Vehicle automatic escape control method, electronic device and storage medium

Abstract

The application provides a vehicle automatic escape control method, an electronic device and a storage medium. The method comprises the following steps: collecting current attitude data of the vehicle through an attitude recognition system of the vehicle, and detecting current trapped conditions of all wheels of the vehicle through a slip determination system of the vehicle; determining an axle load distribution of front wheel motors and rear wheel motors of the vehicle based on the current attitude data; determining a target control strategy corresponding to the current trapped condition according to a pre-established corresponding relationship between trapped conditions and control strategies; and controlling the wheel motors of the vehicle to operate according to the axle load distribution and the target control strategy. In this way, the target control strategy can be flexibly selected according to different trapped conditions, and the escape control is performed in combination with the current attitude data of the vehicle, so that the vehicle can be flexibly escaped in different trapped scenes.

Description

Technical Field

[0001] This invention relates to the field of vehicle control technology, and more specifically, to a vehicle automatic escape control method, electronic device, and storage medium. Background Technology

[0002] New energy vehicle batteries can store a significant amount of electrical energy, providing continuous power for outdoor activities. Therefore, an increasing number of consumers are using new energy vehicles for outdoor camping. Camping scenarios involve paved roads such as city streets, highways, and mountain roads, as well as unpaved roads such as gravel roads, grasslands, snow, mud, potholes, streams, beaches, and flat deserts. With the increase in unpaved surfaces, different scenarios of vehicles getting stuck arise. Currently, the methods for vehicles to automatically get out of trouble are relatively limited, such as using rear-wheel steering to increase traction, which cannot control the vehicle to flexibly extricate itself from various difficult situations. Summary of the Invention

[0003] In view of this, the purpose of this application is to provide a vehicle automatic escape control method, electronic device and storage medium, which can improve the problem that vehicles cannot flexibly escape from different vehicle entrapment scenarios.

[0004] To achieve the above technical objectives, the technical solution adopted in this application is as follows:

[0005] In a first aspect, embodiments of this application provide a method for automatic vehicle traction control, the method comprising:

[0006] The vehicle's attitude recognition system collects the vehicle's current attitude data, and the vehicle's slippage detection system detects the current stuck status of all wheels in the vehicle.

[0007] Based on the current attitude data, the axle load distribution preloaded on the front and rear wheel motors of the vehicle is determined;

[0008] Based on the pre-established correspondence between trapped situations and control strategies, determine the target control strategy corresponding to the current trapped situation;

[0009] The vehicle's wheel motors are controlled to operate based on the axle load distribution and the target control strategy.

[0010] In conjunction with the first aspect, in some optional implementations, a target control strategy corresponding to the current trapped state is determined based on a pre-established correspondence between trapped states and control strategies, including:

[0011] When the current trapped situation indicates that the vehicle is trapped in a single wheel, the target control strategy is determined to be the first control strategy based on the correspondence.

[0012] When the current trapped situation indicates that the vehicle is trapped on both wheels of the connecting road, the target control strategy is determined to be the second control strategy based on the correspondence.

[0013] When the current trapped situation indicates that the vehicle is trapped on both wheels in a split road, the target control strategy is determined to be the third control strategy based on the correspondence.

[0014] When the current trapped situation indicates that the vehicle is trapped at opposite diagonal wheels, the target control strategy is determined to be the fourth control strategy based on the correspondence.

[0015] When the current trapped situation indicates that the vehicle is trapped in three wheels, the target control strategy is determined to be the fifth control strategy based on the correspondence.

[0016] When the current trapped state indicates that the vehicle is trapped in four wheels, the target control strategy is determined to be the sixth control strategy based on the corresponding relationship.

[0017] In conjunction with the first aspect, in some optional implementations, controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes:

[0018] When the target control strategy is the first control strategy, all wheel motors of the vehicle are controlled to increase torque at a first preset slope based on the axle load distribution.

[0019] When the slip ratio of the stuck wheel exceeds a first preset threshold, the braking system of the vehicle is controlled to brake the stuck wheel according to a pre-set braking strategy, the pre-set braking strategy including incrementally applying braking force.

[0020] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0021] In conjunction with the first aspect, in some optional implementations, controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes:

[0022] When the target control strategy is the second control strategy, the motors of the unstuck wheels of the vehicle are controlled to increase the torque to the maximum torque at a second preset slope based on the axle load distribution.

[0023] If the vehicle speed does not exceed the first preset speed, the motor of the trapped wheel of the vehicle is controlled to increase torque at a third preset slope.

[0024] If the vehicle speed does not exceed the first preset vehicle speed within a preset time period during which the torque is increased at the third preset slope, the motor of the trapped wheel of the vehicle is controlled to increase the torque at the fourth preset slope, and the braking system of the vehicle is controlled to brake the trapped wheel according to the preset force strategy.

[0025] When the vehicle speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0026] In conjunction with the first aspect, in some optional implementations, controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes:

[0027] When the target control strategy is the third control strategy, all wheel motors of the vehicle are controlled to increase torque at a fifth preset slope based on the axle load distribution.

[0028] When the vehicle has a slipping wheel, the motor of the slipping wheel is controlled to increase the torque at a sixth preset slope, and the vehicle's braking system is controlled to brake the slipping wheel according to a preset force strategy.

[0029] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0030] In conjunction with the first aspect, in some optional implementations, controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes:

[0031] When the target control strategy is the fourth control strategy, all wheel motors of the vehicle are controlled to increase torque at a seventh preset slope based on the axle load distribution.

[0032] When the vehicle has a slipping wheel and the vehicle speed does not exceed the first preset speed, control all wheel motors of the vehicle to increase the torque to the maximum torque at an eighth preset slope, and control the vehicle's braking system to brake the slipping wheel according to the preset force strategy.

[0033] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0034] In conjunction with the first aspect, in some optional implementations, controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes:

[0035] When the target control strategy is the fifth control strategy, the wheel motors of the vehicle with two slipping axles are controlled to increase torque at a ninth preset slope based on the axle load distribution.

[0036] When the slip ratio of the wheel corresponding to the slipping axle of the two wheels exceeds the second preset threshold, the motor of the wheel of the non-slipping axle in the vehicle is controlled to increase the torque to the maximum torque at the tenth preset slope, and the braking system of the vehicle is controlled to brake the slipping wheel according to the preset force strategy.

[0037] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0038] In conjunction with the first aspect, in some optional implementations, controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes:

[0039] When the target control strategy is the sixth control strategy, request the vehicle's ESP system to exit the torque limiting function;

[0040] When the ESP system exits the torque limiting function, it controls all wheel motors of the vehicle to increase torque at an eleventh preset slope based on the axle load distribution.

[0041] When the slip ratio of any wheel in the vehicle exceeds the third preset threshold and the vehicle speed does not exceed the second preset speed, control all wheel motors of the vehicle to increase torque at the twelfth preset slope, and control the vehicle's braking system to brake the wheel with the maximum slip ratio according to the preset force strategy.

[0042] During the period when the torque is increased to the maximum torque at the twelfth preset slope, if the vehicle speed does not exceed the second preset speed, the torque of all wheel motors is reduced to zero, and then the torque of all wheel motors is increased at the thirteenth preset slope, wherein the thirteenth preset slope is greater than the twelfth preset slope, and the twelfth preset slope is greater than the eleventh preset slope.

[0043] During the process of increasing torque to the maximum torque at the twelfth preset slope, if the vehicle speed exceeds the second preset speed, all wheel motors are controlled to operate in a preset slip suppression adaptive mode.

[0044] When the vehicle speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament, wherein the first preset speed is greater than the second preset speed.

[0045] In conjunction with the first aspect, in some optional embodiments, before acquiring the vehicle's current attitude data through the vehicle's attitude recognition system, the method further includes:

[0046] Obtain the data set of the vehicle's power battery and the temperature values ​​of the vehicle's wheel motors;

[0047] When the remaining battery power in the dataset is lower than the preset battery power, the range extender of the vehicle is controlled to charge the power battery at the preset charging power.

[0048] When the battery temperature in the dataset exceeds a first preset temperature, the vehicle's cooling system is controlled to cool the power battery.

[0049] When the temperature of any wheel motor of the vehicle exceeds the second preset temperature, the cooling system is controlled to cool the wheel motor whose temperature exceeds the second preset temperature.

[0050] In conjunction with the first aspect, in some optional embodiments, before acquiring the vehicle's current attitude data through the vehicle's attitude recognition system, the method further includes:

[0051] When the temperature of the coolant in the cooling system exceeds a third preset temperature, the cooling system is controlled to operate at maximum cooling power.

[0052] Secondly, embodiments of this application also provide an electronic device, which includes a processor and a memory coupled to each other. The memory stores a computer program, and when the computer program is executed by the processor, the electronic device performs the above-described method.

[0053] Thirdly, embodiments of this application also provide a computer-readable storage medium storing a computer program that, when run on a computer, causes the computer to perform the above-described method.

[0054] The invention employing the above technical solution has the following advantages:

[0055] In the technical solution provided in this application, the axle load distribution preloaded on the front and rear wheel motors is determined by using the vehicle's current attitude data. Then, based on a pre-established correspondence between the trapped state and the control strategy, a target control strategy corresponding to the current trapped state is determined. Finally, the operation of the vehicle's wheel motors is controlled by combining the axle load distribution and the target control strategy. In this way, appropriate target control strategies can be flexibly selected for different trapped states, and the vehicle's current attitude data can be combined for extrication control, which is beneficial for the vehicle to flexibly extricate itself from various trapped scenarios. Attached Figure Description

[0056] This application can be further illustrated by the non-limiting embodiments given in the accompanying drawings. It should be understood that the following drawings only illustrate some embodiments of this application and should not be considered as limiting the scope. For those skilled in the art, other related drawings can be obtained from these drawings without any inventive effort.

[0057] Figure 1 This is a schematic diagram of the vehicle structure provided in an embodiment of this application.

[0058] Figure 2 This is a flowchart illustrating the automatic vehicle obstacle avoidance control method provided in this application embodiment.

[0059] Figure 3 This is a schematic diagram of the automatic extrication logic for a vehicle with four wheels stuck, provided in an embodiment of this application. Detailed Implementation

[0060] The present application will be described in detail below with reference to the accompanying drawings and specific embodiments. It should be noted that similar or identical parts are referred to by the same reference numerals in the drawings or description. Implementations not shown or described in the drawings are forms known to those skilled in the art. In the description of this application, terms such as "first" and "second" are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0061] This application provides an electronic device that may include a processing module and a storage module. The storage module stores a computer program, which, when executed by the processing module, enables the electronic device to perform corresponding steps in the following vehicle automatic escape control method.

[0062] Please refer to Figure 1 The electronic equipment can be a hardware system deployed on the vehicle, which can be flexibly configured according to actual conditions. The vehicle can be a range-extended four-wheel drive electric vehicle. The vehicle includes a front-drive motor, a rear-drive motor, a range extender, and a power battery. The front-drive motor may include a left front (FL) wheel motor and a right front (FR) wheel motor; the rear-drive motor may include a left rear (RL) wheel motor and a right rear (RR) wheel motor.

[0063] Please refer to Figure 2 This application also provides a vehicle automatic traction control method, which can be applied to the aforementioned electronic device, and the electronic device executes or implements the steps of the method. Specifically, when the vehicle is in automatic traction mode (e.g., the driver activates the vehicle's automatic traction mode), the vehicle automatic traction control method may include the following steps:

[0064] Step 110: Collect the current attitude data of the vehicle through the vehicle's attitude recognition system, and detect the current stuck status of all wheels in the vehicle through the vehicle's slippage determination system.

[0065] Step 120: Based on the current attitude data, determine the axle load distribution of the front wheel motor and the rear wheel motor of the vehicle.

[0066] Step 130: Based on the pre-established correspondence between trapped situations and control strategies, determine the target control strategy corresponding to the current trapped situation;

[0067] Step 140: Control the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy.

[0068] The steps of the vehicle automatic traction control method will be explained in detail below:

[0069] Prior to step 110, the method may include:

[0070] Obtain the data set of the vehicle's power battery and the temperature values ​​of the vehicle's wheel motors;

[0071] When the remaining battery power in the dataset is lower than the preset battery power, the range extender of the vehicle is controlled to charge the power battery at the preset charging power.

[0072] When the battery temperature in the dataset exceeds a first preset temperature, the vehicle's cooling system is controlled to cool the power battery.

[0073] When the temperature of any wheel motor of the vehicle exceeds the second preset temperature, the cooling system is controlled to cool the wheel motor whose temperature exceeds the second preset temperature.

[0074] In this embodiment, the preset battery level, preset charging power, first preset temperature, second preset temperature, and the third preset temperature described below can all be flexibly set according to actual conditions.

[0075] Prior to step 110, the method may further include:

[0076] When the temperature of the coolant in the cooling system exceeds a third preset temperature, the cooling system is controlled to operate at maximum cooling power.

[0077] In this embodiment, the vehicle (or electronic device) is equipped with a pre-control system for escaping difficulties. This system can actively acquire the remaining charge, discharge power, and battery temperature of the power battery. When the remaining charge is lower than the calibrated remaining charge required for continuous escaping difficulties, or when the battery discharge capacity is lower than the calibrated power required for continuous escaping difficulties, the pre-control system actively activates the range extender to charge the battery at a preset charging speed and power. If the battery temperature exceeds the calibrated temperature required for continuous escaping difficulties, the system will control the vehicle's cooling system to forcibly cool the power battery.

[0078] The pre-rescue control system can read the temperatures of the front / rear motor controllers, motor rotors, and motor coolant in real time. If the motor controller or rotor temperature exceeds the calibrated temperature required for continuous traction, the pre-rescue control system will control the cooling system to accelerate the coolant circulation rate. If the motor coolant temperature exceeds the calibrated temperature required for continuous traction, the pre-rescue control system will actively control the cooling system to perform forced cooling, that is, increase the cooling capacity of the cooling system to operate at maximum cooling power to reduce the equipment temperature. In this way, the pre-rescue control system can improve the vehicle's continuous traction capability.

[0079] In step 110, the attitude recognition system may include a gyroscope sensor, which can be used to detect the tilt angle between the plane where the vehicle is located and the horizontal plane, as the vehicle's attitude data. The current attitude data is the tilt angle between the plane where the vehicle's wheels are located and the horizontal plane. The slippage detection system can be used to detect whether the vehicle's wheels are stuck, for example, by detecting whether the wheel rotation speed matches the vehicle's actual forward speed to detect whether the wheels are slipping.

[0080] It should be noted that the way the attitude recognition system collects the vehicle's attitude data and the way the slippage detection system detects whether the wheels are stuck are both conventional methods, which will not be elaborated on here.

[0081] In step 120, the storage module of the electronic device can pre-store a first correspondence between different attitude data and the axle load distribution of the front and rear wheel motors. For example, this first correspondence can be a table, and the processing module can obtain the axle load distribution corresponding to the current attitude data by looking up the table. The first correspondence between attitude data and axle load distribution can be flexibly calibrated according to actual conditions. For example, when the four wheels of the car are on a horizontal surface, the axle load distribution between the front and rear wheel motors is 5:5; or, when the car is on an uphill slope with a 15° incline, the axle load distribution between the front and rear wheel motors is 4:6. The axle load distribution can be used to adjust the torque distribution ratio between the front and rear drive motors. The torque distribution ratio between the front and rear drive motors can be the same as the axle load distribution.

[0082] In this embodiment, the electronic device may be equipped with an attitude recognition system. This system can actively acquire vehicle image information and slope information to determine whether the vehicle is on a flat road or a slope, and whether any wheels are stuck. The attitude recognition system can also be used to automatically calculate the axle load distribution at the front and rear of the vehicle, and preload the torque of the front and rear wheel motors in advance based on the axle load to ensure the vehicle's ability to get out of trouble.

[0083] Electronic devices can be equipped with a slippage detection system. The slippage detection system can actively acquire the wheel speeds of the vehicle's four wheels, determine the slippage status of each tire, and automatically classify the vehicle's slippage status into six trapped modes: single-wheel slippage, two-wheel slippage on the same axle (front or rear axle), two-wheel slippage on the same side (left or right side), cross-axle slippage, three-wheel slippage, and four-wheel slippage, and associate the current status with the modes built into the system.

[0084] In step 130, the electronic device's storage module pre-stores the correspondence between different entrapment states of all vehicle wheels and control strategies (referred to as the second correspondence for ease of distinction). This correspondence can be a mapping relationship or a relational table. Based on the second correspondence, the processing module can find the corresponding control strategy based on the vehicle's current entrapment state, which can then be used as the target control strategy.

[0085] As an example, when the vehicle is a four-wheel drive electric vehicle, the vehicle's entrapment situation can be divided into six types: the vehicle is trapped with one wheel, the vehicle is trapped with both wheels on a connecting road, the vehicle is trapped with both wheels on a split road, the vehicle is trapped with diagonally opposite wheels, the vehicle is trapped with three wheels, and the vehicle is trapped with all four wheels. Each of the six entrapment situations can correspond to a specific control strategy.

[0086] In this embodiment, step 130 may include:

[0087] When the current trapped situation indicates that the vehicle is trapped in a single wheel, the target control strategy is determined to be the first control strategy based on the correspondence.

[0088] When the current trapped situation indicates that the vehicle is trapped on both wheels of the connecting road, the target control strategy is determined to be the second control strategy based on the correspondence.

[0089] When the current trapped situation indicates that the vehicle is trapped on both wheels in a split road, the target control strategy is determined to be the third control strategy based on the correspondence.

[0090] When the current trapped situation indicates that the vehicle is trapped at opposite diagonal wheels, the target control strategy is determined to be the fourth control strategy based on the correspondence.

[0091] When the current trapped situation indicates that the vehicle is trapped in three wheels, the target control strategy is determined to be the fifth control strategy based on the correspondence.

[0092] When the current trapped state indicates that the vehicle is trapped in four wheels, the target control strategy is determined to be the sixth control strategy based on the corresponding relationship.

[0093] In this embodiment, "split road surface" means that the road surface where the two wheels of the vehicle on the same axle are located has different coefficients of adhesion, for example, the left and right sides of a road have different coefficients of adhesion; "joint road surface" means that the vehicle moves from one road surface with a different coefficient of adhesion to another road surface with a different coefficient of adhesion, for example, the two front wheels and the two rear wheels of the vehicle are located on different roads surface with different coefficients of adhesion.

[0094] When a vehicle is stuck on two wheels in a connecting road, it can be understood as the left front wheel and left rear wheel being stuck, or the right front wheel and right rear wheel being stuck. When a vehicle is stuck on two wheels in a split road, it can be understood as both front wheels being stuck, or both rear wheels being stuck. When a vehicle is stuck diagonally, it can be understood as the left front wheel and right rear wheel being stuck, or the right front wheel and left rear wheel being stuck. The control strategies corresponding to different stuck situations (i.e., the first to the sixth control strategies) can be flexibly determined according to the actual situation.

[0095] As an optional implementation, step 140 may include:

[0096] When the target control strategy is the first control strategy, all wheel motors of the vehicle are controlled to increase torque at a first preset slope based on the axle load distribution.

[0097] When the slip ratio of the stuck wheel exceeds a first preset threshold, the braking system of the vehicle is controlled to brake the stuck wheel according to a pre-set braking strategy, the pre-set braking strategy including incrementally applying braking force.

[0098] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0099] Understandably, the pre-applied braking strategy involves gradually increasing the braking force of the braking system until the wheel speed decreases to a specified speed. Both the pre-applied braking strategy and the specified speed can be flexibly set according to actual conditions.

[0100] In this embodiment, various preset values ​​(such as the first preset threshold of slip ratio, the first preset vehicle speed, the second preset vehicle speed, the first preset slope to the thirteenth preset slope, etc.) can be flexibly calibrated according to the actual situation.

[0101] As an optional implementation, step 140 may include:

[0102] When the target control strategy is the second control strategy, the motors of the unstuck wheels of the vehicle are controlled to increase the torque to the maximum torque at a second preset slope based on the axle load distribution.

[0103] If the vehicle speed does not exceed the first preset speed, the motor of the trapped wheel of the vehicle is controlled to increase torque at a third preset slope, which is less than the second preset slope.

[0104] If the vehicle speed does not exceed the first preset vehicle speed within a preset time period during which the torque is increased at the third preset slope, the motor of the trapped wheel of the vehicle is controlled to increase the torque at the fourth preset slope, and the braking system of the vehicle is controlled to brake the trapped wheel according to the preset braking strategy. The fourth preset slope is greater than the third preset slope.

[0105] When the vehicle speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0106] Understandably, during automatic vehicle extrication, the torque of the motors on the unstuck wheels is usually greater than that on the stuck wheels, which helps the vehicle extricate itself. Additionally, braking the stuck wheels during the extrication process helps reduce their rotational speed, allowing them to better grip the ground and further increasing the vehicle's ability to get out of trouble.

[0107] As an optional implementation, step 140 may include:

[0108] When the target control strategy is the third control strategy, all wheel motors of the vehicle are controlled to increase torque at a fifth preset slope based on the axle load distribution.

[0109] When the vehicle has a slipping wheel, the motor controlling the slipping wheel increases the torque at a sixth preset slope, and the vehicle's braking system is controlled to brake the slipping wheel according to a preset force strategy, wherein the sixth preset slope is less than the fifth preset slope.

[0110] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0111] As an optional implementation, step 140 may include:

[0112] When the target control strategy is the fourth control strategy, all wheel motors of the vehicle are controlled to increase torque at a seventh preset slope based on the axle load distribution.

[0113] When the vehicle has a slipping wheel and the vehicle speed does not exceed the first preset speed, control all wheel motors of the vehicle to increase the torque to the maximum torque at an eighth preset slope, and control the vehicle's braking system to brake the slipping wheel according to a preset braking strategy, wherein the eighth preset slope is greater than the seventh preset slope.

[0114] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0115] As an optional implementation, step 140 may include:

[0116] When the target control strategy is the fifth control strategy, the wheel motors of the vehicle with two slipping axles are controlled to increase torque at a ninth preset slope based on the axle load distribution.

[0117] When the slip ratio of the wheel corresponding to the slipping axle of the two wheels exceeds the second preset threshold, the motor of the wheel of the non-slipping axle in the vehicle is controlled to increase the torque to the maximum torque at the tenth preset slope, and the braking system of the vehicle is controlled to brake the slipping wheel according to the preset force strategy, wherein the tenth preset slope is greater than the ninth preset slope.

[0118] When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

[0119] As an optional implementation, step 140 may include:

[0120] When the target control strategy is the sixth control strategy, a request is made to the vehicle's ESP (Electronic Stability Program) system to exit the torque limiting function;

[0121] When the ESP system exits the torque limiting function, it controls all wheel motors of the vehicle to increase torque at an eleventh preset slope based on the axle load distribution.

[0122] When the slip ratio of any wheel in the vehicle exceeds the third preset threshold and the vehicle speed does not exceed the second preset speed, control all wheel motors of the vehicle to increase torque at the twelfth preset slope, and control the vehicle's braking system to brake the wheel with the maximum slip ratio according to the preset force strategy.

[0123] During the period when the torque is increased to the maximum torque at the twelfth preset slope, if the vehicle speed does not exceed the second preset speed, the torque of all wheel motors is reduced to zero, and then the torque of all wheel motors is increased at the thirteenth preset slope, wherein the thirteenth preset slope is greater than the twelfth preset slope, and the twelfth preset slope is greater than the eleventh preset slope.

[0124] During the process of increasing torque to the maximum torque at the twelfth preset slope, if the vehicle speed exceeds the second preset speed, all wheel motors are controlled to operate in a preset slip suppression adaptive mode.

[0125] When the vehicle speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament, wherein the first preset speed is greater than the second preset speed.

[0126] Among them, the slip suppression adaptive mode is a conventional control method, which is used to calculate the torque of each wheel according to the slip ratio of different wheels, and control the motor of each wheel to output the calculated torque.

[0127] To facilitate understanding of how different control strategies are implemented, the following examples illustrate the implementation process of control strategies under different entrapment scenarios:

[0128] 1) Single-wheel stuck situation: If a single wheel of the vehicle is detected to be stuck, the processing module simultaneously controls the wheel motor torque of the front and rear axles of the vehicle to increase at a slope R0. If the slip rate of the stuck wheel exceeds the corresponding threshold, the vehicle's braking system is requested to intervene by braking the slipping wheel. If the vehicle speed reaches the threshold V2, the vehicle is considered to have successfully escaped the stuck situation.

[0129] 2) Dual-wheel stuck situation on connecting road: If a vehicle is detected to be stuck on both wheels on the connecting road, the motors of the non-stuck wheels are controlled to quickly apply maximum torque at an incline R1. If the vehicle speed reaches the threshold V2, the vehicle is considered to have successfully escaped the situation. If the vehicle cannot escape, the torque of the motor on the slipping side is increased at a fixed incline R2. If the slipping wheel has already slipped and the vehicle is still not free, the torque of the motor on the slipping side is increased at a fixed incline R3, and the braking system is requested to brake the slipping wheel until the torque of all wheel motors has increased to the maximum value. If the vehicle speed reaches the threshold V2, the vehicle is considered to have successfully escaped the situation.

[0130] 3) Dual-wheel stuck situation on a split road: If a vehicle is detected to be stuck on a split road with both wheels stuck, after the wheels stop, the torque of all wheel motors is slowly increased at an incline of R4. When the torque increases to the point where wheel slippage occurs, the torque of the wheel motor on the slipping side is rapidly increased at an incline of R5, and the braking system is requested to gradually increase the braking force on the slipping wheel to suppress slippage. When the vehicle speed exceeds V2, the vehicle is considered to have successfully escaped the situation.

[0131] 4) For situations where diagonal wheels are stuck: If diagonal wheel slippage is detected, all wheel motors are controlled to increase torque at a fixed incline R6. If the torque increases to the point where slippage occurs but the vehicle fails to escape, all motors are controlled to rapidly increase torque to the maximum value at an incline R7, and the braking system is requested to brake the slipping wheel. When the target vehicle speed exceeds V2, the vehicle is considered to have successfully escaped the situation.

[0132] 5) Three-wheel stuck situation: If a three-wheel stuck situation is detected, the torque of the wheel motors on the two slipping axles is gradually increased at a low slope R8. When the slippage threshold exceeds the preset S1, the torque of the wheel motors on the two slipping axles is maintained, and the torque of the motors on the non-slipping wheel side is increased to the maximum value at a faster slope R9, while simultaneously requesting the braking system to brake the slipping wheels. The vehicle is considered successfully freed when the target speed V2 is reached.

[0133] 6) Four-wheel stuck situation: If four wheels are detected to be stuck, the ESP system's torque limiting function is first requested to exit, and the motor torque is applied at a rate of R10. If the current slippage threshold is detected to be greater than the preset S2, it is determined whether the vehicle speed has increased to V1. If V1 has not been reached, the wheel motors are controlled to rapidly apply torque at an inclination of R11. If the tire slippage threshold is detected to exceed S2, the torque continues to increase and the braking system is requested to brake the wheel with the largest slippage until the motor torque increases to its maximum value, and it is determined whether the vehicle speed has increased to V1. If V1 has not been reached, the motor torque is reduced to 0, and the motor torque is then controlled to rapidly increase at an inclination of R12. When the vehicle speed reaches the threshold V1, the motor enters the slippage suppression adaptive mode to control slippage. When the vehicle speed reaches V2, the vehicle is successfully freed from the stuck situation, where V1 is less than V2.

[0134] As an example, please refer to Figure 3 When all four wheels are stuck, the changes in various vehicle parameters (wheel speed, vehicle speed, requested torque of front and rear motors, requested torque of ESP, actual torque of front and rear motors, ESP torque limiting activation flag, ESP braking request flag, brake pressure, throttle, and automatic overshoot flag) at different time periods (a to l) can be as follows: Figure 3 As shown.

[0135] Based on the above design, after the driver selects the vehicle's automatic traction mode, the vehicle actively assesses its traction capabilities and pre-controls these capabilities. By controlling the vehicle's posture, the front and rear motors pre-distribute torque according to axle load. Through a slippage detection system, the vehicle accurately identifies slippage / trapped conditions and actively associates them with six pre-set traction modes. Subsequently, based on the torque ramp rate and braking system linkage control, automatic traction is achieved without driver intervention, ensuring vehicle traction performance and enhancing the driving experience.

[0136] In this embodiment, the processing module can be an integrated circuit chip with signal processing capabilities. The processing module can be a general-purpose processor. For example, the processor can be a Central Processing Unit (CPU), a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field-Programmable Gate Array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components, capable of implementing or executing the methods, steps, and logic block diagrams disclosed in the embodiments of this application.

[0137] The storage module can be, but is not limited to, random access memory, read-only memory, programmable read-only memory, erasable programmable read-only memory, electrically erasable programmable read-only memory, etc. In this embodiment, the storage module can be used to store attitude data, trapped status, and control strategies. Of course, the storage module can also be used to store programs, which the processing module executes after receiving an execution instruction.

[0138] Understandable, Figure 1 The vehicle structure shown is only a schematic diagram; the vehicle may also include components that are larger than... Figure 1 More components are shown.

[0139] It should be noted that those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the electronic device described above can be referred to the corresponding steps in the aforementioned method, and will not be elaborated further here.

[0140] This application also provides a computer-readable storage medium. The computer-readable storage medium stores a computer program that, when executed on a computer, causes the computer to perform the vehicle automatic escape control method as described in the above embodiments.

[0141] Based on the above description of the embodiments, those skilled in the art can clearly understand that this application can be implemented by hardware or by using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of this application can be embodied in the form of a software product. This software product can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, mobile hard drive, etc.) and includes several instructions to cause a computer device (such as a personal computer, electronic device, or network device, etc.) to execute the methods described in the various implementation scenarios of this application.

[0142] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device and method embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code, which includes one or more executable instructions for implementing a specified logical function. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. Furthermore, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0143] The above description is merely an embodiment of this application and is not intended to limit the scope of protection of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of protection of this application.

Claims

1. A method for controlling automatic vehicle traction, characterized in that, The method includes: The vehicle's attitude recognition system collects the vehicle's current attitude data, and the vehicle's slippage detection system detects the current stuck status of all wheels in the vehicle. Based on the current attitude data, the axle load distribution preloaded on the front and rear wheel motors of the vehicle is determined; Based on the pre-established correspondence between trapped situations and control strategies, determine the target control strategy corresponding to the current trapped situation; Based on the axle load distribution and the target control strategy, control the operation of the vehicle's wheel motors; The step of determining the target control strategy corresponding to the current trapped situation based on a pre-established correspondence between trapped situations and control strategies includes: When the current trapped situation indicates that the vehicle is trapped in four wheels, the target control strategy is determined to be the sixth control strategy according to the correspondence. The step of controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes: When the target control strategy is the sixth control strategy, request the vehicle's ESP system to exit the torque limiting function; When the ESP system exits the torque limiting function, it controls all wheel motors of the vehicle to increase torque at an eleventh preset slope based on the axle load distribution. When the slip ratio of any wheel in the vehicle exceeds the third preset threshold and the vehicle speed does not exceed the second preset speed, control all wheel motors of the vehicle to increase torque at the twelfth preset slope, and control the vehicle's braking system to brake the wheel with the maximum slip ratio according to the preset force strategy. During the period when the torque is increased to the maximum torque at the twelfth preset slope, if the vehicle speed does not exceed the second preset speed, the torque of all wheel motors is reduced to zero, and then the torque of all wheel motors is increased at the thirteenth preset slope, wherein the thirteenth preset slope is greater than the twelfth preset slope, and the twelfth preset slope is greater than the eleventh preset slope. During the process of increasing torque to the maximum torque at the twelfth preset slope, if the vehicle speed exceeds the second preset speed, all wheel motors are controlled to operate in a preset slip suppression adaptive mode. When the vehicle speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament, wherein the first preset speed is greater than the second preset speed.

2. The method according to claim 1, characterized in that, The step of determining the target control strategy corresponding to the current trapped situation based on a pre-established correspondence between trapped situations and control strategies includes: When the current trapped situation indicates that the vehicle is trapped in a single wheel, the target control strategy is determined to be the first control strategy based on the correspondence. When the current trapped situation indicates that the vehicle is trapped on both wheels of the connecting road, the target control strategy is determined to be the second control strategy based on the correspondence. When the current trapped situation indicates that the vehicle is trapped on both wheels in a split road, the target control strategy is determined to be the third control strategy based on the correspondence. When the current trapped situation indicates that the vehicle is trapped at opposite diagonal wheels, the target control strategy is determined to be the fourth control strategy based on the correspondence. When the current trapped situation indicates that the vehicle is trapped in three wheels, the target control strategy is determined to be the fifth control strategy based on the corresponding relationship.

3. The method according to claim 2, characterized in that, The step of controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes: When the target control strategy is the first control strategy, all wheel motors of the vehicle are controlled to increase torque at a first preset slope based on the axle load distribution. When the slip ratio of the stuck wheel exceeds a first preset threshold, the braking system of the vehicle is controlled to brake the stuck wheel according to a pre-set braking strategy, the pre-set braking strategy including incrementally applying braking force. When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

4. The method according to claim 2, characterized in that, The step of controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes: When the target control strategy is the second control strategy, the motors of the unstuck wheels of the vehicle are controlled to increase the torque to the maximum torque at a second preset slope based on the axle load distribution. If the vehicle speed does not exceed the first preset speed, the motor of the trapped wheel of the vehicle is controlled to increase torque at a third preset slope. If the vehicle speed does not exceed the first preset vehicle speed within a preset time period during which the torque is increased at the third preset slope, the motor of the trapped wheel of the vehicle is controlled to increase the torque at the fourth preset slope, and the braking system of the vehicle is controlled to brake the trapped wheel according to the preset force strategy. When the vehicle speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

5. The method according to claim 2, characterized in that, The step of controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes: When the target control strategy is the third control strategy, all wheel motors of the vehicle are controlled to increase torque at a fifth preset slope based on the axle load distribution. When the vehicle has a slipping wheel, the motor of the slipping wheel is controlled to increase the torque at a sixth preset slope, and the vehicle's braking system is controlled to brake the slipping wheel according to a preset force strategy. When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

6. The method according to claim 2, characterized in that, The step of controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes: When the target control strategy is the fourth control strategy, all wheel motors of the vehicle are controlled to increase torque at a seventh preset slope based on the axle load distribution. When the vehicle has a slipping wheel and the vehicle speed does not exceed the first preset speed, control all wheel motors of the vehicle to increase the torque to the maximum torque at an eighth preset slope, and control the vehicle's braking system to brake the slipping wheel according to the preset force strategy. When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

7. The method according to claim 2, characterized in that, The step of controlling the operation of the vehicle's wheel motors according to the axle load distribution and the target control strategy includes: When the target control strategy is the fifth control strategy, the wheel motors of the vehicle with two slipping axles are controlled to increase torque at a ninth preset slope based on the axle load distribution. When the slip ratio of the wheel corresponding to the slipping axle of the two wheels exceeds the second preset threshold, the motor of the wheel of the non-slipping axle in the vehicle is controlled to increase the torque to the maximum torque at the tenth preset slope, and the braking system of the vehicle is controlled to brake the slipping wheel according to the preset force strategy. When the vehicle's speed exceeds the first preset speed, it is determined that the vehicle has successfully escaped the predicament.

8. The method according to any one of claims 1-7, characterized in that, Before collecting the vehicle's current attitude data through the vehicle's attitude recognition system, the method further includes: Obtain the data set of the vehicle's power battery and the temperature values ​​of the vehicle's wheel motors; When the remaining battery power in the dataset is lower than the preset battery power, the range extender of the vehicle is controlled to charge the power battery at the preset charging power. When the battery temperature in the dataset exceeds a first preset temperature, the vehicle's cooling system is controlled to cool the power battery. When the temperature of any wheel motor of the vehicle exceeds the second preset temperature, the cooling system is controlled to cool the wheel motor whose temperature exceeds the second preset temperature.

9. The method according to claim 8, characterized in that, Before collecting the vehicle's current attitude data through the vehicle's attitude recognition system, the method further includes: When the temperature of the coolant in the cooling system exceeds a third preset temperature, the cooling system is controlled to operate at maximum cooling power.

10. An electronic device, characterized in that, The electronic device includes a processor and a memory coupled together, the memory storing a computer program that, when executed by the processor, causes the electronic device to perform the method as described in any one of claims 1-9.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when run on a computer, causes the computer to perform the method as described in any one of claims 1-9.

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