Differential locking control method and vehicle

Abstract

The invention provides a differential locking control method and a vehicle, and relates to the technical field of differentials, and the method comprises the steps that in response to the fact that a wheel speed signal is determined to be abnormal, the actual output rotating speed of an output shaft of a transmission is obtained; based on the preset differential locking vehicle speed and the preset differential locking wheel speed difference, the target locking rotating speed of the transmission output shaft is determined; and in response to the fact that the actual output rotating speed is smaller than or equal to the target locking rotating speed, a differential lock is allowed to lock the differential mechanism. The target locking rotating speed of the transmission output shaft is calculated according to the differential locking vehicle speed meeting the differential locking condition and the differential locking wheel speed difference, so that when the actual output rotating speed of the transmission output shaft reaches or is lower than the target locking rotating speed, the differential is allowed to be locked; the problem that the differential mechanism cannot be locked due to abnormal wheel speed signals is solved.

Description

Technical Field

[0001] This application relates to the field of differential technology, and in particular to a differential lock-up control method and vehicle. Background Technology

[0002] When a vehicle is stuck, locking the differential is usually necessary to ensure that both wheels on the drive axle receive equal power in order to get out of trouble. However, locking the differential relies on accurate wheel speed signals for condition judgment. If the wheel speed signals are abnormal, it will hinder the normal operation of the differential locking function, thus preventing the vehicle from successfully getting out of trouble. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a differential locking control method and vehicle to solve the technical problem in the related art of the inability to lock the differential due to abnormal wheel speed signals.

[0004] To achieve the above objectives, this application provides a differential locking control method, wherein the differential is locked by a differential lock, the method comprising:

[0005] In response to the determination of an abnormal wheel speed signal, the actual output speed of the transmission output shaft is obtained;

[0006] Based on the preset differential lock vehicle speed and the preset differential lock wheel speed difference between the two sides of the drive axle, the target lock speed of the transmission output shaft is determined.

[0007] In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the differential.

[0008] The differential lock vehicle speed and differential lock wheel speed difference are both upper limit thresholds for locking the differential when the wheel speed signal is normal.

[0009] Furthermore, determining the target lock-up speed of the transmission output shaft based on a preset differential lock-up vehicle speed and a preset differential lock-up wheel speed difference between the wheels on both sides of the drive axle includes:

[0010] The first candidate speed is determined based on the preset differential lock speed;

[0011] The second candidate speed is determined based on the preset differential lock wheel speed difference;

[0012] The smaller of the first candidate speed and the second candidate speed is determined as the target lock-up speed of the transmission output shaft.

[0013] Furthermore, the step of determining the first candidate speed based on the preset differential lock speed includes:

[0014] Obtain the pre-stored differential lock speed, gear ratio, and tire radius;

[0015] The first candidate speed is determined based on the differential lock speed, transmission ratio, and tire radius.

[0016] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0017] Furthermore, the step of determining the first candidate speed based on the preset differential lock speed includes:

[0018] Obtain vehicle load, as well as pre-stored differential lock speed, gear ratio, and tire radius;

[0019] The tire radius correction factor is determined based on the vehicle load, and the pre-stored tire radius is corrected based on the tire radius correction factor.

[0020] The first candidate speed is determined based on the differential lock-up speed, the transmission ratio, and the corrected tire radius.

[0021] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0022] Furthermore, determining the second candidate speed based on the preset differential locking wheel speed difference includes:

[0023] Obtain the pre-stored differential lock wheel speed difference and transmission ratio;

[0024] The second candidate speed is determined based on the speed difference of the differential locking wheel and the transmission ratio.

[0025] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0026] Furthermore, the method also includes:

[0027] In response to the confirmation that the wheel speed signal is normal, the vehicle speed and the wheel speed difference between the two wheels on both sides of the drive axle are obtained;

[0028] In response to determining that the vehicle speed is less than or equal to the differential locking speed and the wheel speed difference is less than or equal to the differential locking wheel speed difference, the differential lock is allowed to lock the differential.

[0029] Furthermore, the drive axle includes a front axle and a rear axle, the front axle is provided with a front axle differential, and the rear axle is provided with a rear axle differential;

[0030] In response to determining that the actual output speed is less than or equal to the target lock-up speed, allowing the differential lock to engage the differential includes:

[0031] In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the rear axle differential;

[0032] In response to determining that the rear axle differential is locked, the differential lock is allowed to lock the front axle differential.

[0033] Furthermore, the method also includes:

[0034] In response to the determination that the wheel speed signal is partially lost, the step of obtaining the actual output speed of the transmission output shaft is performed;

[0035] If it is determined that all wheel speed signals are lost, an alarm message is sent.

[0036] Further, in response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to engage, followed by: in response to receiving a differential lock engagement request, controlling the differential lock to engage the differential; or,

[0037] Before obtaining the actual output speed of the transmission output shaft in response to determining an abnormal wheel speed signal, the process includes: obtaining the wheel speed signal of each wheel in response to receiving a differential lock request; correspondingly, after obtaining the differential lock to lock the differential in response to determining that the actual output speed is less than or equal to the target lock speed, the process includes: controlling the differential lock to lock the differential based on the differential lock request.

[0038] Based on the same inventive concept, this disclosure also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable by the processor, wherein the processor implements the method described above when executing the computer program.

[0039] Based on the same inventive concept, this disclosure also provides a vehicle including the electronic equipment described above.

[0040] As can be seen from the above, the differential lock control method and vehicle provided in this application include: in response to determining an abnormal wheel speed signal, acquiring the actual output speed of the transmission output shaft; determining a target lock speed of the transmission output shaft based on a preset differential lock vehicle speed and a preset differential lock wheel speed difference between the wheels on both sides of the drive axle; and in response to determining that the actual output speed is less than or equal to the target lock speed, allowing the differential lock to engage. That is, when an abnormal wheel speed signal is detected, this application provides a reliable basis for subsequent lock-up determination by acquiring the actual output speed of the transmission output shaft. In addition, the target lock-up speed of the transmission output shaft is calculated based on the differential lock-up vehicle speed and the differential lock-up wheel speed difference that meet the differential lock-up conditions. When the actual output speed of the transmission output shaft reaches or falls below this target lock-up speed, the differential can be locked, avoiding potential risks caused by excessive vehicle speed during lock-up operations. This also solves the problem of being unable to lock the differential due to abnormal wheel speed signals, effectively improving the vehicle's passability and stability in complex road conditions. Attached Figure Description

[0041] To more clearly illustrate the technical solutions in this application or related technologies, the drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0042] Figure 1 This is a schematic flowchart of the differential lock-up control method according to an embodiment of this application. Figure 1 ;

[0043] Figure 2 This is a schematic diagram of the differential lock-up control device according to an embodiment of this application;

[0044] Figure 3 This is a schematic diagram of an electronic device according to an embodiment of this application. Detailed Implementation

[0045] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with specific embodiments and the accompanying drawings.

[0046] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this application should have the ordinary meaning understood by one of ordinary skill in the art to which this application pertains. The terms "first," "second," and similar terms used in the embodiments of this application do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word encompasses the elements or objects listed after the word and their equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0047] In related technologies, in a vehicle's power transmission system, power is first generated by the engine or electric motor and then transmitted to the transmission. The transmission's function is to adjust the output speed and torque of the power through different gears according to the vehicle's driving needs. The transmission's output shaft transmits the adjusted power to the drive axle. The drive axle generally includes a final drive, differential, and half-shafts. The final drive further reduces and increases the torque of the power transmitted from the transmission to adapt to the wheel speed and torque requirements. It achieves this function through a pair of bevel gears (usually spiral bevel gears), changing the direction of power from longitudinal to lateral, providing appropriate power for wheel rotation. The differential, located after the final drive, primarily allows the left and right wheels to rotate at different speeds, which is crucial for the vehicle's stability and handling during cornering. When the vehicle corners, the outer wheel needs to rotate faster than the inner wheel; the differential achieves this function through its internal planetary gear system. The half-shafts then transmit the differential's power to the wheels, ensuring that each wheel receives appropriate power.

[0048] The differential has two main states: unlocked and locked. Normally, the differential is in the unlocked state to ensure smooth cornering during normal driving. However, in certain special road conditions, the differential needs to be locked to improve the vehicle's traction and stability. For example, when the vehicle is on low-traction surfaces (ice, snow, mud, sand, etc.) or complex terrain (off-road, hill climbing, etc.), the wheels are prone to slipping. If the differential is not locked, power will be primarily transferred to the slipping wheel, while the wheels with traction will not receive sufficient power, making it difficult for the vehicle to move. Therefore, locking the differential is necessary to distribute power evenly to the left and right wheels, preventing one wheel from slipping while the other is without power, thus improving the vehicle's traction and stability.

[0049] The differential lock can be activated by a differential lock, which has two operating modes: lockable and non-lockable. Under normal driving conditions, the differential lock is generally in a non-lockable state to prevent accidental activation by the user. However, when the vehicle controller automatically determines that the differential lock can be engaged based on the vehicle's driving status—for example, by collecting vehicle speed and wheel speed signals—and the locking conditions are: vehicle speed ≤ 5 kPa and wheel speed difference ≤ 50 RPM, thus meeting the lock adjustment requirements, the differential lock button will be in the lockable state. Vehicle differential locks are typically equipped with a user-operated differential lock button. When the differential lock is in a state where locking the differential is not permitted, even if the user triggers the differential lock button (i.e., triggers a differential lock request), the differential lock will not activate (i.e., it will not respond to the differential lock request). However, when the differential lock is in a state where locking the differential is permitted, if the user triggers the differential lock button (i.e., triggers a differential lock request), the locking mechanism inside the differential lock will activate (i.e., it will respond to the differential lock request), such as pushing the locking pin into the gear hole or pressing the friction plate, thereby locking the differential.

[0050] Based on the above, the locking conditions of the differential are mainly determined by vehicle speed and wheel speed difference. When the vehicle speed and wheel speed difference meet the preset conditions (e.g., vehicle speed ≤ 5 kPa and wheel speed difference between the left and right wheels ≤ 50 RPM), the differential lock will switch to the condition that allows locking the differential. The user can manually trigger the differential lock button, which sends a differential lock request to the vehicle controller. The vehicle controller then controls the locking device inside the differential lock to lock the differential, thereby improving the vehicle's passability and stability. If the wheel speed signal is abnormal (e.g., malfunction or loss), the vehicle speed signal will also be affected. This will prevent the vehicle controller from accurately determining whether the locking conditions are met, thus affecting the differential lock's locking function. In this case, the differential lock may remain in a state that does not allow locking the differential, preventing the vehicle from operating when locking the differential is needed, thus affecting the vehicle's ability to get out of trouble. Therefore, ensuring the accuracy and reliability of wheel speed and vehicle speed signals is crucial for the normal operation of the differential lock.

[0051] The applicant discovered that when the vehicle wheel speed signal is abnormal, the speed of the transmission output shaft can be collected to determine whether the relevant differential lock conditions are met. If the transmission output shaft speed meets the relevant lock conditions, the differential lock will switch to a mode that allows differential locking, thus enabling differential locking based on the user's locking request. This strategy ensures that the differential lock function can still operate normally even when the wheel speed signal is unavailable, improving the vehicle's passability and reliability in complex road conditions.

[0052] The following is in conjunction with the appendix Figures 1-3 The present application will be described in conjunction with the embodiments.

[0053] In some embodiments, a differential lock-up control method is provided, which is executed by a vehicle controller or by another controller independent of the vehicle controller. For the convenience of subsequent description, unless otherwise specified, the method is described using the vehicle controller as an example.

[0054] The differential lock-up control method is referred to... Figure 1 ,include:

[0055] S101. In response to the determination of an abnormal wheel speed signal, the actual output speed of the transmission output shaft is obtained.

[0056] Wheel speed signal anomalies refer to the loss, invalidity, or inaccuracy of signals provided by the wheel speed sensor, which may be caused by sensor malfunction, signal interference, mechanical failure, or environmental factors. For example, signal loss can occur when the sensor's connection lines break due to wear or corrosion; if the sensor is obstructed or damaged by foreign objects, the signal may become invalid; signal interference, such as electromagnetic interference, can also lead to inaccurate signals. In addition, mechanical failures, such as loose wheel bearings or changes in the sensor's installation position, as well as environmental factors, such as extreme temperatures or water accumulation, can all affect the normal operation of the sensor, thus leading to wheel speed signal anomalies.

[0057] When wheel speed signals are abnormal, vehicle speed signals will also be affected. Specifically, vehicle speed is typically calculated by multiplying the wheel's rotational speed by its circumference. If wheel speed signals are lost, invalid, or inaccurate, the calculation of vehicle speed will be affected, leading to inaccurate or uncalculated speed signals. The locking condition of a differential is primarily based on vehicle speed and the wheel speed difference. For example, if the vehicle speed is ≤5 km / h and the wheel speed difference between the left and right wheels is ≤50 RPM, the differential locking condition is met. Therefore, if wheel speed signals are abnormal, the vehicle controller will be unable to accurately determine whether the locking condition is met, thus affecting the differential lock's locking function. For instance, the differential lock may remain in a state where locking is not permitted, preventing the vehicle from operating when locking the differential is needed, thereby affecting the vehicle's ability to get out of trouble.

[0058] The actual output speed of the transmission output shaft can be acquired by a speed sensor installed on the transmission output shaft. That is, when an abnormal wheel speed signal is detected, the vehicle controller can acquire the speed signal through the speed sensor installed on the transmission output shaft to prepare for subsequent determination of whether to allow the differential to be locked.

[0059] Furthermore, the vehicle's transmission system involves numerous transmission components, such as the gearbox and half-shafts. The reason for choosing to collect the speed of the gearbox output shaft instead of other components like the half-shafts is primarily because the gearbox output shaft's position is relatively fixed and easy to mount sensors on. Its speed signal is more stable, less susceptible to external interference, and can more comprehensively reflect the operating status of the entire powertrain. In contrast, the half-shafts are located closer to the wheels, and mounting sensors on them may be affected by interference from components such as the wheel suspension system and braking system, leading to unstable or inaccurate signals.

[0060] S102. Based on the preset differential lock-up speed and the preset differential lock-up wheel speed difference between the two sides of the drive axle, determine the target lock-up speed of the transmission output shaft.

[0061] Specifically, the differential locking speed and the differential locking wheel speed difference are both upper limit thresholds for locking the differential when the wheel speed signal is normal. For example, when the wheel speed signal is normal, the differential locking conditions are: vehicle speed ≤ 5 kPH, wheel speed difference ≤ 50 RPM, that is, the differential locking speed is 5 kPH and the differential locking wheel speed difference is 50 RPM.

[0062] The preset differential lock speed and differential lock wheel speed difference are typically set by the vehicle manufacturer based on the vehicle's design and intended use. Specifically, the optimal vehicle speed and wheel speed difference thresholds for locking the differential can be determined through experimental testing under various road conditions. These tests typically include low-friction surfaces (such as ice, snow, mud, and sand) and complex terrain (such as off-road driving and hill climbing). During vehicle manufacturing, these preset values ​​are calibrated and stored in the non-volatile memory of the vehicle's electronic control unit to ensure they are not lost during vehicle operation.

[0063] The process of determining the target lock-up speed includes: determining a first candidate speed based on a preset differential lock-up vehicle speed; determining a second candidate speed based on a preset differential lock-up wheel speed difference; and determining the smaller of the first and second candidate speeds as the target lock-up speed of the transmission output shaft. Specifically, since the transmission, drive axle, and main reducer transmit power according to a certain transmission ratio, the target lock-up speed of the transmission output shaft that meets the lock-up conditions can be derived in the following two ways. First, based on the differential lock-up vehicle speed (e.g., 5 kPH), the vehicle's transmission ratio, and the tire radius, the theoretical lock-up speed R1 of the transmission output shaft (i.e., the first candidate speed in subsequent embodiments) can be calculated. Second, considering the extreme case of a differential lock-up wheel speed difference (e.g., 50 RPM), assuming one wheel rotates at 0 RPM and the other wheel rotates at 50 RPM, the theoretical lock-up speed R2 of the transmission output shaft (i.e., the second candidate speed in subsequent embodiments) can be calculated using the wheel's rotational speed and the transmission ratio. To ensure safety, the smaller value between R1 and R2 is selected as the target lock-up speed. This strategy ensures that even when wheel speed signals are abnormal, the vehicle control system can accurately determine whether the differential lock-up condition is met by measuring the rotational speed of the transmission output shaft, thereby improving the vehicle's passability and stability in complex road conditions. By comparing the actual output speed of the transmission output shaft with the target lock-up speed, the vehicle control system can more precisely control the differential lock-up operation, further enhancing vehicle performance and safety.

[0064] S103. In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the differential.

[0065] In this step, when the vehicle controller determines through monitoring and calculation that the actual output speed of the transmission output shaft is less than or equal to the target lock-up speed set in S102, it will allow the differential to lock. This "allowing the differential lock to lock" is exemplified by energizing the motor connected to the differential lock, thus preparing for the differential lock to lock. That is, the differential lock enters the condition allowing differential lock and can lock the differential based on a differential lock request. This differential lock request can be triggered manually by the user using a differential lock button (including a physical or virtual button) or by user voice. Furthermore, this differential lock request can be issued before step S101, meaning the vehicle controller executes S101-S103 based on the received differential lock request, or it can be issued after step S103. In either case, this decision is based on a precise assessment of the vehicle's current driving state, ensuring that the differential can be locked safely and effectively.

[0066] The differential lock control method of this embodiment includes: in response to determining an abnormal wheel speed signal, acquiring the actual output speed of the transmission output shaft; determining the target lock speed of the transmission output shaft based on a preset differential lock vehicle speed and a preset differential lock wheel speed difference between the two wheels on both sides of the drive axle; and in response to determining that the actual output speed is less than or equal to the target lock speed, allowing the differential lock to engage. That is, when an abnormal wheel speed signal is detected, this application acquires the actual output speed of the transmission output shaft, providing a reliable basis for subsequent lock-up judgment. Furthermore, the target lock speed of the transmission output shaft is calculated based on the differential lock vehicle speed and the differential lock wheel speed difference that meet the differential lock conditions. Therefore, when the actual output speed of the transmission output shaft reaches or falls below this target lock speed, differential lock is allowed, avoiding potential risks caused by excessive vehicle speed during lock-up operations. This also solves the problem of being unable to lock the differential due to abnormal wheel speed signals, effectively improving the vehicle's passability and stability in complex road conditions.

[0067] In some embodiments, determining the first candidate speed based on a preset differential lock speed includes:

[0068] Obtain pre-stored differential lock-up speed, transmission ratio, and tire radius; determine the first candidate speed based on the differential lock-up speed, transmission ratio, and tire radius; wherein, in non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle (i.e., the final reduction ratio of the main reducer on the drive axle); in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0069] It's worth noting that in four-wheel drive vehicles, the transmission is usually connected to a transfer case; the transmission's output shaft transmits adjusted power to the transfer case. The transfer case distributes power to the front and rear axles, thus achieving four-wheel drive. The transfer case can adjust the power distribution ratio between the front and rear axles according to different driving modes and road conditions, improving vehicle handling and stability. The transfer case's output shaft further transmits power to the drive axle.

[0070] In four-wheel drive vehicles, the power transmission system can adjust according to different driving modes and road conditions to achieve optimal passability and stability. The following explains the different drive modes, including front-wheel drive, rear-wheel drive, low-speed four-wheel drive, and high-speed four-wheel drive, as well as the factors considered for the gear ratio in these modes:

[0071] (1) Front-Wheel Drive (FWD): In front-wheel drive mode, power is transmitted only through the front wheels. The engine's power is transmitted to the front wheels through the transmission, driving the vehicle forward. In this mode, power is transmitted from the transmission to the transfer case, which transmits power to the front drive axle at a 1:1 gear ratio. That is, the actual output speed of the transmission output shaft is the same as the actual output speed of the transfer case. Therefore, the gear ratio mainly considers the final drive ratio of the drive axle's main reducer (i.e., the gear ratio of the drive axle).

[0072] (2) Rear-Wheel Drive (RWD): In rear-wheel drive mode, power is transmitted only to the rear wheels. Engine power is transmitted to the rear wheels via the transmission, driving the vehicle forward. In this mode, power is transmitted from the transmission to the transfer case, which transmits power to the rear-wheel drive axle at a 1:1 gear ratio. This means the actual output speed of the transmission output shaft is the same as the actual output speed of the transfer case. Therefore, the gear ratio primarily considers the final drive ratio of the drive axle's main reduction gear (i.e., the drive axle's gear ratio).

[0073] (3) High-Speed ​​Four-Wheel Drive (4H): In high-speed four-wheel drive mode, power is transmitted to the transfer case via the transmission. The transfer case then distributes the power to the front and rear axles, achieving four-wheel drive. Although power passes through the transfer case in this mode, the transfer case typically transmits power at a 1:1 gear ratio. Therefore, the actual output speed of the transmission output shaft is the same as the actual output speed of the transfer case. Thus, the transmission ratio primarily considers the final drive ratio of the drive axle's main reducer (i.e., the transmission ratio of the drive axle).

[0074] (4) Low-Speed ​​Four-Wheel Drive (4L): In low-speed four-wheel drive mode, power is transmitted to the transfer case via the transmission. The transfer case further reduces the power and distributes it to the front and rear axles, achieving four-wheel drive. This mode is suitable for situations requiring high torque output at low speeds, such as off-roading, hill climbing, or traversing complex terrain. In this mode, the transfer case typically has a reduction ratio (e.g., 2.64:1), meaning that the actual output speed of the transmission output shaft differs from the actual output speed of the transfer case. Therefore, the transmission ratio needs to consider both the transfer case's transmission ratio and the final drive ratio of the drive axle's main reducer (i.e., the drive axle's transmission ratio).

[0075] Based on the above, when the vehicle mode is front-wheel drive, rear-wheel drive, or high-speed four-wheel drive, the first candidate speed R1 of the transmission output shaft can be calculated based on the following formula:

[0076] Differential lock-up speed (the upper limit threshold for locking conditions under normal wheel speed signal conditions) = first candidate speed ÷ [final reduction ratio ÷ (2*π*tire radius) ÷ 60*1000]. For example, if the differential lock-up speed = 5 kPH, the final reduction ratio (i.e., the transmission ratio of the drive axle) = 3.9, and the tire radius = 0.376, then the first candidate speed R1 = 8.255 RPM.

[0077] When the vehicle mode is low-speed four-wheel drive mode, the first candidate speed R1′ of the transmission output shaft can be calculated based on the following formula:

[0078] Differential lock-up speed (the upper limit threshold for locking conditions under normal wheel speed signal conditions) = first candidate speed ÷ [transferrer transmission ratio * final drive ratio ÷ (2 * π * tire radius) ÷ 60 * 1000]. For example, if the differential lock-up speed = 5 kPH, the transfer case transmission ratio = 2.64, the final drive ratio (i.e., the drive axle transmission ratio) = 3.9, and the tire radius = 0.376, then the first candidate speed R1′ = 21.8 RPM.

[0079] The differential lock control method in this embodiment calculates R1 based on the final drive ratio, tire radius, and differential lock speed in non-low-speed four-wheel drive (front-wheel drive, rear-wheel drive, and high-speed four-wheel drive modes), ensuring vehicle handling and passability in these modes. In low-speed four-wheel drive mode, the transfer case ratio is further considered to accurately calculate R1', providing strong support for high torque demands under complex road conditions. This method not only improves vehicle performance under various road conditions but also enhances driving safety and reliability, reduces performance fluctuations caused by drive mode switching, and provides drivers with a more stable and reliable driving experience.

[0080] In some embodiments, determining the second candidate speed based on a preset differential lock wheel speed difference includes:

[0081] Obtain the pre-stored differential lock wheel speed difference and transmission ratio; determine the second candidate speed based on the differential lock wheel speed difference and transmission ratio; wherein, in non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0082] It should be noted that the maximum wheel speed difference between the left and right wheels of the drive axle is when the wheel speed on one side is 0. The maximum wheel speed difference between the left and right wheels = the wheel speed on the other side - 0. In this extreme case, when the speed of one wheel is zero, the drive axle will concentrate all the power transmitted from the transmission output shaft through the transfer case and the final drive onto the other wheel. Therefore, the wheel speed difference is actually twice the transmission output shaft speed divided by the transmission ratio.

[0083] Based on the description of the foregoing embodiments, when the vehicle mode is front-wheel drive, rear-wheel drive, or high-speed four-wheel drive, the transfer case typically transmits power at a 1:1 gear ratio. Therefore, the actual output speed of the transmission output shaft is the same as the actual output speed of the transfer case. That is, the transmission ratio mainly considers the final drive ratio of the drive axle's main reducer. The second candidate speed R2 of the transmission output shaft can be calculated based on the following formula:

[0084] The differential lock-up wheel speed difference (the upper limit threshold for judging differential lock-up conditions under normal wheel speed signal conditions) = second candidate speed ÷ final drive ratio * 2. For example, if the differential lock-up wheel speed difference = 50 RPM and the final drive ratio = 3.9, then the second candidate speed R2 = 97.5 RPM. This R2 (97.5 RPM) is compared with R1 (8.255 RPM) in the previous embodiment. If R1 < R2, then R1 can be used as the target lock-up speed of the transmission output shaft.

[0085] Furthermore, based on the description of the foregoing embodiments, when the vehicle mode is low-speed four-wheel drive mode, the transfer case typically has a reduction ratio (e.g., 2.64:1), which means that the actual output speed of the transmission output shaft differs from the actual output speed of the transfer case. Therefore, the transmission ratio needs to consider both the transfer case's transmission ratio and the final drive ratio of the drive axle's main reducer. That is, the second candidate speed R2' of the transmission output shaft can be calculated based on the following formula:

[0086] The differential lock-up wheel speed difference (the upper limit threshold for judging differential lock-up conditions under normal wheel speed signal conditions) = second candidate speed ÷ transfer case transmission ratio ÷ final drive ratio * 2. For example, if the differential lock-up wheel speed difference = 50 RPM, the transfer case transmission ratio = 2.64, and the final drive ratio = 3.9, then the second candidate speed R2′ = 257.4 RPM. This R2′ (257.4 RPM) is compared with R1′ (21.8 RPM) in the aforementioned embodiment. If R1′ < R2′, then R1′ can be used as the target lock-up speed of the transmission output shaft.

[0087] This embodiment significantly improves the vehicle's adaptability and stability in different driving modes by accurately calculating the second candidate speeds R2 and R2′ of the transmission output shaft. In front-wheel drive, rear-wheel drive, and high-speed four-wheel drive modes, R2 is calculated based on the final drive ratio, ensuring the vehicle's handling and passability in these modes. In low-speed four-wheel drive mode, the transfer case ratio is further considered, and R2′ is accurately calculated, providing strong support for the high torque demands under complex road conditions. This method not only improves the vehicle's performance under various road conditions but also enhances driving safety and reliability, reduces performance fluctuations caused by driving mode switching, and provides the driver with a more stable and reliable driving experience.

[0088] In some embodiments, another method for determining the first candidate speed is also provided, namely, determining the first candidate speed based on a preset differential lock-up speed, including:

[0089] The system acquires the vehicle load, as well as pre-stored differential lock-up speed, transmission ratio, and tire radius; determines a tire radius correction coefficient based on the vehicle load, and corrects the pre-stored tire radius based on the tire radius correction coefficient; and determines the first candidate speed based on the differential lock-up speed, transmission ratio, and corrected tire radius.

[0090] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0091] The system can determine the vehicle's current load by user input parameters, or estimate the load by monitoring changes in tire pressure; tire pressure is inversely proportional to vehicle load. Additionally, pre-stored differential lock speed, gear ratio, and tire radius can be retrieved from the electronic control unit.

[0092] Increased vehicle load can cause tire deformation, thus affecting the actual tire radius. The correction factor can be obtained through experimental data or empirical formulas, for example: Correction factor = 1 - (load increase / rated load) × 0.05; assuming the vehicle's rated load is 1000 kg and the current load is 1200 kg, the correction factor is: Correction factor = 1 - (200 / 1000) × 0.05 = 0.99. Assuming the pre-stored tire radius is 0.376 meters, the corrected tire radius is = 0.376 × 0.99 = 0.37224 meters. Based on the corrected tire radius, differential lock speed, and transmission ratio, the first candidate speed R1′ is calculated.

[0093] Differential lock-up speed (the upper limit threshold for locking conditions under normal wheel speed signal conditions) = first candidate speed ÷ [transferrer transmission ratio * final drive ratio ÷ (2 * π * corrected tire radius) ÷ 60 * 1000]. For example, if the differential lock-up speed = 5 kPH, transfer case transmission ratio = 2.64, final drive ratio = 3.9, and the corrected tire radius is 0.37224, then the first candidate speed R1′ = 22 RPM.

[0094] The method for determining the first candidate speed provided in this embodiment significantly improves the accuracy and adaptability of differential lock-up control by considering the impact of vehicle load on tire radius. Specifically, increased vehicle load leads to tire deformation, thus affecting the actual tire radius. By introducing a correction coefficient to adjust the tire radius, the target lock-up speed of the transmission output shaft can be calculated more accurately, thereby more precisely determining whether the differential lock-up conditions are met. This method not only improves the vehicle's passability and stability under different load conditions but also enhances its adaptability and reliability. For example, under increased load conditions, the corrected tire radius more accurately reflects the vehicle's actual driving state, making differential lock-up operation more reasonable and effective. Furthermore, obtaining vehicle load through user input or monitoring tire pressure provides a flexible load monitoring method for the vehicle control system, further improving the vehicle's intelligence level and driving safety.

[0095] In some embodiments, the method further includes: in response to determining that the wheel speed signal is normal, acquiring the vehicle speed and the wheel speed difference between the wheels on both sides of the drive axle; in response to determining that the vehicle speed is less than or equal to the differential locking speed and the wheel speed difference is less than or equal to the differential locking wheel speed difference, allowing the differential lock to lock the differential.

[0096] In a vehicle's differential lock-up control strategy, ensuring normal wheel speed signals is a prerequisite for accurate differential lock-up. The normality of the wheel speed signals can be determined by monitoring the output of the wheel speed sensors. The vehicle controller can set a threshold; if the sensor output signal is stable, continuous, and within this threshold range without abrupt changes or loss, the wheel speed signal is considered normal. Conversely, when the fluctuation of the sensor signal exceeds this threshold, the signal is considered abnormal. Additionally, the vehicle controller calculates the wheel speed difference by acquiring the rotational speeds of the wheels on both sides of the drive axle; the vehicle speed is calculated based on the product of the wheel rotational speed and the tire circumference.

[0097] In this embodiment, the differential locking speed and the differential locking wheel speed difference are preset upper threshold values ​​for differential locking, used to determine whether to lock the differential. For example, the differential locking speed is set to 5 kPH, and the differential locking wheel speed difference is set to 50 RPM. When the actual vehicle speed is less than or equal to 5 kPH and the wheel speed difference is less than or equal to 50 RPM, the vehicle control system will lock the differential. This strategy ensures that the differential can be locked at low speeds and when the wheel speed difference is small, thereby improving the vehicle's passability and stability in complex road conditions.

[0098] In some embodiments, the drive axle includes a front axle and a rear axle, the front axle is provided with a front axle differential, and the rear axle is provided with a rear axle differential; the response in S103 to determining that the actual output speed is less than or equal to the target lock-up speed, allowing the differential lock to engage the differential, includes:

[0099] In response to determining that the actual output speed is less than or equal to the target lock-up speed, locking of the rear axle differential is permitted; in response to determining that the rear axle differential is locked, locking of the front axle differential is permitted.

[0100] In this embodiment, when the vehicle controller detects that the actual output speed of the transmission output shaft is less than or equal to the target lock-up speed, since trapped vehicles typically rely on locking the rear axle differential to escape, locking the rear axle differential is allowed first. This operation ensures that the two wheels of the rear axle rotate at the same speed, improving the vehicle's passability and stability in complex road conditions.

[0101] After locking the rear axle differential, the front axle differential can also be locked. However, because locking the front axle differential restricts vehicle steering, users can decide whether to lock the front axle differential based on their needs. For example, when traversing rough mountain roads, users can first lock the rear axle differential to improve vehicle traction, and then, when there is no need for turning, lock the front axle differential to further enhance vehicle stability. This step-by-step differential locking strategy not only improves the vehicle's traction and stability in complex road conditions but also enhances its adaptability and reliability, providing drivers with a safer and more reliable driving experience.

[0102] The step-by-step differential locking strategy in this embodiment significantly improves the vehicle's passability in complex road conditions. By locking the differential, wheel slippage is effectively prevented, ensuring even power distribution to all wheels. This enhances vehicle stability at low speeds, contributing to improved handling and safety. Furthermore, by rationally controlling the locking and unlocking of the differential, mechanical wear caused by unnecessary locking operations is reduced, extending the differential's service life.

[0103] In some embodiments, the method further includes:

[0104] In response to the determination that some wheel speed signals are lost, the step of obtaining the actual output speed of the transmission output shaft is performed; in response to the determination that all wheel speed signals are lost, an alarm message is sent.

[0105] This embodiment provides a strategy for handling wheel speed signal loss. For example, when the wheel speed signal of one, two, or three of the vehicle's four wheels is lost, the differential lock will determine whether the locking conditions are met based on the actual output speed of the transmission output shaft and the target locking speed. In this case, the vehicle controller will perform a step to obtain the actual output speed of the transmission output shaft, compare this speed with the calculated target locking speed, and thus decide whether to allow differential locking. This strategy ensures that even if some wheel speed signals are lost, the vehicle can still determine whether differential locking is necessary based on the transmission output shaft speed, thereby improving the vehicle's passability and stability in complex road conditions.

[0106] When all wheel speed signals are lost, the vehicle controller will be unable to determine the vehicle's actual driving status based on these signals. This could indicate a serious malfunction in the vehicle's sensor system, or that the vehicle is under extreme driving conditions, such as deep water or extreme mud, causing the sensors to malfunction. In this situation, even if the step of obtaining the actual output speed of the transmission output shaft is performed, the sensor used to obtain this speed is likely also malfunctioning. Therefore, this step is not executed to determine whether differential locking is permitted. Instead, the vehicle controller sends an alarm message to alert the user that all wheel speed signals have been lost and appropriate measures may need to be taken, such as slowing down, checking the sensors, or seeking professional repair. This alarm mechanism helps to promptly detect and address potential safety issues, ensuring driving safety.

[0107] In some embodiments, the step of allowing the differential lock to engage the differential in response to determining that the actual output speed is less than or equal to the target lock-up speed includes: controlling the differential lock to engage the differential in response to receiving a differential lock engagement request.

[0108] That is, the differential lock-up control method of this embodiment can also be described in the following manner:

[0109] S101. In response to the determination of an abnormal wheel speed signal, the actual output speed of the transmission output shaft is obtained.

[0110] S102. Based on the preset differential lock-up speed and the preset differential lock-up wheel speed difference between the two sides of the drive axle, determine the target lock-up speed of the transmission output shaft.

[0111] S103. In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the differential.

[0112] S104. In response to receiving a differential lock locking request, control the differential lock to lock the differential.

[0113] The differential lock vehicle speed and differential lock wheel speed difference are both upper limit thresholds for locking the differential when the wheel speed signal is normal.

[0114] In this embodiment, the vehicle controller continuously monitors whether the wheel speed signal is abnormal. When the wheel speed signal is abnormal, it obtains the actual output speed of the transmission output shaft. When the actual output speed is less than or equal to the target locking speed determined by the differential locking vehicle speed and the differential locking wheel speed difference, it allows the differential lock to lock the differential (e.g., controlling the motor connected to the differential lock to power on). When the user triggers a differential locking request, it controls the differential lock to lock the differential (e.g., controlling the motor after power-on to rotate, so as to drive the differential lock to perform the locking action).

[0115] In this embodiment, the vehicle controller continuously monitors the wheel speed signal. Upon detecting an anomaly, it immediately acquires the actual output speed of the transmission output shaft and makes subsequent judgments. This method allows for rapid response to abnormal situations that occur during vehicle operation, such as wheel slippage. In emergency driving scenarios, such as when the vehicle is driving on muddy or icy roads and the wheels suddenly lose traction, causing an abnormal wheel speed signal, the vehicle can promptly determine whether to allow differential locking based on the relationship between the actual output speed and the target locking speed. Furthermore, upon receiving a user-triggered differential locking request, the differential lock may already be in a state where locking is permitted, allowing for direct execution of the locking action. This ensures high timeliness in differential locking.

[0116] In some embodiments, the step of obtaining the actual output speed of the transmission output shaft in response to determining that the wheel speed signal is abnormal includes: obtaining the wheel speed signal of each wheel in response to receiving a differential lock request;

[0117] Correspondingly, the step of allowing the differential lock to engage the differential in response to determining that the actual output speed is less than or equal to the target lock-up speed includes: controlling the differential lock to engage the differential based on the differential lock engagement request.

[0118] That is, the differential lock-up control method of this embodiment can also be described in the following manner:

[0119] S201. In response to receiving a differential lock request, the wheel speed signal of each wheel is acquired.

[0120] S202. In response to the determination of an abnormal wheel speed signal, the actual output speed of the transmission output shaft is obtained.

[0121] S203. Based on the preset differential lock vehicle speed and the preset differential lock wheel speed difference between the two sides of the drive axle, determine the target lock speed of the transmission output shaft.

[0122] S204. In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the differential, and based on the differential lock-up request, the differential lock is controlled to lock the differential.

[0123] The differential lock vehicle speed and differential lock wheel speed difference are both upper limit thresholds for locking the differential when the wheel speed signal is normal.

[0124] In this embodiment, the vehicle controller determines whether the wheel speed signal is abnormal based on the differential lock request triggered by the user. If the wheel speed signal is abnormal, the actual output speed of the transmission output shaft is obtained. When the actual output speed is less than or equal to the target lock speed determined by the differential lock vehicle speed and the differential lock wheel speed difference, the differential lock is allowed to lock the differential (e.g., by controlling the motor connected to the differential lock to power on). When the user triggers the differential lock request, the differential lock is controlled to lock the differential (e.g., by controlling the motor after power-on to rotate, so as to drive the differential lock to perform the locking action).

[0125] In this embodiment, the user first actively triggers a differential lock request, indicating that the user believes it is necessary to lock the differential to improve vehicle passability in a specific driving scenario (such as navigating complex road conditions). After receiving the request, the vehicle controller then checks for abnormal wheel speed signals. This approach avoids unnecessary operations when differential lock is not required. For example, during normal urban driving, the user will not issue a lock request, and even if the wheel speed signal experiences a brief anomaly (such as momentary sensor interference), differential lock will not be triggered. This ensures that the vehicle's power distribution and handling performance are not affected under normal driving conditions. Locking is only performed when the user has an actual need and the wheel speed signal is abnormal (such as wheel slippage), making differential lock control more precise and aligned with driving intentions.

[0126] Based on the same inventive concept, corresponding to any of the above embodiments, this application also provides a differential locking control device.

[0127] refer to Figure 2 The differential lock-up control device includes:

[0128] The acquisition module 201 is configured to: in response to determining that the wheel speed signal is abnormal, acquire the actual output speed of the transmission output shaft;

[0129] The determination module 202 is configured to: determine the target lock-up speed of the transmission output shaft based on a preset differential lock-up speed and a preset differential lock-up wheel speed difference between the two sides of the drive axle.

[0130] Execution module 203 is configured to: allow the differential lock to engage the differential in response to determining that the actual output speed is less than or equal to the target lock-up speed;

[0131] The differential lock vehicle speed and differential lock wheel speed difference are both upper limit thresholds for locking the differential when the wheel speed signal is normal.

[0132] Furthermore, the determining module 202 is configured as follows:

[0133] The first candidate speed is determined based on the preset differential lock speed;

[0134] The second candidate speed is determined based on the preset differential lock wheel speed difference;

[0135] The smaller of the first candidate speed and the second candidate speed is determined as the target lock-up speed of the transmission output shaft.

[0136] Furthermore, the determining module 202 is configured as follows:

[0137] Obtain the pre-stored differential lock speed, gear ratio, and tire radius;

[0138] The first candidate speed is determined based on the differential lock speed, transmission ratio, and tire radius.

[0139] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0140] Furthermore, the determining module 202 is configured as follows:

[0141] Obtain vehicle load, as well as pre-stored differential lock speed, gear ratio, and tire radius;

[0142] The tire radius correction factor is determined based on the vehicle load, and the pre-stored tire radius is corrected based on the tire radius correction factor.

[0143] The first candidate speed is determined based on the differential lock-up speed, the transmission ratio, and the corrected tire radius.

[0144] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0145] Furthermore, the determining module 202 is configured as follows:

[0146] Obtain the pre-stored differential lock wheel speed difference and transmission ratio;

[0147] The second candidate speed is determined based on the speed difference of the differential locking wheel and the transmission ratio.

[0148] In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

[0149] Furthermore, the determining module 202 is configured as follows:

[0150] In response to the confirmation that the wheel speed signal is normal, the vehicle speed and the wheel speed difference between the two wheels on both sides of the drive axle are obtained;

[0151] The execution module 203 is configured as follows:

[0152] In response to determining that the vehicle speed is less than or equal to the differential locking speed and the wheel speed difference is less than or equal to the differential locking wheel speed difference, the differential lock is allowed to lock the differential.

[0153] Furthermore, the drive axle includes a front axle and a rear axle, the front axle is provided with a front axle differential, and the rear axle is provided with a rear axle differential;

[0154] The execution module 203 is configured as follows:

[0155] In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the rear axle differential;

[0156] In response to determining that the rear axle differential is locked, the differential lock is allowed to lock the front axle differential.

[0157] Furthermore, the acquisition module 201 is configured as follows:

[0158] In response to the determination that the wheel speed signal is partially lost, the step of obtaining the actual output speed of the transmission output shaft is performed;

[0159] If it is determined that all wheel speed signals are lost, an alarm message is sent.

[0160] Furthermore, the execution module 203 is configured to: in response to receiving a differential lock locking request, control the differential lock to lock the differential; or,

[0161] The acquisition module 201 is configured to acquire the wheel speed signal of each wheel in response to receiving a differential lock request; correspondingly, the execution module 203 is configured to control the differential lock to lock the differential based on the differential lock request.

[0162] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the differential lock-up control method described in any of the above embodiments.

[0163] Figure 3 This embodiment illustrates a more specific hardware structure of an electronic device, which may include a processor 1010, a memory 1020, an input / output interface 1030, a communication interface 1040, and a bus 1050. The processor 1010, memory 1020, input / output interface 1030, and communication interface 1040 are interconnected internally via the bus 1050.

[0164] The processor 1010 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0165] The memory 1020 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 1020 can store the operating system and other applications. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 1020 and is called and executed by the processor 1010.

[0166] The input / output interface 1030 is used to connect input / output modules to realize information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0167] The communication interface 1040 is used to connect a communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, Wi-Fi, Bluetooth, etc.).

[0168] Bus 1050 includes a pathway for transmitting information between various components of the device, such as processor 1010, memory 1020, input / output interface 1030, and communication interface 1040.

[0169] It should be noted that although the above-described device only shows the processor 1010, memory 1020, input / output interface 1030, communication interface 1040, and bus 1050, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0170] The electronic devices described above are used to implement the corresponding differential lock-up control methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0171] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a vehicle, including a controller, which is used to execute the differential lock control method described in any of the above embodiments.

[0172] The vehicle described above is used to implement the corresponding differential lock control method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0173] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, this application also provides a non-transitory computer-readable storage medium storing computer instructions for causing the computer to execute the differential lock-up control method as described in any of the above embodiments.

[0174] The computer-readable medium of this embodiment includes permanent and non-permanent, removable and non-removable media, and information storage can be implemented by any method or technology. Information can be computer-readable instructions, data structures, program modules, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transfer medium that can be used to store information accessible by a computing device.

[0175] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the differential lock-up control method as described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0176] It is understood that before using the technical solutions of the various embodiments in this disclosure, users will be informed of the type, scope of use, and usage scenarios of the personal information involved in an appropriate manner, and user authorization will be obtained.

[0177] For example, upon receiving a user's active request, a prompt message is sent to the user to explicitly inform them that the requested operation will require the acquisition and use of the user's personal information. This allows the user to independently choose, based on the prompt message, whether to provide personal information to the software or hardware such as electronic devices, applications, servers, or storage media performing the operations of this disclosed technical solution.

[0178] As an optional but not limited implementation, in response to a user's active request, sending a prompt message to the user can be done via a pop-up window, where the prompt message can be presented in text format. Furthermore, the pop-up window can also include a selection control allowing the user to choose "agree" or "disagree" to provide personal information to the electronic device.

[0179] It is understood that the above notification and user authorization process are merely illustrative and do not constitute a limitation on the implementation of this disclosure. Other methods that comply with relevant laws and regulations may also be applied to the implementation of this disclosure.

[0180] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of this application (including the claims) is limited to these examples; within the framework of this application, the technical features of the above embodiments or different embodiments can also be combined, the steps can be implemented in any order, and there are many other variations of different aspects of the embodiments of this application as described above, which are not provided in the details for the sake of brevity.

[0181] Additionally, to simplify the description and discussion, and to avoid obscuring the embodiments of this application, the well-known power / ground connections to integrated circuit (IC) chips and other components may or may not be shown in the provided drawings. Furthermore, the apparatus may be shown in block diagram form to avoid obscuring the embodiments of this application, and this also takes into account the fact that the details of the implementation of these block diagram apparatuses are highly dependent on the platform on which the embodiments of this application will be implemented (i.e., these details should be fully understood by those skilled in the art). While specific details (e.g., circuits) have been set forth to describe exemplary embodiments of this application, it will be apparent to those skilled in the art that the embodiments of this application can be implemented without these specific details or with variations thereof. Therefore, these descriptions should be considered illustrative rather than restrictive.

[0182] Although this application has been described in conjunction with specific embodiments thereof, many substitutions, modifications, and variations of these embodiments will be apparent to those skilled in the art from the foregoing description. For example, other memory architectures (e.g., dynamic RAM (DRAM)) may be used with the embodiments discussed.

[0183] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the appended claims. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the embodiments of this application should be included within the protection scope of this application.

Claims

1. A differential lock-up control method, characterized in that, The differential is locked by a differential lock, and the method includes: In response to the determination of an abnormal wheel speed signal, the actual output speed of the transmission output shaft is obtained; Based on the preset differential lock vehicle speed and the preset differential lock wheel speed difference between the two sides of the drive axle, the target lock speed of the transmission output shaft is determined. In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the differential; The differential lock vehicle speed and differential lock wheel speed difference are both upper limit thresholds for locking the differential when the wheel speed signal is normal.

2. The method according to claim 1, characterized in that, The determination of the target lock-up speed of the transmission output shaft based on a preset differential lock-up vehicle speed and a preset differential lock-up wheel speed difference between the two sides of the drive axle includes: The first candidate speed is determined based on the preset differential lock speed; The second candidate speed is determined based on the preset differential lock wheel speed difference; The smaller of the first candidate speed and the second candidate speed is determined as the target lock-up speed of the transmission output shaft.

3. The method according to claim 2, characterized in that, The process of determining the first candidate speed based on a preset differential lock speed includes: Obtain the pre-stored differential lock speed, gear ratio, and tire radius; The first candidate speed is determined based on the differential lock speed, transmission ratio, and tire radius. In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

4. The method according to claim 2, characterized in that, The process of determining the first candidate speed based on a preset differential lock speed includes: Obtain vehicle load, as well as pre-stored differential lock speed, gear ratio, and tire radius; The tire radius correction factor is determined based on the vehicle load, and the pre-stored tire radius is corrected based on the tire radius correction factor. The first candidate speed is determined based on the differential lock-up speed, the transmission ratio, and the corrected tire radius. In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

5. The method according to claim 2, characterized in that, The determination of the second candidate speed based on the preset differential lock wheel speed difference includes: Obtain the pre-stored differential lock wheel speed difference and transmission ratio; The second candidate speed is determined based on the speed difference of the differential locking wheel and the transmission speed ratio; In non-low-speed four-wheel drive mode, the transmission ratio is the transmission ratio of the drive axle; in low-speed four-wheel drive mode, the transmission ratio includes the transmission ratio of the transfer case and the transmission ratio of the drive axle.

6. The method according to claim 1, characterized in that, Also includes: In response to the confirmation that the wheel speed signal is normal, the vehicle speed and the wheel speed difference between the two wheels on both sides of the drive axle are obtained; In response to determining that the vehicle speed is less than or equal to the differential locking speed and the wheel speed difference is less than or equal to the differential locking wheel speed difference, the differential lock is allowed to lock the differential.

7. The method according to claim 1, characterized in that, The drive axle includes a front axle and a rear axle, the front axle is provided with a front axle differential, and the rear axle is provided with a rear axle differential; In response to determining that the actual output speed is less than or equal to the target lock-up speed, allowing the differential lock to engage the differential includes: In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to lock the rear axle differential; In response to determining that the rear axle differential is locked, the differential lock is allowed to lock the front axle differential.

8. The method according to claim 1, characterized in that, Also includes: In response to the determination that the wheel speed signal is partially lost, the step of obtaining the actual output speed of the transmission output shaft is performed; If it is determined that all wheel speed signals are lost, an alarm message is sent.

9. The method according to claim 1, characterized in that, In response to determining that the actual output speed is less than or equal to the target lock-up speed, the differential lock is allowed to engage, followed by: in response to receiving a differential lock engagement request, controlling the differential lock to engage the differential; or, Before obtaining the actual output speed of the transmission output shaft in response to determining an abnormal wheel speed signal, the process includes: obtaining the wheel speed signal of each wheel in response to receiving a differential lock request; correspondingly, after obtaining the differential lock to lock the differential in response to determining that the actual output speed is less than or equal to the target lock speed, the process includes: controlling the differential lock to lock the differential based on the differential lock request.

10. A vehicle, characterized in that, The vehicle electronic device includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the method as described in any one of claims 1 to 9.

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