Vehicle differential lock control method and device, vehicle and storage medium

Abstract

The application discloses a vehicle differential lock control method and device, a vehicle and a storage medium. The method comprises the following steps: determining a differential lock control strategy of a vehicle based on a road surface type in front of the vehicle; wherein the differential lock control strategy comprises controlling a differential lock in the vehicle to be in a forced unlocking state, an unlocking state, a pre-locking state, a waiting locking state or a forced pre-locking state; and generating a differential lock execution instruction based on the differential lock control strategy, so as to differentially control the differential lock of the vehicle. By differentially controlling the differential lock according to different road surface types, the technical solution of the application can solve the problems of vehicle passing performance and system reliability in complex and changeable terrains, and improve the adaptive ability of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, specifically to a vehicle differential lock control method, device, vehicle, and storage medium. Background Technology

[0002] With the rapid development of vehicle intelligence, the differential lock control of the vehicle chassis has evolved from the traditional manual mechanical control based on driver experience to the current automatic trigger control based on detection by wheel speed sensors, vehicle speed sensors, acceleration sensors, etc., thus realizing automatic control of the differential lock of the vehicle chassis.

[0003] In related technologies, automatic differential lock triggering control typically combines data such as wheel speed, vehicle speed, and tilt angle detected by multiple sensors to determine whether the differential lock is engaged or disengaged. However, this type of automatic differential lock triggering control lacks adaptive capability, making it difficult to guarantee vehicle performance and system reliability in complex and varied terrain. Summary of the Invention

[0004] In view of the above problems, this application provides a vehicle differential lock control method, device, vehicle and storage medium. By differentiating the control of differential locks for different road surface types, it can solve the problems of vehicle passability and system reliability in complex and ever-changing terrain, and improve the vehicle's adaptive capability.

[0005] According to one aspect of the embodiments of this application, a vehicle differential lock control method is provided, the method comprising: The differential lock control strategy of the vehicle is determined based on the road surface type in front of the vehicle; wherein, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a forced unlock state, an unlock state, a pre-lock state, a waiting lock state, or a forced pre-lock state. Based on the differential lock control strategy, a differential lock execution command is generated to perform differentiated control of the vehicle's differential lock.

[0006] Compared with related technologies, this vehicle differential lock control method has at least the following advantages: Because different differential lock control strategies are available for different road surface types, these strategies include controlling the differential lock in the vehicle to be in a forced unlock state, unlocked state, pre-locked state, waiting-to-lock state, or forced pre-locked state. Based on this, the differential lock control strategy for the vehicle under the road surface type in front of the vehicle is determined, so that the differential lock control strategy can be accurately matched with the specific road surface type. This allows the vehicle to generate the differential lock execution command corresponding to the differential lock control strategy. The corresponding differential lock of the vehicle accurately switches to the forced unlocked state, unlocked state, pre-locked state, waiting-to-lock state, or forced pre-locked state according to the differential lock execution command. This can solve the problems of vehicle passability and safety in complex and varied terrain, and improve the overall reliability and adaptability of the vehicle.

[0007] In some embodiments, determining the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle includes: Obtain the road type in front of the vehicle; The differential lock control strategy of the vehicle is determined based on the road surface type and the preset mapping relationship; wherein the preset mapping relationship represents the differential lock control state corresponding to each road surface type.

[0008] Compared with related technologies, by using a preset mapping table in the vehicle, the obtained road surface type is input into the preset mapping table to determine the vehicle's differential lock control strategy, thereby determining the differential lock control state corresponding to the road surface type. This facilitates subsequent control of the corresponding differential lock as forced unlock, unlock, pre-lock, pending pre-lock, or forced pre-lock based on the differential lock control state.

[0009] In some embodiments, before determining the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle, the following steps are included: Acquire multimodal environmental perception data of the vehicle; wherein, the multimodal environmental perception data includes first environmental perception data and second environmental perception data; The first environmental perception data and the second environmental perception data are cross-fused and analyzed to determine the road surface type in front of the vehicle.

[0010] Compared with related technologies, by cross-fusion and analysis of the first and second environmental perception data acquired in front of the vehicle, the multimodal data are correlated and complemented to determine the road surface type in front of the vehicle, thereby improving the accuracy of road surface type identification during vehicle operation. At the same time, it can pre-determine the road surface type in front of the vehicle before the wheels actually slip, reduce the response delay of differential lock control in passive mode, and improve the reliability of vehicle operation under complex and variable conditions.

[0011] In some embodiments, the step of cross-fusion analysis of the first environmental perception data and the second environmental perception data to determine the road surface type in front of the vehicle includes: The first fusion analysis strategy is executed, and the first environmental perception data is used as the main perception data and the second environmental perception data is used as the auxiliary perception data for fusion analysis to obtain the first fusion analysis result. The second fusion analysis strategy is executed, which uses the second environmental perception data as the main perception data and the first environmental perception data as the auxiliary perception data to perform fusion analysis and obtain the second fusion analysis result. The road surface type in front of the vehicle is determined based on the first fusion analysis result and the second fusion analysis result.

[0012] Compared with related technologies, by using the first and second fusion analysis strategies and dynamically switching analysis strategies based on the perception characteristics of different road surface types, this approach leverages the high-resolution advantage of visual features in conventional road surface recognition and the reliability of LiDAR in low light and transparent media recognition. This solves the problem of single sensor failure or misjudgment under specific working conditions, ensuring the accuracy of road surface type recognition and improving the reliability of vehicles under complex and changing road conditions.

[0013] In some embodiments, after fusing and analyzing the multimodal environmental perception data to determine the road surface type in front of the vehicle, the process includes: Obtain the wheel slip ratio of the vehicle; If the slip ratio of any wheel is inconsistent with the slip ratio data of the road surface type, then the road surface type is corrected.

[0014] Compared with related technologies, by combining wheel slip ratio to verify and correct road surface type, abnormal situations in complex dynamic environments are effectively overcome, and the reliability of vehicle differential lock control in all-weather and all-terrain conditions is improved.

[0015] In some embodiments, the differential locks of the vehicle include at least two of a central differential lock, a front differential lock, and a rear differential lock; The method includes: When multiple differential locks of the vehicle need to be locked, the locking commands are executed sequentially in the order of the central differential lock, the front differential lock, and the rear differential lock, with a preset time interval. When multiple differential locks of the vehicle need to be unlocked, the unlocking commands are executed sequentially in the order of the front differential lock, the rear differential lock, and the center differential lock.

[0016] Compared to related technologies, by locking multiple differential locks sequentially when all locks need to be locked, the central differential lock can be locked first to stabilize the torque distribution between the front and rear axles, avoiding the violent torque surges that would impact the transmission gears and half-shafts when the front or rear differential locks are subsequently locked. By unlocking multiple differential locks sequentially when all locks need to be unlocked, the vehicle can maintain the steering flexibility required for emergency avoidance when escaping a predicament or returning to paved roads, thereby reducing safety risks.

[0017] In some embodiments, the method further includes: When the differential lock is locked or unlocked at any time, the execution status of the differential lock is verified based on the wheel speed of the wheel corresponding to the differential lock.

[0018] Compared with related technologies, by combining the wheel speed of the wheel corresponding to the differential lock to verify the locking or unlocking execution, the problem of differential lock abnormality caused by differential lock aging, oil stains, or electrical faults is effectively solved. At the same time, it reduces the probability of safety hazards that may be caused by the vehicle continuing to operate under abnormal differential lock conditions.

[0019] According to another aspect of the embodiments of this application, a vehicle differential lock control device is provided, the device comprising: The strategy determination module is used to determine the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle; wherein, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a prohibited locking state, a lockable state, a pre-lockable state, a pre-lockable state, or a forced pre-locking state. The instruction execution module is used to generate differential lock execution instructions based on the differential lock control strategy, so as to perform differentiated control on the differential lock of the vehicle.

[0020] According to another aspect of the embodiments of this application, a vehicle is provided, comprising: Controller; The memory is used to store one or more programs, which, when executed by the controller, enable the controller to implement the vehicle differential lock control method described above.

[0021] According to another aspect of the embodiments of this application, a computer-readable storage medium is provided, wherein a computer program is stored in the computer program, which, when run on a vehicle differential lock control device / vehicle, causes the vehicle differential lock control device / vehicle to perform the steps of the vehicle differential lock control method as described above.

[0022] The above description is merely an overview of the technical solutions of the embodiments of this application. In order to better understand the technical means of the embodiments of this application and to implement them in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the embodiments of this application more obvious and understandable, specific implementation methods of this application are described below. Attached Figure Description

[0023] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort.

[0024] Figure 1 A flowchart illustrating an embodiment of the vehicle differential lock control method of this application is shown.

[0025] Figure 2 A flowchart illustrating an embodiment of the vehicle differential lock control method of this application for determining road surface type is shown.

[0026] Figure 3 A flowchart illustrating another embodiment of the vehicle differential lock control method of this application for determining road surface type is shown.

[0027] Figure 4 A flowchart illustrating an embodiment of determining the differential lock control strategy in the vehicle differential lock control method of this application is shown.

[0028] Figure 5 A schematic diagram of an embodiment of the vehicle differential lock control device applied to a vehicle according to this application is shown.

[0029] Figure 6 A schematic diagram of the structure of an embodiment of the vehicle provided in this application is shown. Detailed Implementation

[0030] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings denote the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0031] The block diagrams shown in the accompanying drawings are merely functional entities and do not necessarily correspond to physically independent entities. That is, these functional entities can be implemented in software, in one or more hardware modules or integrated circuits, or in different network and / or processor devices and / or microcontroller devices.

[0032] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all content and operations / steps, nor do they necessarily have to be performed in the described order. For example, some operations / steps can be broken down, while others can be combined or partially combined; therefore, the actual execution order may change depending on the specific circumstances.

[0033] In this application, "multiple" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, or B alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship.

[0034] In related technologies, differential lock control of vehicle chassis is typically a manual mechanical control based on driver experience, or an automatic trigger control based on detection by wheel speed sensors, vehicle speed sensors, and acceleration sensors, to lock or disengage the vehicle's differential lock. Both driver-experience-based and automatic trigger control technologies carry the risk of misjudgment. Automatic trigger control, which only engages the differential lock when the vehicle is slipping, suffers from response lag, potentially leading to power loss or the vehicle becoming stuck before the differential lock engages. In severe cases, this could even damage mechanical components of the vehicle's transmission system. Furthermore, in complex and varied terrain, these manual mechanical and automatic trigger controls cannot guarantee the vehicle's passability, ability to escape difficult situations, or overall system reliability.

[0035] In view of this, in order to improve or solve the above-mentioned problems, this application proposes a vehicle differential lock control method. By differentiating the control of the differential lock for different road surface types, it can solve the problems of vehicle passability and system reliability in complex and varied terrain, and improve the vehicle's adaptive capability. The vehicle differential lock control method can be executed by a body domain controller, a cockpit domain controller, or other processing devices. In some embodiments, the vehicle differential lock control method can be implemented by a processor calling computer-readable instructions stored in memory.

[0036] In some embodiments of this application, the control mode of the vehicle differential lock may include manual mode, auxiliary mode and automatic mode. The switching control of the vehicle differential lock may be, but is not limited to, a physical switch located in the vehicle. It may also be controlled by the user through the vehicle's voice system, vehicle infotainment system, etc., depending on the actual application scenario.

[0037] When the vehicle's differential lock control mode is in manual mode, the domain controller cannot automatically execute control of each differential lock. Instead, it can display road recognition results and differential lock status control suggestions to the user through the vehicle's infotainment system, head-up display, instrument cluster, and voice system. The user can then manually control the status of each differential lock based on these suggestions. When the vehicle's differential lock control mode is in auxiliary mode, the domain controller still cannot automatically execute control of each differential lock. Again, it can display road recognition results and differential lock status control suggestions to the user through the vehicle's infotainment system, head-up display, instrument cluster, and voice system, and ask the user if they wish to control the corresponding differential lock. Only after receiving confirmation from the user can the domain controller execute control of the corresponding differential lock. When the vehicle's differential lock control mode is in automatic mode, the domain controller prompts the user with the road recognition results and differential lock status control suggestions on the vehicle's central control interface, head-up display interface, instrument display interface, voice system, etc., and automatically executes the differential lock corresponding to the differential lock status control suggestions. After execution, the execution status is fed back to the user.

[0038] For the automatic mode of the vehicle differential lock, please refer to... Figure 1 As shown, the vehicle differential lock control method of this embodiment includes the following steps: S2. Determine the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle.

[0039] In this context, "ahead of the vehicle" can refer to the road surface area that the vehicle has not yet entered but is about to enter. In this embodiment, after determining the road surface type in front of the vehicle, the differential lock control strategy that the vehicle needs to execute is determined based on the road surface type in front of the vehicle. This allows for the prediction of possible driving conditions of the vehicle and solves the problem of only executing the relevant differential lock when the vehicle enters a condition that causes abnormality.

[0040] Differential lock control strategies include controlling the vehicle's differential lock in a forced unlock state, unlocked state, pre-locked state, ready-to-lock state, or forced pre-locked state. The unlocked state means the differential lock is in an unlocked state. Forced unlocking refers to the state where the differential lock is forcibly prohibited from locking to prevent damage to the transmission system or loss of control due to steering issues on paved roads or at high speeds. Pre-locking refers to performing a locking action before the vehicle enters the road surface ahead, placing the differential lock in the locked state in advance to eliminate the risk of single-wheel spin and digging into potholes due to uneven power distribution. Ready-to-lock refers to the differential lock being in a lock-ready state, but not immediately locking; locking is performed when the vehicle's ESP (Electronic Stability Program) detects slippage. Forced pre-locking refers to immediately performing a forced locking action on the differential lock before entering the road surface once the type of road surface ahead is detected.

[0041] For example, the differential lock controlling the vehicle is in a lock-on state. At this time, the differential lock controlling the vehicle has completed pre-charging or motor pre-positioning and other preparatory work, but the gears involved in the differential lock are not engaged. Once the vehicle's ESP detects that the vehicle is slipping, it will lock within a certain period of time. The duration here can be limited according to the actual application scenario, and can be 40 milliseconds, 50 milliseconds, 60 milliseconds, etc. This is only an example and is not specifically limited.

[0042] S3. Generate differential lock execution instructions based on the differential lock control strategy to perform differentiated control on the differential lock of the vehicle.

[0043] The differential locks of the vehicle can be configured according to the actual application scenario. For example, the vehicle can include at least one of a central differential lock, a front differential lock, and a rear differential lock; that is, the vehicle can include any one of the central differential lock, front differential lock, and rear differential lock; it can include any two of the central differential lock, front differential lock, and rear differential lock; or it can include a central differential lock, front differential lock, and rear differential lock. Each differential lock of the vehicle can be, but is not limited to, a dog clutch differential lock, an electronically controlled multi-plate clutch differential lock, etc., and each has a corresponding controller. The controller of each differential lock receives the differential lock execution command issued by the vehicle domain controller, thereby controlling the corresponding differential lock to be in a forced unlock state, an unlock state, a pre-lock state, a waiting lock state, or a forced pre-lock state.

[0044] For example, if the vehicle only includes a central differential lock, the differential lock control strategy in the aforementioned embodiments can be a control strategy for the central differential lock. Therefore, the differential lock execution command generated according to the differential lock control strategy is also an execution command for the central differential lock, thereby achieving differentiated control of the same differential lock in the vehicle. For instance, if the differential lock control strategy controls the central differential lock to a forced pre-lock state, then the central differential lock is controlled to perform forced pre-locking; if the differential lock control strategy controls the central differential lock to a pending pre-lock state, then the central differential lock is controlled to complete pre-charging or motor pre-positioning preparations.

[0045] If the vehicle includes a central differential lock, a front differential lock, and a rear differential lock, the differential lock control strategy in the aforementioned embodiments can be a control strategy for multiple differential locks. Therefore, the differential lock execution commands generated according to the differential lock control strategy are also execution commands for multiple differential locks, thereby achieving differentiated control of the vehicle's differential locks. For example, if the differential lock control strategy controls the central differential lock to a forced pre-lock state, controls the rear differential lock to a pre-lock state, and controls the front differential lock to a pending pre-lock state, then corresponding differential lock execution commands are generated for each different differential lock control strategy. This controls the central differential lock to perform forced pre-locking, and the front differential lock to complete pre-charging or motor pre-positioning preparations.

[0046] Through the embodiments of this application, since there are corresponding differential lock control strategies for different road surface types, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a forced unlock state, an unlock state, a pre-lock state, a waiting-to-lock state, or a forced pre-lock state. Based on this, the differential lock control strategy of the vehicle under the road surface type in front of the vehicle is determined, so that the differential lock control strategy can be accurately matched with the specific road surface type. This allows the vehicle to generate a differential lock execution command corresponding to the differential lock control strategy. The differential lock of the vehicle is accurately switched to the forced unlock state, unlock state, pre-lock state, waiting-to-lock state, or forced pre-lock state according to the differential lock execution command. This can solve the problems of vehicle passability and safety in complex and varied terrain, and improve the overall reliability and adaptability of the vehicle.

[0047] In some embodiments, in conjunction with the aforementioned differential control of the vehicle's differential lock based on the road surface type in front of the vehicle, this application embodiment further includes at least: acquiring the real-time vehicle speed during the vehicle's driving process; if the real-time vehicle speed is less than a first preset vehicle speed threshold, controlling the differential lock to be in an allowed locking mode; if the real-time vehicle speed is greater than or equal to a second preset vehicle speed threshold, controlling the differential lock to be in a forced unlocking mode.

[0048] The real-time vehicle speed during driving is obtained by the domain controller from the CAN (Controller Area Network) bus. After obtaining the real-time vehicle speed, the domain controller controls the differential lock according to the real-time vehicle speed. The control of the differential lock based on the real-time vehicle speed has a higher priority than the control of the differential lock based on the road type. This ensures that the differential lock is controlled based on the road type only when the safety of the vehicle is guaranteed.

[0049] In this embodiment, if the vehicle includes a central differential lock, a rear differential lock, and a front differential lock, then each differential lock has an allowable locking mode and a forced unlocking mode. That is, each differential lock has a first preset vehicle speed threshold and a second preset vehicle speed threshold. For the same differential lock, the second preset vehicle speed threshold is greater than the first preset vehicle speed threshold. The first preset vehicle speed threshold and the second preset vehicle speed threshold need to be set with a certain interval to avoid frequent switching of the differential lock mode caused by the allowable locking speed and the forced unlocking speed being too close.

[0050] The first and second preset speed thresholds are set according to the actual application scenario and are not specifically limited here. For example, for a central differential lock, the first preset speed threshold can be 40 km / h and the second preset speed threshold can be 50 km / h to prevent the central differential lock from impacting when locking due to excessive speed difference between the front and rear axles; for a rear differential lock, the first preset speed threshold can be 30 km / h and the second preset speed threshold can be 35 km / h to prevent the inner wheel from slipping in curves and protect the half-shaft of the vehicle; for a front differential lock, the first preset speed threshold can be 15 km / h and the second preset speed threshold can be 20 km / h to prevent heavy steering after the front wheels are locked, which increases the danger at high speeds.

[0051] For example, when a vehicle equipped with a center differential lock, rear differential lock, and front differential lock has a real-time speed greater than or equal to a second preset speed threshold for one of the differential locks, only that differential lock is controlled in forced unlock mode, while the other differential locks remain in their original modes. For instance, when the real-time speed is 22 km / h, only the front differential lock is controlled in forced unlock mode, while the center differential lock and rear differential lock remain in their original modes.

[0052] In some embodiments, please refer to, for example Figure 2 As shown, Figure 2 This embodiment illustrates a flowchart of the process for determining the road surface type ahead based on the vehicle's multimodal environmental perception data. In this embodiment, the following steps are included before determining the vehicle's differential lock control strategy in step S2: S10. Acquire multimodal environmental perception data of the vehicle; S11. Perform cross-fusion analysis on the first environmental perception data and the second environmental perception data to determine the road surface type in front of the vehicle.

[0053] The multimodal environmental perception data includes first environmental perception data and second environmental perception data. The first and second environmental perception data can be, but are not limited to, visual image data, ambient temperature data, and laser point cloud data. They can also be at least two of these three types. For example, the first environmental perception data can be visual image data, and the second environmental perception data can be ambient temperature data and laser point cloud data; or the first environmental perception data can be visual image data and ambient temperature data, and the second environmental perception data can be laser point cloud data, etc. The first and second environmental perception data are collected in real time from various sensor devices such as vehicle cameras, LiDAR, and temperature sensors to obtain environmental information in the vehicle's driving direction and the environment surrounding the vehicle.

[0054] In some embodiments, the detection of environmental information in the vehicle's driving direction and the environmental information around the vehicle can also be achieved through millimeter-wave radar, ultrasonic radar, thermal imaging sensors, etc. This is only an illustrative example and is not a specific limitation.

[0055] In this embodiment, for visual image data, the vehicle's domain controller can acquire RGB images captured by a camera at a frequency of 10Hz. After acquiring the RGB images, image preprocessing, color feature extraction, texture feature extraction, semantic feature extraction, and line feature extraction are performed. Image preprocessing may refer to cropping the acquired RGB image, retaining pixels corresponding to the road surface area, for example, the road surface area pixels occupy 40% of the RGB image, to reduce interference from the sky and distant scenery in the RGB image. After RGB image preprocessing, adaptive histogram equalization is performed to eliminate the influence of uneven lighting on subsequent color and texture features. Color feature extraction may refer to converting the preprocessed RGB image to the HSV color space, calculating the mean of the hue (H channel), saturation (S channel), and lightness (V channel) for all pixels in the region of interest, and calculating the standard deviation (Std_V) of the lightness (V channel). Texture feature extraction can refer to converting RGB images to grayscale images, calculating the Gray Level Co-occurrence Matrix (GLCM), and extracting the Angular Second Moment (ASM) to characterize the monotonicity of texture regularity, the contrast to characterize texture clarity, and the entropy to characterize texture richness and randomness. The pixel spacing of the GLCM can be 3-5 pixels, and the orientation can be the average of four directions: 0°, 45°, 90°, and 135° to eliminate the influence of texture directionality. For gravel roads, the Harris corner detection algorithm can be used to calculate the corner density (number of corners per 100 square pixels) within the region of interest. Semantic feature extraction can refer to using a lightweight semantic segmentation network to infer from RGB images, detecting the presence of paved road semantic elements such as lane lines, zebra crossings, and traffic signs, as well as the regular transverse / longitudinal joints of typical cement roads. Line feature extraction can refer to the process of performing Canny image edge detection on a grayscale image, using Hough transform to detect straight lines, and counting the number and main direction of the detected lines to distinguish the regular joint features of cement pavement.

[0056] For laser point cloud data, the vehicle's domain controller can receive the point cloud data output by the LiDAR and then perform ground segmentation, roughness calculation, reflectivity statistics, multi-echo detection, point cloud hole detection, and large-scale geometric feature analysis. Ground segmentation refers to extracting ground points from the point cloud data, fitting a ground plane equation, and storing the extracted non-ground points (such as rocks, vegetation, and debris) separately for later analysis. Roughness calculation involves meshing the ground points, with a grid size of 0.1 m × 0.1 m. Within each grid, the standard deviation Std_Z of the ground point on the fitted plane is calculated as the road surface roughness index for that grid. The median of the standard deviations Std_Z of all grids is then used as the overall road surface roughness parameter, with the unit of the roughness parameter being meters. Reflectivity statistics involve calculating the mean reflection intensity (Mean_Intensity) and standard deviation (Std_Intensity) of all ground points, normalizing the reflection intensity to the 0-100% range. Here, reflectivity data is a key parameter for distinguishing between ice surfaces, water surfaces, sand surfaces, snow surfaces, etc. Multi-echo detection refers to the process where a single laser pulse emitted by a lidar generates multiple echoes when it encounters a semi-transparent medium or sparse media such as grass or snow. The ratio of laser points generating multiple echoes to the total number of emitted points (Multi_Return_Ratio) is then calculated to facilitate the identification of road surface types with penetrating effects, such as grass and snow. Point cloud cavity detection involves projecting ground points onto an XY plane to generate a 2D occupancy grid map with a grid resolution of 0.05 meters. A region growing algorithm is then used to detect continuous non-echo areas (cavities), calculating the cavity area and the height step value (Edge_Height_Step) at the cavity edge. This facilitates the identification of road surface types such as wading / waterlogged surfaces and icy surfaces where laser points are lost due to specular reflection. Large-scale geometric feature analysis involves performing curvature analysis on ground points to detect large-area slopes greater than 15° or step-like geometric jumps with height steps greater than 0.15 meters. This facilitates the identification of road surface types such as rock / rock beds.

[0057] Through the above embodiments, after acquiring the first environmental perception data and the second environmental perception data of the vehicle, the first environmental perception data and the second environmental perception data are cross-fused and analyzed to correlate and complement the multimodal data, thereby determining the road surface type in front of the vehicle. This improves the accuracy of identifying the road surface type in front of the vehicle during driving. At the same time, compared with the passive mode that only relies on the difference in vehicle wheel speed to detect wheel slippage, it enables the physical adhesion characteristics of the road surface in front of the vehicle to be determined in advance before the wheels actually slip, reducing the response delay of differential lock control in passive mode and improving the reliability of vehicle operation under complex and variable working conditions.

[0058] In some embodiments, please refer to, for example, Figure 3As shown, Figure 3 This paper illustrates a flowchart of the cross-fusion analysis of first and second environmental perception data in multimodal environmental perception data, as presented in this application. The cross-fusion analysis in this embodiment includes the following steps: S111. Execute the first fusion analysis strategy, and perform fusion analysis using the first environmental perception data as the main perception data and the second environmental perception data as the auxiliary perception data to obtain the first fusion analysis result; S112. Execute the second fusion analysis strategy, and perform fusion analysis using the second environmental perception data as the main perception data and the first environmental perception data as the auxiliary perception data to obtain the second fusion analysis result. S113. Determine the road surface type in front of the vehicle based on the first fusion analysis result and the second fusion analysis result.

[0059] In this embodiment, a first fusion analysis strategy is executed, which uses first environmental perception data as the main perception data and second environmental perception data as the auxiliary perception data for fusion analysis. At this time, the first environmental perception data can be visual image data and the second environmental perception data can be laser point cloud data. After performing fusion analysis with visual image data as the main data and laser point cloud data as the auxiliary data, the first fusion analysis result is obtained, and the road surface type is identified.

[0060] For the first fusion analysis results obtained through the first fusion analysis strategy, to determine whether the combination of visual image data and laser point cloud data conforms to the road surface type, please refer to Table 1 below.

[0061] Table 1: Road Surface Type Mapping Table Based on Visual Image Data as the Primary Source and Laser Point Cloud Data as the Secondary Source The first fusion analysis result obtained through the first fusion analysis strategy facilitates the identification of road surface types with significant optical features such as color and texture, including asphalt pavement, cement pavement, hard soil pavement, dry sand, gravel / stone, and grassland / meadow. In this embodiment, since visual sensors are susceptible to backlighting, shadows, and nighttime conditions, laser point cloud data is combined as auxiliary perception data, thereby ensuring the accuracy of road surface type identification while maintaining a low computational load.

[0062] When the first fusion analysis strategy fails to identify a specific target, a second fusion analysis strategy can be combined to determine the road surface type. The second fusion analysis strategy uses the second environmental perception data as the primary perception data and the first environmental perception data as the auxiliary perception data for fusion analysis. At this time, the first environmental perception data can be visual image data and ambient temperature data, and the second environmental perception data can be laser point cloud data. After fusing the laser point cloud data as the primary data and the visual image data and ambient temperature data as the secondary data, the second fusion analysis result is obtained, and the road surface type is identified.

[0063] In this embodiment, for the second fusion analysis result obtained through the second fusion analysis strategy, it is determined whether the combination of visual image data, laser point cloud data and ambient temperature data conforms to the road surface type. This can be referred to Table 2 below.

[0064] Table 2: Road Surface Type Mapping Table Based on Laser Point Cloud Data as Primary Source and Visual Image Data / Ambient Temperature Data as Secondary Source The second fusion analysis results obtained through the second fusion analysis strategy are suitable for special road surfaces with failed optical features or low sensitivity to geometric structures, such as ice, snow, wet sand, mud, rock / rock bed, wading / water accumulation, etc. Through the embodiments of this application, cross-fusion analysis is performed primarily using laser point cloud data, supplemented by visual image data and ambient temperature data, which effectively solves the problem of unrecognizable visual perception and improves the reliability of vehicles under complex and changing road conditions.

[0065] In the above embodiments, the road surface type mapping table with visual image data as the main component and laser point cloud data as the secondary component, as well as the calibration data such as color, texture, semantics, roughness, reflectivity, multi-echo, cavity features and temperature shown in the road surface type mapping table with laser point cloud data as the main component and visual image data / ambient temperature data as the secondary component, can all be set according to the actual application scenario. This is only an illustrative example and no specific limitation is made.

[0066] In some embodiments, vehicle sensor data in off-road environments may be affected by dust obstruction, water splashes, glare, etc. To address this, this application embodiment further includes: during the cross-fusion analysis of the first environmental perception data and the second environmental perception data, performing continuous confidence accumulation judgment on multiple consecutive frames of data. For example, when a single frame identifies that the preset conditions such as the laser point cloud data, visual image data, and ambient temperature data are met, the road surface type is not directly output. Instead, a preset number of consecutive frames is set for continuous confidence accumulation judgment. Only when the number of frames that meet the preset conditions continuously reaches the preset number of consecutive frames, and the identification results are all of the same road surface type, is the road surface type finally output. If the identification result of any frame changes during the accumulation process, the consecutive frame count is immediately reset, and the identification judgment is performed again.

[0067] In this embodiment, the preset number of consecutive frames is set according to the actual application and is not specifically limited here. For example, if the preset number of consecutive frames is 10 frames, the overall recognition and judgment process can be as follows: initialize the consecutive frame count to 0, obtain the current frame data and road surface type; determine whether the visual image data, laser point cloud data, ambient temperature data, etc. in the frame data match the road surface type; if yes, jump to the next consecutive frame recognition and judgment until 10 consecutive frames are recognized as the same road surface type, and output the road surface type; if no, reset the consecutive frame count, obtain the current frame data and road surface type, and re-judge.

[0068] Through the embodiments of this application, in the process of cross-fusion analysis of the first environmental perception data and the second environmental perception data, continuous confidence accumulation judgment is performed on multiple consecutive frames of data, which can effectively filter out interference signals in the environment, improve the accuracy of road surface type identification, and thus minimize the frequent malfunctions of the differential lock caused by instantaneous misjudgment.

[0069] In some embodiments, please refer to, for example Figure 4 As shown, Figure 4 The diagram illustrates a process for determining the differential lock control strategy by invoking a preset mapping relationship stored in the vehicle's memory, based on the road surface type. In this embodiment, determining the differential lock control strategy includes at least the following steps: S21. Obtain the road surface type in front of the vehicle; S22. Determine the differential lock control strategy of the vehicle based on the road surface type and the preset mapping relationship.

[0070] The preset mapping relationship represents the differential lock control state corresponding to each road surface type. Road surface types can include, but are not limited to, asphalt roads, cement roads, icy roads, wading / waterlogged roads, grass / meadow roads, hard soil roads, snow roads, wet sand roads, dry sand roads, gravel / pebble roads, rock / rock bed roads, and muddy roads, etc., depending on the actual application scenario; no specific limitations are made here. If the vehicle has a central differential lock, a rear differential lock, and a front differential lock, the preset mapping relationship involving the differential lock control state corresponding to each differential lock under different road surface types can be referenced in Table 3 below.

[0071] Table 3: Preset Mapping Relationship between Road Surface Type and Differential Lock Control States The preset mapping relationship can be calibrated according to the actual application scenario, such as vehicle configuration, tire specifications, suspension parameters, and user driving mode preferences. This is only an example and is not specifically limited. The obtained road surface type is input into the preset mapping relationship table to determine the vehicle's differential lock control strategy. That is, the differential lock control strategy includes the control states of multiple differential locks corresponding to that road surface type, thus facilitating subsequent control of the corresponding differential locks based on their control states, including forced unlocking, unlocking, pre-locking, pending pre-locking, or forced pre-locking.

[0072] In this embodiment, by combining the aforementioned preset mapping relationship, the control state settings for the central differential lock, rear differential lock, and front differential lock under various road surface types can solve the problems of parasitic power generated in the transmission system after the differential lock is locked on asphalt / cement roads, causing the inner wheel to slip during vehicle turning, and even resulting in tire wear, broken half-shafts, or damage to the differential lock; the problem of the vehicle completely losing lateral grip in curves after the differential lock is locked on icy roads, resulting in understeer and loss of control, and the braking intervention being basically ineffective due to the lack of wheel speed difference; and the problem of underwater obstacles being invisible on wading / flooded roads. Wheel differentials allow wheels to rotate independently to adapt to changes in underwater terrain. When a differential lock is engaged, one wheel may become suspended or stuck, potentially preventing the other wheel from rotating. Other issues include: sufficient traction on grass / meadow surfaces, frequent turning on grassy areas; balancing passability and comfort on hard soil surfaces; ensuring synchronized drive on front and rear axles on snowy surfaces, even when one side of the vehicle is stuck in snow, while maintaining steering capability; the risk of one wheel instantly losing all traction on gravel / gravel surfaces due to running over loose stones; and frequent wheel suspension on rock / rock bed surfaces.

[0073] For example, when the road surface ahead of the vehicle is dry sand, the locking priority is higher because dry sand makes it easier for the vehicle to get stuck. Once a single wheel spins and digs into a rut, the difficulty of getting out of the sand increases exponentially. By looking up a preset mapping table on the dry sand road surface, the central differential lock is determined to be in a forced pre-lock state, the rear differential lock is in a forced pre-lock state, and the front differential lock is in an unlocked state. This solves the problem that the vehicle may be unable to get out of the predicament after it has already slipped and gotten stuck. In this embodiment, when the vehicle is on a dry sand road, the front differential lock is in an unlocked state, which means that the vehicle is controlled to maintain a certain steering ability, solving the problem that the vehicle cannot adjust its direction of travel on dry sand roads due to the rigid connection of the front wheels.

[0074] In some embodiments, after determining the road surface type in front of the vehicle based on multimodal environmental perception data fusion analysis, verifying and correcting the determined road surface type includes at least the following steps: Acquire the slip ratio signal of the vehicle wheels; If the slip ratio of any wheel is inconsistent with the slip ratio data of the road surface type, then the road surface type is corrected.

[0075] In this embodiment, sensors such as cameras and lidar identify the static surface attributes of the road surface, such as color and texture, while the wheel slip ratio signal characterizes the actual adhesion state between the wheel / tire and the road surface. During actual vehicle operation, due to abnormal environmental conditions such as drastic changes in lighting, dust obstruction, rain coverage, and varied road surface materials, the static surface attributes identified by cameras and lidar sensors may differ from the actual adhesion state. In such cases, it is necessary to verify and correct the road surface type by incorporating the wheel slip ratio. Through this embodiment, verifying and correcting the road surface type by incorporating the wheel slip ratio effectively overcomes abnormal situations in complex dynamic environments and improves the reliability of the vehicle's differential lock control under all-weather, all-terrain conditions.

[0076] For example, if visual image data, laser point cloud data, etc., identify the road surface in front of the vehicle as a hard dirt road, then according to a preset mapping relationship, the central differential lock is output as pre-locked, the rear differential lock as locked, and the front differential lock as unlocked. When the vehicle enters this road surface area, the vehicle's ESP feedback indicates that the slip rate of one drive wheel continuously exceeds 20%, while the slip rate of a hard dirt road surface is generally between 5% and 10%. That is, the slip rate of that wheel fed back by the vehicle's ESP is inconsistent with the slip rate of the identified road surface type. At this time, the actual slip rate is more consistent with... Based on the slippery characteristics of gravel / stone roads, the road type can be corrected from hard soil to gravel / stone, and the status of each differential lock of the vehicle can be immediately controlled. Since the center differential lock on the hard soil road is in a pre-locked state, the center differential lock on the gravel / stone road can remain locked. Since the rear differential lock on the hard soil road is in a pre-locking state, the rear differential lock on the gravel / stone road can be switched to a locked state. Since the front differential lock on the hard soil road is in an unlocked state, the rear differential lock on the gravel / stone road can be switched to a locking state.

[0077] In some embodiments, if the vehicle's differential locks include at least two of a center differential lock, a front differential lock, and a rear differential lock, the embodiments of this application further include: When multiple differential locks of the vehicle need to be locked, the locking commands are executed sequentially in the order of the central differential lock, the front differential lock, and the rear differential lock, with a preset time interval. When multiple differential locks of the vehicle need to be unlocked, the unlocking commands are executed sequentially in the order of the front differential lock, the rear differential lock, and the center differential lock.

[0078] In this embodiment, when multiple differential locks need to be locked simultaneously, the locking actions are executed sequentially in the order of center differential lock, rear differential lock, and front differential lock. The execution interval for each differential lock is a preset time interval, and the locking command for the next differential lock is executed only after the previous differential lock has been executed and a feedback confirmation message has been received. This ensures that locking the center differential lock first stabilizes the torque distribution between the front and rear axles, preventing drastic torque surges that could impact the transmission gears and half-shafts when locking the front or rear differential locks later. When multiple differential locks need to be unlocked simultaneously, the unlocking actions are executed sequentially in the order of front differential lock, rear differential lock, and center differential lock. Prioritizing the unlocking of the front differential lock restores the independent rotation capability of the front wheels in the shortest possible time, ensuring that the vehicle has the steering flexibility required for emergency avoidance when escaping difficulties or returning to paved roads, thereby reducing safety risks.

[0079] In some embodiments, when multiple differential locks need to be locked simultaneously, the preset time interval for locking each differential lock is set according to the actual application scenario. For example, the preset time interval can be 120 milliseconds, 150 milliseconds, 200 milliseconds, etc. This is only an illustrative example and is not specifically limited.

[0080] In some embodiments, after executing the locking or unlocking command of the differential lock, verification can be performed by combining the wheel speeds of each wheel, whether the differential lock is locked or unlocked, including the following steps: When the differential lock is locked or unlocked at any time, the execution status of the differential lock is verified based on the wheel speed of the wheel corresponding to the differential lock.

[0081] In this embodiment, for an electronically controlled jaw differential lock, successful locking indicates that the left and right half-shaft wheel speeds are synchronized, and the wheel speed difference approaches zero. For unlocking, the two locked wheels should regain independent rotation capability. When the vehicle turns, there is a certain wheel speed difference between the inner and outer wheels. If the wheel speed difference is still zero or close to zero, it indicates that the differential lock may be mechanically stuck and has failed to unlock. To address this, this embodiment verifies the lock by acquiring the wheel speed sensor signal of the corresponding wheel at any given time. If the wheel speed difference of the corresponding wheel is less than a first preset threshold when locked, or greater than a second preset threshold when driving on a curve when unlocked, the verification is successful. If the verification fails, the locking or unlocking command is repeatedly executed, and an error message is output.

[0082] In some embodiments, the first preset threshold and the second preset threshold are set according to the actual application scenario. For example, the first preset threshold is 1 rpm, 2 rpm, etc., and the second preset threshold is 2 rpm, 3 rpm, etc. This is only an illustrative example and is not specifically limited.

[0083] This application effectively solves the problem of differential lock malfunction caused by aging, oil contamination, or electrical faults. After verification failure, the locking or unlocking command is repeatedly executed. If the differential lock still cannot be restored to normal, an abnormal prompt message "Differential lock execution abnormal, please check" is issued to the driver through the central control display, head-up display, voice system, etc. in the vehicle cabin, thereby reducing the probability of safety hazards that may be caused by the vehicle's differential lock continuing to operate under abnormal conditions.

[0084] In some embodiments, in conjunction with the aforementioned differential control of the vehicle's differential lock based on the road surface type in front of the vehicle, this application embodiment further includes at least: when the differential lock is in the locked state, if it is detected that the vehicle has triggered a preset forced unlocking condition, a forced unlocking command for the corresponding differential lock is output.

[0085] The preset forced unlocking conditions include at least one of the following: the vehicle's real-time speed is greater than the forced unlocking speed; the vehicle is traveling on a paved road surface or ice; the vehicle outputs an anti-lock braking intervention signal; the vehicle switches to differential lock manual mode; or the wheel speed signal of any wheel of the vehicle is lost.

[0086] For example, when the vehicle's real-time speed exceeds 20 km / h, a forced unlock command is output to unlock the front differential lock; when the vehicle's real-time speed exceeds 20 km / h, a forced unlock command is output to unlock the front differential lock; when the vehicle's real-time speed exceeds 35 km / h, a forced unlock command is output to unlock the rear differential lock; and when the vehicle's real-time speed exceeds 50 km / h, a forced unlock command is output to unlock the center differential lock. When the vehicle travels on paved roads such as asphalt or cement, or on icy roads, a forced unlock command is output to unlock all differential locks. When the ESP detects an ABS (Anti-lock Braking System) intervention signal lasting for more than 200 milliseconds, it indicates that the vehicle is under emergency braking. In this situation, the rigid connection of any differential lock will interfere with the independent distribution of braking force and yaw moment control. Therefore, a forced unlock command for all differential locks must be output to forcibly unlock all differential locks to ensure hazard avoidance capabilities. Similarly, if the vehicle's differential lock control mode is switched to manual mode, or if the wheel speed signal of any wheel is lost for more than 1 second, a forced unlock command for all differential locks will be output to forcibly unlock all differential locks.

[0087] Figure 5 A schematic diagram of an embodiment of the vehicle differential lock control device applied to a vehicle according to this application is shown. Please refer to... Figure 5 As shown, the vehicle differential lock control device 400 includes a strategy control module 410 and an instruction execution module 420; The strategy determination module 410 is used to determine the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle; wherein, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a prohibited locking state, a lockable state, a pre-lockable state, a pre-lockable state, or a forced pre-locking state. The instruction execution module 420 is used to generate differential lock execution instructions based on the differential lock control strategy, so as to perform differentiated control on the differential lock of the vehicle.

[0088] It should be noted that the vehicle differential lock control device 400 provided in the above embodiments and the vehicle differential lock control method provided in the aforementioned embodiments belong to the same concept. The specific way in which each module and unit performs operations has been described in detail in the method embodiments, and will not be repeated here.

[0089] Figure 6 The diagram illustrates the structure of an embodiment of the vehicle described in this application, and also shows the structure of a computer system suitable for implementing the vehicle in this application. The specific embodiments of this application do not limit the specific implementation of the vehicle.

[0090] Please see Figure 6 As shown, the vehicle includes: a controller; and a memory for storing one or more programs, which, when executed by the controller, perform the vehicle differential lock control method described above.

[0091] Please continue reading. Figure 6 As shown, the vehicle's computer system 500 includes a Central Processing Unit (CPU) 501, which can perform various appropriate actions and processes, such as executing the methods described in the above embodiments, based on programs stored in Read-Only Memory (ROM) 502 or programs loaded from storage portion 508 into Random Access Memory (RAM) 503. The RAM 503 also stores various programs and data required for system operation. The CPU 501, ROM 502, and RAM 503 are interconnected via a bus 504. An Input / Output (I / O) interface 505 is also connected to the bus 504.

[0092] The following components are connected to I / O interface 505: an input section 506 including a keyboard, mouse, etc.; an output section 507 including a cathode ray tube (CRT), liquid crystal display (LCD), etc., and speakers, etc.; a storage section 508 including a hard disk, etc.; and a communication section 509 including a network interface card such as a LAN (Local Area Network) card, modem, etc. The communication section 509 performs communication processing via a network such as the Internet. A drive 510 is also connected to I / O interface 505 as needed. A removable medium 511, such as a disk, optical disk, magneto-optical disk, semiconductor memory, etc., is installed on drive 510 as needed so that computer programs read from it can be installed into storage section 508 as needed.

[0093] Specifically, according to embodiments of this application, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of this application include a computer program product comprising a computer program carried on a computer-readable medium, the computer program including a computer program for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via communication section 509, and / or installed from removable medium 511. When the computer program is executed by central processing unit (CPU) 501, it performs various functions defined in the system of this application.

[0094] Another aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the vehicle differential lock control method described above. This computer-readable storage medium may be included in the vehicle described in the above embodiments, or it may exist independently and not be installed in the vehicle.

[0095] Another aspect of this application provides a computer program product or computer program comprising at least one executable instruction that, when executed on a vehicle differential lock control device / vehicle, causes the vehicle differential lock control device / vehicle to perform the vehicle differential lock control method as described below: The differential lock control strategy of the vehicle is determined based on the road surface type in front of the vehicle; wherein, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a forced unlock state, an unlock state, a pre-lock state, a waiting lock state, or a forced pre-lock state. Based on the differential lock control strategy, a differential lock execution command is generated to perform differentiated control of the vehicle's differential lock.

[0096] In an alternative approach, the executable instructions can also be used to cause the vehicle differential lock control / vehicle to perform the following operations: Obtain the road type in front of the vehicle; The differential lock control strategy of the vehicle is determined based on the road surface type and the preset mapping relationship; wherein the preset mapping relationship represents the differential lock control state corresponding to each road surface type.

[0097] In an alternative approach, the executable instructions can also be used to cause the vehicle differential lock control / vehicle to perform the following operations: Acquire multimodal environmental perception data of the vehicle; wherein, the multimodal environmental perception data includes first environmental perception data and second environmental perception data; The first environmental perception data and the second environmental perception data are cross-fused and analyzed to determine the road surface type in front of the vehicle.

[0098] In an alternative approach, the executable instructions can also be used to cause the vehicle differential lock control / vehicle to perform the following operations: The first fusion analysis strategy is executed, and the first environmental perception data is used as the main perception data and the second environmental perception data is used as the auxiliary perception data for fusion analysis to obtain the first fusion analysis result. The second fusion analysis strategy is executed, which uses the second environmental perception data as the main perception data and the first environmental perception data as the auxiliary perception data to perform fusion analysis and obtain the second fusion analysis result. The road surface type in front of the vehicle is determined based on the first fusion analysis result and the second fusion analysis result.

[0099] In an alternative approach, the executable instructions can also be used to cause the vehicle differential lock control / vehicle to perform the following operations: Obtain the wheel slip ratio of the vehicle; If the slip ratio of any wheel is inconsistent with the slip ratio data of the road surface type, then the road surface type is corrected.

[0100] In one alternative embodiment, the vehicle's differential locks include at least two of a center differential lock, a front differential lock, and a rear differential lock; Specifically, the executable instructions can also be used to cause the vehicle differential lock control device / vehicle to perform the following operations: When multiple differential locks of the vehicle need to be locked, the locking commands are executed sequentially in the order of the central differential lock, the front differential lock, and the rear differential lock, with a preset time interval. When multiple differential locks of the vehicle need to be unlocked, the unlocking commands are executed sequentially in the order of the front differential lock, the rear differential lock, and the center differential lock.

[0101] In an alternative approach, the executable instructions can also be used to cause the vehicle differential lock control / vehicle to perform the following operations: When the differential lock is locked or unlocked at any time, the execution status of the differential lock is verified based on the wheel speed of the wheel corresponding to the differential lock.

[0102] Through the embodiments of this application, since there are corresponding differential lock control strategies for different road surface types, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a forced unlock state, an unlock state, a pre-lock state, a waiting-to-lock state, or a forced pre-lock state. Based on this, the differential lock control strategy of the vehicle under the road surface type in front of the vehicle is determined, so that the differential lock control strategy can be accurately matched with the specific road surface type. This allows the vehicle to generate a differential lock execution command corresponding to the differential lock control strategy. The differential lock of the vehicle is accurately switched to the forced unlock state, unlock state, pre-lock state, waiting-to-lock state, or forced pre-lock state according to the differential lock execution command. This can solve the problems of vehicle passability and safety in complex and varied terrain, and improve the overall reliability and adaptability of the vehicle.

[0103] It should be noted that the computer-readable medium shown in the embodiments of this application can be a computer-readable signal medium or a computer-readable storage medium, or any combination of the two. A computer-readable storage medium can be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of a computer-readable storage medium may include, but are not limited to: an electrical connection having one or more wires, a portable computer disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM), flash memory, optical fiber, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof. In this application, a computer-readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, apparatus, or device. In this application, a computer-readable signal medium can include a data signal propagated in baseband or as part of a carrier wave, carrying a computer-readable computer program. The transmitted data signal can take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination thereof. The computer-readable signal medium can also be any computer-readable medium other than a computer-readable storage medium, which can send, propagate, or transmit a program for use by or in connection with an instruction execution system, apparatus, or device. The computer program contained on the computer-readable medium can be transmitted using any suitable medium, including but not limited to wireless, wired, etc., or any suitable combination thereof.

[0104] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. Each block in a flowchart or block diagram may represent a module, segment, or portion of code, which contains one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions indicated in the blocks may occur in a different order than those indicated in the drawings. For example, two consecutively indicated blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram or flowchart, and combinations of blocks in a block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified function or operation, or using a combination of dedicated hardware and computer instructions.

[0105] The units described in the embodiments of this application can be implemented in software or hardware, and the described units can also be located in a processor. The names of these units do not necessarily limit the specific unit itself.

[0106] According to one aspect of the embodiments of this application, a computer system is also provided, including a Central Processing Unit (CPU), which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) or a program loaded from storage into random access memory (RAM), such as performing the methods described above. Various programs and data required for system operation are also stored in the RAM. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0107] The following components are connected to the I / O interface: input components including keyboards, mice, etc.; output components including cathode ray tubes (CRTs), liquid crystal displays (LCDs), and speakers; storage components including hard drives; and communication components including network interface cards such as LAN (Local Area Network) cards and modems. The communication components perform communication processing via networks such as the Internet. Drives are also connected to the I / O interface as needed. Removable media, such as disks, optical discs, magneto-optical discs, semiconductor memories, etc., are installed on the drive as needed so that computer programs read from them can be installed into the storage components as required.

[0108] The above description is merely a preferred exemplary embodiment of this application and is not intended to limit the implementation of this application. Those skilled in the art can easily make corresponding modifications or alterations based on the main concept and spirit of this application. Therefore, the scope of protection of this application should be determined by the scope of protection claimed in the claims.

[0109] In practice, the collection and processing of data in this application should strictly comply with the requirements of relevant national laws and regulations, obtain the informed consent or separate consent of the personal information subject, and carry out subsequent data use and processing within the scope of laws and regulations and the authorization of the personal information subject.

Claims

1. A vehicle differential lock control method, characterized in that, The method includes: The differential lock control strategy of the vehicle is determined based on the road surface type in front of the vehicle; wherein, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a forced unlock state, an unlock state, a pre-lock state, a waiting lock state, or a forced pre-lock state. Based on the differential lock control strategy, a differential lock execution command is generated to perform differentiated control of the vehicle's differential lock.

2. The vehicle differential lock control method according to claim 1, characterized in that, The method of determining the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle includes: Obtain the road type in front of the vehicle; The differential lock control strategy of the vehicle is determined based on the road surface type and the preset mapping relationship; wherein the preset mapping relationship represents the differential lock control state corresponding to each road surface type.

3. The vehicle differential lock control method according to claim 1, characterized in that, Before determining the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle, the following steps are included: Acquire multimodal environmental perception data of the vehicle; wherein, the multimodal environmental perception data includes first environmental perception data and second environmental perception data; The first environmental perception data and the second environmental perception data are cross-fused and analyzed to determine the road surface type in front of the vehicle.

4. The vehicle differential lock control method according to claim 3, characterized in that, The step of cross-fusion analysis of the first environmental perception data and the second environmental perception data to determine the road surface type in front of the vehicle includes: The first fusion analysis strategy is executed, and the first environmental perception data is used as the main perception data and the second environmental perception data is used as the auxiliary perception data for fusion analysis to obtain the first fusion analysis result. The second fusion analysis strategy is executed, which uses the second environmental perception data as the main perception data and the first environmental perception data as the auxiliary perception data to perform fusion analysis and obtain the second fusion analysis result. The road surface type in front of the vehicle is determined based on the first fusion analysis result and the second fusion analysis result.

5. The vehicle differential lock control method according to claim 3, characterized in that, After fusing and analyzing the multimodal environmental perception data to determine the road surface type in front of the vehicle, the process includes: Obtain the wheel slip ratio of the vehicle; If the slip ratio of any wheel is inconsistent with the slip ratio data of the road surface type, then the road surface type is corrected.

6. The vehicle differential lock control method according to claim 1, characterized in that, The vehicle's differential locks include at least two of the following: a central differential lock, a front differential lock, and a rear differential lock; The method includes: When multiple differential locks of the vehicle need to be locked, the locking commands are executed sequentially in the order of the central differential lock, the front differential lock, and the rear differential lock, with a preset time interval. When multiple differential locks of the vehicle need to be unlocked, the unlocking commands are executed sequentially in the order of the front differential lock, the rear differential lock, and the center differential lock.

7. The vehicle differential lock control method according to any one of claims 1 to 6, characterized in that, The method further includes: When the differential lock is locked or unlocked at any time, the execution status of the differential lock is verified based on the wheel speed of the wheel corresponding to the differential lock.

8. A vehicle differential lock control device, characterized in that, The device includes: The strategy determination module is used to determine the differential lock control strategy of the vehicle based on the road surface type in front of the vehicle; wherein, the differential lock control strategy includes controlling the differential lock in the vehicle to be in a prohibited locking state, a lockable state, a pre-lockable state, a pre-lockable state, or a forced pre-locking state. The instruction execution module is used to generate differential lock execution instructions based on the differential lock control strategy, so as to perform differentiated control on the differential lock of the vehicle.

9. A vehicle, characterized in that, include: Controller; A memory for storing one or more programs that, when executed by a controller, cause the controller to implement the vehicle differential lock control method according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when run on the vehicle differential lock control device / vehicle, causes the vehicle differential lock control device / vehicle to perform the steps of the vehicle differential lock control method as described in any one of claims 1 to 7.

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