Vehicle escape control method, device and vehicle

Abstract

The present invention discloses a vehicle escape control method, device and vehicle. The method comprises: in response to receiving an activation command of a traction mode, obtaining the current gear position and accelerator pedal signal of the vehicle; based on the current gear position and accelerator pedal signal, controlling the rotation of the winch shaft of the vehicle, wherein the winch shaft is used to represent a drive shaft with a preset bolt installed on the wheel, the bolt head length of the preset bolt is greater than the preset length, one end of a traction rope is fixed on the preset bolt, and the other end of the traction rope is fixed on a fixed object. The present invention solves the technical problem in the related art that it is difficult for a vehicle to escape from a scene with poor ground conditions.

Description

Technical Field

[0001] The present invention relates to the field of vehicle control, and in particular to a vehicle escape control method, device and vehicle. Background Art

[0002] Vehicles occasionally get stuck in mud, ice, and other difficult-to-get-out scenarios. To cope with this situation, most manufacturers are working hard to develop a drive anti-skid function to increase the adhesion coefficient between the wheels and the ground, thereby improving the vehicle's traction and escape performance. However, the drive anti-skid function has its limitations. On extremely muddy roads, soft beaches, and other places, the drive anti-skid function may not guarantee that a deeply stuck vehicle can be successfully escaped.

[0003] To address the above-mentioned problems, no effective solution has been proposed yet. Summary of the invention

[0004] The embodiments of the present invention provide a vehicle escape control method, device and vehicle, so as to at least solve the technical problem in the related art that it is difficult for a vehicle to escape from a scene with poor ground conditions.

[0005] According to one aspect of an embodiment of the present invention, a vehicle escape control method is provided, comprising: in response to receiving an activation command of a traction mode, obtaining a current gear position and an accelerator pedal signal of the vehicle; based on the current gear position and the accelerator pedal signal, controlling the rotation of a winch shaft of the vehicle, wherein the winch shaft is used to represent a drive shaft having a preset bolt installed on a wheel, the bolt head length of the preset bolt being greater than a preset length, one end of a traction rope being fixed on the preset bolt, and the other end of the traction rope being fixed to a fixed object.

[0006] Furthermore, based on the current gear position and the accelerator pedal signal, the rotation of the vehicle's winch shaft is controlled, including: determining the rotation direction of the winch shaft based on the current gear position; determining the target speed of the winch shaft based on the accelerator pedal signal; and controlling the rotation of the winch shaft according to the rotation direction and the target speed.

[0007] Furthermore, based on the accelerator pedal signal, the target speed of the winch shaft is determined, including: based on the accelerator pedal signal, determining the initial speed of the winch shaft; in response to the initial speed being greater than the preset speed, determining the target speed to be the preset speed; in response to the initial speed being less than or equal to the preset speed, determining the target speed to be the initial speed.

[0008] Further, in response to the vehicle comprising two drive shafts, the method also includes: determining a winch shaft from the two drive shafts based on an activation instruction; in response to the number of winch shafts being one, controlling the rotation of the winch shaft based on a current gear position and an accelerator pedal signal; in response to the number of winch shafts being two, controlling the rotation of two winch shafts based on the type of activation instruction, the current gear position and the accelerator pedal signal.

[0009] Furthermore, based on the type of activation instruction, the current gear position and the accelerator pedal signal, the rotation of the two winch shafts is controlled, including: in response to the type of activation instruction being the winch traction type, based on the current gear position and the accelerator pedal signal, the two winch shafts are controlled to rotate synchronously, wherein the winch traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed to two fixed objects located in the same direction of the vehicle; in response to the type of activation instruction being the intermediate traction type, based on the current gear position and the accelerator pedal signal, the two winch shafts are controlled to rotate relative to each other, wherein the intermediate traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed to a first object and a second object, and the direction of the first object relative to the vehicle is different from the direction of the second object relative to the vehicle.

[0010] Further, in response to the number of the capstan shaft being one, the method further includes: controlling the rotation of a drive shaft other than the capstan shaft among the two drive shafts according to a first preset torque.

[0011] Furthermore, in the process of controlling the rotation of the winch shaft of the vehicle, the method includes: obtaining the current torque of the two drive shafts of the vehicle; in response to the current torque being greater than the maximum torque within a second preset torque range, or the duration of the current torque being within the second preset torque range being greater than a preset time, controlling the vehicle to execute a drive system protection strategy.

[0012] According to another aspect of an embodiment of the present invention, a vehicle escape control device is also provided, including: a parameter acquisition module, used to obtain the current gear position and accelerator pedal signal of the vehicle in response to receiving an activation command of the traction mode; a vehicle control module, used to control the rotation of the vehicle's winch shaft based on the current gear position and accelerator pedal signal, wherein the winch shaft is used to represent a drive shaft with a preset bolt installed on the wheel, the bolt head length of the preset bolt is greater than the preset length, one end of the traction rope is fixed on the preset bolt, and the other end of the traction rope is fixed to a fixed object.

[0013] Furthermore, the vehicle control module includes: a direction determination unit, used to determine the rotation direction of the winch shaft based on the current gear; a speed determination unit, used to determine the target speed of the winch shaft based on the accelerator pedal signal; and a winch shaft control unit, used to control the rotation of the winch shaft according to the rotation direction and the target speed.

[0014] Furthermore, the speed determination unit is also used to: determine the initial speed of the winch shaft based on the accelerator pedal signal; in response to the initial speed being greater than the preset speed, determine the target speed to be the preset speed; in response to the initial speed being less than or equal to the preset speed, determine the target speed to be the initial speed.

[0015] Further, in response to the vehicle including two drive shafts, the above device further includes: a winch shaft determination module, configured to determine a winch shaft from the two drive shafts based on an activation instruction; a first control module, configured to control the rotation of the winch shaft based on the current gear position and the accelerator pedal signal in response to the number of winch shafts being one; a second control module, configured to control the rotation of the two winch shafts based on the type of the activation instruction, the current gear position, and the accelerator pedal signal in response to the number of winch shafts being two.

[0016] Further, the second control module includes: a first control unit, configured to control the synchronous rotation of the two winch shafts based on the current gear position and the accelerator pedal signal in response to the type of the activation instruction being the winch traction type, where the winch traction type is used to represent that the tow ropes fixed on the two winch shafts are respectively fixed on two fixed objects in the same direction of the vehicle; a second control unit, configured to control the relative rotation of the two winch shafts based on the current gear position and the accelerator pedal signal in response to the type of the activation instruction being the intermediate traction type, where the intermediate traction type is used to represent that the tow ropes fixed on the two winch shafts are respectively fixed on a first object and a second object, and the direction of the first object relative to the vehicle is different from the direction of the second object relative to the vehicle.

[0017] Further, in response to the number of winch shafts being one, the above device further includes: a third control module, configured to control the rotation of the drive shafts other than the winch shaft among the two drive shafts according to a first preset torque.

[0018] Further, the above device includes: a torque acquisition module, configured to acquire the current torques of the two drive shafts of the vehicle; a fourth control module, configured to control the vehicle to execute a drive system protection strategy in response to the current torque being greater than the maximum torque within a second preset torque range, or the duration of the current torque being within the second preset torque range being greater than a preset time.

[0019] According to another aspect of the embodiments of the present invention, there is also provided a vehicle, including: a memory storing an executable program; a processor configured to run the program, where when the program runs, it executes the methods in the various embodiments of the present invention.

[0020] According to another aspect of the embodiments of the present invention, there is also provided a computer-readable storage medium, where the computer-readable storage medium includes a stored executable program, and when the executable program runs, it controls the device where the computer-readable storage medium is located to execute the methods in the various embodiments of the present invention.

[0021] According to another aspect of the embodiments of the present invention, there is also provided a computer program product, including a computer program, where when the computer program is executed by a processor, it implements the methods in the various embodiments of the present invention.

[0022] According to another aspect of an embodiment of the present invention, a computer program product is provided, including a non-volatile computer-readable storage medium, wherein the non-volatile computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the method in each embodiment of the present invention is implemented.

[0023] According to another aspect of the embodiments of the present invention, a computer program is further provided. When the computer program is executed by a processor, the methods in the embodiments of the present invention are implemented.

[0024] In an embodiment of the present invention, in response to receiving an activation instruction of a traction mode, a current gear position and an accelerator pedal signal of the vehicle are obtained; based on the current gear position and the accelerator pedal signal, the rotation of the winch shaft of the vehicle is controlled, wherein the winch shaft is used to represent a drive shaft with a preset bolt installed on the wheel, the bolt head length of the preset bolt is greater than the preset length, one end of a traction rope is fixed on the preset bolt, and the other end of the traction rope is fixed to a fixed object. By deploying a preset bolt with a longer length on the wheel and connecting the preset bolt and the fixed object with the traction rope, the vehicle can rotate the drive shaft where the wheel is located, and then tow the vehicle away from the current scene with poor ground conditions according to the reaction force of the traction rope, so as to achieve the purpose of controlling the vehicle to get out of trouble according to the vehicle's own power, thereby reducing the resource cost and time cost of controlling the vehicle to get out of trouble using external equipment, and improving the success rate of controlling the vehicle to get out of trouble, thereby solving the technical problem of the difficulty of getting the vehicle out of trouble in the related art. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of this application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0026] Figure 1 is a flow chart of a vehicle escape control method according to an embodiment of the present invention;

[0027] Figure 2 is a schematic diagram of a conventional wheel according to an embodiment of the present application;

[0028] Figure 3 is a schematic diagram of a common bolt according to an embodiment of the present application;

[0029] Figure 4 is a schematic diagram of a preset bolt according to an embodiment of the present application;

[0030] Figure 5 is a schematic diagram of a wheel installed with preset bolts according to an embodiment of the present application;

[0031] Figure 6is a schematic diagram showing a traction rope connecting a vehicle and a fixed object according to an embodiment of the present application;

[0032] Figure 7 is a schematic diagram of an intermediate traction type according to an embodiment of the present application;

[0033] Figure 8 It is a structural block diagram of a vehicle escape device according to an embodiment of the present application. DETAILED DESCRIPTION

[0034] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0035] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0036] Example 1

[0037] According to an embodiment of the present invention, a method embodiment of vehicle escape control is provided. It should be noted that the steps shown in the flowchart of the accompanying drawings can be executed in a computer system such as a set of computer executable instructions, and although a logical order is shown in the flowchart, in some cases, the steps shown or described can be executed in an order different from that shown here.

[0038] Figure 1 FIG. 1 is a flow chart of a vehicle escape control method according to an embodiment of the present invention. Figure 1 As shown, the method comprises the following steps:

[0039] Step S102 , in response to receiving an activation instruction for the traction mode, obtaining a current gear position and an accelerator pedal signal of the vehicle.

[0040] The above-mentioned traction mode may refer to a mode of using the vehicle's own power to control the vehicle to escape from scenes with poor ground conditions, such as mud, ice, and other scenes with poor carrying capacity or low ground adhesion coefficient.

[0041] At present, there are many ways to get a vehicle out of a scene with poor ground conditions, but the efficiency, cost, success rate and other data corresponding to different methods are mostly different. Taking the mud scene as an example, the vehicle tires can be deflated to increase the contact area between the tires and the mud to improve the vehicle's traction, or objects such as escape boards, hay, sand and stones can be placed under the vehicle tires to reduce the probability of tire slippage, or the vehicle can be connected to other vehicles with a tow rope and then towed by other vehicles to achieve the purpose of getting the vehicle out of the trap. However, these methods require more preparation work and have low overall efficiency. In addition, the escape board is not suitable for all scenarios, and the ground adhesion coefficient between the tires and the ground after deflating the tires and placing hay, sand and stones may not be enough to allow the vehicle to leave the above scenarios. The success rate of the vehicle getting out of trouble is also low, and the cost of using a trailer to tow the vehicle is also high. Therefore, in order to successfully control the vehicle to get out of trouble with less time and resource costs, the vehicle escape control system (hereinafter referred to as the control system) can use the vehicle's own power to escape from the above scene with the help of objects outside the vehicle. For example, a towing rope can be used to connect the vehicle's drive shaft to a building or tree fixed outside the vehicle. When the drive shaft on the vehicle starts to rotate, the vehicle can leave the above scene through the fixed building and the reaction force of the towing rope, thereby reducing the time for deploying equipment to assist the vehicle to escape from the above scene without damaging the vehicle, reducing resource consumption, and improving the success rate of controlling the vehicle to get out of trouble, thereby reducing the difficulty of controlling the vehicle to get out of trouble. In order to ensure the stability and safety of the vehicle when it escapes from the above scene by its own power, the control system can strictly control the control parameters used to rotate the drive shaft connected to the towing rope to prevent the parameters used to control the rotation of the drive shaft from being too large, resulting in the drive shaft rotating too fast and affecting the safety of the vehicle when getting out of trouble, or the parameters from being too small, resulting in the inability to successfully control the vehicle to get out of trouble. Based on this, when the control system receives an activation command for activating the traction mode, it can be determined that the vehicle is currently in a scenario where it cannot escape. At this time, the control system can obtain the vehicle's current gear position and accelerator pedal signal to strictly monitor the control parameters used to rotate the gear connected to the traction rope to avoid situations where parameter abnormalities affect vehicle safety.

[0042] Step S104, based on the current gear position and the accelerator pedal signal, controlling the rotation of the winch shaft of the vehicle.

[0043] Among them, the winch shaft is used to represent the drive shaft on the wheel with a preset bolt, the head length of the preset bolt is greater than the preset length, one end of the towing rope is fixed on the preset bolt, and the other end of the towing rope is fixed on a fixed object.

[0044] The above-mentioned winch shaft can refer to the drive shaft connected to the towing rope on the vehicle. The above-mentioned fixed object can refer to immovable objects such as trees and buildings.

[0045] In an alternative solution of this embodiment, the control system can control the rotation of the above-mentioned winch shaft according to the acquired current gear and accelerator pedal signal, so as to use the reaction force of the towing rope to control the vehicle to get out of the scenario with poor ground conditions. For example, if the control system determines that the rotation speed of the winch shaft will be very fast according to the above-mentioned current gear and accelerator pedal signal, the control system can actively reduce the determined rotation speed, or send a prompt message to the user to prompt the user to switch gears or reduce the opening of the accelerator pedal.

[0046] In an alternative solution of this embodiment, in order to avoid the excessive reaction force between the towing rope and the vehicle from affecting the normal operation of the drive shaft, such as causing deformation of the drive shaft, an additional drive shaft connected to the towing rope can be installed on the rotatable equipment on the vehicle, such as the wheel, as the above-mentioned winch shaft. A preset bolt can be installed on the winch shaft to connect the above-mentioned towing rope. In order to ensure the success rate and firmness of the connection, the head length of the above-mentioned preset bolt can be set to be greater than the preset length. For example, the length of a common bolt on the wheel is generally 10mm, which is difficult to fix the above-mentioned towing rope. Therefore, the length of the above-mentioned preset bolt can be set to be greater than the length of the above-mentioned common bolt and can stably connect the above-mentioned towing rope. For example, it can be set to 50mm. When connecting the towing rope, two towing ropes can be used, and one end of these two towing ropes is connected to the preset bolts of the wheels belonging to the above-mentioned winch shaft on both sides of the vehicle, and the other end is connected to the above-mentioned fixed object, or one towing rope can be used. After the towing rope bypasses the above-mentioned fixed object, the two ends of the towing rope are respectively fixed to the preset bolts of the wheels belonging to the above-mentioned winch shaft on both sides of the vehicle.

[0047] For easy understanding, Figure 2 is a schematic diagram of a conventional wheel shown according to an embodiment of the present application, Figure 3 is a schematic diagram of a common bolt shown according to an embodiment of the present application, Figure 4 is a schematic diagram of a preset bolt shown according to an embodiment of the present application, Figure 5 is a schematic diagram of a wheel with a preset bolt installed shown according to an embodiment of the present application. Through Figure 2 and Figure 3 it can be seen that when installing a common bolt on the wheel, it is impossible to stably connect the towing rope to the bolt. Therefore,Figure 4 Replace the above-mentioned ordinary bolt with the preset bolt shown to form Figure 5 the new wheel shown, and then connect the towing rope to the preset bolt to ensure the stability during connection. Among them, the above-mentioned preset bolt can be manually installed by the user when the vehicle is in a scenario with poor ground conditions, or the ordinary bolt on the vehicle can be directly replaced with the above-mentioned preset bolt, and a folding component is provided on the preset bolt. When not in use, the part of the preset bolt extending out of the vehicle body is folded onto the wheel, and when needed, the preset bolt is opened to improve the efficiency of deploying the towing rope. Figure 6 It is a schematic diagram of connecting a towing rope between a vehicle and a fixed object according to an embodiment of the present application. As Figure 6 shown, a towing rope can be used. After passing the towing rope around a tree, the two ends of the towing rope are respectively fixed to the preset bolts of the vehicle belonging to the above-mentioned winch shaft on both sides of the vehicle to improve the efficiency of deploying the towing rope and reduce the deployment cost.

[0048] In the embodiment of the present invention, in response to receiving an activation instruction for the towing mode, the current gear and the accelerator pedal signal of the vehicle are obtained; based on the current gear and the accelerator pedal signal, the winch shaft of the vehicle is controlled to rotate, where the winch shaft is used to represent the drive shaft on which the preset bolt is installed on the wheel, the bolt head length of the preset bolt is greater than the preset length, one end of the towing rope is fixed to the preset bolt, and the other end of the towing rope is fixed to a fixed object. By deploying a preset bolt with a longer length on the wheel and connecting the preset bolt of the towing rope to the fixed object, the vehicle can rotate the drive shaft where the wheel is located, and then tow the vehicle away from the current scenario with poor ground conditions according to the reaction force of the towing rope, so as to achieve the purpose of controlling the vehicle to get out of trouble according to the vehicle's own power, thereby reducing the resource cost and time cost when using external equipment to control the vehicle to get out of trouble, improving the success rate of controlling the vehicle to get out of trouble, and further solving the technical problem of the large difficulty for the vehicle to get out of trouble in a scenario with poor ground conditions in the related art.

[0049] Further, controlling the winch shaft of the vehicle to rotate based on the current gear and the accelerator pedal signal includes: determining the rotation direction of the winch shaft based on the current gear; determining the target rotation speed of the winch shaft based on the accelerator pedal signal; and controlling the winch shaft to rotate according to the rotation direction and the target rotation speed.

[0050] In an alternative solution of this embodiment, considering that the rotation direction of the winch shaft is different in different vehicle gears. For example, when the vehicle gear is in D gear, the winch shaft will rotate forward after the driver steps on the accelerator pedal; when the vehicle gear is in R gear, the winch shaft will rotate backward after the driver steps on the accelerator pedal. And different rotation directions mean different power required by the vehicle. For example, if the fixed object is in front of the vehicle, when the winch shaft rotates forward, the reaction force that the towing rope needs to provide can subtract the friction between the wheels and the ground, and the power required by the vehicle is relatively small. When the winch shaft rotates backward, the reaction force that the towing rope needs to provide needs to add the friction between the wheels and the ground, and the power required by the vehicle is relatively large. Considering that the power actually provided by the vehicle is related to the rotation speed of the winch shaft, therefore, in order to stably control the vehicle to get out of trouble, when controlling the rotation of the winch shaft, the control system can first determine the rotation direction of the winch shaft after the driver steps on the accelerator pedal according to the current gear of the vehicle, and at the same time determine the current target rotation speed of the winch shaft according to the received accelerator pedal signal, and then control the rotation of the winch shaft according to the rotation direction and the target rotation speed. For example, the control system can first adjust the above target rotation speed according to the current rotation direction of the winch shaft, and then control the rotation of the winch shaft with the adjusted target rotation speed according to the current rotation direction to save the consumption of power resources on the vehicle, or can directly control the rotation of the winch shaft according to the rotation axis direction and the target rotation speed regardless of cost to improve the efficiency of controlling the rotation of the winch shaft.

[0051] Further, determining the target rotation speed of the winch shaft based on the accelerator pedal signal includes: determining the initial rotation speed of the winch shaft based on the accelerator pedal signal; in response to the initial rotation speed being greater than the preset rotation speed, determining the target rotation speed as the preset rotation speed; in response to the initial rotation speed being less than or equal to the preset rotation speed, determining the target rotation speed as the initial rotation speed.

[0052] The above preset rotation speed may refer to the rotation speed for controlling the rotation of the winch shaft that will not affect the safety of the vehicle. Generally, 5 km / h can be selected as the preset rotation speed.

[0053] In an alternative solution of this embodiment, in order to avoid the excessive rotation speed of the winch shaft affecting the safety of the vehicle, when determining the target winch shaft as above, an initial rotation speed can be first determined according to the accelerator pedal signal and compared with the preset rotation speed. If the initial rotation speed is greater than the preset rotation speed, it can be determined that the current rotation speed of the winch shaft is too fast and may affect the safety of the vehicle. At this time, the control system can determine the above preset rotation speed as the target rotation speed of the winch shaft; if the initial rotation speed is less than or equal to the preset rotation speed, it can be determined that the current winch shaft will not affect the safety of the vehicle. At this time, the control system can determine the above initial rotation speed as the target rotation speed of the winch shaft.

[0054] Further, in response to the vehicle including two drive shafts, the method further includes: determining a winch shaft from the two drive shafts based on an activation instruction; in response to the number of winch shafts being one, controlling the rotation of the winch shaft based on the current gear and the accelerator pedal signal; in response to the number of winch shafts being two, controlling the rotation of the two winch shafts based on the type of activation instruction, the current gear, and the accelerator pedal signal.

[0055] In an alternative solution of this embodiment, considering that the number of drive shafts of different vehicles is different, and the way of providing power when the corresponding vehicle gets out of trouble will also be different. Therefore, to ensure the safety of the vehicle when getting out of trouble, if the current vehicle is a four-wheel drive vehicle, that is, the vehicle includes two drive shafts, the control system can first determine the drive shaft currently used to control the vehicle to get out of trouble according to the received activation instruction. If there is only one drive shaft that is the above-mentioned winch shaft, when the vehicle provides power, both of these two drive shafts may rotate. Affected by the tow rope, the rotation speed of the winch shaft among these two drive shafts will be less than that of the non-winch shaft. If the difference in rotation speed between the two is large, the vehicle may tip over. Based on this, the control system can adjust the parameters for controlling the rotation of the non-winch shaft, such as reducing the rotation speed of the non-winch shaft, to reduce the gap between the rotation speed of the winch shaft and the non-winch shaft, and then use the above-mentioned current gear and accelerator pedal signal, that is, the rotation direction and the target rotation speed, to control the rotation of the winch shaft. Among them, when adjusting the rotation speed of the non-winch shaft, the target rotation speed of the winch shaft can be directly determined as the rotation speed of the non-winch shaft. If there are two drive shafts that are the above-mentioned winch shafts, to ensure the stability of the vehicle, the rotation of these two winch shafts can be controlled to run synchronously, that is, rotate in the same rotation direction and at the same target rotation speed, so as to control the vehicle to move to a fixed object through the reaction force of the tow rope and achieve the purpose of controlling the vehicle to get out of trouble. Considering that in the actual application scenario, when the current vehicle is not in a difficult-to-get-out-of-trouble scenario, the current vehicle can also be used as an auxiliary vehicle to help other vehicles in difficult-to-get-out-of-trouble scenarios get out of trouble. At this time, the two drive shafts of the current vehicle can be used as winch shafts to connect with other vehicles, and then rotate these two winch shafts in the same direction and at the same speed to tow other vehicles out of the above scenario, or one drive shaft of the current vehicle can be used as a winch shaft to connect with a fixed object, and the other drive shaft can be used as a winch shaft to connect with other vehicles, and then rotate these two winch shafts in the opposite direction and at the same speed to tow other vehicles out of the above scenario. Based on this, if it is currently determined that both drive shafts of the vehicle are the above-mentioned winch shafts, the control system can further determine the type of the current activation instruction, that is, whether to control the two winches to rotate synchronously or relatively, so that the vehicle can get out of trouble by its own power when the current vehicle is in the above scenario, or assist other vehicles to get out of trouble when the current vehicle is used as a tow vehicle.

[0056] Further, based on the type of activation instruction, the current gear position, and the accelerator pedal signal, control the rotation of the two winch shafts, including: in response to the type of activation instruction being the winch traction type, based on the current gear position and the accelerator pedal signal, control the two winch shafts to rotate synchronously, where the winch traction type is used to represent that the tow ropes fixed on the two winch shafts are respectively fixed on two fixed objects in the same direction of the vehicle; in response to the type of activation instruction being the intermediate traction type, based on the current gear position and the accelerator pedal signal, control the two winch shafts to rotate relatively, where the intermediate traction type is used to represent that the tow ropes fixed on the two winch shafts are respectively fixed on a first object and a second object, and the direction of the first object relative to the vehicle is different from the direction of the second object relative to the vehicle.

[0057] At least one of the above-mentioned first object and second object may include a movable non-fixed object, such as other vehicles, cargo boxes, etc. The type of the above-mentioned activation instruction can be used to represent the position of the vehicle relative to the target object. For example, the above-mentioned winch traction type may refer to the type that controls the two winch shafts on the vehicle to rotate synchronously. At this time, whether the current vehicle is a trapped vehicle or a vehicle assisting other vehicles to get out of trouble, the current vehicle is on one side of the target object. The above-mentioned intermediate traction type may refer to the type that controls the two winches on the vehicle to rotate relatively. At this time, the current vehicle is a vehicle located between a fixed object and other non-fixed objects and can be used to move the above-mentioned non-fixed objects.

[0058] In an alternative solution of this embodiment, when controlling the rotation of the two winch shafts, if the type of the above-mentioned activation instruction is the above-mentioned winch traction type, the two winch shafts can be controlled to rotate synchronously in the same rotation direction and at the same rotation speed according to the above-mentioned gear position and accelerator pedal signal. At this time, the tow ropes connected to the two winch shafts can be fixed on one or two fixed objects to control the vehicle to get out of trouble through the reaction forces of the two tow ropes. Here, the directions of the two fixed objects relative to the vehicle are the same, or the angle between the two directions is less than a preset threshold, so that the vehicle can be pulled out of trouble through the reaction forces of the two tow ropes. At this time, the control system can also send a prompt message to the user outside the vehicle, such as displaying a prompt message on a preset display screen or controlling the vehicle indicator lights to flash alternately to remind the user outside the vehicle to pay attention to safety. If the type of the above-mentioned activation instruction is the above-mentioned intermediate traction type, the two winch shafts can be controlled to rotate in opposite rotation directions and at the same rotation speed according to the above-mentioned gear position and accelerator pedal signal. At this time, the two winch shafts can be respectively connected to the above-mentioned first object and second object. For example, one winch shaft is connected to a tree through a tow rope, and the other winch shaft is connected to another vehicle in need of getting out of trouble through a tow rope. When the two winch shafts rotate relatively, the current vehicle can use the reaction force between the tow ropes to tow other vehicles out of trouble.

[0059] For ease of understanding, Figure 7 is a schematic diagram of an intermediate traction type shown according to an embodiment of the present application. As Figure 7 shown, Figure 7 The object on the left may refer to the first object, and the object on the right may refer to the second object. When the type of the activation instruction is the intermediate traction type, both the first object and the second object will tend to move towards the vehicle. At this time, if both objects are movable objects, both of these objects will move towards the vehicle. If one of them is a fixed object, both the vehicle and the other object will move towards this fixed object.

[0060] Further, in response to the number of winch shafts being one, the method further includes: controlling the rotation of the drive shafts other than the winch shaft among the two drive shafts according to a first preset torque.

[0061] In an alternative solution of this embodiment, if there is only one current winch shaft, in order to ensure the safety and stability when the vehicle gets stuck, the control system can limit the rotation torque of the non-winch shaft. For example, the rotation torque of the non-winch shaft can be limited according to the target rotation speed of the winch shaft, or directly use a smaller value, such as 0, to limit the rotation torque of the non-winch shaft, and control the non-winch shaft, that is, the drive shaft other than the winch shaft among the two drive shafts, with the limited rotation torque to avoid the situation that the rotation speed of the non-winch shaft is too fast and causes the vehicle to overturn.

[0062] Further, during the process of controlling the rotation of the winch shaft of the vehicle, the method includes: obtaining the current torque of the two drive shafts of the vehicle; in response to the current torque being greater than the maximum torque within the second preset torque range, or the duration of the current torque within the second preset torque range being greater than the preset time, controlling the vehicle to execute a drive system protection strategy.

[0063] In an alternative solution of this embodiment, in order to further ensure the safety when controlling the vehicle to get stuck, the control system can also obtain the current torque of the two drive shafts on the vehicle when controlling the rotation of the winch shaft. If the current torque is large, for example, greater than the maximum torque within the second preset torque range, or the winch shaft rotates for too long, for example, the duration within the above-mentioned second preset torque range is greater than the preset time, then in order to avoid damage to the component structures on the vehicle due to excessive torque, or the drive system temperature being too high due to too long traction time, the control system can execute a drive system protection strategy, such as pausing the traction for a period of time, or feeding back the current situation of each component structure or the drive system temperature to the user, and the user determines whether to continue the traction, so as to ensure the safety when controlling the vehicle to get stuck.

[0064] Embodiment 2

[0065] According to another aspect of an embodiment of the present invention, corresponding to the above-mentioned vehicle escape method, a vehicle escape control device is also provided. Figure 8 is a structural block diagram of a vehicle escape device according to an embodiment of the present application, such as Figure 8 As shown, the device includes: a parameter acquisition module 802 and a vehicle control module 804.

[0066] Among them, the parameter acquisition module 802 is used to obtain the current gear position and accelerator pedal signal of the vehicle in response to receiving an activation command for the traction mode; the vehicle control module 804 is used to control the rotation of the vehicle's capstan shaft based on the current gear position and accelerator pedal signal, wherein the capstan shaft is used to represent a drive shaft with a preset bolt installed on the wheel, the bolt head length of the preset bolt is greater than the preset length, one end of the traction rope is fixed on the preset bolt, and the other end of the traction rope is fixed to a fixed object.

[0067] Furthermore, the vehicle control module includes: a direction determination unit, used to determine the rotation direction of the winch shaft based on the current gear; a speed determination unit, used to determine the target speed of the winch shaft based on the accelerator pedal signal; and a winch shaft control unit, used to control the rotation of the winch shaft according to the rotation direction and the target speed.

[0068] Furthermore, the speed determination unit is also used to: determine the initial speed of the winch shaft based on the accelerator pedal signal; in response to the initial speed being greater than the preset speed, determine the target speed to be the preset speed; in response to the initial speed being less than or equal to the preset speed, determine the target speed to be the initial speed.

[0069] Furthermore, in response to the vehicle containing two drive shafts, the above-mentioned device also includes: a winch shaft determination module, used to determine the winch shaft from the two drive shafts based on an activation instruction; a first control module, used to control the rotation of the winch shaft based on the current gear position and the accelerator pedal signal in response to the number of the winch shaft being one; and a second control module, used to control the rotation of the two winch shafts based on the type of activation instruction, the current gear position and the accelerator pedal signal in response to the number of the winch shaft being two.

[0070] Further, the second control module includes: a first control unit, for controlling the synchronous rotation of the two winch shafts in response to the activation instruction type being a winch traction type, based on the current gear position and the accelerator pedal signal, wherein the winch traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed on two fixed objects located in the same direction of the vehicle; a second control unit, for controlling the relative rotation of the two winch shafts in response to the activation instruction type being an intermediate traction type, based on the current gear position and the accelerator pedal signal, wherein the intermediate traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed on a first object and a second object, and the direction of the first object relative to the vehicle is different from the direction of the second object relative to the vehicle.

[0071] Further, in response to the number of winch shafts being one, the above device further includes: a third control module, configured to control the rotation of the drive shafts other than the winch shaft among the two drive shafts according to a first preset torque.

[0072] Further, the above device includes: a torque acquisition module, configured to acquire the current torques of the two drive shafts of the vehicle; a fourth control module, configured to control the vehicle to execute a drive system protection strategy in response to the current torque being greater than the maximum torque within a second preset torque range, or the duration of the current torque being within the second preset torque range being greater than a preset time.

[0073] Embodiment 3

[0074] An embodiment of the present application further provides a vehicle, including: a memory storing an executable program; a processor configured to run the program, wherein when the program runs, it executes the methods in the various embodiments of the present invention.

[0075] Embodiment 4

[0076] An embodiment of the present application further provides a computer-readable storage medium, the computer-readable storage medium including a stored executable program, wherein when the executable program runs, it controls the device where the computer-readable storage medium is located to execute the methods in the various embodiments of the present invention.

[0077] Embodiment 5

[0078] An embodiment of the present application further provides a computer program product, including a computer program, where the computer program, when executed by a processor, implements the methods in the various embodiments of the present invention.

[0079] Embodiment 6

[0080] An embodiment of the present application further provides a computer program product, including a non-volatile computer-readable storage medium for storing a computer program, where the computer program, when executed by a processor, implements the methods in the various embodiments of the present invention.

[0081] Embodiment 7

[0082] An embodiment of the present application further provides a computer program, where the computer program, when executed by a processor, implements the methods in the various embodiments of the present invention described above.

[0083] The serial numbers of the above embodiments of the present invention are only for description and do not represent the superiority or inferiority of the embodiments.

[0084] In the above embodiments of the present invention, the descriptions of the various embodiments have their own focuses. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0085] In several embodiments provided by this application, it should be understood that the disclosed technical content can be implemented in other ways. Among them, the device embodiments described above are merely illustrative. For example, the division of units can be a logical function division. In actual implementation, there can be other division methods. For example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the couplings or direct couplings or communication connections shown or discussed with each other can be through some interfaces. The indirect couplings or communication connections of units or modules can be in electrical or other forms.

[0086] The units described as separate components may or may not be physically separated. The components shown as units may or may not be physical units, that is, they can be located in one place or distributed to multiple units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0087] In addition, in each embodiment of the present invention, the functional units can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above-mentioned integrated units can be implemented in the form of hardwiring or in the form of software functional units.

[0088] If the integrated unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of this technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods in each embodiment of the present invention. The foregoing storage medium includes: USB flash drives, read-only memories (ROMs), random access memories (RAMs), mobile hard disks, magnetic disks, or optical discs, etc., which can store program codes.

[0089] The above is only the preferred embodiment of the present invention. It should be noted that for those of ordinary skill in the art, without departing from the principle of the present invention, several improvements and refinements can be made, and these improvements and refinements should also be regarded as the protection scope of the present invention.

Claims

1. A vehicle escape control method, characterized in that: include: In response to receiving an activation command for a traction mode, obtaining a current gear position and an accelerator pedal signal of the vehicle; Based on the current gear position and the accelerator pedal signal, the capstan shaft of the vehicle is controlled to rotate, wherein the capstan shaft is used to represent a drive shaft on which a preset bolt is installed on a wheel, the bolt head length of the preset bolt is greater than a preset length, one end of a traction rope is fixed on the preset bolt, and the other end of the traction rope is fixed on a fixed object; In response to the vehicle comprising two drive shafts, the method further comprises: determining the winch shaft from the two drive shafts based on the activation command; in response to the number of the winch shafts being two, controlling the two winch shafts to rotate based on the type of the activation command, the current gear position and the accelerator pedal signal; Wherein, in response to the number of the winch shafts being two, based on the type of the activation instruction, the current gear position and the accelerator pedal signal, the two winch shafts are controlled to rotate, including: in response to the type of the activation instruction being a winch traction type, based on the current gear position and the accelerator pedal signal, the two winch shafts are controlled to rotate synchronously, wherein the winch traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed on two fixed objects located in the same direction of the vehicle.

2. The method according to claim 1, characterized in that Based on the current gear position and the accelerator pedal signal, controlling the rotation of the winch shaft of the vehicle includes: Based on the current gear position, determining the rotation direction of the capstan shaft; determining a target rotation speed of the winch shaft based on the accelerator pedal signal; The capstan shaft is controlled to rotate according to the rotation direction and the target rotation speed.

3. The method according to claim 2, characterized in that Determining a target rotation speed of the winch shaft based on the accelerator pedal signal includes: determining an initial rotation speed of the winch shaft based on the accelerator pedal signal; In response to the initial rotation speed being greater than a preset rotation speed, determining the target rotation speed to be the preset rotation speed; In response to the initial rotational speed being less than or equal to the preset rotational speed, the target rotational speed is determined to be the initial rotational speed.

4. The method according to claim 1, characterized in that: The method further comprises: In response to the number of the winch shaft being one, controlling the winch shaft to rotate based on the current gear position and the accelerator pedal signal; The method further includes: adjusting parameters for controlling the rotation of the non-capstan shaft to obtain adjusted parameters, and controlling the rotation of the non-capstan shaft based on the adjusted parameters, wherein the rotation speed of the non-capstan shaft is determined by the target rotation speed of the capstan shaft.

5. The method according to claim 1, characterized in that In response to the number of the winch shafts being two, based on the type of the activation instruction, the current gear position and the accelerator pedal signal, controlling the two winch shafts to rotate comprises: In response to the type of the activation instruction being an intermediate traction type, the two winch shafts are controlled to rotate relative to each other based on the current gear position and the accelerator pedal signal, wherein the intermediate traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed on a first object and a second object, and the direction of the first object relative to the vehicle is different from the direction of the second object relative to the vehicle.

6. The method according to claim 4, characterized in that In response to the number of the capstan shaft being one, the method further includes: The driving shaft of the two driving shafts except the winch shaft is controlled to rotate according to the first preset torque.

7. The method according to claim 1, characterized in that In controlling the rotation of a winch shaft of the vehicle, the method comprises: Obtaining current torques of two driving shafts of the vehicle; In response to the current torque being greater than the maximum torque within a second preset torque range, or the duration of the current torque being within the second preset torque range being greater than a preset time, the vehicle is controlled to execute a drive system protection strategy.

8. A vehicle escape control device, characterized in that: include: a parameter acquisition module, for acquiring a current gear position and an accelerator pedal signal of the vehicle in response to receiving an activation instruction of the traction mode; a vehicle control module, configured to control the rotation of a winch shaft of the vehicle based on the current gear position and the accelerator pedal signal, wherein the winch shaft is used to represent a drive shaft on which a preset bolt is installed on a wheel, the bolt head length of the preset bolt is greater than a preset length, one end of a traction rope is fixed to the preset bolt, and the other end of the traction rope is fixed to a fixed object; In response to the vehicle comprising two drive shafts, the vehicle escape control device is further used to: determine the winch shaft from the two drive shafts based on the activation instruction; in response to the number of the winch shafts being two, control the two winch shafts to rotate based on the type of the activation instruction, the current gear position and the accelerator pedal signal; The vehicle escape control device is also used to: in response to the type of the activation instruction being a winch traction type, control the two winch shafts to rotate synchronously based on the current gear position and the accelerator pedal signal, wherein the winch traction type is used to characterize that the traction ropes fixed on the two winch shafts are respectively fixed on two fixed objects located in the same direction of the vehicle.

9. A vehicle, characterized in that: include: A memory storing an executable program; A processor, configured to run the program, wherein the program executes the method according to any one of claims 1 to 7 when running.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored executable program, wherein when the executable program is executed, the device where the storage medium is located is controlled to execute the method according to any one of claims 1 to 7.

11. A computer program product, characterized in that The invention comprises a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 7.

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