Vehicle escape method, device, equipment, medium, program product and vehicle

Abstract

The invention relates to a vehicle escaping method, device and equipment, a medium, a program product and a vehicle, the method comprises the step of adjusting the acting force of a wheel suspension to increase the traction force of the whole vehicle when the vehicle escapes, and the method aims at improving the escaping capacity of the vehicle.

Description

Technical Field

[0001] This application relates to the technical field of vehicle getting out of trouble, and particularly relates to a vehicle getting out of trouble method, device, equipment, medium, program product and vehicle. Background Art

[0002] When a vehicle is on a low-adhesion road surface such as sand, mud, ice and snow, the wheels may slip, resulting in the vehicle being stuck and unable to move forward. In the related art, the height of the wheels at different corners of the vehicle body is adjusted by the air spring, so that all wheels can contact the ground to achieve getting out of trouble, but the getting out of trouble ability of this method is limited. Summary of the Invention

[0003] Embodiments of this application provide a vehicle getting out of trouble method, device, equipment, medium, program product and vehicle, which improve the vehicle getting out of trouble ability to at least partially solve the above technical problems.

[0004] To achieve the above object, according to the first aspect of this application, a vehicle getting out of trouble method is provided. The vehicle getting out of trouble method includes:

[0005] Adjust the acting force of the wheel suspension to increase the overall vehicle traction force when the vehicle gets out of trouble.

[0006] According to the second aspect of this application, an electronic device is provided, including:

[0007] An adjustment module, configured to adjust the acting force of the wheel suspension to increase the overall vehicle traction force when the vehicle gets out of trouble.

[0008] According to the third aspect of this application, an electronic device is further provided, including a processor, the processor is connected to a memory, the memory stores a computer program, and the processor is configured to run the computer program in the memory to execute any of the above vehicle getting out of trouble methods.

[0009] According to the fourth aspect of this application, a computer-readable storage medium is provided, the computer-readable storage medium stores a computer program, and the computer program, when executed by a processor, is any of the above vehicle getting out of trouble methods.

[0010] According to the fifth aspect of this application, a computer program product is provided, which includes a computer program, and the computer program, when executed by a processor, implements any of the above vehicle getting out of trouble methods.

[0011] According to the sixth aspect of this application, a vehicle is provided, which executes any of the above vehicle getting out of trouble methods, or includes the above-mentioned electronic device or electronic equipment.

[0012] The vehicle escape method provided in the embodiments of the present application adjusts the actuating force of the wheel suspension to increase the traction of the entire vehicle when the vehicle is escaped. By adjusting the actuating force of the wheel suspension, the wheel load can be adjusted, thereby optimizing the friction between the wheel and the ground, increasing the traction of the entire vehicle when the vehicle is escaped, and thus improving the vehicle's escape ability.

[0013] Other features and advantages of the present application will be described in detail in the subsequent detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] To more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for describing the embodiments. Obviously, the drawings described below are only some embodiments of the present application. Those skilled in the art can also derive other drawings based on these drawings without inventive effort.

[0015] In order to more completely understand the present application and its beneficial effects, the following description will be given in conjunction with the accompanying drawings, wherein the same drawing numbers represent the same parts in the following description.

[0016] Figure 1 This is a flow chart of an embodiment of a vehicle escape method provided in an embodiment of the present invention;

[0017] Figure 2 is a schematic diagram of a vehicle coordinate system provided in an embodiment of the present invention;

[0018] Figure 3 This is a flow chart of a vehicle escape scenario provided in an embodiment of the present invention;

[0019] Figure 4 1 is a schematic diagram of the architecture of a vehicle escape control system provided in an embodiment of the present invention;

[0020] Figure 5 is a schematic structural diagram of an electronic device provided in an embodiment of the present invention;

[0021] Figure 6 2 is a schematic structural diagram of an electronic device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0022] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the embodiments described are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work are within the scope of protection of the present application.

[0023] When a vehicle is on a low - adhesion road surface such as sand, mud, ice and snow, wheel slippage may occur, resulting in the vehicle being stuck and unable to move forward. In related technologies, the height of the wheels at different corners of the vehicle body is adjusted through air springs, so that all wheels can contact the ground to achieve getting unstuck.

[0024] The inventor found that in related technologies, the inertia of the vehicle and the like are not utilized to increase the friction between the wheels and the ground, and there is still room for improvement in the overall traction of the vehicle. In some other related technologies, the friction between the wheels and the ground is increased by increasing the wheel speed, but the theoretical basis for this is insufficient. Tire mechanics shows that the ground adhesion coefficient first increases and then decreases with the wheel speed. Thus, it can be seen that the current vehicle getting - unstuck ability is limited.

[0025] To solve the above problems, the embodiments of the present application propose a vehicle getting - unstuck method, device, equipment, medium, program product and vehicle. The embodiments of the present application adjust the actuating force of the wheel suspension to adjust the load of the wheels, which can increase the overall traction of the vehicle when getting unstuck, so as to control the vehicle to get unstuck and improve the vehicle getting - unstuck ability.

[0026] Specifically, the vehicle getting - unstuck method in the present application can be applied to a vehicle, and the execution subject of the vehicle getting - unstuck method can also be a vehicle, such as a car, an electric vehicle, a hybrid vehicle, etc.

[0027] Subsequently, taking the execution subject of the vehicle getting - unstuck method as a vehicle as an example, each embodiment will be described in detail.

[0028] Correspondingly, as Figure 1 shown, the vehicle getting - unstuck method may include the following steps:

[0029] Step S10: Adjust the actuating force of the wheel suspension to increase the overall traction of the vehicle when getting unstuck.

[0030] In this embodiment, the vehicle is equipped with wheel suspensions, and each wheel corresponds to a wheel suspension. The wheel suspension can be an active suspension, and can be controlled and adjusted through signal instructions, etc. In this implementation, the wheel suspension can be composed of a suspension actuator and a suspension position sensor. The height of the wheel suspension can be determined through the suspension position sensor. The suspension actuator responds to different adjustment instructions and can generate different magnitudes of actuating forces to the corresponding wheels. By controlling the suspension actuator of the wheel suspension, the actuating force applied by the wheel suspension to the corresponding wheel can be adjusted. This actuating force can act on the wheel. By adjusting the actuating force of the wheel suspension, the wheel load can be adjusted, thereby optimizing the friction between the vehicle wheels and the ground, cooperating with the vehicle's drive system to control the vehicle to get unstuck, increasing the overall traction of the vehicle when getting unstuck, and improving the vehicle getting - unstuck ability.

[0031] In one embodiment, adjusting the actuating force of the wheel suspension to increase the overall traction of the vehicle when getting unstuck includes:

[0032] Adjust the actuating force of the vehicle suspension according to the road surface adhesion coefficient of the wheels, so that the traction force of the whole vehicle is maximized when the vehicle gets stuck.

[0033] In this embodiment, first determine the road surface adhesion coefficient that the road surface where the vehicle is located can provide to each wheel. The road surface adhesion coefficient is an important parameter describing the adhesion ability between the tire and the road surface. The size of the road surface adhesion coefficient mainly depends on factors such as the material of the road, the condition of the road surface, the tire structure, the tread pattern, the material, and the speed of the vehicle movement. The road surface adhesion coefficient is the main influencing factor for calculating the friction force of the wheels under different road surface conditions. The stronger the road surface adhesion coefficient represents the adhesion force of the vehicle, the less likely the vehicle is to slip during driving.

[0034] In this embodiment, it is necessary to determine the adhesion coefficient of each wheel of the vehicle. This wheel can refer to the grounded tire of the vehicle. The grounded tire is in contact with the ground and provides the traction force and braking force required for the vehicle to move forward.

[0035] In this embodiment, the road surface adhesion coefficient can refer to the road surface adhesion coefficient provided by the road surface where the current vehicle is traveling to the wheels. In this embodiment, the road surface adhesion coefficient of each wheel can be determined in real time and accurately by means of detection. In some embodiments, the road surface adhesion coefficient can be determined by the current driving road surface type and the wheel position. Other methods for determining the road surface adhesion coefficient of each wheel will not be listed.

[0036] In this embodiment, after determining the road surface adhesion coefficient of each wheel, the actuating force of at least one wheel suspension can be accurately adjusted according to the road surface adhesion coefficient of each wheel to adjust the load of the corresponding wheel. The wheel load is also an important factor affecting the wheel friction force. According to the road surface adhesion coefficient of each wheel, the load of the vehicle wheels is adjusted so that the load of each wheel reaches a suitable target load, and the friction force of each vehicle wheel is accurately adjusted, so as to provide a greater traction force for the whole vehicle of the vehicle to get stuck, thereby improving the vehicle's ability to get stuck.

[0037] In one embodiment, the adjusting the actuating force of the vehicle suspension according to the road surface adhesion coefficient of the wheels includes:

[0038] According to the road surface adhesion coefficient, determine the first target actuating force of the wheel suspension when the traction force of the whole vehicle is maximized;

[0039] Adjust the wheel suspension according to the first target actuating force.

[0040] In this embodiment, the traction force of the vehicle is related to the load of each wheel and its corresponding road adhesion coefficient. Here, the wheel load when the vehicle's traction force is maximized can be converted into the acting force of the corresponding wheel suspension. In this way, according to the road adhesion coefficient of each wheel, the first target acting force of the wheel suspension corresponding to each wheel that can maximize the vehicle's traction force can be determined. Adjust the wheel suspension of the vehicle according to the first target acting force, so that the acting force of each wheel suspension can reach the first target acting force, and cooperate with the driving motor of the vehicle to rotate the wheels to get out of trouble, which can make the vehicle's traction force the largest, and is more helpful for the vehicle to get out of trouble, thereby further improving the vehicle's ability to get out of trouble.

[0041] In one embodiment, the determining the first target acting force of the wheel suspension according to the road adhesion coefficient includes:

[0042] Construct an optimization function for the vehicle's traction force according to the road adhesion coefficient, and the optimization variables of the optimization function include the acting force of the wheel suspension;

[0043] Solve the optimization function to determine the acting force of the wheel suspension when the vehicle's traction force is the largest, which is the first target acting force. [[ID=ll]]

[0044] In this embodiment, it is necessary to adjust the acting force of the vehicle suspension with the goal of maximizing the traction force when the vehicle gets out of trouble, so as to adjust the vehicle load. An optimization problem can be used to calculate the first target acting force of the vehicle suspension. According to the road adhesion coefficient of each wheel, an optimization function for the vehicle's traction force is constructed. In the vehicle traction optimization function, the optimization variable is the acting force of the vehicle suspension, specifically, the acting force of the wheel suspension corresponding to each wheel of the vehicle. The optimization object is the vehicle's traction force, and the optimization goal of this optimization function is to maximize the vehicle's traction force. Using this optimization goal to solve the optimization function, the acting force of each wheel suspension when the vehicle's traction force is the largest can be determined, and the acting force of each wheel suspension is set as the target acting force of each wheel suspension.

[0045] In one example, the vehicle is a four-wheel vehicle, and based on the above solution, the following optimization function is constructed:

[0046]

[0047] s.t.

[0048]

[0049] F load,lf +F load,rf +F load,lr +F load,rr =M veh g

[0050] (F road,lf [[ID=to]]+Froad,rf )·L a -(F road,lr +F road,rr )·L b =0

[0051]

[0052] F load,min ≤F load,lf ≤F load,max

[0053] F load,min ≤F load,rf ≤F load,max

[0054] F load,min ≤F load,lr ≤F load,max

[0055] F load,min ≤F load,rr ≤F load,max

[0056] In the formula, the optimization variable v=[F act,s,lf F act,s,rf F act,s,lr F act,s,rr ]' is the force of the four wheel suspension, the optimal variable The optimal driving force of the four suspensions can maximize the traction of the vehicle. veh is the mass of the vehicle, g is the acceleration due to gravity, is the road adhesion coefficient of the corresponding wheel, F load,min ,F load,max are the minimum and maximum loads of the wheel, and are the calibration quantities.

[0057] Based on the construction of the optimization function, the first target force of the wheel suspension when the vehicle's traction is maximized can be determined quickly and accurately according to the road adhesion coefficient of each wheel, so that the vehicle can be unstuck with the maximum vehicle traction, further improving the vehicle's ability to escape from difficulties.

[0058] In one embodiment, adjusting the wheel suspension according to the first target actuating force includes:

[0059] superimposing the dynamic actuating force of the vehicle suspension on the basis of the first target actuating force;

[0060] The wheel suspension is adjusted based on the superimposed first target actuation force to increase the instantaneous load of the wheel.

[0061] In this embodiment, the target driving force that maximizes the vehicle's overall traction force directly calculated based on the road surface adhesion coefficient of each wheel is a steady-state driving force. The steady-state driving force refers to the response of the suspension system under continuous and constant input conditions. In fact, the vehicle suspension also involves transient driving forces, that is, dynamic driving forces. The dynamic driving force is the driving force that the wheel suspension needs to change with time. The steady-state driving force pays more attention to the continuous output of the suspension, while the dynamic driving force pays more attention to the suspension's ability to quickly respond to transient changes.

[0062] In this embodiment, it is necessary to adjust the vehicle suspension by combining the steady-state driving force and the dynamic driving force to increase the instantaneous load of the wheels. After determining the first target driving force of the wheel suspension according to the road surface adhesion coefficient of each wheel, the dynamic driving force needs to be superimposed on the basis of the first target driving force. Adjusting the wheel suspension based on the superimposed first target driving force can further increase the load of the wheels, thereby further increasing the vehicle's instantaneous traction force on the basis of the maximum traction force to get out of trouble and further improving the vehicle's ability to get out of trouble.

[0063] In one embodiment, the dynamic driving force is a driving force that alternates between positive and negative, and the maximum amplitude of the dynamic driving force is determined based on the actual height of the wheel suspension.

[0064] In this embodiment, the dynamic driving force is a driving force that alternates between positive and negative with time and is determined according to the actual height of each wheel suspension. Based on the actual height of each wheel suspension, the maximum amplitude of the dynamic driving force can be determined, and it alternates between positive and negative based on the maximum amplitude to obtain the dynamic driving force that changes with time.

[0065] The specific calculation formula is as follows:

[0066]

[0067] In the formula, H susp,max , H susp,min are the maximum height and minimum height of the wheel suspension; k f , k r are the stiffness of the front vehicle suspension and the stiffness of the rear wheel suspension; i f , i r are the lever ratios of the front wheel suspension and the lever ratios of the rear wheel suspension; H susp,lf , H susp,rf , H susp,lr , H susp,rr are the actual heights of the left front, right front, left rear, and right rear vehicle suspensions respectively, and Famp is the maximum amplitude of the dynamic driving force.

[0068] The formula for determining the dynamic driving force based on the maximum amplitude of the dynamic driving force includes:

[0069]

[0070] In the formula, ω is the angular frequency, which can take the median of the partial frequencies of the front wheel suspension and the rear wheel suspension.

[0071] For the first target driving force of the control wheel suspension at each moment after superimposing the dynamic driving force, the following first target driving force after superposition is obtained:

[0072]

[0073] In one embodiment, adjusting the wheel suspension according to the first target driving force includes:

[0074] Gradually adjust the wheel suspension until the first target driving force is reached.

[0075] In this embodiment, after calculating the first target driving force, the wheels will not be immediately adjusted to the first target driving force. Instead, the driving force of the wheel suspension is gradually adjusted based on the first target driving force to gradually adjust its driving force to the first target driving force. During the process of gradually adjusting the driving force of the wheel suspension until the first target driving force is reached, the actual driving force of the vehicle suspension is the intermediate value of the driving forces at the start and end moments of the adjustment, and the driving force at the end moment of the adjustment matches the first target driving force.

[0076] In this way, discretely adjusting the wheel suspension based on the first target driving force can make the wheel suspension slowly change to the target driving force, avoiding large impacts on the vehicle body caused by sudden changes in the driving force, thereby ensuring vehicle comfort.

[0077] In one embodiment, according to the driving force adjustment increment and the target driving force, discrete target driving forces of the wheel suspension at multiple discrete moments are determined;

[0078] According to the discrete target driving forces of the wheel suspension at multiple discrete moments, the wheel suspension is adjusted.

[0079] In this embodiment, the first target driving force is the adjustment target, and the first driving force adjustment amount is the change amount of the driving force of the wheel suspension for each discrete adjustment, which is a calibrated value. According to the driving force adjustment increment and the target driving force, discrete target driving forces of the wheel suspension at multiple discrete moments are determined, and the calculation formula can be as follows:

[0080]

[0081] Where k represents the discrete moment, k = 0 represents the start moment of the driving force adjustment, and ΔF step is the driving force adjustment increment. is the discrete target driving force at the k + 1 moment, is the discrete target driving force at the k moment, Generate power for the first target.

[0082] By generating power according to the discrete targets corresponding to the wheel suspension at multiple discrete moments, a change curve of the power generated for the wheel suspension can be planned, and the wheel suspension can be controlled and adjusted according to this change curve of the generated power.

[0083] In this way, by adjusting the power increment and the first target power generated, calculating the discrete target power at multiple discrete moments to adjust the vehicle suspension, the power generated by the wheel suspension can change slowly and evenly, and can reach the corresponding discrete target power at each discrete moment, which can control the accuracy to reach the target power while ensuring comfort, and further improve the vehicle comfort and the vehicle's ability to get out of trouble.

[0084] In one embodiment, the method further includes:

[0085] Determine the target torque of the wheel according to the real-time load of the wheel and the road surface adhesion coefficient;

[0086] Control the wheel to rotate according to the target torque to control the vehicle to get out of trouble.

[0087] In this embodiment, getting out of trouble requires the cooperation of the wheel suspension and the drive motor of the wheel. That is, on the basis of adjusting the wheel load, it is also necessary to drive the wheel to rotate through the drive motor to get out of trouble. In some embodiments, the drive motor corresponding to the wheel can be driven to rotate by a preset torque to get out of trouble.

[0088] In this embodiment, after adjusting the vehicle load, the real-time load of the vehicle and the road surface adhesion coefficient can be combined to calculate a more suitable target torque for the vehicle to get out of trouble. A control command is sent to the drive motor corresponding to the wheel according to the target torque of the wheel, so as to control the rotation of the wheel according to the target torque. In this way, by cooperating with the wheel load and the wheel drive, the vehicle's ability to get out of trouble can be further improved.

[0089] In one embodiment, the real-time load is calculated in advance according to the target power when adjusting the power generated by the wheel suspension and the basic load of the wheel.

[0090] In this embodiment, the real-time load of the wheel can be calculated in advance. Since adjusting the power generated by the wheel suspension can calculate the target power in advance, this target power is the target power of the wheel suspension when the vehicle gets out of trouble. This parameter can be calculated before getting out of trouble. After the backend calculates this target power, it can extract the real-time load when the vehicle gets out of trouble determined in advance based on this target power and the road surface adhesion coefficient of the corresponding wheel, so as to enter the trouble-getting-out operation faster.

[0091] In the aforementioned embodiment, the first target actuating force of the wheel suspension is determined based on the road adhesion coefficient of each wheel. Therefore, the target actuating force when adjusting the wheel suspension actuating force can also be the first target actuating force of the wheel suspension. This allows for pre-determining the actuating force exerted on the wheel by the wheel suspension during subsequent control. Combined with the vehicle's base load, the real-time wheel load during the escape process can be determined in advance. The formula for calculating the target torque using the real-time wheel load determined in advance based on the first target actuating force is as follows (using the left front wheel as an example):

[0092]

[0093] Where, T w,forward,lf Indicates the target torque, R w represents the wheel radius, and (H susp，bal，f -H susp，lf )·k f is the basic load of the wheel, and i is the reduction ratio from the drive motor to the wheel.

[0094] In this way, the real-time load calculated in advance based on the first target driving force and the basic wheel load can determine the target torque of the wheel in advance, so that the controller can respond more quickly to changes in vehicle load and road adhesion coefficient, making the transient accuracy of speed control higher, thereby further improving the wheel's ability to escape from trouble.

[0095] In one embodiment, controlling the wheels to rotate according to the target torque includes:

[0096] superimposing the feedback torque of the wheel on the basis of the target torque;

[0097] The wheels are controlled to rotate based on the superimposed target torque.

[0098] In this embodiment, the target torque determined based on the above-mentioned real-time wheel load and road adhesion coefficient is used as a feedforward parameter, and the wheels are subjected to feedforward control. In this embodiment, feedforward and feedback control of the wheels can be combined to further improve wheel control accuracy. After calculating the target torque determined based on the real-time wheel load and road adhesion coefficient, the wheel feedback torque is superimposed on the target torque. The feedback torque can be a PID (Proportional Integral Derivative) feedback parameter. The feedback torque is determined during the escape process, and the wheel rotation is controlled based on the target torque superimposed with the feedback torque. This combination of feedforward and feedback control of wheel rotation can further improve wheel driving accuracy, better coordinate with the load for escape, and further enhance the wheel's escape capability.

[0099] In one embodiment, the feedback torque is determined based on the actual wheel speed and the desired wheel speed of the wheel.

[0100] In this embodiment, the feedback torque is determined according to the actual wheel speed and the desired wheel speed of the wheel during the process of getting out of trouble. The desired wheel speed can be the optimal wheel speed for the vehicle to get out of trouble and is a calibrated value. Specifically, the calculation formula of the feedback torque is as follows (taking the left front wheel as an example):

[0101]

[0102] In the formula, T w,back,lf represents the feedback torque, s is the Laplace transform symbol, N w,ref is the desired wheel speed, and k p , k d , k i are all gain coefficients, which, like the desired wheel speed, are calibrated values.

[0103] The target torque after superposition that finally controls the rotation of the wheel is:

[0104] T w,lf = T w,forward,lf + T w,back,lf

[0105] Based on this target torque, the motor torque of the drive motor corresponding to the wheel can be calculated as:

[0106] T mot,lf = T w,lf / i1

[0107] Controlling the corresponding drive motor with this motor torque so that the wheel rotates with the superposed target torque to better get out of trouble.

[0108] In one embodiment, before adjusting the actuating force of the vehicle suspension according to the road adhesion coefficient of the wheel, it further includes:

[0109] When the wheel loads of the vehicle are uniform, detecting the road adhesion coefficient of the wheel.

[0110] In this embodiment, the road adhesion coefficient of each wheel is detected in real time before getting out of trouble and is detected when the wheel loads of the vehicle are uniform. When the wheel loads of the vehicle are uniform, the situation of excessive or too small load on a single wheel can be avoided, and the accuracy of detecting the road adhesion coefficient of each wheel is higher, and the load can be adjusted more precisely. Further, the vehicle's ability to get out of trouble is improved.

[0111] In some embodiments, when the wheel loads of the vehicle are uniform, the road adhesion coefficient of each wheel is not detected. After adjusting the wheel loads of each vehicle to be uniform, the road adhesion coefficient of each wheel is detected again.

[0112] In one embodiment, if the difference between the maximum load and the minimum load among the vehicle wheels exceeds a preset threshold, it is determined that the vehicle wheel loads are uneven.

[0113] If the difference between the maximum load and the minimum load among the vehicle wheels does not exceed the preset threshold, it is determined that the vehicle wheel loads are uniform.

[0114] In some embodiments, whether each wheel is evenly loaded is to some extent related to the road surface geometric features. A rough road surface is likely to cause uneven loads on each wheel. Therefore, the geometric features of the road surface on which the vehicle is traveling are determined based on the three-dimensional road surface image. If the road surface geometric features indicate that the road surface is flat, it can be determined that the loads on each vehicle wheel are uniform; otherwise, they are uneven.

[0115] In some embodiments, the vehicle can also be determined to be level based on the vehicle's gyroscope. If it is level, it can be determined that the loads on each vehicle wheel are uniform; otherwise, they are uneven.

[0116] In this embodiment, in order to more accurately detect whether the loads on each wheel are uniform, the loads on each wheel can be determined. Furthermore, the maximum load and the minimum load among the loads on each wheel are determined. If the difference between the maximum load and the minimum load among each wheel exceeds the preset threshold F tire,crt , it is determined that the loads on the vehicle wheels are uneven. If the difference between the maximum load and the minimum load among each wheel does not exceed the preset threshold F tire,crt , it is determined that the loads on the vehicle wheels are uniform.

[0117] In an example, the load calculation formula for the wheels (taking the left front wheel and the left rear wheel as an example) is:

[0118]

[0119] In the formula, H susp,bal,f , H susp,bal,r are the equilibrium positions of the front wheel suspension and the rear wheel suspension. The equilibrium position refers to the position of the suspension when the vehicle is stationary on a flat road surface. F road,bal,f , F road,bal,r are the wheel loads of the front wheel suspension and the rear wheel suspension at the equilibrium position. H susp,lf , H susp,lr are the actual positions of the front wheel suspension and the rear wheel suspension. k f , k r are the stiffnesses of the front wheel suspension and the rear wheel suspension.

[0120] In this way, by calculating the load of each wheel and determining whether the difference between the maximum load and the minimum load among the wheels exceeds a preset threshold, it is possible to more accurately determine whether the wheel loads are uniform, thereby more accurately calculating the road adhesion coefficient of each wheel to more precisely control the vehicle to get out of trouble.

[0121] In one embodiment, the method further includes:

[0122] In the case where the vehicle wheel loads are uneven, obtain the distance between the center plane of the first wheel and the center plane of the second wheel of the vehicle, where the second wheel is a wheel of the vehicle other than the first wheel;

[0123] Adjust the load of the wheel according to the distance to make the wheel loads uniform.

[0124] In this embodiment, when the vehicle wheel loads are uneven, it is necessary to adjust the wheel loads to make them balanced. Obtain the distance between the center plane of the first wheel and the center plane of the second wheel of the vehicle. This distance can represent the levelness of the vehicle or the flatness of the road surface. The levelness of the vehicle or the flatness of the road surface is the main reason affecting the uneven load. According to this distance, the load of the wheel can be adjusted more accurately, making the efficiency of load balancing higher.

[0125] In one embodiment, adjusting the load of the wheel according to the distance includes:

[0126] Determine the second target driving force of the wheel corresponding to the wheel suspension according to the distance and the preset corresponding relationship;

[0127] Adjust the corresponding wheel suspension according to the second target driving force to adjust the load of the wheel,

[0128] wherein the preset corresponding relationship includes the driving forces of the wheels corresponding to the wheel suspensions that make the wheel loads uniform at different distances.

[0129] In this embodiment, for the first wheel, the target driving forces of the wheel suspensions corresponding to the wheels that can make the wheel loads uniform at different distances between its center plane and the center plane of the second wheel are calibrated in advance. According to this preset corresponding relationship, the driving forces of the wheel suspensions corresponding to the wheels that can make the wheel loads uniform corresponding to the current distance between the center plane of the first wheel and the center plane of the second wheel can be determined, and the target driving forces of the wheels corresponding to the current distance are set as the second target driving forces of the wheel suspensions, and the driving forces of the wheel suspensions are adjusted to the second target driving forces to adjust the wheel loads so that the wheel loads are uniform.

[0130] In some embodiments, the actuating force of each wheel suspension can also be gradually adjusted to a second target actuating force to prevent sudden changes in actuating force from affecting comfort. Gradually adjusting the wheel suspension includes determining discrete target actuating forces of the wheel suspension at multiple discrete moments based on the actuating force adjustment increment and the second target actuating force, and adjusting the wheel suspension based on the discrete target actuating forces of the wheel suspension at the multiple discrete moments.

[0131] In this way, the target operating force of the wheel suspension that currently needs to be adjusted can be quickly queried through the preset corresponding relationship, and the wheel suspension can be adjusted to quickly balance the wheel suspension.

[0132] In one embodiment, before obtaining the distance between the wheel center planes of the first wheel and the second wheel of the vehicle, the method further includes:

[0133] detecting a suspended wheel of the vehicle;

[0134] The wheel suspensions corresponding to the wheels adjacent to the suspended wheel are compressed, and / or the wheel suspensions corresponding to the wheels diagonally opposite the suspended wheel are stretched, until the limit positions of the wheel suspensions are reached and / or the suspended wheel falls to the ground.

[0135] In this embodiment, the wheel suspension includes a suspension position sensor that can determine the wheel suspension position. Based on the suspension position of each wheel, it can be determined whether any wheel is suspended. When any suspension position exceeds a wheel suspension threshold, a wheel is suspended. The vehicle's suspended wheel can then be determined, and the suspensions of adjacent wheels and / or diagonally opposite wheels can be stretched accordingly until the suspension height threshold is reached and / or the suspended wheel touches the ground.

[0136] After the vehicle is tested for suspended wheels, the height of the other wheels is adjusted so that the suspended wheels can touch the ground or the wheels can be leveled. On the one hand, this embodiment can be combined with any embodiment so that the suspended wheels of the vehicle can touch the ground. After the suspended wheels touch the ground, they can provide friction and further improve the vehicle's ability to escape from trouble. On the other hand, making the wheels level can reduce the distance between the wheel center planes of the first wheel and the second wheel, making it easier to adjust for balanced load.

[0137] In one example, taking a four-wheeled vehicle as an example, based on the above implementation, specific steps for detecting road surface characteristics when the loads on each wheel of the vehicle are uneven are given:

[0138] ① Collect the suspension position signal from the suspension position sensor to determine whether there is a wheel in the air. When the height H of any suspension position is susp,lf ,H susp,rf ,H susp,lr ,H susp,rr Greater than the wheel suspension threshold H susp,crtWhen it is determined that the wheel is in a suspended state, where H susp,crt is a constant value obtained through calibration.

[0139] ② When a wheel is in a suspended state, the suspension actuators of the wheel suspensions corresponding to the two adjacent wheels of the suspended wheel output a gradually increasing pulling force. If one of the two adjacent suspensions reaches the lower position limit H susp,min , then maintain its position;

[0140] ③ Continue to compress the other one of the adjacent suspensions until it reaches the lower position limit H susp,min , then maintain its position;

[0141] ④ Stretch the wheel suspension corresponding to the diagonal wheel of the suspended wheel until it reaches the upper position limit H susp,max .

[0142] ⑤ During the process from step ② to ④, if it is detected that the positions of all suspensions are less than or equal to the threshold value H susp,crt , then maintain the positions of the four suspensions.

[0143] ⑥ Calculate the wheel center planes of the left front, right front, and left rear wheels (these wheels are the second wheels) of the vehicle based on the suspension height sensor data. Assume the formula for the wheel center planes of the left front, right front, and left rear wheels is ax + by + cz + d = 0. The coefficients a, b, c, and d can be obtained through the following formula:

[0144]

[0145] where, referring to Figure 2 , when the vehicle is stationary on a flat road surface, the plane where the four wheel centers are located is the xoy plane, the projection point of the vehicle's center of mass on the xoy plane is the origin o, the front direction of the vehicle is the positive x-axis direction, and the left direction of the vehicle is the positive y-axis direction. In the formula, L a , L b is the distance between the vehicle's center of mass and the front axle and the rear axle, L w,f , L w,r is the front track and the rear track, H susp,lf , H susp,rf , H susp,lr , H susp,rr are respectively the heights of the actual suspension positions of each wheel, H susp,bal,f , H susp,bal,r is the suspension balance height of the front axle and the rear axle when the vehicle is in the equilibrium position (the suspension positions of the left and right wheels are considered equal in the equilibrium position).

[0146] ⑤ Calculate the distance S from the wheel center of the right rear wheel (the first wheel) to the above-mentioned wheel center plane. This distance S can measure the flatness of the road surface and can be used to obtain the road surface characteristics. The right rear wheel needs to adjust the distance S to be coplanar with the other three wheels. The formula is as follows.

[0147]

[0148] ⑤ Look up the table according to S (the table is the preset corresponding relationship in the above embodiment) to obtain the second target actuating forces of the four suspensions This table is obtained through off-line calibration. After each wheel reaches the corresponding second target actuating force, the loads of the four wheels can be ensured to be uniform, and the actuating force is gradually adjusted through the following formula. Taking the left front suspension as an example:

[0149]

[0150] where k is the discrete time, k = 0 is the starting moment of actuating force adjustment, and ΔF step is the actuating force adjustment increment and is a calibrated value. The specific adjustment process and effect can refer to the solution for adjusting according to the first target actuating force in the above embodiment, which will not be elaborated here.

[0151] In one embodiment, detecting the road adhesion coefficient of each wheel includes:

[0152] Rotate the wheel to the target speed to determine the actual torque and actual load of the wheel when it rotates to the target speed;

[0153] Calculate the road adhesion coefficient of the wheel according to the actual torque and actual load of the wheel.

[0154] In this embodiment, when the loads of each wheel are uniform (including adjusting the loads of each wheel to be uniform), each wheel can be controlled to rotate to the target speed N phi,test , and estimate the actual torque T phi,test of the wheel within a discrete time period n tire,lf , T tire,rf , T tire,lr , T tire,rr and the wheel load. The actual torque can be calculated from the motor torque of the drive motor corresponding to the wheel (taking the left front wheel as an example):

[0155] T tire,lf = T mot,lf ·i1

[0156] In the formula, T mot,lf is the motor torque of the drive motor driving the left front wheel, and i1 is the reduction ratio from the drive motor to the wheel.

[0157] The load of the wheel is calculated through the following formula (taking the left front wheel as an example):

[0158]

[0159] In the formula, F act,lf is the actual actuating force of the wheel corresponding to the wheel suspension.

[0160] Calculate the road adhesion coefficient of the four wheels using the following formula (taking the left front wheel as an example):

[0161]

[0162] Among them, R w represents the wheel radius, is the road adhesion coefficient of the corresponding wheel.

[0163] By rotating the wheel to the target speed in this way, the actual torque and actual load of the wheel at the target speed can be determined in real time and accurately, so that the real-time road adhesion coefficient of the wheel can be accurately calculated, which can improve the vehicle's escape accuracy and further improve the vehicle's escape ability.

[0164] In one example, based on the above embodiment, a specific application scenario is provided. Figure 3 First, detect the road characteristics to determine whether the load on each wheel is uniform. If it is uneven, adjust the load on each wheel to be close to uniform, so as to more accurately detect the road adhesion coefficient of each wheel; detect and calculate the road adhesion coefficient of each wheel; according to the calculated road adhesion coefficient of each wheel, distribute the load of each wheel by adjusting the wheel suspension actuation force, so as to maximize the traction of the whole vehicle; superimpose positive and negative alternating dynamic actuation forces to increase the instantaneous wheel load, thereby increasing the instantaneous traction; for each wheel, calculate the target torque of the wheel according to the actual load of the wheel and the road adhesion coefficient, so that the wheel speed can be controlled.

[0165] In one example, based on the above embodiment, a vehicle escape control system architecture is provided to implement the above function. Figure 4 As shown, the chassis controller can calculate the road adhesion coefficient and the pre-calculated actual wheel load based on the motor torque and suspension height, and output these to the vehicle controller. Simultaneously, it calculates a first target actuating force, generates a suspension actuating force control command, and outputs it to the suspension controller to adjust the actuating force provided to the vehicle by the suspension actuator. The vehicle controller calculates a target torque using a combination of feedforward and feedback based on the road adhesion coefficient, the actual wheel load, and the actual wheel speed, to generate a motor torque control command, which is then output to the drive motor controller. The actual wheel speed can be acquired from a wheel speed sensor on each wheel, or by analyzing the motor speed using a signal from a motor resolver sensor and dividing it by the reduction ratio. The suspension height is determined by data collected by a suspension position sensor on each suspension. The drive motor controller calculates the drive motor current based on the motor torque control command to control wheel rotation. The suspension controller calculates the actuator current based on the actuating force control command generated based on the first or second target actuating force to control the wheel suspension to achieve the target actuating force.

[0166] This embodiment also provides an electronic device, which can be specifically integrated in a vehicle. For example, as Figure 5 shown, the electronic device may include:

[0167] An adjustment module 1001, configured to adjust the actuating force of the wheel suspension to increase the overall vehicle traction when the vehicle gets stuck;

[0168] Optionally, the adjustment module 1001 is further configured to adjust the actuating force of the vehicle suspension according to the road surface adhesion coefficient of the wheel, so that the overall vehicle traction is maximized when the vehicle gets stuck.

[0169] Optionally, the adjustment module 1001 is further configured to determine a first target actuating force of the wheel suspension when the overall vehicle traction is maximized according to the road surface adhesion coefficient; and adjust the wheel suspension according to the first target actuating force.

[0170] Optionally, the adjustment module 1001 is further configured to construct an optimization function for the overall vehicle traction according to the road surface adhesion coefficient, where the optimization variable of the optimization function includes the actuating force of the wheel suspension; solve the optimization function to determine the actuating force of the wheel suspension when the overall vehicle traction is maximized, and use it as the first target actuating force.

[0171] Optionally, the adjustment module 1001 is further configured to superimpose the dynamic actuating force of the vehicle suspension on the basis of the first target actuating force;

[0172] Adjust the wheel suspension based on the superimposed first target actuating force to increase the instantaneous load of the wheel.

[0173] Optionally, the dynamic actuating force is an actuating force that alternates between positive and negative, and the maximum amplitude of the dynamic actuating force is determined based on the actual height of the wheel suspension.

[0174] Optionally, the adjustment module 1001 is further configured to gradually adjust the wheel suspension until the first target actuating force is reached.

[0175] Optionally, the adjustment module 1001 is further configured to determine discrete target actuating forces of the wheel suspension at multiple discrete moments according to the actuating force adjustment increment and the first target actuating force; and adjust the wheel suspension according to the discrete target actuating forces of the wheel suspension at multiple discrete moments.

[0176] Optionally, the adjustment module 1001 is further configured to determine the target torque of the wheel according to the real-time load of the wheel and the road surface adhesion coefficient; and control the rotation of the wheel according to the target torque.

[0177] Optionally, the real-time load is calculated in advance according to the target driving force when adjusting the wheel suspension and the basic load of the wheel.

[0178] Optionally, the adjustment module 1001 is further configured to superimpose the feedback torque of the wheel on the basis of the target torque; control the rotation of the wheel based on the superimposed target torque.

[0179] Optionally, the feedback torque is determined based on the actual wheel speed and the desired wheel speed of the wheel.

[0180] Optionally, the electronic device further includes a determination module, configured to detect the road surface adhesion coefficient of the wheel when the wheel loads of the vehicle are uniform.

[0181] Optionally, the determination module is further configured to rotate the wheel to a target speed to determine the actual torque and actual load of the wheel when rotating to the target speed;

[0182] Calculate the road surface adhesion coefficient of the wheel according to the actual torque and actual load of the wheel.

[0183] Optionally, the determination module is further configured to, when the wheel loads of the vehicle are uneven, obtain the distance between the wheel center planes of the first wheel and the second wheel of the vehicle, where the second wheel is a wheel of the vehicle other than the first wheel; adjust the load of the wheel according to the distance to make the wheel loads uniform.

[0184] Optionally, the determination module is further configured to determine the second target driving force of the wheel corresponding to the wheel suspension according to the distance and a preset corresponding relationship; adjust the corresponding wheel suspension according to the second target driving force to adjust the load of the wheel, where the preset corresponding relationship includes the driving forces of the wheels corresponding to the wheel suspensions that make the wheel loads uniform at different distances.

[0185] Optionally, the determination module is further configured to determine that the wheel loads of the vehicle are uneven if the difference between the maximum load and the minimum load among the vehicle wheels exceeds a preset threshold; determine that the wheel loads of the vehicle are uniform if the difference between the maximum load and the minimum load among the vehicle wheels does not exceed the preset threshold.

[0186] Optionally, the determination module is further configured to detect the suspended wheels of the vehicle;

[0187] Compress the wheel suspension corresponding to the wheel adjacent to the suspended wheel, and / or stretch the wheel suspension corresponding to the diagonal wheel of the suspended wheel until reaching the limit position of the wheel suspension and / or the suspended wheel lands.

[0188] In this embodiment, the actuating force of the wheel suspension is adjusted to increase the overall vehicle traction when the vehicle gets stuck. By adjusting the actuating force of the wheel suspension in this way, the load on the wheels can be adjusted, thereby optimizing the frictional force between the wheels and the ground, increasing the overall vehicle traction when the vehicle gets stuck, and improving the vehicle's ability to get unstuck.

[0189] For the specific implementation of each of the above operations, reference can be made to the previous embodiments and will not be elaborated here.

[0190] Correspondingly, an embodiment of the present application also provides an electronic device, as Figure 6 shown, Figure 6 is a schematic structural diagram of the electronic device provided by the embodiment of the present application. The electronic device 1100 further includes a processor 1101 having one or more processing cores, a memory 1102 having one or more computer-readable storage media, and a computer program stored on the memory 1102 and executable on the processor. Among them, the processor 1101 is electrically connected to the memory 1102. Those skilled in the art can understand that the structure of the electronic device shown in the figure does not constitute a limitation on the electronic device, and it may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0191] The processor 1101 is the control center of the electronic device 1100, connecting various parts of the entire electronic device 1100 through various interfaces and lines. By running or loading software programs and / or units stored in the memory 1102, and by calling the data stored in the memory 1102, it executes various functions of the electronic device 1100 and processes data, thereby monitoring the entire electronic device 1100. The processor 1101 may be a central processing unit (CPU), a graphics processing unit (GPU), a network processor (NP), etc., and can implement or execute the various methods, steps, and logic block diagrams disclosed in the embodiments of the present application.

[0192] In the embodiment of the present application, the processor 1101 in the electronic device 1100 will, according to the following steps, load the instructions corresponding to the processes of one or more application programs into the memory 1102, and the processor 1101 will run the application programs stored in the memory 1102 to implement various functions, such as:

[0193] Adjust the actuating force of the wheel suspension to increase the overall vehicle traction when the vehicle gets stuck.

[0194] For the specific implementation of each of the above operations, reference can be made to the previous embodiments and will not be elaborated here.

[0195] Optionally, asFigure 6 As shown, the electronic device 1100 further includes: a touch display screen 1103, a radio frequency circuit 1104, an audio circuit 1105, an input unit 1106, and a power supply 1107. Among them, the processor 1101 is electrically connected to the touch display screen 1103, the radio frequency circuit 1104, the audio circuit 1105, the input unit 1106, and the power supply 1107 respectively. Those skilled in the art can understand that Figure 6 the structure of the electronic device shown in does not constitute a limitation on the electronic device, and it may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0196] The touch display screen 1103 can be used to display a graphical user interface and receive operation instructions generated by the user's actions on the graphical user interface. The touch display screen 1103 may include a display panel and a touch panel. Among them, the display panel can be used to display information input by the user or information provided to the user, as well as various graphical user interfaces of the electronic device. These graphical user interfaces can be composed of graphics, text, icons, videos, and any combination thereof. Optionally, the display panel can be configured in the form of a liquid crystal display (LCD), an organic light-emitting diode (OLED), etc. The touch panel can be used to collect touch operations of the user on or near it (such as operations of the user using a finger, a stylus, or any suitable object or accessory on or near the touch panel), and generate corresponding operation instructions, and the operation instructions execute the corresponding program. Optionally, the touch panel can include two parts: a touch detection device and a touch controller. Among them, the touch detection device detects the touch position of the user and detects the signal brought by the touch operation, and transmits the signal to the touch controller; the touch controller receives the touch information from the touch detection device, converts it into contact coordinates, and then sends it to the processor 1101, and can receive and execute the commands sent by the processor 1101. The touch panel can cover the display panel. When the touch panel detects a touch operation on or near it, it transmits it to the processor 1101 to determine the type of touch event. Subsequently, the processor 1101 provides a corresponding visual output on the display panel according to the type of touch event. In the embodiments of the present invention, the touch panel and the display panel can be integrated into the touch display screen 1103 to implement input and output functions. However, in some embodiments, the touch panel and the touch panel can be implemented as two independent components to implement input and output functions. That is, the touch display screen 1103 can also be used as a part of the input unit 1106 to implement the input function.

[0197] The radio frequency circuit 1104 can be used to receive and transmit radio frequency signals to establish wireless communication with network medical devices or other electronic devices, and to receive and transmit signals between the network medical devices or other electronic devices.

[0198] The audio circuit 1105 can be used to provide an audio interface between the user and the electronic device through a speaker and a microphone. The audio circuit 1105 can transmit the electrical signal converted from the received audio data to the speaker, which converts it into a sound signal for output; on the other hand, the microphone converts the collected sound signal into an electrical signal, which is received by the audio circuit 1105 and then converted into audio data. After the audio data is output to the processor 1101 for processing, it is sent through the radio frequency circuit 1104 to, for example, another electronic device, or the audio data is output to the memory 1102 for further processing. The audio circuit 1105 may also include an earphone jack to provide communication between the peripheral earphone and the electronic device.

[0199] The input unit 1106 can be used to receive input digital, character information or user characteristic information (such as fingerprint, iris, facial information, etc.), and to generate keyboard, mouse, joystick, optical or trackball signal inputs related to user settings and function controls.

[0200] The power supply 1107 is used to supply power to each component of the electronic device 1100. Optionally, the power supply 1107 can be logically connected to the processor 1101 through a power management device, so as to realize functions such as management of charging, discharging, and power consumption management through the power management device. The power supply 1107 may also include any components such as one or more DC or AC power supplies, a recharge device, a power failure detection circuit, a power converter or inverter, and a power status indicator.

[0201] Although Figure 6 not shown in the figure, the electronic device 1100 may also include a camera, a sensor, a Wi-Fi module, a Bluetooth module, etc., which will not be elaborated here.

[0202] [[ID=~17]]In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0203] Those of ordinary skill in the art can understand that all or part of the steps in the above methods of the embodiments can be completed by instructions, or by controlling relevant hardware through instructions. The instructions can be stored in a computer-readable storage medium and loaded and executed by a processor.

[0204] To this end, an embodiment of the present application provides a computer-readable storage medium storing a plurality of computer programs. The computer programs can be loaded by a processor to execute any one of the vehicle escape methods provided in the embodiments of the present application. The computer programs can execute the following steps of the vehicle escape method:

[0205] Adjust the actuation force of the wheel suspension to increase the traction of the vehicle when it is getting out of trouble.

[0206] The specific implementation of the above operations can be found in the previous embodiments and will not be repeated here.

[0207] The computer-readable storage medium may include a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc.

[0208] Since the computer-readable storage medium can implement the beneficially stored computer program that can be implemented by any vehicle escape method provided in the embodiments of the present application, and can execute any vehicle escape method provided in the embodiments of the present application, the effect can be seen in detail in the previous embodiments and will not be repeated here.

[0209] Optionally, an embodiment of the present application further provides a vehicle, which includes any of the above electronic devices, electronic devices, computer-readable storage media, and computer program products, and executes any of the above methods.

[0210] In the above-mentioned vehicle escape method, electronic device, electronic device, vehicle, computer-readable storage medium, computer program product, etc., the description of each embodiment has its own emphasis. For parts not described in detail in a certain embodiment, reference can be made to the relevant description of other embodiments. Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes and beneficial effects of the above-mentioned electronic device, electronic device, vehicle, computer-readable storage medium, computer program product and its corresponding units can be referred to the description of the vehicle escape method in the above embodiment, and the details will not be repeated here.

[0211] The above is a detailed introduction to a vehicle escape method, electronic device, electronic equipment, vehicle, computer-readable storage medium, and computer program product provided in the embodiments of the present application. Specific examples are used herein to illustrate the principles and implementation methods of the present application. The description of the above embodiments is only used to help understand the method of the present application and its core idea; at the same time, for technical personnel in this field, based on the ideas of the present application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as a limitation on the present application.

Claims

1. A method for escaping a vehicle, characterized in that: The method includes: Adjusting the actuating force of the wheel suspension to increase the overall vehicle traction force when the vehicle gets stuck.

2. The vehicle escape method according to claim 1, wherein: The adjusting of the actuating force of the wheel suspension includes: Adjusting the actuating force of the vehicle suspension according to the road adhesion coefficient of the wheel so that the overall vehicle traction force is maximized when the vehicle gets stuck.

3. The vehicle escape method according to claim 2, wherein: The adjusting of the actuating force of the vehicle suspension according to the road adhesion coefficient of the wheel includes: Determining, according to the road adhesion coefficient, the first target actuating force of the wheel suspension when the overall vehicle traction force is maximized; Adjusting the wheel suspension according to the first target actuating force.

4. The vehicle escape method according to claim 3, wherein: The determining, according to the road adhesion coefficient, the first target actuating force of the wheel suspension includes: Constructing an optimization function for the overall vehicle traction force according to the road adhesion coefficient, where the optimization variables of the optimization function include the actuating force of the wheel suspension; Solving the optimization function to determine the actuating force of the wheel suspension when the overall vehicle traction force is maximized as the first target actuating force.

5. The vehicle escape method according to claim 3, characterized in that: The adjusting of the wheel suspension according to the first target actuating force includes: Superimposing the dynamic actuating force of the vehicle suspension on the basis of the first target actuating force; Adjusting the wheel suspension based on the superimposed first target actuating force to increase the instantaneous load of the wheel.

6. The vehicle escape method according to claim 5, characterized in that: The dynamic actuating force is an actuating force that alternates between positive and negative, and the maximum amplitude of the dynamic actuating force is determined based on the actual height of the wheel suspension.

7. The vehicle escape method according to claim 3, wherein: The adjusting of the wheel suspension according to the first target actuating force includes: Gradually adjusting the wheel suspension until the first target actuating force is reached.

8. The vehicle escape method according to claim 7, wherein: The gradually adjusting of the wheel suspension includes: Determining the discrete target actuating forces of the wheel suspension at multiple discrete moments according to the actuating force adjustment increment and the first target actuating force; Adjusting the wheel suspension according to the discrete target actuating forces of the wheel suspension at multiple discrete moments.

9. The vehicle escape method according to claim 2, wherein: The method further includes: Determining the target torque of the wheel according to the real-time load of the wheel and the road adhesion coefficient; Controlling the rotation of the wheel according to the target torque to control the vehicle to get out of trouble.

10. The vehicle escape method according to claim 9, wherein: The real-time load is calculated in advance according to the target actuating force when adjusting the actuating force of the wheel suspension and the basic load of the wheel.

11. The vehicle escape method according to claim 9, wherein: The controlling the rotation of the wheel according to the target torque includes: Superimposing the feedback torque of the wheel on the basis of the target torque; Controlling the rotation of the wheel based on the superimposed target torque.

12. The vehicle escape method according to claim 11, wherein: The feedback torque is determined based on the actual wheel speed and the desired wheel speed of the wheel.

13. The vehicle escape method according to claim 2, wherein: Before adjusting the actuating force of the vehicle suspension according to the road adhesion coefficient of the wheel, it further includes: Detecting the road adhesion coefficient of the wheel when the vehicle wheel loads are uniform.

14. The vehicle escape method according to claim 13, wherein: The detecting of the road adhesion coefficient of the wheel includes: Rotating the wheel to the target speed to determine the actual torque and the actual load of the wheel when rotating to the target speed; Calculating the road adhesion coefficient of the wheel according to the actual torque and the actual load of the wheel.

15. The vehicle escape method according to claim 13, wherein: The method further includes: When the vehicle wheel loads are uneven, obtain the distance between the center plane of the first wheel and the center plane of the second wheel of the vehicle, where the second wheel is a wheel of the vehicle other than the first wheel. Adjust the loads of the wheels according to the distance to make the wheel loads uniform.

16. The vehicle escape method according to claim 15, wherein: The adjusting the loads of the wheels according to the distance includes: Determine the second target actuating force of the wheel corresponding to the wheel suspension according to the distance and a preset corresponding relationship. Adjust the corresponding wheel suspension according to the second target actuating force to adjust the loads of the wheels. Wherein, the preset corresponding relationship includes the actuating forces of the wheels corresponding to the wheel suspensions that make the wheel loads uniform at different distances.

17. The vehicle escape method according to claim 12, wherein: The method further includes: If the difference between the maximum load and the minimum load among the vehicle wheels exceeds a preset threshold, determine that the vehicle wheel loads are uneven. If the difference between the maximum load and the minimum load among the vehicle wheels does not exceed the preset threshold, determine that the vehicle wheel loads are uniform.

18. The vehicle escape method according to any one of claims 1 to 17, characterized in that: The method further includes: Detect the suspended wheels of the vehicle. Compress the wheel suspensions corresponding to the wheels adjacent to the suspended wheels, and / or stretch the wheel suspensions corresponding to the diagonal wheels of the suspended wheels until reaching the limit positions of the wheel suspensions and / or the suspended wheels land.

19. An electronic device, characterized in that, Includes: An adjustment module for adjusting the actuating force of the wheel suspension to increase the overall vehicle traction when the vehicle gets out of trouble.

20. An electronic device, characterized in that, Includes a processor, the processor is connected to a memory, the memory stores a computer program, and the processor is used to run the computer program in the memory to execute the vehicle getting out of trouble method according to any one of claims 1 to 18.

21. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, it implements the vehicle getting out of trouble method according to any one of claims 1 to 18.

22. A computer program product, characterized in that, It includes a computer program, and when the computer program is executed by a processor, it implements the vehicle getting out of trouble method according to any one of claims 1 to 17.

23. A vehicle, characterized in that, The vehicle executes the vehicle getting out of trouble method according to any one of claims 1-18, or includes the electronic device according to claim 19 or the electronic equipment according to claim 20.

Images