A vehicle differential protection method, device, medium and product

Abstract

The application discloses a kind of vehicle differential protection method, device, medium and product.The method comprises: in the process of vehicle driving, in response to vehicle differential protection request, the drive wheel speed of vehicle drive wheel, the non-drive wheel speed of non-drive wheel and the output shaft speed are determined whether valid respectively;The number of drive wheel speed and non-drive wheel speed is two;According to the judgment result whether valid, in the case where it is determined that ECU intervention condition is satisfied, make ECU intervene and limit slip, to inhibit motor torque;In the process of ECU intervention, if it is monitored that ECU exit condition is satisfied, make ECU exit limit slip, and differential control is carried out by electronic brake unit EBS.The application provides a kind of wheel limit slip protection scheme of electric drive axle, can comprehensively analyze the speed condition of vehicle drive wheel, non-drive wheel and output shaft, and make electronic control unit intervene or exit torque inhibition in time, maximum degree protection vehicle differential is not damaged.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a method, device, medium, and product for protecting a vehicle differential. Background Technology

[0002] In the new energy truck market, electric drive axles are favored by users due to their lightweight, high performance, and low cost. However, as the market share of electric drive axles increases, some problems with their use under extreme conditions have also emerged, particularly the common issue of differential burn-out caused by slippage of the single drive wheel on low-friction surfaces.

[0003] Therefore, how to adaptively control the intervention of the electronic control unit to suppress torque and protect the machinery from damage to the greatest extent is an urgent problem to be solved. Summary of the Invention

[0004] This invention provides a vehicle differential protection method, device, medium, and product to comprehensively analyze the rotational speed of the vehicle's drive wheels, non-drive wheels, and output shaft, and to promptly enable the electronic control unit to intervene or deactivate torque suppression, thereby maximizing the protection of the vehicle differential from damage.

[0005] According to one aspect of the present invention, a vehicle differential protection method is provided, comprising: During vehicle operation, in response to a vehicle differential protection request, the validity of the driving wheel speed of the driving wheels, the non-driving speed of the non-driving wheels, and the output shaft speed are determined respectively; there are two driving wheel speeds and two non-driving speeds. Based on the result of the effective judgment, if it is determined that the conditions for intervention of the electronic control unit (ECU) are met, the ECU will intervene to limit slip and suppress motor torque. If the ECU exit condition is detected during ECU intervention, the ECU will exit the limited slip control, and the electronic braking unit (EBS) will perform differential control.

[0006] According to another aspect of the present invention, a vehicle differential protection device is provided, comprising: The determination module is used to determine whether the driving wheel speed of the vehicle's drive wheels, the non-driving speed of the non-drive wheels, and the output shaft speed are valid in response to a vehicle differential protection request during vehicle operation; the number of driving wheel speeds and non-driving speeds are both two. The intervention module is used to, based on the validity judgment result, enable the ECU to intervene and limit slip, thereby suppressing motor torque, when it is determined that the intervention conditions of the electronic control unit (ECU) are met. The control module is used to, during the ECU intervention process, if the ECU exit condition is detected, cause the ECU to exit the limited slip and the electronic braking unit (EBS) to perform differential control.

[0007] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising: At least one processor; and A memory communicatively connected to the at least one processor; wherein, The memory stores a computer program that can be executed by the at least one processor, the computer program being executed by the at least one processor to enable the at least one processor to perform the vehicle differential protection method according to any embodiment of the present invention.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the vehicle differential protection method according to any embodiment of the present invention.

[0009] According to another aspect of the present invention, a computer program product is also provided, the computer program product including a computer program that, when executed by a processor, implements the vehicle differential protection method of any embodiment of the present invention.

[0010] The technical solution of this invention, during vehicle operation, responds to a vehicle differential protection request by determining whether the driving wheel speed of the driving wheels, the non-driving wheel speed, and the output shaft speed are valid. There are two driving wheel speeds and two non-driving wheel speeds. Based on the validity determination, if the intervention conditions of the electronic control unit (ECU) are met, the ECU intervenes to limit slip and suppress motor torque. During ECU intervention, if the ECU exit conditions are detected, the ECU exits the limited slip control, and the electronic braking unit (EBS) performs differential control. This provides an inter-wheel limited slip protection scheme for an electric drive axle. By comprehensively analyzing the speeds of the driving wheels, non-driving wheels, and output shaft, the electronic control unit can intervene or exit torque suppression in a timely manner, maximizing the protection of the vehicle differential from damage.

[0011] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0012] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a flowchart of a vehicle differential protection method provided in an embodiment of the present invention; Figure 2 This is a schematic diagram of a vehicle structure provided in an embodiment of the present invention; Figure 3 This is a structural block diagram of a vehicle differential protection device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of the electronic device provided in an embodiment of the present invention. Detailed Implementation

[0014] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0015] It should be noted that the terms "first," "second," "target," "candidate," and "alternative," etc., used in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the invention described herein can be practiced in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus. The acquisition, storage, use, and processing of data in the technical solutions of this application comply with relevant laws and regulations.

[0016] Example 1 Figure 1 This is a flowchart of a vehicle differential protection method provided in an embodiment of the present invention; Figure 2This is a schematic diagram of a vehicle structure provided by an embodiment of the present invention. This embodiment is applicable to situations where the rotational speeds of the vehicle's drive wheels, non-drive wheels, and output shaft are comprehensively analyzed, and the electronic control unit intervenes or deactivates torque suppression in a timely manner to maximize the protection of the vehicle differential from damage. This method can be executed by a vehicle differential protection device, which can be implemented in hardware and / or software. This vehicle differential protection device can be configured in electronic equipment, such as in a vehicle. Figure 1 As shown, the vehicle differential protection method includes: S101. During vehicle operation, in response to a vehicle differential protection request, determine whether the driving wheel speed of the vehicle's driving wheels, the non-driving speed of the non-driving wheels, and the output shaft speed are valid.

[0017] The number of drive wheel speeds and non-drive wheel speeds are both two. A vehicle differential protection request refers to a request to control the electronic control unit (ECU) and electronic brake system (EBS) to intervene or de-intervene in differential control to protect the vehicle differential, based on the effective status of the drive wheel speed, non-drive wheel speed, and output shaft speed.

[0018] For example, see Figure 2 , Figure 2 The solid-line rectangle in the image represents a vehicle. This vehicle can have two drive wheels, corresponding to two drive wheel speeds; two non-drive wheels, corresponding to two non-drive speeds; and one output shaft speed. For example... Figure 2 The vehicle architecture shown has two front wheels around the steering wheel that can be non-drive wheels, with corresponding non-drive wheel speeds of speed 1 and speed 2. The two rear wheels are drive wheels, with corresponding drive wheel speeds of speed 1 and speed 2. The output shaft is located between the motor and the differential lock, and the output shaft speed is the output shaft speed. The EBS can perform differential control based on the wheel speed reduction data of the drive wheels, and the ECU can intervene to suppress torque when the intervention conditions are met.

[0019] Optionally, during vehicle operation, the wheel speed signals of the left and right drive wheels can be directly collected by wheel speed sensors to determine the drive wheel speed, the non-drive speed of the non-drive wheels can be collected by the non-drive side wheel speed sensor, and the output shaft speed can be collected by the speed sensing unit at the output shaft end of the differential.

[0020] Optionally, for the drive wheel speeds of the vehicle's drive wheels, the non-drive speeds of the non-drive wheels, and the output shaft speed, at least one of the following checks can be performed: range reasonableness check, abrupt change reasonableness check, and logical consistency check. If the check passes, the drive wheel speeds, non-drive speeds of the non-drive wheels, and output shaft speeds are considered valid; otherwise, they are considered invalid. For example, it can be determined whether the drive wheel speeds, non-drive speeds, and output shaft speeds are within a preset reasonable range (e.g., not less than 0 and less than the vehicle's maximum permissible wheel speed). If they are within the preset reasonable range, the range reasonableness check is considered passed.

[0021] Optionally, it can be determined whether the difference between the driving wheel speed, the non-driving speed, and the output shaft speed and the wheel speed collected in the previous cycle exceeds the calibration threshold (generally >100km / h / s). If it exceeds the calibration threshold, the speed can be determined to be invalid.

[0022] Optionally, considering that the speeds of the two drive wheels should theoretically be close when driving in a straight line, if the deviation between the speed of one drive wheel and the speed of the other drive wheel exceeds 30% and lasts for more than 500ms, then the drive wheel speed collected in this round can be determined to be invalid.

[0023] S102. Based on the result of the validity judgment, if it is determined that the conditions for intervention of the electronic control unit (ECU) are met, the ECU is allowed to intervene to limit slip and suppress motor torque.

[0024] The validity of the judgment result includes at least one of the following seven items: (1) Both drive wheel speeds are valid; (2) One drive wheel speed is valid, the other drive wheel speed is invalid, and the output shaft speed is valid; (3) At least one non-drive wheel speed is valid, both drive wheel speeds are invalid, and the output shaft speed is valid; (4) At least one non-drive wheel speed is valid, one drive wheel speed is valid, and the output shaft speed is invalid; (5) At least one non-drive wheel speed is valid, both drive wheel speeds are invalid, and the output shaft speed is invalid; (6) One drive wheel speed is valid, both non-drive wheel speeds are invalid, and the output shaft speed is invalid; (7) Both non-drive wheel speeds are invalid, both drive wheel speeds are invalid, and the output shaft speed is invalid. The ECU intervention condition refers to the triggering condition that causes the ECU to intervene in limiting slip to suppress motor torque and protect the differential lock from burning.

[0025] S103. During the ECU intervention process, if the ECU exit condition is detected, the ECU will exit the limited slip control and the electronic braking unit (EBS) will perform differential control.

[0026] Optionally, depending on the seven different judgment results of whether they are valid, the corresponding methods for judging the ECU intervention conditions and ECU exit conditions are different, as can be described in (1) to (7) below: (1) Determining whether the ECU intervention conditions are met includes: if both drive wheel speeds are valid, differential control is first performed based on EBS, and the first wheel speed difference is determined, and the first wheel speed difference is monitored to see if it is greater than the first mechanical protection threshold; if the first wheel speed difference is detected to be greater than the first mechanical protection threshold, the ECU intervention conditions are determined to be met; correspondingly, the ECU exit conditions are detected to be met, including: during the ECU intervention process, monitoring whether the first wheel speed difference is less than the second mechanical protection threshold; if the first wheel speed difference is detected to be less than the second mechanical protection threshold, the ECU exit conditions are determined to be met. Among them, differential control refers to the limiting control of the differential speed between wheels.

[0027] The first mechanical protection threshold is a universal intervention trigger threshold. Regardless of whether both wheels are active or only one wheel fails, the same first mechanical protection threshold is used to determine whether the ECU intervenes in the differential protection; it is a unified trigger condition. The second mechanical protection threshold is the exit threshold used when both drive wheel speeds are active. The second mechanical protection threshold is lower than the first mechanical protection threshold. The first wheel speed difference can be the absolute value of the speed difference between the two drive wheels.

[0028] (2) Optionally, determining that the ECU intervention conditions are met includes: if one drive wheel speed is valid, the other drive wheel speed is invalid, and the output shaft speed is valid, then determining the first failure speed on the failed drive wheel side based on the output shaft speed and the valid drive wheel speed; determining the first absolute value of the difference between the valid drive wheel speed and the first failure speed; if the first absolute value of the difference is greater than the first mechanical protection threshold, then determining that the ECU intervention conditions are met; correspondingly, detecting that the ECU exit conditions are met includes: if the first absolute value of the difference is less than the third mechanical protection threshold, then determining that the ECU exit conditions are met.

[0029] The third mechanical protection threshold is a threshold used to determine exit when one drive wheel speed is invalid. The third mechanical protection threshold is less than the first mechanical protection threshold, and greater than or equal to the second mechanical protection threshold. The effective drive speed refers to the determined effective drive wheel speed. For example, if the first drive wheel speed is valid and the second drive wheel speed is invalid, the effective drive wheel speed is the first drive wheel speed.

[0030] For example, based on the output shaft speed and the effective drive wheel speed, it can be based on the formula Determine the first failure speed on the side of the drive wheel failure, where, Indicates the first failure speed. Indicates the output shaft speed. Indicates the effective driving wheel speed. This indicates the wheel speed reduction ratio.

[0031] For example, based on the effective drive wheel speed and the first failure speed It can be based on the formula Determine the absolute value of the first differential. , Indicates the output shaft speed. This indicates the wheel speed reduction ratio.

[0032] (3) Optionally, the conditions for ECU intervention are determined, including: if at least one non-drive wheel speed is valid, both drive wheel speeds are invalid, and the output shaft speed is valid, then the first relative slip between the drive wheel and the non-drive wheel is calculated based on the travel direction wheel speed and the output shaft speed; if the first relative slip is determined to be greater than the first inter-axle speed difference threshold and satisfies 2 × travel direction wheel speed If the first mechanical protection threshold is met, the ECU intervention condition is determined; correspondingly, if the ECU exit condition is met, including: if the first relative slip is determined to be less than the second inter-axle speed difference threshold or if the wheel speed is 2 × the travel direction wheel speed, then the ECU intervention condition is determined to be met. The third mechanical protection threshold determines whether the ECU exit condition has been met.

[0033] The first inter-axle speed difference threshold is the ECU intervention trigger threshold when both drive wheels fail, and the setting range is 100~140 RPM. The second inter-axle speed difference threshold is the ECU exit trigger threshold when both drive wheels fail, and the setting range is 60~105 RPM. The second inter-axle speed difference threshold can be less than the first inter-axle speed difference threshold.

[0034] Optionally, the existence of at least one valid non-driving wheel speed includes two cases. The first case is that one non-driving wheel speed is valid and the other is invalid. In this case, the steering wheel angle and the valid non-driving wheel speed can be obtained, and the non-driving wheel speed in the direction of travel can be obtained by looking up a table, thus determining the wheel speed in the direction of travel. The second case is that both non-driving wheel speeds are valid. In this case, the average value of the two non-driving wheel speeds can be determined as the wheel speed in the direction of travel.

[0035] For example, based on the wheel speed in the direction of travel and the output shaft speed, it can be determined using the following formula. The first relative slip between the drive wheel and the non-drive wheel is calculated. ,in, Indicates the output shaft speed. This indicates the wheel speed reduction ratio. Indicates the wheel speed in the direction of travel.

[0036] (4) Optionally, determining that the ECU intervention conditions are met includes: if at least one non-drive wheel has a valid speed, and one drive wheel has a valid speed while the output shaft speed is invalid, then determining the second wheel speed difference between the travel direction wheel speed and the valid drive wheel speed; if the absolute value of the second wheel speed difference is greater than the first mechanical protection threshold, then determining that the ECU intervention conditions are met; correspondingly, detecting that the ECU exit conditions are met includes: if the absolute value of the second wheel speed difference is less than the third mechanical protection threshold, then determining that the ECU exit conditions are met.

[0037] The third mechanical protection threshold is the threshold used to determine exit when there is an invalid drive wheel speed. The third mechanical protection threshold is less than the first mechanical protection threshold and is greater than or equal to the second mechanical protection threshold.

[0038] Optionally, the existence of at least one valid non-driving wheel speed includes two cases. The first case is that one non-driving wheel speed is valid and the other is invalid. In this case, the steering wheel angle and the valid non-driving wheel speed can be obtained, and the non-driving wheel speed in the direction of travel can be obtained by looking up a table, thus determining the wheel speed in the direction of travel. The second case is that both non-driving wheel speeds are valid. In this case, the average value of the two non-driving wheel speeds can be determined as the wheel speed in the direction of travel.

[0039] (5) Optionally, determine the conditions for ECU intervention, including: if at least one non-drive wheel speed is valid, both drive wheel speeds are invalid, and the output shaft speed is invalid, then determine the wheel speed in the direction of travel, and calculate the output shaft speed based on the in-gear motor speed and gear ratio; determine the second relative slip based on the wheel speed in the direction of travel and the calculated output shaft speed; if the second relative slip is determined to be greater than the first inter-axle speed difference threshold and satisfies 2 × wheel speed in the direction of travel. If the first mechanical protection threshold is reached, the ECU intervention condition is determined to be met; correspondingly, if the ECU exit condition is detected, including: if the second relative slip is determined to be less than the second inter-axle speed difference threshold or if the wheel speed is 2 × the travel direction wheel speed, then the ECU intervention condition is determined to be met. The third mechanical protection threshold determines whether the ECU exit condition has been met.

[0040] Optionally, the existence of at least one valid non-driving wheel speed includes two cases. The first case is that one non-driving wheel speed is valid and the other is invalid. In this case, the steering wheel angle and the valid non-driving wheel speed can be obtained, and the non-driving wheel speed in the direction of travel can be obtained by looking up a table, thus determining the wheel speed in the direction of travel. The second case is that both non-driving wheel speeds are valid. In this case, the average value of the two non-driving wheel speeds can be determined as the wheel speed in the direction of travel.

[0041] Optionally, the ratio of the motor speed in gear to the gear ratio can be used as the converted output shaft speed. The second relative slip can be determined by the formula... It is confirmed that, among them, Indicates the second relative slip. This represents the converted output shaft speed. This indicates the wheel speed reduction ratio. Indicates the wheel speed in the direction of travel.

[0042] (6) Optionally, determining that the ECU intervention conditions are met includes: if there is a valid drive wheel speed, invalid non-drive wheel speeds and invalid output shaft speed, then calculate the output shaft speed based on the in-gear motor speed and gear ratio; determine the second failure speed on the drive wheel failure side based on the calculated output shaft speed and valid drive wheel speed; determine the second absolute value of the difference between the valid drive wheel speed and the second failure speed; if the second absolute value of the difference is greater than the first mechanical protection threshold, then determine that the ECU intervention conditions are met; correspondingly, detecting that the ECU exit conditions are met includes: if the second absolute value of the difference is less than the third mechanical protection threshold, then determine that the ECU exit conditions are met.

[0043] The third mechanical protection threshold is the threshold used to determine exit when there is an invalid drive wheel speed. The third mechanical protection threshold is less than the first mechanical protection threshold and is greater than or equal to the second mechanical protection threshold.

[0044] Optionally, the ratio of the in-gear motor speed to the gear ratio can be used as the converted output shaft speed. Further, based on the converted output shaft speed and the effective drive wheel speed, the output shaft speed can be determined using the formula... Determine the second failure speed on the side of the drive wheel failure. The absolute value of the second differential is determined based on the following formula. : ; in, This represents the converted output shaft speed. This indicates the wheel speed reduction ratio. Indicates the effective driving wheel speed. This indicates the second failure speed.

[0045] (7) Optionally, if the speeds of the non-drive wheels are all invalid, the speeds of both drive wheels are invalid, and the speed of the output shaft is invalid, the electronic control unit (ECU) will intervene to limit slip, thereby suppressing the motor torque and limiting the speed and torque of the vehicle. The monitoring of the ECU exit conditions will not be performed to protect the differential lock.

[0046] The technical solution of this invention, during vehicle operation, responds to a vehicle differential protection request by determining whether the driving wheel speed of the driving wheels, the non-driving wheel speed, and the output shaft speed are valid. There are two driving wheel speeds and two non-driving wheel speeds. Based on the validity determination, if the intervention conditions of the electronic control unit (ECU) are met, the ECU intervenes to limit slip and suppress motor torque. During ECU intervention, if the ECU exit conditions are detected, the ECU exits the limited slip control, and the electronic braking unit (EBS) performs differential control. This provides an inter-wheel limited slip protection scheme for an electric drive axle. By comprehensively analyzing the speeds of the driving wheels, non-driving wheels, and output shaft, the electronic control unit can intervene or exit torque suppression in a timely manner, maximizing the protection of the vehicle differential from damage.

[0047] Example 2 Figure 3 This is a structural block diagram of a vehicle differential protection device provided in an embodiment of the present invention. This embodiment is applicable to situations where the rotational speeds of the vehicle's drive wheels, non-drive wheels, and output shaft are comprehensively analyzed, and the electronic control unit intervenes or deactivates torque suppression in a timely manner to maximize the protection of the vehicle differential from damage. The vehicle differential protection device provided by the present invention can execute the vehicle differential protection method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing the method. This vehicle differential protection device can be implemented in hardware and / or software and configured in an electronic device with vehicle differential protection function, such as... Figure 3 As shown, the vehicle differential protection device may specifically include: The determination module 201 is used to determine whether the driving wheel speed of the vehicle's driving wheels, the non-driving speed of the non-driving wheels, and the output shaft speed are valid in response to a vehicle differential protection request during vehicle operation; the number of driving wheel speeds and non-driving speeds are both two. The intervention module 202 is used to, based on the result of the validity judgment, enable the ECU to intervene and limit slip, thereby suppressing the motor torque, when it is determined that the intervention conditions of the electronic control unit (ECU) are met. The control module 203 is used to, during the ECU intervention process, if the ECU exit condition is detected, cause the ECU to exit the limited slip and the electronic braking unit (EBS) to perform differential control.

[0048] The technical solution of this invention, during vehicle operation, responds to a vehicle differential protection request by determining whether the driving wheel speed of the driving wheels, the non-driving wheel speed, and the output shaft speed are valid. There are two driving wheel speeds and two non-driving wheel speeds. Based on the validity determination, if the intervention conditions of the electronic control unit (ECU) are met, the ECU intervenes to limit slip and suppress motor torque. During ECU intervention, if the ECU exit conditions are detected, the ECU exits the limited slip control, and the electronic braking unit (EBS) performs differential control. This provides an inter-wheel limited slip protection scheme for an electric drive axle. By comprehensively analyzing the speeds of the driving wheels, non-driving wheels, and output shaft, the electronic control unit can intervene or exit torque suppression in a timely manner, maximizing the protection of the vehicle differential from damage.

[0049] Furthermore, the intervention module 202 is specifically used for: If both drive wheel speeds are valid, differential control is first performed based on EBS, and the speed difference between the first wheel is determined. The speed difference between the first wheel is then monitored to see if it is greater than the first mechanical protection threshold. If the speed difference between the first wheels is detected to be greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are determined to be met. Accordingly, the control module 203 is specifically used for: During ECU intervention, monitor whether the speed difference between the first wheels is less than the second mechanical protection threshold; If the speed difference between the first wheel and the second mechanical protection threshold is detected to be less than the second mechanical protection threshold, it is determined that the ECU exit condition has been met.

[0050] Furthermore, the intervention module 202 is specifically used for: If one drive wheel speed is valid, the other drive wheel speed is invalid, and the output shaft speed is valid, then the first failure speed on the side of the failed drive wheel is determined based on the output shaft speed and the valid drive wheel speed. Determine the absolute value of the first speed difference between the effective driving wheel speed and the first failure speed; If the absolute value of the first differential is greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the control module 203 is specifically used to: if the absolute value of the first differential is less than the third mechanical protection threshold, then determine that the ECU exit condition has been met.

[0051] Furthermore, the intervention module 202 is specifically used for: If at least one non-driving wheel has a valid speed, both driving wheels have invalid speeds, and the output shaft speed is valid, then the first relative slip between the driving wheels and the non-driving wheels is calculated based on the wheel speed in the direction of travel and the output shaft speed. If it is determined that the first relative slip is greater than the first inter-axle speed difference threshold and satisfies 2 × wheel speed in the direction of travel. The first mechanical protection threshold determines whether the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the control module 203 is specifically used to: if it is determined that the first relative slip is less than the second inter-axle speed difference threshold or satisfies 2 × the wheel speed in the direction of travel. The third mechanical protection threshold determines whether the ECU exit condition has been met.

[0052] Furthermore, the intervention module 202 is specifically used for: If at least one non-driving wheel has a valid speed, and there is a driving wheel with a valid speed but the output shaft speed is invalid, then determine the second inter-wheel speed difference between the traveling direction wheel speed and the valid driving wheel speed. If the absolute value of the speed difference between the second wheels is greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the control module 203 is specifically used to: if the absolute value of the speed difference between the second wheels is less than the third mechanical protection threshold, then determine that the ECU exit condition has been met.

[0053] Furthermore, the intervention module 202 is specifically used for: If at least one non-driving wheel has a valid speed, both driving wheels have invalid speeds, and the output shaft speed is invalid, then determine the wheel speed in the direction of travel, and calculate the output shaft speed based on the in-gear motor speed and gear ratio; determine the second relative slip based on the wheel speed in the direction of travel and the calculated output shaft speed. If it is determined that the second relative slip is greater than the first inter-axle speed difference threshold and satisfies 2 × wheel speed in the direction of travel. The first mechanical protection threshold determines whether the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the control module 203 is specifically used to: if it is determined that the second relative slip is less than the second inter-axle speed difference threshold or satisfies 2 × the wheel speed in the direction of travel. The third mechanical protection threshold determines whether the ECU exit condition has been met.

[0054] Furthermore, the intervention module 202 is specifically used for: If there is a valid drive wheel speed, invalid non-drive wheel speeds, and invalid output shaft speed, then the output shaft speed is calculated based on the in-gear motor speed and gear ratio. Determine the second failure speed on the drive wheel failure side based on the calculated output shaft speed and effective drive wheel speed; determine the second absolute value of the speed difference between the effective drive wheel speed and the second failure speed. If the absolute value of the second differential is greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the control module 203 is specifically used to: if the absolute value of the second differential is less than the third mechanical protection threshold, then determine that the ECU exit condition has been met.

[0055] Example 3 Figure 4 This is a schematic diagram of the structure of the electronic device provided in an embodiment of the present invention. Figure 4 A schematic diagram of an electronic device 10, which can be used to implement embodiments of the present invention, is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, wearable devices (e.g., helmets, glasses, watches, etc.), and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0056] like Figure 4 As shown, the electronic device 10 includes at least one processor 11 and a memory, such as a read-only memory 12 or a random access memory 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the read-only memory 12 or loaded from storage unit 18 into the random access memory 13. The random access memory 13 may also store various programs and data required for the operation of the electronic device 10. The processor 11, read-only memory 12, and random access memory 13 are interconnected via a bus 14. An input / output interface 15 is also connected to the bus 14.

[0057] Multiple components in electronic device 10 are connected to input / output 15, including: input unit 16, such as a keyboard, mouse, etc.; output unit 17, such as various types of displays, speakers, etc.; storage unit 18, such as a disk, optical disk, etc.; and communication unit 19, such as a network card, modem, wireless transceiver, etc. Communication unit 19 allows electronic device 10 to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0058] Processor 11 can be a variety of general-purpose and / or special-purpose processing components with processing and computing capabilities. Some examples of processor 11 include, but are not limited to, central processing units, graphics processing units, various special-purpose artificial intelligence computing chips, various processors running machine learning model algorithms, digital signal processors, and any suitable processor, controller, microcontroller, etc. Processor 11 performs the various methods and processes described above, such as vehicle differential protection methods.

[0059] In some embodiments, the vehicle differential protection method may be implemented as a computer program tangibly contained in a computer-readable storage medium, such as storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on electronic device 10 via read-only memory 12 and / or communication unit 19. When the computer program is loaded into random access memory 13 and executed by processor 11, one or more steps of the vehicle differential protection method described above may be performed. Alternatively, in other embodiments, processor 11 may be configured to perform the vehicle differential protection method by any other suitable means (e.g., by means of firmware).

[0060] Various embodiments of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field-programmable gate arrays, application-specific integrated circuits (ASICs), application-specific standard products (ASICs), system-on-a-chip (SoCs), complex programmable logic devices (PLCs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0061] Computer programs used to implement the methods of the present invention can be written in any combination of one or more programming languages. These computer programs can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs can be executed entirely on a machine, partially on a machine, as a standalone software package partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

[0062] In the context of this invention, a computer-readable storage medium can be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, apparatus, or device. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory, read-only memory, erasable programmable read-only memory, optical fibers, portable compact disk read-only memory, optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0063] To provide interaction with a user, the systems and techniques described herein can be implemented on an electronic device having: a display device (e.g., a cathode ray tube or liquid crystal display) for displaying information to the user; and a keyboard and pointing device (e.g., a mouse or trackball) through which the user provides input to the electronic device. Other types of devices can also be used to provide interaction with the user; for example, feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user can be received in any form (e.g., voice input, speech input, or tactile input).

[0064] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0065] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a host product within the cloud computing service system to address the shortcomings of traditional physical hosts and virtual reality services, such as high management difficulty and weak business scalability.

[0066] In one embodiment, the present invention further includes a computer program product, which includes a computer program that, when executed by a processor, implements the vehicle differential protection method of any embodiment of the present invention.

[0067] In the implementation of a computer program product, computer program code for performing the operations of this invention can be written in one or more programming languages ​​or a combination thereof. Programming languages ​​include object-oriented programming languages ​​as well as conventional procedural programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving remote computers, the remote computer can be connected to the user's computer via any type of network—including local area networks (LANs) or wide area networks (WANs), or it can be connected to an external computer (e.g., via the Internet using an Internet service provider).

[0068] It should be understood that the various processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein. The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for protecting a vehicle differential, characterized in that, include: During vehicle operation, in response to a vehicle differential protection request, the validity of the driving wheel speed of the driving wheels, the non-driving speed of the non-driving wheels, and the output shaft speed are determined respectively; there are two driving wheel speeds and two non-driving speeds. Based on the result of the effective judgment, if it is determined that the conditions for intervention of the electronic control unit (ECU) are met, the ECU will intervene to limit slip and suppress motor torque. If the ECU exit condition is detected during ECU intervention, the ECU will exit the limited slip control, and the electronic braking unit (EBS) will perform differential control.

2. The method according to claim 1, characterized in that, The conditions for ECU intervention must be met, including: If both drive wheel speeds are valid, differential control is first performed based on EBS, and the speed difference between the first wheel is determined. The speed difference between the first wheel is then monitored to see if it is greater than the first mechanical protection threshold. If the speed difference between the first wheels is detected to be greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are determined to be met. Accordingly, the detection of ECU exit conditions includes: During ECU intervention, monitor whether the speed difference between the first wheels is less than the second mechanical protection threshold; If the speed difference between the first wheel and the second mechanical protection threshold is detected to be less than the second mechanical protection threshold, it is determined that the ECU exit condition has been met.

3. The method according to claim 1, characterized in that, The conditions for ECU intervention must be met, including: If one drive wheel speed is valid, the other drive wheel speed is invalid, and the output shaft speed is valid, then the first failure speed on the side of the failed drive wheel is determined based on the output shaft speed and the valid drive wheel speed. Determine the absolute value of the first speed difference between the effective driving wheel speed and the first failure speed; If the absolute value of the first differential is greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are met. Correspondingly, if the ECU exit conditions are detected, including if the absolute value of the first differential is less than the third mechanical protection threshold, then it is determined that the ECU exit conditions are detected.

4. The method according to claim 1, characterized in that, The conditions for ECU intervention must be met, including: If at least one non-driving wheel has a valid speed, both driving wheels have invalid speeds, and the output shaft speed is valid, then the first relative slip between the driving wheels and the non-driving wheels is calculated based on the wheel speed in the direction of travel and the output shaft speed. If it is determined that the first relative slip is greater than the first inter-axle speed difference threshold and satisfies 2 × wheel speed in the direction of travel. The first mechanical protection threshold determines whether the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the ECU exit conditions are detected, including: if the first relative slip is determined to be less than the second inter-axle speed difference threshold or if the wheel speed is 2 × the direction of travel. The third mechanical protection threshold determines whether the ECU exit condition has been met.

5. The method according to claim 1, characterized in that, The conditions for ECU intervention must be met, including: If at least one non-driving wheel has a valid speed, and there is a driving wheel with a valid speed but the output shaft speed is invalid, then determine the second inter-wheel speed difference between the traveling direction wheel speed and the valid driving wheel speed. If the absolute value of the speed difference between the second wheels is greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are met. Correspondingly, if the ECU exit conditions are detected, including if the absolute value of the speed difference between the second wheels is less than the third mechanical protection threshold, then it is determined that the ECU exit conditions are detected.

6. The method according to claim 1, characterized in that, The conditions for ECU intervention must be met, including: If at least one non-driving wheel has a valid speed, both driving wheels have invalid speeds, and the output shaft speed is invalid, then determine the wheel speed in the direction of travel, and calculate the output shaft speed based on the in-gear motor speed and gear ratio; determine the second relative slip based on the wheel speed in the direction of travel and the calculated output shaft speed. If it is determined that the second relative slip is greater than the first inter-axle speed difference threshold and satisfies 2 × wheel speed in the direction of travel. The first mechanical protection threshold determines whether the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the detection of ECU exit conditions includes: If it is determined that the second relative slip is less than the second inter-axle speed difference threshold or satisfies 2 × wheel speed in the direction of travel. The third mechanical protection threshold determines whether the ECU exit condition has been met.

7. The method according to claim 1, characterized in that, The conditions for ECU intervention must be met, including: If there is a valid drive wheel speed, invalid non-drive wheel speeds, and invalid output shaft speed, then the output shaft speed is calculated based on the in-gear motor speed and gear ratio. Determine the second failure speed on the drive wheel failure side based on the calculated output shaft speed and effective drive wheel speed; determine the second absolute value of the speed difference between the effective drive wheel speed and the second failure speed. If the absolute value of the second differential is greater than the first mechanical protection threshold, then the conditions for intervention by the electronic control unit (ECU) are met. Accordingly, the detection of ECU exit conditions includes: If the absolute value of the second differential is less than the third mechanical protection threshold, then it is determined that the ECU exit condition has been met.

8. A vehicle differential protection device, characterized in that, include: The determination module is used to determine whether the driving wheel speed of the vehicle's drive wheels, the non-driving speed of the non-drive wheels, and the output shaft speed are valid in response to a vehicle differential protection request during vehicle operation; the number of driving wheel speeds and non-driving speeds are both two. The intervention module is used to, based on the validity judgment result, enable the ECU to intervene and limit slip, thereby suppressing motor torque, when it is determined that the intervention conditions of the electronic control unit (ECU) are met. The control module is used to, during the ECU intervention process, if the ECU exit condition is detected, cause the ECU to exit the limited slip and the electronic braking unit (EBS) to perform differential control.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions that, when executed by a processor, implement the vehicle differential protection method according to any one of claims 1-7.

10. A computer program product, characterized in that, The computer program product includes a computer program that, when executed by a processor, implements the vehicle differential protection method according to any one of claims 1-7.

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