Grader differential lock control system and method of operation

Abstract

The present application belongs to the technical field of differential lock control, and particularly relates to the field of vehicle traction mode identification, and more particularly to a grader differential lock control system and a working method. A control module identifies all skid positions on a road surface according to road surface data collected by a road surface collection module. When the grader travels to a corresponding skid position, the control module compares an actual wheel speed difference data curve with a theoretical wheel speed difference data curve built in the system. If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve satisfy a preset matching condition, the control module determines that the grader is normally traveling at the current skid position, and controls an actuator module to remain in a standby state. If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve satisfy a preset abnormality determination condition, the control module determines that the grader is skid traveling at the current skid position, and controls the actuator module to start the differential lock.

Description

Technical Field

[0001] This invention belongs to the field of differential lock control technology, specifically relating to the field of vehicle traction pattern recognition, and particularly to a differential lock control system and working method for a grader. Background Technology

[0002] Currently, domestically produced graders achieve high surface flatness when used in domestic engineering projects. However, with the large-scale export of domestically produced equipment to overseas large-scale open-pit mines, intercontinental infrastructure projects, large-scale farms, and high-altitude cold regions, the operating environment has changed. Overseas operating surfaces are mostly untreated hard rock and soil, compacted red soil, frozen soil, or gravel base courses. The sites are randomly distributed with residual potholes, weathered gullies, and ruts from heavy equipment. Unlike the smooth roads in China, these scenarios are characterized by "high density of potholes and high frequency of alternating wheel collisions on one side."

[0003] The core characteristic of this type of pothole is "path disturbance." Because the pothole's base is hard, the tires maintain good contact with the ground, with no substantial loss of traction. The difference in wheel speed does not stem from a change in the coefficient of friction (such as slippage), but rather from the geometric difference between the actual rolling circumference (arc length) of a single wheel after it has sunk into the pothole and the length of the flat path. This is a normal physical phenomenon, not a dangerous condition.

[0004] Existing differential lock control systems are generally based on the simple logic of "wheel speed difference threshold + time window". Whenever a wheel on one side falls into a pothole, the instantaneous wheel speed difference easily triggers the solenoid valve, causing the differential lock to frequently execute the "engage-disengage-engage" cycle. Frequent mechanical engagement generates a large amount of heat load, causing the temperature of the differential lock components to rise sharply, accelerating the wear of components such as gear sleeves, gears, and bearings.

[0005] If the calibration threshold is increased in order to suppress false triggering, the differential lock will not be able to respond quickly when the vehicle encounters real slippage, and will lose its ability to get out of trouble; if the original calibration is maintained, the life of the mechanism will be drastically reduced in rough leveling operations.

[0006] In summary, existing differential lock control strategies lack the ability to identify the "path disturbance" characteristics of unpaved roads and cannot distinguish between "harmless path wheel speed differences" and "harmful slippage wheel speed differences," which has become a technical bottleneck restricting graders from adapting to high-intensity and extensive operation scenarios overseas. Summary of the Invention

[0007] This disclosure provides at least a differential lock control system and its operating method for a grader.

[0008] In a first aspect, the present disclosure provides a grader differential lock control system, comprising: a data acquisition module for collecting wheel speed difference data of at least one rear wheel of the grader entering a depression area, an actuator module for driving the differential lock, and a road surface acquisition module disposed at the front end of the vehicle, and a control module communicatively connected to the data acquisition module, the actuator module and the road surface acquisition module; The control module identifies all slip locations on the road surface based on the road surface data collected by the road surface acquisition module. When the grader travels to the corresponding slip location, the control module compares the actual wheel speed difference data curve with the theoretical wheel speed difference data curve built into the system. If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset matching conditions, the control module determines that the grader is driving normally at the current slip position and controls the actuator module to remain in standby mode. If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset abnormal judgment conditions, the control module determines that the grader is skidding at the current slip position and controls the actuator module to activate the differential lock.

[0009] In one optional implementation, the actual wheel speed difference data curve simultaneously meets the following preset matching conditions: At the starting point of the actual wheel speed difference data curve: the time deviation between the starting point of the actual wheel speed difference data curve and the starting point of the theoretical wheel speed difference data curve is within a preset time error range, and the wheel speed difference data difference corresponding to that moment is within a preset amplitude error range; At the end point of the actual wheel speed difference data curve: the time deviation between the end point of the actual wheel speed difference data curve and the end point of the theoretical wheel speed difference data curve is within a preset time error range, and the wheel speed difference data difference corresponding to that moment is within a preset amplitude error range; The actual wheel speed difference data curve itself: between the starting time and the ending time corresponding to the actual wheel speed difference data curve, the actual wheel speed difference data curve has a single peak shape and has a unique peak point, and the deviation between the peak point and the peak point of the theoretical wheel speed difference data curve is within a preset error range. If the actual wheel speed difference data curve is continuous and without abrupt changes between adjacent sampling points during the process of passing through the peak points from the starting point to the end point, it is determined that the grader is driving normally at the current suspected slippage position. In one optional implementation, if the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet a preset anomaly determination condition, the method for determining that the grader is skidding at the current suspected skidding position includes: If, during the process of passing through the peak points sequentially from the starting point to the end point, the actual wheel speed difference data curve shows discontinuity or abrupt changes between adjacent sampling points, it is determined that the grader is skidding at the current suspected slippage position.

[0010] In one optional implementation, the starting point of the theoretical wheel speed difference data curve is calculated by the control module based on the real-time driving speed of the grader and the distance between the vehicle's current position and the starting point of the slippage position. The endpoint of the theoretical wheel speed difference data curve is calculated by the control module based on the real-time driving speed of the grader and the distance between the current position of the vehicle and the endpoint of the slippage position. In one optional implementation, the peak point is the point in time between the start and end times of the actual wheel speed difference data curve where there is one and only one maximum wheel speed difference data.

[0011] In one alternative implementation, the road surface acquisition module includes at least one vision sensor mounted at the highest point of the front end of the grader. In one optional implementation, the control module contains the grader's travel route, and the vision sensor only analyzes the road surface from the current position to the changeover position.

[0012] In one optional implementation, when the control module determines that the vehicle is slipping and the grader is still in the current slipping position, if the difference between the wheel speed difference data of the actual wheel speed difference data curve and the wheel speed difference data of the corresponding position of the theoretical wheel speed difference data curve is within a preset error range, and this state is maintained for a preset time, then it is determined that the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet a preset matching condition, and the control module drives the actuator module to release the differential lock.

[0013] In one optional implementation, when the control module determines that the vehicle is driving normally and the grader is still in the current slipping position, if the difference between the wheel speed difference data of the actual wheel speed difference data curve and the wheel speed difference data of the corresponding position of the theoretical wheel speed difference data curve exceeds the preset error range, and this state is maintained for a preset time, the control module drives the actuator module to activate the differential lock.

[0014] Secondly, this disclosure also provides a method for operating a differential lock control system for a grader. Step 1: Collect road surface data in the direction of the grader's movement, and identify all slippage locations on the road surface based on the road surface data; Step 2: Collect real-time data on the wheel speed difference of the grader; Step 3: Compare the actual wheel speed difference data curve with the pre-stored theoretical wheel speed difference data curve; Step 4: When the two curves meet the preset matching conditions, it is determined that the grader is driving normally and the differential lock remains in standby mode without activation. Step 5: When the two curves meet the preset abnormal judgment conditions, it is determined that the grader is slipping and the differential lock is locked.

[0015] The beneficial effects of this invention are as follows: By combining the road surface acquisition module at the front of the vehicle with the grader's zigzag working path, the invention pre-identifies the pothole features within the driving route and generates the theoretical wheel speed difference data curve based on the pothole characteristics. During operation, the grader collects wheel speed difference data in real time to generate the actual wheel speed difference data curve. The control module compares the two curves to accurately distinguish between "harmless path wheel speed differences" and "harmful slippage wheel speed differences," completely avoiding the shortcomings of traditional pure wheel speed difference triggering strategies that misjudge harmless pothole disturbances as slippage, causing frequent differential lock mis-locking. While ensuring safety when traversing complex road surfaces, this invention significantly reduces unnecessary locking actions of the differential lock, reducing wear on the transmission system and tire consumption. Attached Figure Description

[0016] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 A schematic diagram of a working state provided for an embodiment of this disclosure; Figure 2 A schematic diagram of the travel route of a grader provided in an embodiment of this disclosure; Figure 3 A schematic diagram of actual wheel speed difference data curve provided in an embodiment of this disclosure; Figure 4 This is a schematic diagram of a control structure provided in an embodiment of the present disclosure.

[0018] In the picture 1 is the rear wheel; 2 is the road surface data acquisition module. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0020] Research based on fault data transmitted from overseas graders revealed that the differential lock frequently engaged-disengaged-engaged in a cycle. This caused a rapid increase in the temperature of the differential lock components and a rapid decrease in its lifespan. Further analysis indicated that the primary cause was the use of untreated hard soil, compacted red soil, frozen soil, or gravel base courses on overseas work surfaces. These sites were randomly distributed with residual potholes, weathered gullies, frost heave and thawing deposits, and ruts from heavy equipment. Unlike the smooth roads in China, these scenarios are characterized by a high density of potholes and a high frequency of alternating wheel speeds over potholes. The differential lock was not triggered by wheel speed differences due to slippage, but rather by inconsistent driving paths.

[0021] The following detailed description of some embodiments of the present invention is provided in conjunction with the accompanying drawings. Unless otherwise specified, the following embodiments and features can be combined with each other.

[0022] like Figure 1 As shown, this disclosure provides a grader differential lock control system, including: a data acquisition module for collecting wheel speed difference data of at least one grader rear wheel 1 entering a depression area, an actuator module for driving the differential lock, and a road surface acquisition module 2 disposed at the front end of the vehicle, and a control module communicatively connected to the data acquisition module, the actuator module and the road surface acquisition module 2. Figure 1 The tire with the black axle is the front wheel, and the tire with the white axle is the rear wheel 1. The grader travels in the F1 direction. In this embodiment, the road surface acquisition module 2 includes at least one vision sensor installed at the highest point of the front end of the grader; the control module is configured with the grader's travel route, such as... Figure 2 As shown, the path is zigzag-shaped. When the vehicle travels along the F1 direction and follows the A1-A2 path, the vision sensor only analyzes the road surface from the current position to the change position, i.e., the potholes on the road surface along the A1-A2 route. On the one hand, this can optimize computing power, and on the other hand, it can adjust the parameters of the vision sensor to capture clearer images.

[0023] In this embodiment, the visual sensor may be an optical acquisition sensor such as a monocular or binocular camera or a lidar.

[0024] In this embodiment, a visual sensor is used to collect images of potholes on the road ahead, identifying four key locations along the driving path: the pothole inlet point, the starting point of the leveled surface within the pothole, the ending point of the leveled surface within the pothole, and the pothole outlet point. Based on these locations, the potholes are divided into three segments along the grader's driving direction. Leveling section inside the pit ( Figure 1(X0 section): From the starting point of the leveling road surface in the pit to the ending point of the leveling road surface in the pit, the road surface height in this section is relatively stable. After the grader's wheels enter this area, the wheel speed difference between the two rear tires of the grader approaches "zero". Slippage judgment segment position 1 ( Figure 1 Section X1 in the middle): from the entrance point of the pothole to the starting point of the smooth road surface inside the pothole, corresponding to the transition section where the vehicle enters the pothole; Slippage judgment segment position 2 ( Figure 1 X2 section: from the end of the leveled road surface inside the pit to the exit point of the pit, corresponding to the transition section for vehicles to exit the pit.

[0025] In this embodiment, the starting time of the theoretical wheel speed difference data curve is calculated by the control module based on the real-time driving speed of the grader and the distance between the current position of the vehicle and the starting point of the slippage position; The endpoint of the theoretical wheel speed difference data curve is calculated by the control module based on the real-time driving speed of the grader and the distance between the vehicle's current position and the endpoint of the slippage position.

[0026] The control module, based on the grader's real-time speed and current vehicle position, and in conjunction with the spatial coordinates of the aforementioned slippage detection segments, calculates the start and end times of the grader entering and exiting each slippage detection segment. This provides time-point judgments for subsequent comparisons by the control module. The start time = (start of slippage detection segment - current vehicle position) / real-time speed. The end time = (end of slippage detection segment - current vehicle position) / real-time speed.

[0027] In this embodiment, the sign of the real-time driving speed is consistent with the increasing direction of the grader's coordinates.

[0028] In this embodiment, the base condition is that the grader determines the position of the slippage segment without slipping: due to the influence of the pothole and depression road surface, the driving trajectory of the wheel on the pothole side is a curve, and its driving distance increment is gradually increased relative to the wheel on the flat side, reaches a peak and then gradually decreases; correspondingly, the wheel speed difference between the two wheels shows an overall change pattern of first increasing and then decreasing.

[0029] Based on the variation pattern of the above-mentioned benchmark working conditions, a theoretical wheel speed difference data curve is generated. The curve in the single-slip judgment section shows a parabolic rising and falling shape, as shown in the theoretical wheel speed difference data curve in Figure 1.

[0030] In this embodiment, the control module identifies all slip locations on the road surface based on the road surface data collected by the road surface acquisition module 2. When the grader travels to the corresponding slip location, the control module compares the actual wheel speed difference data curve with the theoretical wheel speed difference data curve built into the system.

[0031] When the control module determines that the grader is driving normally in the current slipping position, the following preset matching conditions must be met simultaneously: At the starting point of the actual wheel speed difference data curve: the time deviation between the starting time of the actual wheel speed difference data curve and the starting time of the theoretical wheel speed difference data curve is within a preset time error range, and the wheel speed difference data difference corresponding to this time is within a preset amplitude error range. It needs to start from a point where the wheel speed difference is "zero". If there is an initial wheel speed difference, it indicates direct slippage. See [link / reference]. Figure 1 The trend of slip curve 1 and slip curve 2 in segment X1 is directly judged as slipping.

[0032] In this embodiment, the time deviation at the starting point is not due to a shift in the spatial position of the slip segment, but rather a certain system response delay between the theoretical prediction time and the actual detection time corresponding to the same spatial position. Therefore, in order to avoid misjudgment, a preset amplitude error range needs to be provided.

[0033] At the end point of the actual wheel speed difference data curve: the time deviation between the end point of the actual wheel speed difference data curve and the end point of the theoretical wheel speed difference data curve is within a preset time error range, and the wheel speed difference data difference corresponding to that time is within a preset amplitude error range.

[0034] In this embodiment, during the journey of the wheel from the point of entering the ditch to the point of exiting the slope, there may be a situation where the upper half of the slope is not slipping, but the lower half is slipping. In this case, the actual wheel speed difference data curve shows a rapid increase in wheel speed. The actual wheel speed difference data curve does have an endpoint, but the wheel speed difference data at the endpoint of the actual wheel speed difference data curve exceeds the preset amplitude error range. This situation is directly judged as slipping. See [link to relevant documentation]. Figure 3 The slip curve 3 shows no slippage in segment X3 but slippage in segment X4.

[0035] The actual wheel speed difference data curve itself is generated in real time by the acquisition module during the entire process of the wheel determining the position of a single slip segment. Because the slope of actual potholes and inclines may have slight local fluctuations, the actual wheel speed difference data curve will fluctuate slightly. Therefore, when comparing it with the theoretical wheel speed difference data curve, the overall shape of the actual curve needs to be verified separately. The curve itself is considered to be in normal driving condition when it meets all of the following conditions: Overall morphological constraint: During the period from the start time to the end time corresponding to the slippage judgment section, the actual wheel speed difference data curve has a single peak shape, with only one peak point, and the deviation between the peak point and the peak point of the theoretical wheel speed difference data curve is within a preset error range; Rising segment constraint: From the starting point to the peak point, the actual wheel speed difference data curve shows an increasing trend between each adjacent sampling point, and the increasing process is continuous without abrupt changes. A wheel speed difference change rate of ≥20% between each adjacent sampling point is considered an abrupt change.

[0036] Descent constraint: In the interval from the peak point to the end point, the actual wheel speed difference data curve shows a downward trend between each adjacent sampling point, and the downward process is continuous without abrupt changes. A change rate of wheel speed difference ≥20% between each adjacent sampling point is considered an abrupt change.

[0037] Peak point constraint: The peak points of the actual wheel speed difference data curve and the theoretical wheel speed difference data curve should be close, and the deviation between the occurrence time of the peak point and the occurrence time of the peak point of the theoretical wheel speed difference data curve should be within the preset error range. Road surface fluctuations may affect the occurrence time of the peak point, resulting in the peak point appearing too early or too late, indicating that there may be large potholes or depressions at the slippage judgment section. In such cases, the differential lock also needs to be activated to ensure that the grader can pass through. In this embodiment, the actual wheel speed difference data curve and the theoretical wheel speed difference data curve satisfy all the above-mentioned preset matching conditions. The control module determines that the grader is driving normally at the current slip position and controls the actuator module to remain in standby mode. In this embodiment, if the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset anomaly judgment conditions, then the method for determining that the grader is skidding at the current suspected slippage position includes: If, during the process of passing through the peak points sequentially from the starting point to the end point, the actual wheel speed difference data curve shows discontinuity or abrupt changes between adjacent sampling points, it is determined that the grader is skidding at the current suspected slippage position; and the actuator module is controlled to activate the differential lock.

[0038] In this embodiment, when the control module determines that the vehicle is slipping and the grader is still in the current slipping position, if the difference between the wheel speed difference data of the actual wheel speed difference data curve and the wheel speed difference data of the corresponding position of the theoretical wheel speed difference data curve is within a preset error range, and this state is maintained for a preset time, then it is determined that the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset matching conditions, and the control module drives the actuator module to release the differential lock.

[0039] In this embodiment, when the control module determines that the vehicle is driving normally and the grader is still in the current slipping position, if the difference between the wheel speed difference data of the actual wheel speed difference data curve and the wheel speed difference data of the corresponding position of the theoretical wheel speed difference data curve exceeds the preset error range, and this state is maintained for a preset time, the control module drives the actuator module to activate the differential lock.

[0040] In this embodiment, the preset duration is half the time it takes for the grader to pass through the slippage position, to avoid the differential lock from frequently engaging-disengaging-engaging again, and to ensure that there is only one adjustment action at each slippage position.

[0041] At least one embodiment also provides a method for operating a differential lock control system for a grader, comprising: Step 1: Collect road surface data in the direction of the grader's movement, and identify all slippage locations on the road surface based on the road surface data; Step 2: Collect real-time data on the wheel speed difference of the grader; Step 3: Compare the actual wheel speed difference data curve with the pre-stored theoretical wheel speed difference data curve; Step 4: When the two curves meet the preset matching conditions, it is determined that the grader is driving normally and the differential lock remains in standby mode without activation. Step 5: When the two curves meet the preset abnormal judgment conditions, it is determined that the grader is slipping and the differential lock is locked.

[0042] In this embodiment, the theoretical wheel speed difference data curve is automatically generated after the grader collects road surface data in the direction of the grader's movement.

[0043] In this embodiment, the road surface data is the road surface data from the current position of the grader to the changeover point.

[0044] In this embodiment, the control module only judges the potholes on the road surface in the direction of travel. The same pothole may have multiple travel routes. The module will actively judge when the grader works in the corresponding area to avoid the lag in judgment.

[0045] In summary, this invention utilizes a road surface acquisition module 2 at the front of the vehicle, combined with the grader's zigzag working path, to pre-identify potholes and uneven surfaces along the route. Based on these features, it generates the theoretical wheel speed difference data curve. During operation, the grader collects wheel speed difference data in real time to generate the actual wheel speed difference data curve. The control module compares the two curves to accurately distinguish between "harmless path wheel speed differences" and "harmful slippage wheel speed differences," completely avoiding the shortcomings of traditional pure wheel speed difference triggering strategies that misjudge harmless disturbances from potholes as slippage, leading to frequent differential lock mis-locking. While ensuring safety on complex road surfaces, this invention significantly reduces unnecessary locking actions of the differential lock, lowering wear on the transmission system and tires.

[0046] This patent can be written in any programming language (including compiled or interpreted languages) and can be deployed in any form, including as a standalone program or as a module, component, subroutine, or other unit suitable for use in a computing environment. A computer program does not necessarily correspond to a file in a file system. A program can be stored in a portion of a file that holds other programs or data (e.g., one or more scripts stored in a markup language document), in a single file dedicated to that program, or in multiple coordinating files (e.g., a file storing one or more modules, subroutines, or portions of code). A computer program can be deployed and executed on one or more computers located at a single site or distributed across multiple sites and interconnected via a communication network.

[0047] Only some implementations and examples are described; other implementations, enhancements, and variations can be made based on the content described and illustrated in this patent document.

Claims

1. A differential lock control system for a grader, characterized in that, include: The data acquisition module is used to collect the actual wheel speed difference data curve of at least one grader rear wheel (1) entering the depression area; Actuator module for driving differential locks; A road surface data acquisition module (2) is installed at the front of the vehicle; and, The control module is communicatively connected to the data acquisition module, the actuator module, and the road surface acquisition module (2); The control module is configured to: identify suspected slip locations on the road surface based on the road surface data collected by the road surface acquisition module (2); and when the grader travels to the corresponding suspected slip location, compare the actual wheel speed difference data curve with the preset theoretical wheel speed difference data curve. If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset matching conditions, it is determined that the grader is driving normally at the current suspected slip position, and the actuator module is controlled to remain in standby mode. If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset anomaly judgment conditions, then the grader is determined to be skidding at the current suspected slip position, and the actuator module is controlled to activate the differential lock.

2. The grader differential lock control system according to claim 1, characterized in that, If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset matching conditions, the method for determining that the grader is driving normally at the current suspected slip position includes: At the starting point of the actual wheel speed difference data curve: the time deviation between the starting time of the actual wheel speed difference data curve and the starting time of the theoretical wheel speed difference data curve is within a preset time error range, and the wheel speed difference data difference corresponding to that time is within a preset amplitude error range; At the end point of the actual wheel speed difference data curve: the time deviation between the end point of the actual wheel speed difference data curve and the end point of the theoretical wheel speed difference data curve is within a preset time error range, and the wheel speed difference data difference corresponding to that moment is within a preset amplitude error range; The actual wheel speed difference data curve itself: between the starting time and the ending time corresponding to the actual wheel speed difference data curve, the actual wheel speed difference data curve has a single peak shape and has a unique peak point, and the deviation between the peak point and the peak point of the theoretical wheel speed difference data curve is within a preset error range. If the actual wheel speed difference data curve is continuous and without abrupt changes between adjacent sampling points during the process of passing through the peak points from the starting point to the end point, then it is determined that the grader is driving normally at the current suspected slippage position.

3. The grader differential lock control system according to claim 2, characterized in that, If the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset anomaly judgment conditions, the method for determining that the grader is skidding at the current suspected skidding position includes: If, during the process of passing through the peak points sequentially from the starting point to the end point, the actual wheel speed difference data curve shows discontinuity or abrupt changes between adjacent sampling points, it is determined that the grader is skidding at the current suspected slippage position.

4. The grader differential lock control system according to claim 2, characterized in that, The starting point of the theoretical wheel speed difference data curve is calculated by the control module based on the real-time driving speed of the grader and the distance between the vehicle's current position and the starting point of the slippage position. The endpoint of the theoretical wheel speed difference data curve is calculated by the control module based on the real-time driving speed of the grader and the distance between the vehicle's current position and the endpoint of the slippage position.

5. The grader differential lock control system according to claim 2, characterized in that, The peak point is the point in time between the start and end times of the actual wheel speed difference data curve where there is one and only one maximum wheel speed difference data.

6. The grader differential lock control system according to claim 1, characterized in that, The road surface acquisition module (2) includes at least one vision sensor installed at the highest point of the front end of the grader.

7. The grader differential lock control system according to claim 5, characterized in that, The control module contains the grader's travel route, and the vision sensor only analyzes the road surface from the current position to the changeover position.

8. The grader differential lock control system according to claim 1, characterized in that, When the control module determines that the vehicle is slipping and the grader is still in the suspected slipping position, if the difference between the wheel speed difference data of the actual wheel speed difference data curve and the wheel speed difference data of the corresponding position of the theoretical wheel speed difference data curve is within a preset error range, and this state is maintained for a preset time, then it is determined that the actual wheel speed difference data curve and the theoretical wheel speed difference data curve meet the preset matching conditions, and the control module drives the actuator module to release the differential lock.

9. The grader differential lock control system according to claim 1, characterized in that, When the control module determines that the vehicle is in normal driving condition and the grader is still in the current slipping position, if the difference between the wheel speed difference data of the actual wheel speed difference data curve and the wheel speed difference data of the corresponding position of the theoretical wheel speed difference data curve exceeds the preset error range, and this state is maintained for a preset time, the control module drives the actuator module to activate the differential lock.

10. A method for operating a grader differential lock control system as described in any one of claims 1-9, characterized in that, Including the following: Step S1: Collect road surface data in the direction of the grader's movement, identify suspected slippage locations on the road surface based on the road surface data, and collect the actual wheel speed difference data curve of the grader in real time. Step S2 involves comparing the actual wheel speed difference data curve with the pre-stored theoretical wheel speed difference data curve. If the two curves meet the preset matching conditions, the grader is determined to be driving normally, and the differential lock remains in standby mode without activation. If the two curves meet the preset abnormal judgment conditions, it is determined that the grader is slipping and the differential lock is engaged.

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