rotation angle and rotation rate in the above embodiment, 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 differential protection control device based on the steering wheel rotation angle and rotation rate provided in the application are the same as those of the differential protection control method based on the steering wheel rotation angle and rotation rate provided in the above embodiment, and other technical features in the differential protection control device based on the steering wheel rotation angle and rotation rate are the same as those disclosed in the above embodiment method, and will not be repeated here.

[0115] It should be understood that various parts of the present application can be realized 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, and any person skilled in the art can easily think of changes or replacements within the technical scope disclosed in the present application, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

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

[0118] The computer readable storage medium provided in the present application may, for example, be a U disk, but is not limited to an electric, magnetic, optical, electromagnetic, infrared, or semiconductor system, system, or device, or any combination of the above. More specific examples of the computer readable storage medium can include, but are not limited to, an electric connection with one or more conductive 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 the present embodiment, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, system, or device. The program code contained on the computer readable storage medium can be transmitted by any suitable medium, including but not limited to an electric wire, an optical cable, an RF (Radio Frequency), and the like, or any suitable combination of the above.

[0119] The above computer readable storage medium can be included in the steering wheel angle and angle rate based differential protection control device, or can exist separately without being assembled into the steering wheel angle and angle rate based differential protection control device.

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

[0121] Computer program code for carrying out operations of the present application can be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C++ or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code can execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the latter scenario, the remote computer can 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 the connection can be made to an external computer (for example, through the Internet using an Internet Service Provider).

[0122] The computer program instructions can also be loaded onto a computer, other programmable data processing apparatus, or other devices to cause a series of operational steps to be performed on the computer, other programmable apparatus or other devices to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide processes for implementing the functions / acts specified in the flowchart and / or block diagram block or blocks.

[0123] The modules involved in the embodiments of the present application can be implemented in software or hardware. In some cases, the names of the modules do not constitute a limitation on the modules themselves.

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

[0125] The application also provides a computer program product comprising a computer program, which, when executed by a processor, implements the steps of the differential protection control method based on the steering wheel angle and the steering wheel angular velocity as described above. The computer program product provided by the 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 computer program product provided by the application has the same beneficial effects as the differential protection control method based on the steering wheel angle and the steering wheel angular velocity provided by the above-mentioned embodiments, and details are not repeated here.

[0126] The above-mentioned is only part of the embodiments of the application, and does not limit the patent scope of the application. Any equivalent structural transformation, direct / indirect application in other related technical fields based on the technical concept of the application, and the contents of the specification and drawings are included in the patent protection scope of the application.

Claims

1. A differential protection control method based on steering wheel angle and angular rate, characterized in that, The method includes: When the differential is locked, obtain the current steering wheel angle and system time; The current steering wheel angle rate is obtained based on the steering wheel angle and the system time. The target torque threshold is obtained based on 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 output torque of the vehicle drive shaft is limited according to the target torque threshold. The step of obtaining the target torque threshold based on 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 includes: The first torque threshold is obtained based on the current steering wheel angle and the steering wheel angle-torque limit relationship; The second torque threshold is obtained based on the current steering wheel angular rate and the steering wheel angular rate-torque limit relationship; The smaller value between the first torque threshold and the second torque threshold is used as the target torque threshold; The step of limiting the output torque of the vehicle drive shaft according to the target torque threshold includes: Obtain the initial torque output value of the vehicle drive shaft; The smaller of the initial torque output value and the target torque threshold is taken as the target torque output value; The output torque of the drive shaft is controlled according to the target torque output value.

2. The method as described in claim 1, characterized in that, Before the step of obtaining the target torque threshold based on 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 method further includes: The steering wheel angle-torque limit table is interpolated to obtain the steering wheel angle-torque limit relationship. The steering wheel angle-torque limit table is obtained by calibrating the angle-torque through bench tests simulating different steering angles. The steering wheel angular rate-torque limit table is subjected to the interpolation process described above to obtain the steering wheel angular rate-torque limit relationship. The steering wheel angular rate-torque limit table is obtained by calibrating the angular rate-torque through simulating different angular rates on the test bench.

3. The method as described in claim 2, characterized in that, The step of interpolating the steering wheel angle-torque limit table to obtain the steering wheel angle-torque limit relationship includes: Sort the data in the steering wheel angle-torque limit table by the steering wheel angle value from smallest to largest to obtain the 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; By combining all the aforementioned steering wheel angle-torque limit relationship segments, the steering wheel angle-torque limit relationship is obtained.

4. The method as described in claim 3, characterized in that, The steps for calculating the steering wheel angle-torque limit relationship segments between all adjacent data points in the sorted steering wheel angle-torque limit table include: Obtain the first steering angle, the first torque limit value corresponding to the first steering angle, the second steering angle adjacent to the first steering angle, and the second torque limit value corresponding to the second steering angle from the sorted steering wheel angle-torque limit table; Based on the first steering angle, the first torque limit value, the second steering angle, and the second torque limit value, the steering wheel angle-torque limit relationship segment between the first steering angle and the second steering angle is calculated; The steering wheel angle-torque limit relationship segments between the first steering angle and the second steering angle are summarized to obtain the steering wheel angle-torque limit relationship segments between all adjacent data points.

5. The method as described in claim 2, characterized in that, The step of performing the interpolation process on the steering wheel angle rate-torque limit table to obtain the steering wheel angle rate-torque limit relationship includes: Sort the data in the steering wheel angle rate-torque limit table in ascending order of steering wheel angle rate value to obtain the sorted steering wheel angle rate-torque limit table; Calculate the steering wheel angular rate-torque limit relationship segments between all adjacent data points in the sorted steering wheel angular rate-torque limit table; By combining all the aforementioned steering wheel angular rate-torque limit relationship segments, the steering wheel angular rate-torque limit relationship is obtained.

6. A differential protection control device based on steering wheel angle and angular rate, characterized in that, The device includes: The data acquisition module is used to acquire the current steering wheel angle and system time when the differential is locked. An angle rate calculation module is used to obtain the current steering wheel angle rate based on the steering wheel angle and the system time. The torque threshold calculation module is used to obtain the target torque threshold based on 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; A torque limiting module is used to limit the output torque of the vehicle drive shaft according to the target torque threshold. The torque threshold calculation module is also used to obtain a first torque threshold based on the current steering wheel angle and the steering wheel angle-torque limit relationship; The second torque threshold is obtained based on the current steering wheel angular rate and the steering wheel angular rate-torque limit relationship; The smaller value between the first torque threshold and the second torque threshold is used as the target torque threshold; The torque limiting module is also used to obtain the initial torque output value of the vehicle drive shaft; The smaller of the initial torque output value and the target torque threshold is taken as the target torque output value; The output torque of the drive shaft is controlled according to the target torque output value.

7. A differential protection control device based on steering wheel angle and angular rate, characterized in that, The device includes: a memory, a processor, and a computer program stored in 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 in any one of claims 1 to 5.

8. 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, it implements the steps of the differential protection control method based on steering wheel angle and steering angle rate as described in any one of claims 1 to 5.

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