Differential protection method, electronic device and vehicle

Abstract

The application provides a differential protection method, an electronic device and a vehicle. The method comprises the following steps: acquiring first vehicle data used to represent a wheel speed difference of wheels on both sides of a drive axle where the differential is located and second vehicle data used to represent an operating parameter of a power source; determining an operating condition of the differential according to the first vehicle data; when the operating condition is an abnormal condition, determining a risk coefficient of the differential according to the first vehicle data and the second vehicle data; and protecting the differential when the risk coefficient is greater than a preset trigger coefficient. The application can avoid the problem that the differential is protected only according to the first vehicle data used to represent the wheel speed difference of the wheels on both sides of the drive axle where the differential is located, and the intervention for protecting the differential is rough. The accuracy of protecting the differential is improved, and the actual torque requirement of the vehicle is facilitated, and the user experience is improved.

Description

Technical Field

[0001] This application relates to the field of differential technology, and in particular to a differential protection method, electronic equipment, and vehicle. Background Technology

[0002] Currently, the protection of differentials usually involves implementing torque control when the wheel speed difference reaches a certain value. However, this method is rather crude and does not identify the specific operating conditions of the differential before implementing torque control, which is not conducive to the actual torque needs of the vehicle. Summary of the Invention

[0003] In view of this, the purpose of this application is to propose a differential protection method, electronic equipment and vehicle to solve the technical problem of the relatively crude differential protection.

[0004] To achieve the above objectives, this application provides a differential protection method, comprising:

[0005] Acquire data for the first vehicle and the second vehicle; The operating conditions of the differential are determined based on the first vehicle data. In response to determining that the operating condition is an abnormal operating condition, the risk coefficient of the differential is determined based on the first vehicle data and the second vehicle data, so as to protect the differential when the risk coefficient is greater than a preset trigger coefficient. The first vehicle data is used to characterize at least the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and the second vehicle data is used to characterize at least the operating parameters of the power source.

[0006] Based on the same inventive concept, this application 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.

[0007] Based on the same inventive concept, this application also provides a vehicle, including the vehicle described above.

[0008] As can be seen from the above, the differential protection method, electronic device, and vehicle provided in this application involve acquiring at least first vehicle data characterizing the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and at least second vehicle data characterizing the operating parameters of the power source. The method determines the operating condition of the differential based on the first vehicle data, and when the operating condition is abnormal, it determines the risk coefficient of the differential based on the first and second vehicle data. When the risk coefficient exceeds a preset trigger coefficient, the differential is protected. This application can determine the risk coefficient based on the first and second vehicle data when an abnormal operating condition is identified, and then determine whether differential protection is needed based on the risk coefficient. This avoids the problem of a coarse intervention in differential protection caused by relying solely on the first vehicle data characterizing the wheel speed difference between the wheels on both sides of the drive axle where the differential is located. This improves the accuracy of differential protection, which is beneficial to the actual torque requirements of the vehicle and enhances the user experience. Attached Figure Description

[0009] 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.

[0010] Figure 1 This is a schematic diagram of the connection structure between the drive axle and the left and right half-shafts. Figure 2 This is a schematic diagram of the differential in the drive axle; Figure 3 This is a flowchart illustrating a differential protection method according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a differential protection device according to an embodiment of this application; Figure 5 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application.

[0011] In the diagram: 1. Drive axle; 11. Differential; 111. Large gear; 1111. Mounting arm; 112. Planetary gear; 1121. Slotted shaft; 113. Side gear; 121. Output gear; 2. Half shaft; 21. Left half shaft; 22. Right half shaft. Detailed Implementation

[0012] 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.

[0013] 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.

[0014] In the vehicle, reference Figure 1 The drive axle 1 is connected to the left half-shaft 21 and the right half-shaft 22 (or left and right half-shafts) respectively. The ends of the left and right half-shafts are connected to the corresponding wheels respectively, and the drive axle 1 outputs driving force to the left and right wheels.

[0015] A differential 11 is provided inside the drive axle 1, for reference. Figure 2 The differential 11 includes a large gear 111, a planetary gear 112, and two side gears 113. The large gear 111, planetary gear 112, and side gears 113 are interconnected and can rotate relative to each other, each rotating around its respective axis. The planetary gear 112 is mounted on a mounting arm 1111 on the surface of the large gear 111 via a slotted shaft 1121, and rotates with the large gear 111 around the central axis of the differential 11 (or the axis of the half-shaft 2). It also rotates on its own axis around the slotted shaft 1121, thus forming a differential transmission structure together with the side gears 113. The two side gears 113 of the differential 11 are respectively connected to the left half-shaft 212 and the right half-shaft 222, used to distribute power to the left and right wheels.

[0016] The large gear 111 also meshes with the output gear 121 from the reducer / drive mechanism. The output gear 121 can receive and output power from the vehicle power source (such as an engine or motor), thereby driving the large gear 111 to rotate so as to transmit the output power of the drive motor to the differential 11.

[0017] During vehicle operation, when the vehicle is traveling in a straight line, the planetary gear 112 rotates around the central axis of the differential 11 along with the large gear 111, but does not rotate around the slotted shaft 1121. The rotational speeds transmitted by the left and right half-shafts are the same, resulting in the same wheel speed for the left and right wheels. When the vehicle is turning, the planetary gear 112 rotates around the central axis of the differential 11 along with the large gear 111, but also rotates around the slotted shaft 1121. The rotational speeds transmitted by the left and right half-shafts are different, resulting in different wheel speeds for the left and right wheels, creating a wheel speed difference. During normal turning, this wheel speed difference will not cause the differential to be in a dangerous state of high off-center load and high alternating stress, thus preventing differential wear or slotted shaft breakage and failure.

[0018] When a vehicle encounters extreme conditions during driving (such as slippage of one wheel), the wheel speed difference is much larger than that during normal turning, which may cause the differential to be in a dangerous state of high off-center load and high alternating stress, leading to differential wear or failure of the slotted shaft.

[0019] Currently, the method of protecting the differential based on wheel speed difference involves comparing the wheel speed difference with a fixed value and then implementing torque control when the wheel speed difference reaches that value. This method is rather crude and prone to false triggering, which can negatively impact the driver's experience.

[0020] Based on this, this application proposes a differential protection method, electronic device, and vehicle to improve the accuracy of differential protection, avoid accidental triggering of differential protection, and improve user experience.

[0021] The embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0022] In some embodiments, this application provides a differential protection method applied to a vehicle controller, such as... Figure 3 As shown, the method includes: Step S101: Obtain first vehicle data and second vehicle data, wherein the first vehicle data is used at least to characterize the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and the second vehicle data is used at least to characterize the operating parameters of the power source.

[0023] Specifically, the first vehicle data includes the wheel speeds of the left and right wheels connected to the left and right half-axles of the vehicle's drive axle and the vehicle's yaw rate. The wheel speeds of the left and right wheels are used to characterize the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and the vehicle yaw rate is used to characterize the vehicle's steering speed. Based on the vehicle yaw rate, the ideal wheel speed difference of the vehicle under this steering condition can be determined, thus avoiding the problem of using a fixed wheel speed difference to judge whether the vehicle's wheel speed difference is abnormal and whether the differential needs protection under different steering conditions. This helps to improve the accuracy of differential protection.

[0024] The second vehicle data includes the power source output speed and power source output torque, which characterize the operating parameters of the power source, as well as the vehicle's longitudinal speed. The power source is a power source connected to the vehicle's drive axle (such as a motor or engine). By using the first and second vehicle data, the difference between the vehicle's actual longitudinal speed (i.e., the vehicle's longitudinal speed) and its theoretical longitudinal speed, as well as the difference between the vehicle's actual longitudinal acceleration and its theoretical longitudinal acceleration, can be determined. This difference can characterize the vehicle's actual driving conditions. If the difference is too large (i.e., the vehicle's theoretical data deviates significantly from the actual data), it indicates that the vehicle may be in a situation that could lead to differential failure. The risk coefficient of the differential is determined by this difference, that is, the actual stress state of the differential's sprocket is represented by the risk coefficient. Based on the relationship between the risk coefficient and the preset trigger coefficient, it is determined whether to protect the differential, further improving the accuracy of differential protection.

[0025] The vehicle controller acquires the wheel speeds of the left and right wheels through wheel speed sensors fixed to the left and right wheels. It acquires the vehicle's yaw rate through a gyroscope (or an inertial measurement unit containing a gyroscope) built into the vehicle, or by reading the yaw rate signal via the CAN bus. Similarly, it acquires the vehicle's longitudinal speed by reading the longitudinal speed signal via the vehicle's CAN bus, or by using a vehicle speed observer built into the vehicle for real-time estimation. This speed observer utilizes the torque of the vehicle's power source and the vehicle's dynamics model, employing a Luneburger observer to estimate the longitudinal speed. The power source's output speed and torque are acquired in real-time by the vehicle controller monitoring the power source. When the power source connected to the drive axle is a motor, the vehicle controller monitors the motor's output signal.

[0026] Step S102: Determine the operating condition of the differential based on the first vehicle data.

[0027] Specifically, based on the left and right wheel speeds of the first vehicle data, the wheel speed difference between the left and right wheels connected to the differential at the current moment and the abnormal threshold of the differential at the current moment are determined. Based on the vehicle yaw rate of the first vehicle data, the ideal wheel speed difference of the vehicle at the current moment is determined. The relationship between the absolute value of the difference between this wheel speed difference and the ideal wheel speed difference and the abnormal threshold is used to determine whether the differential's operating condition is abnormal. When the absolute value of the difference between the wheel speed difference and the ideal wheel speed difference is greater than the abnormal threshold, and this state is maintained for a corresponding duration, the differential's operating condition is determined to be abnormal, and torque intervention may be necessary to protect the differential. The abnormal operating condition indicates a condition where the differential is continuously in an abnormal wheel speed difference state, which may lead to differential failure.

[0028] Step S103: In response to determining that the operating condition is an abnormal operating condition, the risk coefficient of the differential is determined based on the first vehicle data and the second vehicle data, so as to protect the differential when the risk coefficient is greater than a preset trigger coefficient.

[0029] Specifically, when the differential's operating condition is determined to be abnormal, a risk coefficient for the differential is determined based on the first vehicle data and the second vehicle data. The relationship between this risk coefficient and a preset trigger coefficient is then used to determine whether to protect the differential, i.e., whether to implement torque control to prevent the differential's sprocket from failing. The preset trigger coefficient is a calibrated value representing the critical value at which the differential needs protection.

[0030] For example, the preset trigger coefficient is 0.6.

[0031] More specifically, the deviation between the actual longitudinal acceleration and actual longitudinal speed of the vehicle and the theoretical longitudinal acceleration and theoretical longitudinal speed of the vehicle is determined based on the first vehicle data and the second vehicle data. The risk coefficient is obtained by correcting the deviation and the corresponding correction coefficient. The risk coefficient can represent the probability of the differential's first pivot failure at that moment, and can also represent the urgency of protecting the differential. When the risk coefficient is less than the preset trigger coefficient, the probability of the differential's first pivot failure is low, and no protection is provided for the differential. When the risk coefficient is greater than the preset trigger coefficient, the probability of the differential's first pivot failure is high, and the differential is protected.

[0032] It should be noted that the first vehicle data and the second vehicle data are acquired simultaneously, corresponding to vehicle data at the same time. When the differential's operating condition is determined to be abnormal based on the first vehicle data, the risk coefficient of the differential is determined based on the first vehicle data and the second vehicle data.

[0033] In addition, the vehicle controller acquires the first vehicle data and the second vehicle data at a preset period. It acquires and evaluates the differential's operating condition in real time according to the preset period to achieve real-time monitoring of the differential. This enables timely determination of the differential's risk factor and timely protection of the differential, which can greatly reduce the probability of differential failure and improve the practicality of the method.

[0034] It should be noted that by determining the operating condition of the differential based on the first vehicle data, a first-level judgment on whether to protect the differential can be completed, thus achieving a preliminary assessment of the differential. By determining the risk coefficient of the differential based on the first vehicle data and the second vehicle data, a second-level judgment on whether to protect the differential can be completed, thus achieving a final assessment of the differential. This two-level judgment can improve the accuracy of the differential assessment, thereby reducing the probability of false triggering of differential protection and improving the user experience.

[0035] In this embodiment, by acquiring at least first vehicle data characterizing the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and at least second vehicle data characterizing the operating parameters of the power source, the operating condition of the differential is determined based on the first vehicle data. When the operating condition is abnormal, the risk coefficient of the differential is determined based on the first and second vehicle data. When the risk coefficient is greater than a preset trigger coefficient, the differential is protected. This application can determine the risk coefficient based on the first and second vehicle data when the operating condition is identified as abnormal, and determine whether the differential needs to be protected based on the risk coefficient. This avoids the problem of a coarse intervention in protecting the differential caused by judging whether to protect the differential solely based on the first vehicle data characterizing the wheel speed difference between the wheels on both sides of the drive axle where the differential is located. This improves the accuracy of differential protection, which is beneficial to the actual torque requirements of the vehicle and enhances the user experience.

[0036] In some embodiments, step S103: protecting the differential includes: Step S201: Determine the protection torque based on the risk coefficient, and determine the smaller value between the requested torque and the protection torque as the output torque to provide first protection for the differential.

[0037] Specifically, when the risk coefficient is determined to be greater than the preset trigger coefficient, protection for the differential is initiated. This protection involves reducing torque. The specific reduction in torque of the drive axle containing the differential is determined by the smaller of the requested torque and the protection torque. The process of determining the protection torque based on the risk coefficient involves: determining a torque attenuation coefficient based on the risk coefficient (by identifying a torque attenuation coefficient matching the risk coefficient in a pre-stored map table); determining the protection torque based on this torque attenuation coefficient and the rated torque of the power source corresponding to the drive axle; and selecting the smaller of the requested torque and the protection torque as the output torque to avoid a situation where the output torque of the power source exceeds the protection torque. By determining the protection torque, the output torque of the power source is limited to prevent excessive output torque from causing the differential's sprocket to fail, thus protecting the differential.

[0038] It should be noted that the first protection for the differential involves determining the smaller value between the protection torque and the requested torque as the output torque of the power source. This first protection enables instantaneous protection of the differential; that is, at the next moment when the risk coefficient is detected to be greater than the preset trigger coefficient, the output torque of the power source is limited to prevent the risk coefficient from exceeding the preset trigger coefficient at that next moment, thus achieving instantaneous protection for the differential. If the risk coefficient is less than the preset trigger coefficient at that next moment, it indicates that effective protection of the differential has been achieved.

[0039] In step S202, in response to determining that the first protection of the differential has reached a first preset duration, and the risk coefficient is still greater than or equal to the preset upper limit coefficient within the first preset duration, the protection torque is re-determined based on the risk coefficient at the current moment, the peak torque is determined based on the risk coefficient at the current moment and the second vehicle data, and the smaller value among the requested torque, the peak torque and the re-determined protection torque is determined as the output torque to provide the second protection of the differential; wherein, the preset trigger coefficient is less than the preset upper limit coefficient.

[0040] Specifically, the first preset duration is a calibration value, which can be 1 second. The preset upper limit coefficient is a calibration value, which can be 0.8. The preset upper limit coefficient is used to characterize the risk coefficient when the differential is overloaded. When the risk coefficient is greater than or equal to the preset upper limit coefficient, it indicates that the urgency of protecting the differential is high. If the risk coefficient remains greater than or equal to the preset upper limit coefficient for the first preset duration, it indicates that the protection effect of the first protection on the differential is small, and the torque output capability of the power source connected to the differential needs to be limited. That is, by executing the second protection, the protection effect on the differential can be further improved.

[0041] The second protection is based on the first protection, superimposed with the peak torque, to determine the smaller value among the peak torque, the protection torque, and the requested torque as the output torque of the power source, thereby achieving multiple limitations on the output torque of the power source. The protection torque is determined based on the risk coefficient when the duration of executing the first protection reaches the first preset duration, i.e., the risk coefficient when re-determining the protection torque. The peak torque is also determined based on the risk coefficient when the duration of executing the first protection reaches the first preset duration. After determining the peak torque of the power source, the maximum output torque of the power source is set as the peak torque. The peak torque represents the torque capability of the power source, which can prevent the output torque of the power source from exceeding the peak torque.

[0042] It should be noted that when the risk coefficient is determined to be greater than or equal to the preset upper limit coefficient, and the differential is given first protection, timing is started to determine the duration of the first protection of the differential. Within this duration, the risk coefficient at different times is determined. If the risk coefficient is greater than or equal to the preset upper limit coefficient within the first preset duration, the first protection of the differential is determined to be useless. Based on the risk coefficient corresponding to the first preset duration and the second vehicle data, the peak torque and protection torque of the power source are determined to achieve the second protection of the differential.

[0043] For example, if the first preset duration is 1 second, and the risk coefficient determined based on the first vehicle data and the second vehicle data obtained at 1:00:00 is greater than the preset upper limit coefficient, then it is determined that the differential should be protected first. In this case, 1:00:00 is the timing reference point. Then, the risk coefficient for the next moment is determined based on the first vehicle data and the second vehicle data obtained at the next moment. If the risk coefficient is greater than the preset upper limit coefficient during the period from 1:00:00 to 1:00:01, then it is determined that the differential should be protected second at 1:00:01.

[0044] It should be noted that if the risk coefficient is greater than or equal to the preset upper limit coefficient, it indicates that the differential has a higher risk level and a higher probability of failure. If only the first protection is applied to the differential, and the risk coefficient remains greater than or equal to the preset upper limit coefficient within the first preset time period, then the differential needs to be protected secondarily to quickly reduce torque and thus rapidly lower the risk coefficient. If the risk coefficient is greater than the preset trigger coefficient but less than the preset upper limit coefficient, it indicates that the differential has a moderate risk level and a moderate probability of failure. In this case, the differential needs to be protected firstly to reduce torque and thus lower the risk coefficient. Applying the second protection to the differential indicates a higher level of urgency, while applying the first protection indicates a moderate level of urgency.

[0045] In this embodiment, when protecting the differential, the protection torque is determined based on the risk coefficient, and the smaller value between the requested torque and the protection torque is selected as the output torque to achieve the first protection of the differential. When the risk coefficient is determined to be greater than or equal to the preset upper limit coefficient, and the first protection of the differential reaches the first preset duration, the protection torque is re-determined based on the risk coefficient at the current moment, and the peak torque is determined based on the risk coefficient at the current moment and the second vehicle data. The smaller value between the requested torque, the peak torque, and the updated protection torque is selected as the output torque to achieve the second protection of the differential. This realizes two ways to protect the differential, avoiding a single protection method, which is beneficial to improving the protection effect of the differential and improving the practicality of the method.

[0046] In some embodiments, the method further includes: Step S301: In response to determining that during the first protection of the differential, the risk factor decreases to below a first release threshold, the first protection of the differential is stopped.

[0047] Specifically, during the first protection of the differential, the vehicle controller acquires the first vehicle data and the second vehicle data to determine the risk coefficient. If the risk coefficient decreases from being greater than the preset trigger coefficient to being lower than the first release threshold, it is determined that the differential has returned to normal operating conditions, that is, the first protection of the differential is stopped.

[0048] The first release threshold is a calibrated value. The first release threshold is less than the preset trigger coefficient to improve the redundancy of ending the first protection and avoid the situation where the risk coefficient recovers to a value greater than the preset trigger coefficient after the first protection is stopped, thus causing the first protection to be executed repeatedly.

[0049] For example, the preset trigger coefficient is 0.6, and the first release threshold is 0.4.

[0050] Step S302: In response to determining that during the second protection of the differential, the risk factor decreases to below the second release threshold, the second protection of the differential is stopped; wherein the first release threshold is greater than the second release threshold.

[0051] Specifically, during the second protection of the differential, the vehicle controller acquires the first vehicle data and the second vehicle data to determine the risk coefficient. If the risk coefficient decreases from being greater than the preset upper limit coefficient to being lower than the second release threshold, it is determined that the differential has returned to normal operating conditions, that is, the second protection of the differential is stopped.

[0052] The second release threshold is a calibration value. The second release threshold is less than the preset trigger coefficient and less than the first release threshold, so as to improve the redundancy of ending the second protection and avoid the situation where the risk coefficient recovers to a value greater than the preset trigger coefficient after the second protection is stopped, causing the first protection to be executed again.

[0053] For example, the second release threshold is 0.3, the preset trigger coefficient is 0.6, the first release threshold is 0.4, and the preset upper limit coefficient is 0.8.

[0054] In this embodiment, during the first protection of the differential, if the risk coefficient is lower than the first release threshold, the first protection is stopped. During the second protection of the differential, if the risk coefficient is lower than the second release threshold, the second protection is stopped. By limiting the stopping conditions of the first and second protections, it is possible to avoid the situation where the first or second protection is stopped and then resumed. This is beneficial to improving the redundancy of the first and second protections and enhancing the protection effect of the first and second protections on the differential.

[0055] In some embodiments, the first vehicle data includes left wheel speed and right wheel speed, and the second vehicle data includes vehicle longitudinal speed, power source output torque, and power source output speed. In step S103, determining the risk coefficient of the differential based on the first vehicle data and the second vehicle data includes: Step S401: Determine the vehicle speed at the current moment based on the left wheel speed and right wheel speed at the current moment.

[0056] Specifically, the average of the left wheel speed and the right wheel speed in the first vehicle data at the current moment is calculated, and this average value is the vehicle speed at the current moment.

[0057] For example, ,in, For vehicle speed, For left wheel speed, This refers to the speed of the right wheel.

[0058] Step S402: Determine the theoretical longitudinal acceleration of the vehicle at the current moment based on the output torque of the power source and the vehicle speed at the current moment.

[0059] Specifically, the vehicle's driving resistance can be calculated based on the vehicle's current speed. Then, based on the driving resistance and the power source's output torque at the current moment, the vehicle's theoretical longitudinal acceleration under that driving resistance can be calculated.

[0060] More specifically, when calculating the driving resistance, the driving resistance includes rolling resistance and air resistance. The driving resistance is the sum of rolling resistance and air resistance, and is calculated according to the calculation formulas for rolling resistance and air resistance, as well as the vehicle speed and pre-calibrated parameters.

[0061] in, The formula for calculating rolling resistance is: , The rolling resistance coefficient, For vehicle quality, This is the acceleration due to gravity.

[0062] The formula for calculating air resistance is: , air density, This is the drag coefficient. For windward area, For vehicle speed.

[0063] Vehicle quality drag coefficient Windward area For vehicle calibration parameters (official parameters for each vehicle), rolling resistance coefficient and air density Using typical values, that is, It is 1.225 kg / m 3 , It is 0.015.

[0064] For example, vehicle mass =1600kg, drag coefficient =0.28, windward area =2.3m³, vehicle speed If it is 27.78 m / s, then , , .

[0065] More specifically, the theoretical longitudinal acceleration of the vehicle at the current moment is calculated based on the power source output torque, drive axle transmission ratio, transmission efficiency, tire bearing, vehicle mass, and driving resistance at the current moment. The calculation formula is as follows:

[0066] in, To output torque as a power source, For the drive axle transmission ratio, For transmission efficiency, For the tire radius, For driving resistance, For vehicle quality, This is the theoretical longitudinal acceleration of the vehicle.

[0067] Step S403: Determine the theoretical longitudinal speed of the vehicle at the current moment based on the output rotational speed of the power source.

[0068] Specifically, the theoretical longitudinal speed of the vehicle is calculated based on the output speed of the power source, the transmission ratio of the drive axle, and the tire radius. The calculation formula is as follows: ,in, The theoretical longitudinal speed of the vehicle, For the power source to output speed, For the drive axle transmission ratio, This is the tire radius.

[0069] Step S404: Determine the actual longitudinal acceleration of the vehicle at the current moment based on the vehicle's longitudinal velocity at the current moment and the vehicle's longitudinal velocity at the previous moment.

[0070] Specifically, the actual longitudinal acceleration of the vehicle at the current moment is calculated based on the vehicle's longitudinal velocity at the previous moment, the vehicle's longitudinal velocity at the current moment, and the time difference between the previous moment and the current moment. This method provides a high level of accuracy for obtaining the actual longitudinal acceleration of the vehicle, avoiding the problems of insufficient real-time performance and low accuracy caused by obtaining the actual longitudinal acceleration of the vehicle through a gyroscope.

[0071] For example, ,in, Let be the longitudinal speed of the vehicle at the current moment. The longitudinal velocity of the vehicle at the previous moment. The time difference between the current moment and the previous moment. This represents the vehicle's actual longitudinal acceleration.

[0072] Step S405: Determine the acceleration offset based on the vehicle's theoretical longitudinal acceleration and actual longitudinal acceleration at the current moment; Step S406: Determine the speed deviation based on the current longitudinal speed of the vehicle and the theoretical longitudinal speed of the vehicle; Step S407: Determine the risk factor of the differential based on the acceleration offset and the predetermined acceleration correction coefficient, and the speed offset and the pre-stored speed correction coefficient.

[0073] Specifically, the vehicle's longitudinal speed refers to the vehicle's actual longitudinal speed. The mechanical constraints of the differential determine the vehicle's theoretical longitudinal acceleration and actual longitudinal acceleration, as well as the deviation between the vehicle's theoretical longitudinal speed and actual longitudinal speed. This deviation directly corresponds to the degree of differential slippage, overload, and wear. The greater the deviation, the greater the risk of differential failure.

[0074] The difference between the theoretical longitudinal acceleration and the actual longitudinal acceleration of the vehicle represents the power loss and slippage within the differential. Normalizing this difference with the theoretical longitudinal acceleration eliminates the interference of a large difference between the theoretical and actual longitudinal acceleration under high power conditions, yielding the relative loss rate. This normalized value is the accelerator offset.

[0075] The difference between the theoretical longitudinal speed of the vehicle and the actual longitudinal speed reflects the degree of wheel speed difference exceeding the limit and the degree of unilateral wheel spin. Normalizing this difference with the vehicle's longitudinal speed can represent the vehicle's slip rate and degree of wheel spin, and can avoid the distortion of the normalized value when the vehicle is at low speed, which helps to improve the reliability of the risk coefficient. The normalized value is the speed deviation.

[0076] In other words, the evaluation object of vehicle longitudinal acceleration deviation is the power output utilization rate, based on the theoretical longitudinal acceleration, to see how much power is wasted, while the evaluation object of vehicle longitudinal speed deviation is the degree of vehicle slippage, based on the actual longitudinal speed, to see the differential idling amount.

[0077] The acceleration correction coefficient and the speed correction coefficient are used to correct the acceleration deviation and speed deviation, respectively. The sum of the acceleration correction coefficient and the speed correction coefficient is 1, so as to judge the risk status of the differential from both the acceleration and speed aspects.

[0078] To avoid excessive differences between the theoretical and actual longitudinal acceleration of the vehicle at the current moment, or between the current longitudinal velocity and the theoretical longitudinal velocity, which could affect the calculation of the risk coefficient, the ratio of the difference between the theoretical and actual longitudinal acceleration to the theoretical longitudinal acceleration, and the ratio of the difference between the theoretical and actual longitudinal acceleration to the longitudinal velocity, are calculated using saturation functions. This allows for the determination of the longitudinal acceleration difference coefficient and the longitudinal velocity difference coefficient. Based on these, the risk coefficient is calculated by combining the correction coefficients, namely the acceleration correction coefficient and the velocity correction coefficient.

[0079] Specifically, the formula for calculating the risk coefficient is as follows:

[0080] in, For acceleration correction factor, The theoretical longitudinal acceleration of the vehicle, This is the actual longitudinal acceleration of the vehicle. For speed correction factor, The theoretical longitudinal speed of the vehicle, For the longitudinal speed of the vehicle, This is a local minimum value, used to prevent the denominator from being 0; it can be 0.001. It is a saturation function, and its value is limited to the range [0,1].

[0081] For example, the acceleration correction coefficient The value is 0.7, the speed correction factor is 0.3, and the theoretical longitudinal acceleration of the vehicle is 10 m / s². 2 The actual longitudinal acceleration of the vehicle is 5 m / s². 2 The vehicle's longitudinal speed is 0, and the vehicle's theoretical longitudinal speed is 20 m / s.

[0082] In this embodiment, the vehicle speed is determined based on the left and right wheel speeds in the first vehicle data, and the vehicle's driving resistance is determined based on this vehicle speed. Furthermore, the theoretical longitudinal acceleration of the vehicle can be determined based on the driving resistance and the power source torque in the second vehicle data. The theoretical longitudinal speed of the vehicle is determined based on the power source output speed in the second vehicle data, and the actual longitudinal acceleration of the vehicle is obtained based on the rate of change of the vehicle's longitudinal speed at the current moment relative to the previous moment. This allows for the determination of the differential's risk coefficient according to the combination of correction coefficients, the theoretical longitudinal acceleration, the actual longitudinal acceleration, and the vehicle's longitudinal speed and theoretical longitudinal speed. This enables the quantification of the differential's failure risk based on vehicle power loss and idling conditions, improving the accuracy of differential failure risk assessment and thus helping to avoid false triggering of differential protection.

[0083] In some embodiments, the method further includes: Step S501: In response to determining that the differential has been protected for a second preset duration and the risk coefficient is still greater than the preset trigger coefficient, the acceleration correction coefficient and the speed correction coefficient are updated, and the risk coefficient of the differential is determined based on the updated acceleration correction coefficient and speed correction coefficient, so as to determine whether to protect the differential based on the risk coefficient; wherein, the second preset duration is greater than the first preset duration.

[0084] Specifically, when protecting the differential, a timer is started to determine the duration of protection. If the protection duration has reached the second preset duration and the risk coefficient is still not less than the preset trigger coefficient, it indicates that the risk coefficient determined according to the original method has limited protection effect on the differential and cannot achieve the desired effect. The method of determining the risk coefficient needs to be optimized by optimizing the combination of correction coefficients when determining the risk coefficient, so as to protect the differential according to the optimized risk coefficient and improve the protection effect of the differential.

[0085] It should be noted that the method for determining the risk coefficient remains the same: based on the difference between the vehicle's theoretical longitudinal acceleration and actual longitudinal acceleration, and the difference between the vehicle's theoretical longitudinal speed and actual longitudinal speed. The only difference between the updated and previous methods lies in the change of correction coefficients. For example, before the update, the correction coefficient for acceleration deviation rate was 0.7, and the correction coefficient for speed deviation rate was 0.3. After the update, the correction coefficient for acceleration deviation rate is 0.3, and the correction coefficient for speed deviation rate is 0.7. This change in correction coefficients is based on the fact that in the early stages, when issuing warnings about differential operation, more emphasis was placed on the vehicle's acceleration misalignment, resulting in a larger correction coefficient for the accelerator deviation rate. However, later, when the risk coefficient determined by this combination of correction coefficients had limited protective effect on the differential, it indicated that the vehicle was experiencing significant slippage. Therefore, more emphasis needed to be placed on speed mismatch, i.e., adjusting the correction coefficient combination to a larger correction coefficient for the speed deviation rate to improve the protection effect on the differential.

[0086] In addition, the second preset duration is longer than the first preset duration, in order to provide space for the second protection of the differential.

[0087] For example, the second preset duration is 5 seconds, and the first preset duration is 1 second.

[0088] In this embodiment, the duration of protection for the differential is determined to monitor the protection result by determining the risk coefficient. When the duration of protection for the differential reaches the second preset duration and the risk coefficient is still greater than the preset trigger coefficient, it is determined that the protection effect of the differential is poor. The acceleration correction coefficient and speed correction coefficient used to determine the risk coefficient need to be updated so that the differential can be protected according to the updated risk coefficient. This achieves a closed loop of execution-monitoring-updating for the protection of the differential, which helps to improve the practicality and reliability of the protection of the differential.

[0089] In some embodiments, the first vehicle data includes the left wheel speed, the right wheel speed, and the vehicle yaw rate. Step S102: Determining the operating condition of the differential based on the first vehicle data includes: Step S601: Determine the vehicle wheel speed difference and abnormal threshold based on the left wheel speed and right wheel speed, and determine the vehicle ideal wheel speed difference based on the vehicle yaw rate.

[0090] Specifically, the vehicle wheel speed difference is obtained by calculating the absolute value of the difference between the left wheel speed and the right wheel speed. The wheel speed difference existing at the vehicle yaw rate is calculated based on the vehicle yaw rate and the pre-stored vehicle track width. This wheel speed difference is the ideal wheel speed difference of the vehicle. An abnormal threshold is determined based on the left wheel speed and the right wheel speed to determine whether the differential's operating condition is abnormal.

[0091] More specifically, when determining the abnormal threshold, the vehicle speed is determined based on the left wheel speed and the right wheel speed, and a reference threshold is determined based on the vehicle speed and a preset proportional coefficient. The larger value between the preset threshold and the reference threshold is then determined as the abnormal threshold, so that the abnormal threshold can adapt to the vehicle speed. That is, when the vehicle speed is high, the allowable wheel speed difference is appropriately increased.

[0092] For example, if the left wheel speed is 1 m / s and the right wheel speed is 5 m / s, then the vehicle wheel speed difference = |5 - 1| = 4 m / s. If the vehicle yaw rate is 1 rad / s and the vehicle track is 1500 mm, then the ideal vehicle wheel speed difference = 1 rad / s × 1500 mm = 1.5 m / s.

[0093] Step S602: In response to determining that the vehicle wheel speed difference is greater than the sum of the vehicle ideal wheel speed difference and the abnormal threshold, and the duration reaches a third preset duration, the operating condition is determined to be an abnormal operating condition.

[0094] Specifically, the sum of the ideal wheel speed difference and the abnormal threshold is the allowable wheel speed difference under the vehicle's yaw rate and speed. When the wheel speed difference is greater than the allowable wheel speed difference, the wheel speed difference can be determined to be abnormal. However, in order to avoid the temporary abnormality of the wheel speed difference caused by wheel speed sensor noise, road bumps, or aggressive normal driving, the duration of the abnormal wheel speed difference is determined. When the duration reaches the third preset duration, the temporary abnormality of the wheel speed difference caused by wheel speed sensor noise, road bumps, or aggressive normal driving is excluded, and the operating condition of the differential is determined to be an abnormal condition, which can improve the accuracy of determining the abnormal condition.

[0095] For example, the third preset duration is 0.5 seconds.

[0096] In some embodiments, step S102: determining the operating condition of the differential based on the first vehicle data further includes: Step S603: In response to determining that the absolute value of the difference between the vehicle wheel speed difference and the ideal wheel speed difference is less than a preset normal threshold, the operating condition is determined to be a normal operating condition.

[0097] Specifically, the absolute value of the difference between the vehicle wheel speed difference and the ideal wheel speed difference is calculated to determine the offset between the vehicle wheel speed difference and the ideal wheel speed difference. If the absolute value of the difference is less than the preset normal threshold, the differential is determined to be in normal operating condition and no protection is required for the differential.

[0098] It should be noted that the preset normal threshold is a calibration value, which can be 3 km / h or 5 km / h. When the absolute value of the difference between the vehicle wheel speed difference and the vehicle ideal wheel speed difference is greater than or equal to the preset normal threshold, it is uncertain whether the operating condition is normal. However, whether it is determined to be an abnormal operating condition still needs to be judged according to the above-mentioned conditions for determining abnormal operating conditions.

[0099] In this embodiment, by determining the offset between the vehicle wheel speed difference and the ideal wheel speed difference, and comparing the offset with the preset normal threshold, it is determined whether the differential is operating under normal conditions. This clarifies the criteria for judging normal conditions and helps improve the accuracy of judging the differential's operating conditions.

[0100] In some embodiments, step S601: determining the abnormal threshold based on the left wheel speed and the right wheel speed includes: Step S701: Determine the vehicle speed based on the left wheel speed and the right wheel speed.

[0101] Specifically, the average of the left wheel speed and the right wheel speed is calculated, and this average value is the vehicle speed.

[0102] For example, ,in, For vehicle speed, For left wheel speed, This refers to the speed of the right wheel.

[0103] Step S702: Determine a reference threshold based on the vehicle speed, and determine the larger value among the preset threshold and the reference threshold as the abnormal threshold.

[0104] Specifically, the reference threshold is determined based on a pre-calibrated proportional coefficient and the vehicle speed. The reference threshold is the product of the proportional coefficient and the vehicle speed. The proportional coefficient is used to limit the allowable wheel speed difference at different vehicle speeds. Setting the abnormal threshold to the larger of the preset threshold and the reference threshold can avoid situations where the allowable wheel speed difference is low at low vehicle speeds, which could easily lead to false triggering of differential protection. Therefore, the preset threshold is a lower limit of the abnormal threshold to "protect" the abnormal threshold, which helps improve the accuracy of determining the abnormal operating conditions, and thus helps improve the accuracy of differential protection.

[0105] For example, if the preset threshold is 5 km / h, the vehicle speed is 10 km / h, and the proportionality coefficient is 0.1, then the reference threshold is 1 km / h. If 1 km / h < 5 km / h, then the abnormal threshold is determined to be 5 km / h.

[0106] In some embodiments, the second vehicle data includes the output torque of the power source. In step S201, determining the peak torque based on the risk coefficient at the current moment and the second vehicle data includes: Step S801: Determine the cumulative damage degree of the power source at the current moment based on the risk coefficient, the output torque of the power source, and the cumulative damage degree of the power source at the previous moment.

[0107] Specifically, the formula for calculating the cumulative damage degree of the power source is as follows: ,in, The damage rate coefficient is the calibration value, and its value ranges from [value missing]. , For risk coefficient, To output torque as a power source, The damage index is a calibration value determined by fatigue testing of the spool shaft, and is set to 3. This represents the time difference between the current moment and the previous moment, which can be 0.01 seconds. At the initial moment, the cumulative damage to the power source is 0.

[0108] Step S802: Determine the peak attenuation coefficient of the power source based on the risk coefficient and the cumulative damage degree of the power source at the current moment.

[0109] Specifically, a peak attenuation reference coefficient for the power source is calculated based on the risk coefficient and the cumulative damage degree of the power source. The larger value between the peak attenuation reference coefficient and 0 is determined as the peak attenuation coefficient of the power source to avoid the situation where the peak attenuation coefficient of the power source is less than 0.

[0110] More specifically, the formula for calculating the peak attenuation reference coefficient of the power source is as follows:

[0111] in, This is the instantaneous risk coefficient, typically taken as a value of 2.0; This is the cumulative damage coefficient, typically taken as 0.5. For risk coefficient, The upper limit coefficient is preset. The cumulative damage degree of the power source.

[0112] For example, if the peak attenuation reference coefficient of the power source is -1, then the peak attenuation coefficient of the power source is determined to be 0.

[0113] Step S803: Determine the peak torque based on the peak attenuation coefficient of the power source and the pre-stored power source output torque limit.

[0114] Specifically, the product of the peak attenuation coefficient of the power source and the output torque limit of the power source is the peak torque. The peak torque is used to limit the torque output capability of the power source, thereby protecting the differential by limiting the capability of the power source.

[0115] In this embodiment, the peak attenuation reference coefficient of the power source is determined based on the difference between the risk coefficient and the preset upper limit coefficient, and the cumulative damage degree of the differential determined based on the risk coefficient and the output torque of the power source. The peak attenuation coefficient of the power source is then determined based on the peak attenuation coefficient of the power source and the power source output torque limit, thereby facilitating the determination of the peak torque based on the risk coefficient and the output torque of the power source, and realizing the protection of the differential through the peak torque.

[0116] It should be noted that the method in this embodiment can be executed by a single device, such as a computer or server. The method can also be applied in a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method in this embodiment, and the multiple devices will interact with each other to complete the method described.

[0117] It should be noted that the above description describes some embodiments of this application. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recorded in the claims can be performed in a different order than that shown in the above embodiments and still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0118] Based on the same inventive concept, and corresponding to any of the above embodiments, this application also provides a differential protection device.

[0119] refer to Figure 4 The differential protection device includes: The acquisition module 100 is configured to acquire first vehicle data and second vehicle data; The determination module 200 is configured to determine the operating condition of the differential based on the first vehicle data; The protection module 300 is configured to, in response to determining that the operating condition is an abnormal operating condition, determine the risk coefficient of the differential based on the first vehicle data and the second vehicle data, so as to protect the differential when the risk coefficient is greater than a preset trigger coefficient. The first vehicle data is used to characterize at least the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and the second vehicle data is used to characterize at least the operating parameters of the power source.

[0120] Furthermore, the protection module 300 is also configured to determine a protection torque based on the risk coefficient, and to determine the smaller value between the requested torque and the protection torque as the output torque to provide first protection for the differential; in response to determining that the first protection of the differential has reached a first preset duration, and the risk coefficient is still greater than or equal to the preset upper limit coefficient within the first preset duration, the protection torque is determined based on the risk coefficient at the current moment, the peak torque is determined based on the risk coefficient at the current moment and the second vehicle data, and the smaller value between the requested torque, the peak torque and the re-determined protection torque is determined as the output torque to provide second protection for the differential; wherein, the preset trigger coefficient is less than the preset upper limit coefficient.

[0121] Furthermore, the device also includes a release module configured to: stop performing first protection on the differential in response to determining that during a first protection period for the differential, the risk factor decreases to below a first release threshold; and stop performing second protection on the differential in response to determining that during a second protection period for the differential, the risk factor decreases to below a second release threshold; wherein the first release threshold is greater than the second release threshold.

[0122] Furthermore, the protection module 300 is also configured to: determine the vehicle speed at the current moment based on the left wheel speed and right wheel speed at the current moment; determine the theoretical longitudinal acceleration of the vehicle at the current moment based on the power source output torque and the vehicle speed at the current moment; determine the theoretical longitudinal speed of the vehicle at the current moment based on the power source output speed; determine the actual longitudinal acceleration of the vehicle at the current moment based on the vehicle longitudinal speed at the current moment and the vehicle longitudinal speed at the previous moment; determine the acceleration deviation based on the theoretical longitudinal acceleration and the actual longitudinal acceleration at the current moment; determine the speed deviation based on the vehicle longitudinal speed and the theoretical longitudinal speed at the current moment; and determine the risk factor of the differential based on the acceleration deviation and a pre-determined acceleration correction coefficient, and the speed deviation and a pre-stored speed correction coefficient.

[0123] Furthermore, the device also includes an update module configured to update the acceleration correction coefficient and the speed correction coefficient in response to determining that the differential has been protected for a second preset duration and the risk coefficient is still greater than the preset trigger coefficient, and to determine the risk coefficient of the differential based on the updated acceleration correction coefficient and speed correction coefficient, so as to determine whether to protect the differential based on the risk coefficient; wherein the second preset duration is longer than the first preset duration.

[0124] Furthermore, the protection module 200 is also configured to determine the vehicle wheel speed difference and an abnormal threshold based on the left wheel speed and the right wheel speed, and to determine the vehicle ideal wheel speed difference based on the vehicle yaw rate; in response to determining that the vehicle wheel speed difference is greater than the sum of the vehicle ideal wheel speed difference and the abnormal threshold, and the duration reaches a third preset duration, the operating condition is determined to be an abnormal operating condition.

[0125] Furthermore, the protection module 200 is also configured to determine the vehicle speed based on the left wheel speed and the right wheel speed; determine a reference threshold based on the vehicle speed; and determine the larger value among the preset threshold and the reference threshold as an abnormal threshold.

[0126] Furthermore, the protection module 300 is also configured to determine the cumulative damage degree of the power source at the current moment based on the risk coefficient at the current moment, the power source output torque, and the cumulative damage degree of the power source at the previous moment; determine the peak attenuation coefficient of the power source based on the risk coefficient at the current moment and the cumulative damage degree of the power source; and determine the peak torque based on the peak attenuation coefficient of the power source and the pre-stored power source output torque limit.

[0127] For ease of description, the above devices are described in terms of function, divided into various modules. Of course, in implementing this application, the functions of each module can be implemented in one or more software and / or hardware.

[0128] The apparatus of the above embodiments is used to implement the corresponding differential protection method in any of the foregoing embodiments, and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0129] 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 protection method described in any of the above embodiments.

[0130] Figure 5This embodiment illustrates a more specific hardware structure of an electronic device. The device 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.

[0131] 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.

[0132] 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.

[0133] 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.

[0134] 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, WIFI, Bluetooth, etc.).

[0135] 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.

[0136] 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.

[0137] The electronic devices described above are used to implement the corresponding differential protection methods in any of the foregoing embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0138] 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 protection method as described in any of the above embodiments.

[0139] 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.

[0140] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to execute the differential protection 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.

[0141] Based on the same concept, corresponding to any of the above embodiments, this application also provides a computer program product, including computer program instructions, which, when run on a computer, cause the computer to perform the method described in any of the above embodiments, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0142] 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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 is limited to these examples; under the concept 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 detail for the sake of brevity.

[0147] 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.

[0148] 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.

[0149] The embodiments of this application are intended to cover all such substitutions, modifications, and variations that fall within the broad scope of the claims of this application. 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 protection method, characterized in that, include: Acquire data for the first vehicle and the second vehicle; The operating conditions of the differential are determined based on the first vehicle data. In response to determining that the operating condition is an abnormal operating condition, the risk coefficient of the differential is determined based on the first vehicle data and the second vehicle data, so as to protect the differential when the risk coefficient is greater than a preset trigger coefficient. The first vehicle data is used to characterize at least the wheel speed difference between the wheels on both sides of the drive axle where the differential is located, and the second vehicle data is used to characterize at least the operating parameters of the power source.

2. The method according to claim 1, characterized in that, The protection of the differential includes: The protection torque is determined based on the risk coefficient, and the smaller value between the requested torque and the protection torque is determined as the output torque to provide the first protection for the differential. In response to determining that the first protection of the differential has reached a first preset duration, and the risk coefficient is still greater than or equal to the preset upper limit coefficient within the first preset duration, the protection torque is re-determined based on the risk coefficient at the current moment, the peak torque is determined based on the risk coefficient at the current moment and the second vehicle data, and the smaller value among the requested torque, the peak torque and the re-determined protection torque is determined as the output torque to provide the second protection of the differential. Wherein, the preset trigger coefficient is less than the preset upper limit coefficient.

3. The method according to claim 2, characterized in that, Also includes: In response to determining that during the period of first protection of the differential, the risk factor decreases to below a first release threshold, the first protection of the differential is stopped; In response to the determination that during the second protection of the differential, the risk factor decreases to below the second release threshold, the second protection of the differential is stopped; Wherein, the first release threshold is greater than the second release threshold.

4. The method according to claim 2, characterized in that, The first vehicle data includes left wheel speed and right wheel speed, and the second vehicle data includes vehicle longitudinal speed, power source output torque, and power source output speed. Determining the risk coefficient of the differential based on the first and second vehicle data includes: The vehicle speed at the current moment is determined based on the left wheel speed and right wheel speed at the current moment; The theoretical longitudinal acceleration of the vehicle at the current moment is determined based on the output torque of the power source and the vehicle speed at the current moment. The theoretical longitudinal speed of the vehicle at the current moment is determined based on the output speed of the power source; The actual longitudinal acceleration of the vehicle at the current moment is determined based on the vehicle's longitudinal velocity at the previous moment. The acceleration deviation is determined based on the vehicle's theoretical longitudinal acceleration and actual longitudinal acceleration at the current moment. The speed deviation is determined based on the vehicle's current longitudinal speed and its theoretical longitudinal speed. The risk factor of the differential is determined based on the acceleration offset and the predetermined acceleration correction coefficient, as well as the speed offset and the pre-stored speed correction coefficient.

5. The method according to claim 4, characterized in that, Also includes: In response to determining that the differential has been protected for a second preset duration and the risk factor is still greater than the preset trigger factor, the acceleration correction factor and the speed correction factor are updated, and the risk factor of the differential is determined based on the updated acceleration correction factor and speed correction factor, so as to determine whether to protect the differential based on the risk factor; Wherein, the second preset duration is longer than the first preset duration.

6. The method according to claim 1, characterized in that, The first vehicle data includes the left wheel speed, right wheel speed, and vehicle yaw rate. Determining the differential's operating condition based on the first vehicle data includes: The vehicle wheel speed difference and abnormal threshold are determined based on the left and right wheel speeds, and the ideal wheel speed difference is determined based on the vehicle yaw rate. In response to determining that the vehicle wheel speed difference is greater than the sum of the vehicle ideal wheel speed difference and the abnormal threshold, and the duration reaches a third preset duration, the operating condition is determined to be an abnormal operating condition.

7. The method according to claim 6, characterized in that, The determination of the abnormal threshold based on the left wheel speed and right wheel speed includes: The vehicle speed is determined based on the left wheel speed and the right wheel speed. A reference threshold is determined based on the vehicle speed, and the larger value between the preset threshold and the reference threshold is determined to be the abnormal threshold.

8. The method according to claim 2, characterized in that, The second vehicle data includes the power source output torque. The determination of peak torque based on the current risk coefficient and the second vehicle data includes: The cumulative damage degree of the power source at the current moment is determined based on the risk coefficient, the output torque of the power source at the current moment, and the cumulative damage degree of the power source at the previous moment. The peak attenuation coefficient of the power source is determined based on the risk coefficient and the cumulative damage degree of the power source at the current moment; The peak torque is determined based on the peak attenuation coefficient of the power source and the pre-stored output torque limit of the power source.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 8.

10. A vehicle, characterized in that, Including an electronic device as described in claim 9.

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