Vehicle control method, vehicle control system, electronic device, computer readable storage medium and vehicle

Abstract

The invention discloses a vehicle control method, a vehicle control system, an electronic device, a computer readable storage medium and a vehicle. The control method of the vehicle comprises the steps that under the condition that the vehicle is in a trapped state, an escape mode is triggered; and in the escape mode, the electronic parking braking system is controlled to be started so as to control a driving wheel on one side of the vehicle to execute parking, and the torque of a corresponding driving wheel on the other side of the vehicle is increased. In the application, the first controller starts the escape mode when the automobile is trapped, and the second controller controls the driving wheel on one side of the automobile to execute parking and increases the torque of the corresponding driving wheel on the other side in the escape mode, so that the automobile is released. According to the invention, the automatic escape of the vehicle can be realized through the first controller and the second controller of the vehicle, and additional hardware does not need to be added on the vehicle, so that the cost is relatively low. The control method for vehicle escape is simple in logic and easy to implement.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and more specifically, to a vehicle control method, a vehicle control system, an electronic device, a computer-readable storage medium, and a vehicle. Background Art

[0002] Vehicles often get stuck when passing through harsh road conditions (such as swamps, snow, sand, etc.). At this time, the maximum adhesion between a single wheel or multiple wheels of the vehicle and the ground will be less than the driving force of the vehicle, causing the tires to spin and slip. At the same time, the total traction of the vehicle is low, which is not enough to overcome the driving resistance of the vehicle, resulting in the vehicle being unable to drive normally. Currently, the differential lock can be set. When the vehicle is slipping, the differential lock is turned on so that the wheels on the left and right sides have the same power, and the other wheel that is not slipping outputs power to get the vehicle out of trouble. However, setting a differential lock on the vehicle will increase the hardware cost of the vehicle. Summary of the invention

[0003] The embodiments of the present application provide a vehicle control method, a vehicle control system, an electronic device, a computer-readable storage medium and a vehicle, which are at least used to solve the problem of increasing the hardware cost of the vehicle when achieving the problem of getting the vehicle out of trouble.

[0004] The vehicle control method of the implementation mode of the present application includes: triggering an escape mode when the vehicle is in an trapped state; and in the escape mode, controlling the activation of an electronic parking brake system to control the drive wheels on one side of the vehicle to perform parking and increase the torque of the corresponding drive wheels on the other side.

[0005] In certain embodiments, the method further includes: obtaining the wheel speed of the driving wheels of the vehicle and the longitudinal acceleration of the vehicle; and determining that the vehicle is in a trapped state when the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold.

[0006] In certain embodiments, the method further includes: obtaining the wheel speed of the driving wheels of the vehicle and the longitudinal acceleration of the vehicle; and determining that the vehicle is in a trapped state when the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold and continues for a first preset time period, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold and continues for a second preset time period.

[0007] In certain embodiments, in the escape mode, the electronic parking brake system is activated to control the drive wheel on one side of the vehicle to perform parking and increase the torque of the corresponding drive wheel on the other side, including: outputting a current in a first direction to the caliper motor of the drive wheel on one side of the vehicle, the caliper motor on that side controls the caliper on that side to make the drive wheel on that side perform parking; and controlling the differential to distribute power to the drive wheel corresponding to the other side of the vehicle to increase the torque of the drive wheel corresponding to the other side.

[0008] In certain embodiments, the control method further includes: after the vehicle is out of trouble, outputting a current in a second direction to a caliper motor of a driving wheel on one side of the vehicle, and the caliper motor on that side controls the caliper on that side to release the driving wheel.

[0009] The control system of the vehicle of the embodiment of the present application includes a first controller and a second controller. The first controller is configured to trigger an escape mode when the vehicle is in an trapped state. The second controller is configured to start an electronic parking brake system in the escape mode to control the driving wheels on one side of the vehicle to perform parking and increase the torque of the corresponding driving wheels on the other side.

[0010] In certain embodiments, the first controller is further used to obtain the wheel speed of the driving wheels of the vehicle and the longitudinal acceleration of the vehicle; and to determine that the vehicle is in a trapped state when the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold.

[0011] In certain embodiments, the first controller is further used to obtain the wheel speed of the driving wheels of the vehicle and the longitudinal acceleration of the vehicle; and to determine that the vehicle is in a trapped state when the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold and continues for a first preset time period, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold and continues for a second preset time period.

[0012] In certain embodiments, the vehicle is equipped with a wheel speed sensor and an acceleration sensor, the wheel speed sensor is used to collect wheel speed data of the vehicle's driving wheels, and the acceleration sensor is used to collect longitudinal acceleration data of the vehicle; the vehicle's control system also includes an intelligent power braking system connected to the first controller, and the intelligent power braking system is used to: calculate the wheel speed of the vehicle's driving wheels based on the wheel speed data of the vehicle's driving wheels and calculate the longitudinal acceleration of the vehicle based on the longitudinal acceleration data of the vehicle; the first controller is also used to obtain the wheel speed of the vehicle's driving wheels and the longitudinal acceleration of the vehicle calculated by the intelligent power braking system.

[0013] In certain embodiments, the second controller is also used to control the output of a current in a first direction to the caliper motor of the drive wheel on one side of the vehicle, the caliper motor on that side controls the caliper on that side to enable the drive wheel on that side to perform parking; and to control the differential to distribute power to the corresponding drive wheel on the other side of the vehicle to increase the torque of the corresponding drive wheel on the other side.

[0014] In certain embodiments, the second controller is further used to control the output of a current in a second direction to a caliper motor of a driving wheel on one side of the vehicle after the vehicle is out of trouble, and the caliper motor on that side controls the caliper on that side to release the driving wheel on that side.

[0015] The electronic device of the embodiment of the present application includes a processor and a memory, the processor is connected to the memory, and the processor executes any one of the vehicle control methods described above.

[0016] The computer-readable storage medium of the embodiment of the present application stores a computer program, and when the computer program is executed by at least one processor, any one of the vehicle control methods described above is implemented.

[0017] The vehicle according to the embodiment of the present application includes the control system of the vehicle described in any of the above embodiments.

[0018] In the vehicle control method, vehicle control system and vehicle of the implementation mode of the present application, the first controller turns on the escape mode when the vehicle is trapped, and the second controller controls the drive wheel on one side of the vehicle to park in the escape mode, and increases the torque of the corresponding drive wheel on the other side, thereby getting the vehicle out of trouble. For example, if the vehicle is a rear-wheel drive vehicle, if the second controller controls the left rear drive wheel of the vehicle to park in the escape mode, the "other side" refers to the right rear drive wheel of the vehicle, that is, the torque of the right rear drive wheel is increased, thereby getting the vehicle out of trouble. The present application can realize automatic escape of the vehicle through the first controller and the second controller of the vehicle itself, without adding additional hardware to the vehicle, so the cost is relatively low. In addition, the control method for escaping a vehicle of the present application is simple in logic and easy to implement.

[0019] Additional aspects and advantages of the present application will be given in part in the description below, and in part will become apparent from the description below, or will be learned through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the description of the embodiments in conjunction with the following drawings, in which:

[0021] Figure 1 is a flow chart of a vehicle control method according to certain embodiments of the present application;

[0022] Figure 2 is a flow chart of a vehicle control method according to certain embodiments of the present application;

[0023] Figure 3 is a flow chart of a vehicle control method according to certain embodiments of the present application;

[0024] Figure 4 is a flow chart of a vehicle control method according to certain embodiments of the present application;

[0025] Figure 5 is a schematic diagram of the structure of a control system of a vehicle according to certain embodiments of the present application;

[0026] Figure 6 is a schematic diagram of the structure of an electronic device in some embodiments of the present application;

[0027] Figure 7 It is a schematic diagram of the structure of a vehicle of certain embodiments of the present application.

[0028] Description of main component symbols:

[0029] 1000. Vehicle; 100. Vehicle control system; 10. First controller; 20. Second controller; 30. Electronic parking brake system; 31. EPB control unit; 33. Caliper motor; 331. Left caliper motor; 333. Right caliper motor; 40. Intelligent power brake system; 50. Wheel speed sensor; 60. Acceleration sensor; 300. Drive wheel; 301. Left rear drive wheel; 303. Right rear drive wheel. DETAILED DESCRIPTION

[0030] In order to make the above-mentioned purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are described in detail below in conjunction with the accompanying drawings. In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without violating the connotation of the present application, so the present application is not limited by the specific embodiments disclosed below.

[0031] In the description of the present application, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0032] In addition, the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include at least one of the features. In the description of this application, the meaning of "plurality" is at least two, such as two, three, etc., unless otherwise clearly and specifically defined.

[0033] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0034] In the present application, unless otherwise clearly specified and limited, a first feature being “above” or “below” a second feature may mean that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, a first feature being “above”, “above”, and “above” a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being “below”, “below”, and “below” a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0035] It should be noted that when an element is referred to as being "fixed to" or "disposed on" another element, it may be directly on the other element or there may be a central element. When an element is considered to be "connected to" another element, it may be directly connected to the other element or there may be a central element at the same time. The terms "vertical", "horizontal", "upper", "lower", "left", "right" and similar expressions used herein are for illustrative purposes only and are not intended to be the only implementation method.

[0036] When a vehicle passes through a harsh road environment (such as a swamp, snow, sand, etc.), it will often get stuck. At this time, the maximum adhesion between a single wheel or multiple wheels of the vehicle and the ground will be less than the driving force of the vehicle, causing the tires to spin and slip. At the same time, the total traction of the vehicle is low, which is not enough to overcome the driving resistance of the vehicle, and the vehicle cannot drive normally. Currently, a differential lock can be set. When the vehicle slips, the differential lock is turned on so that the tires on the left and right sides have the same power, and the other non-slipping tire outputs power to get the vehicle out of trouble. However, setting a differential lock in the vehicle will increase the hardware cost of the vehicle. In order to solve this problem, the embodiment of the present application provides a control method for a vehicle 1000 ( Figure 1 As shown), the vehicle control system 100 ( Figure 5 As shown) and vehicle 1000 ( Figure 6 shown).

[0037] See also Figure 1 The control method of the vehicle 1000 according to the embodiment of the present application includes:

[0038] 03: When the vehicle 1000 is in a trapped state, triggering the escape mode; and

[0039] 05: In the escape mode, the electronic parking brake system 30 is controlled to start, so as to control the driving wheel 301 on one side of the vehicle 1000 to perform parking, and increase the torque of the corresponding driving wheel 303 on the other side.

[0040] Please combine Figure 5 The control system 100 of the vehicle according to the embodiment of the present application includes a first controller 10 and a second controller 20. The first controller 10 is configured to trigger an escape mode when the vehicle 1000 is in an trapped state. The second controller 20 is configured to start the electronic parking brake system 30 in the escape mode to control the driving wheel 301 on one side of the vehicle 1000 to perform parking and increase the torque of the corresponding driving wheel 303 on the other side.

[0041] Specifically, the trapped state of the vehicle 1000 refers to a situation in which one or more driving wheels 300 slip when the vehicle 1000 is traveling in snowy areas or deserts, so that the vehicle 1000 cannot travel.

[0042] The first controller 10 is a structure for starting the escape mode when the vehicle 1000 is trapped, so that the vehicle 1000 can automatically escape from the trap. The first controller 10 is also used to turn off the escape mode after the vehicle 1000 escapes from the trap. In one embodiment, the first controller 10 may be an intelligent cockpit domain controller, which is used to determine whether the vehicle 1000 is in the trapped mode. Among them, the smart cockpit refers to the space where the passengers in the vehicle 1000 are located. The smart cockpit domain controller mainly controls various electronic information system functions in the smart cockpit of the vehicle 1000, which include but are not limited to the central control system, the in-vehicle infotainment system, the seat system, the instrument system, the rearview mirror system, the driving behavior monitoring system and the navigation system. In another embodiment, the first controller 10 may be an intelligent driving domain controller, which is used to determine whether the vehicle 1000 is in the trapped mode. Among them, the intelligent driving domain controller is mainly responsible for realizing and controlling the automatic driving function of the vehicle. The intelligent driving domain controller has the ability to receive image information, the ability to process and judge image information, the ability to process and calculate data, the ability to navigate and plan routes, and the ability to quickly judge and make decisions about real-time situations. In another embodiment, the first controller 10 may be an intelligent cockpit domain and intelligent driving domain controller, which are used to determine whether the vehicle 1000 is in a trapped mode. The first controller 10 of the embodiment of the present application is an intelligent cockpit domain and intelligent driving domain controller.

[0043] The second controller 20 is electrically connected to the first controller 10, and the first controller 10 turns on the escape mode and transmits the escape command to the second controller 20. After the second controller 20 receives the command to execute the escape mode transmitted by the first controller 10, the second controller 20 controls the slipping drive wheel 301 (or 303) to lock, and increases the torque of the corresponding drive wheel 303 (or 301) on the other side, so that the vehicle 1000 can escape. The second controller 20 can be a post-intelligent domain controller. Among them, "domain" is a collection of electronic and electrical architectures that control a large functional module of the vehicle 1000, and each domain is uniformly controlled by a domain controller. The post-intelligent domain controller is used to control the caliper motor 33, the normal power module and the IG1 power module of the electronic parking brake system 30. The normal power is directly powered by the battery and the generator output, and there is still power when the vehicle 1000 is turned off. For example, loads such as interior lights, double flash lights, horns and electric sunroof lights are all connected to the normal power. The IG1 power module is powered on after the vehicle 1000 is ignited and started. For example, devices such as an air conditioning system, electric seats, and a seat heating and defrosting system are all connected to the IG1 power module.

[0044] The electronic parking brake system 30 (EPB) is a system for controlling the parking brake of the vehicle 1000 through an electronic circuit, and its function is equivalent to that of a mechanical lever handbrake. The parking brake of the vehicle 1000 is replaced by a button instead of the action of pulling the handbrake, which is relatively simple and convenient. In one embodiment, the EPB30 of the vehicle 1000 may be a cable traction structure, which changes the cable of the traditional handbrake into an electric form. In this case, the structural cost of the EPB30 is relatively low. In another embodiment, the EPB30 of the vehicle 1000 may be an integrated caliper structure, which does not use cable traction but uses electrical signals to transmit control commands. In this case, the overall system of the EPB30 is more simplified. The EPB30 of the embodiment of the present application adopts an integrated caliper structure, and the EPB30 includes an EPB control unit 31, a caliper motor 33 and a caliper, and the EPB control unit 31 is used to control the caliper motor 33 to drive the caliper to lock or release the corresponding driving wheel 300, wherein the EPB control unit 31 is included in the second controller 20. When receiving the command to execute the escape mode, the EPB control unit 31 in the second controller 20 controls the caliper motor 33 to drive the caliper to lock the slipping drive wheel 301. The torque of the vehicle 1000 is a moment that causes the drive wheel 300 to rotate. The greater the torque of the vehicle 1000, the better the acceleration performance of the vehicle 1000. When the torque of the drive wheel 303 on the other side increases, the vehicle 1000 can start and escape.

[0045] The EPB30 of the embodiment of the present application can control a single drive wheel 300 of the vehicle 1000 to perform parking. Compared with the current EPB, the EPB30 of the present application has more flexible control over the drive wheel 300. When the vehicle 1000 is a two-wheel drive vehicle, the vehicle 1000 can be a front-wheel drive vehicle or a rear-wheel drive vehicle. When the vehicle 1000 is a front-wheel drive vehicle, in one embodiment, when the left front drive wheel of the vehicle 1000 slips, the second controller 20 starts the EPB30 after receiving a command to execute the escape mode, and the EPB30 will execute the electronic parking brake. Specifically, the EPB control unit 31 in the EPB30 controls the locking of the left front drive wheel of the vehicle 1000. The second controller 20 also controls to increase the torque of the right front wheel of the vehicle 1000 to achieve the escape of the vehicle 1000. In another embodiment, when the right front driving wheel of the vehicle 1000 slips, the second controller 20 starts the EPB30 after receiving the command to execute the escape mode, and the EPB30 executes the electronic parking brake. Specifically, the EPB control unit 31 in the EPB30 controls the right front driving wheel of the vehicle 1000 to lock. The second controller 20 also controls to increase the torque of the left front driving wheel of the vehicle 1000 to get the vehicle 1000 out of trouble. When the vehicle is a rear-wheel drive vehicle, in one embodiment, when the left rear driving wheel 301 of the vehicle 1000 slips, the second controller 20 starts the EPB30 after receiving the command to execute the escape mode, and the EPB30 executes the electronic parking brake. Specifically, the EPB control unit 31 in the EPB30 controls the left rear driving wheel 301 of the vehicle 1000 to lock. The second controller 20 also controls to increase the torque of the right rear driving wheel 303 of the vehicle 1000 to get the vehicle 1000 out of trouble. In another embodiment, when the right rear wheel of the vehicle 1000 slips, the second controller 20 starts the EPB 30 after receiving the command to execute the escape mode, and the EPB 30 executes the electronic parking brake. Specifically, the EPB control unit 31 in the EPB 30 controls the right rear drive wheel 303 of the vehicle 1000 to lock. The second controller 20 also controls to increase the torque of the left rear drive wheel 301 of the vehicle 1000 to get the vehicle 1000 out of trouble. In the case that the vehicle 1000 is a four-wheel drive vehicle, if the vehicle 1000 has two drive wheels 300 slipping, the second controller 20 starts the EPB 30 after receiving the command to execute the escape mode, and the EPB 30 executes the electronic parking brake. The EPB control unit 31 can control the two slipping drive wheels 300 to perform parking, and increase the torque of the other two drive wheels 300 to get the vehicle 1000 out of trouble.For example, when the left rear drive wheel 301 and the right rear drive wheel 303 slip, the second controller 20 starts EPB30 after receiving the command to execute the escape mode, and EPB30 will execute the electronic parking brake. The EPB control unit 31 controls the left rear drive wheel 301 and the right rear drive wheel 303 of the vehicle 1000 to slip and lock, and increases the torque of the left front drive wheel and the right front drive wheel to enable the vehicle 1000 to escape from trouble.

[0046] In the control method of the vehicle and the control system 100 of the vehicle of the embodiment of the present application, the first controller 10 turns on the escape mode when the vehicle 1000 is trapped, and the second controller 20 controls the driving wheel 301 on one side of the vehicle 1000 to perform parking in the escape mode, and increases the torque of the driving wheel 303 corresponding to the other side, so that the vehicle 1000 can escape. For example, if the vehicle 1000 is a rear-wheel drive vehicle, if the second controller 20 controls the left rear driving wheel 301 of the vehicle 1000 to perform parking in the escape mode, then the "other side" refers to the right rear driving wheel 303 of the vehicle 1000, that is, the torque of the right rear driving wheel 303 is increased, so that the vehicle 1000 can escape. The present application can realize the automatic escape of the vehicle 1000 through the first controller 10 and the second controller 20 of the vehicle 1000 itself, without adding additional hardware to the vehicle 1000, so the cost is low. And the control method of the vehicle 1000 escape of the present application is simple in logic and easy to implement.

[0047] See also Figure 2 In some embodiments, the vehicle control method further includes 01: determining whether the vehicle 1000 is in a trapped state. 01: determining whether the vehicle 1000 is in a trapped state, including:

[0048] 011: Obtain the wheel speed of the driving wheel 300 of the vehicle 1000 and the longitudinal acceleration of the vehicle 1000; and

[0049] 013: When the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to a preset wheel speed threshold, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold, it is determined that the vehicle 1000 is in a trapped state.

[0050] Please combine Figure 5 and Figure 6 In some embodiments, the first controller 10 is also used to obtain the wheel speed of the driving wheels 300 of the vehicle 1000 and the longitudinal acceleration of the vehicle 1000; and when the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to a preset wheel speed threshold, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold, it is determined that the vehicle 1000 is in a trapped state.

[0051] Among them, "longitudinal acceleration of vehicle 1000" refers to the acceleration in the direction of travel of vehicle 1000. "Wheel speed difference" refers to the difference in wheel speed between multiple drive wheels 300. In one embodiment, when vehicle 1000 is a rear-wheel drive vehicle, the wheel speed difference is the difference between the wheel speed of the left rear drive wheel 301 and the wheel speed of the right rear drive wheel 303. In another embodiment, when vehicle 1000 is a front-wheel drive vehicle, the wheel speed difference is the difference between the wheel speed of the left front drive wheel and the wheel speed of the right front drive wheel. In another embodiment, when vehicle 1000 is a four-wheel drive vehicle, the wheel speed difference is the difference between the wheel speed of the left front drive wheel, the wheel speed of the right front drive wheel, the wheel speed of the left rear drive wheel, and the wheel speed of the right rear drive wheel. At this time, the wheel speeds of the four drive wheels are compared together. If the wheel speed of one drive wheel is lower than the wheel speeds of the other three drive wheels (the wheel speeds of the other three drive wheels are basically the same), the wheel speed difference at this time is the difference between the wheel speed of the drive wheel and the wheel speeds of the other three drive wheels.

[0052] When the vehicle 1000 is in a trapped state, the slipping driving wheel 301 will rotate rapidly, while the non-slipping driving wheel 303 will hardly rotate. The "wheel speed threshold" refers to the critical point of the difference between the wheel speed of the slipping driving wheel 301 and the wheel speed of the non-slipping driving wheel 303. When the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is less than the wheel speed threshold, it indicates that the driving wheels 301 of the vehicle 1000 are not in a slipping state. When the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to the wheel speed threshold, the driving wheel 301 of the vehicle 1000 with a larger wheel speed is in a slipping state. The wheel speed threshold can be 50km / h, 100km / h or 200km / h, etc., and the wheel speed threshold of the present application is about 100km / h.

[0053] When the vehicle 1000 is in a trapped state, the vehicle 1000 can hardly drive, so the longitudinal acceleration of the vehicle 1000 is close to 0m / s2. The "acceleration threshold" refers to the critical point of the longitudinal acceleration of the vehicle 1000 being trapped and the vehicle 1000 being driven normally. When the longitudinal acceleration of the vehicle 1000 is greater than the acceleration threshold, the vehicle 1000 is in a normal driving state. When the longitudinal acceleration of the vehicle 1000 is less than or equal to the acceleration threshold, the vehicle 1000 is almost in a non-driving state. The acceleration threshold of the present application is about 0.1m / s2.

[0054] In one embodiment, when the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to a preset wheel speed threshold, the first controller 10 determines that the vehicle 1000 is in a trapped state. At this time, the judgment logic of the first controller 10 is relatively simple. In another embodiment, when the longitudinal acceleration is less than or equal to a preset acceleration threshold, the first controller 10 determines that the vehicle 1000 is in a trapped state. At this time, the judgment logic of the first controller 10 is relatively simple. In yet another embodiment, when the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to a preset wheel speed threshold, and the longitudinal acceleration is less than or equal to a preset acceleration threshold, the first controller 10 determines that the vehicle 1000 is in a trapped state. At this time, the judgment of the first controller 10 is relatively accurate.

[0055] See also Figure 3 In some embodiments, 01: determining whether the vehicle 1000 is in a trapped state includes:

[0056] 011: Obtain the wheel speed of the driving wheel 300 of the vehicle 1000 and the longitudinal acceleration of the vehicle 1000; and

[0057] 015: When the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to the preset wheel speed threshold and continues for a first preset time period, and / or the longitudinal acceleration is less than or equal to the preset acceleration threshold and continues for a second preset time period, it is determined that the vehicle 1000 is in a trapped state.

[0058] Please combine Figure 5 and Figure 6 In some embodiments, the first controller 10 is also used to obtain the wheel speed of the driving wheel 300 of the vehicle 1000 and the longitudinal acceleration of the vehicle 1000; and when the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to a preset wheel speed threshold and continues for a first preset time period, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold and continues for a second preset time period, it is determined that the vehicle 1000 is in a trapped state.

[0059] Among them, the explanations of “longitudinal acceleration of vehicle 1000 ”, “acceleration threshold”, “wheel speed difference” and “wheel speed threshold” are the same as before and will not be repeated here.

[0060] The "first preset duration" is the critical value of the duration of the wheel speed difference of the driving wheel 301 greater than or equal to the preset wheel speed threshold required to determine whether the driving wheel 300 is slipping. Once the wheel speed difference of the corresponding driving wheels 300 on both sides is greater than or equal to the preset wheel speed threshold and lasts for the first preset duration, it can be determined that the driving wheel 300 with a larger wheel speed is slipping. If it does not last for the first preset duration, it is determined that the corresponding driving wheels 300 on both sides are not slipping. Compared with determining whether the driving wheel 300 is slipping only by "wheel speed difference" and "wheel speed threshold", this solution adds the "first preset duration" as a consideration factor, which can make the judgment result more accurate and avoid misjudgment and thus erroneous entry into the escape mode. It should be noted that the "first preset duration" can be known data, which can be an empirical value obtained before the vehicle 1000 or the vehicle control system 100 leaves the factory, or a set value input when the vehicle 1000 or the vehicle control system 100 is manually used after the vehicle 1000 or the vehicle control system 100 leaves the factory, or an empirical value obtained by the first controller 10 processing historical data after the vehicle 1000 or the vehicle control system 100 leaves the factory. Specifically, the "first preset duration" can be 10s, 20s, 30s or 40s, etc., and the first preset duration of the present application is 30s.

[0061] The "second preset duration" is the critical value of the duration of the longitudinal acceleration of the vehicle 1000 being less than or equal to the preset acceleration threshold required to determine whether the driving wheel 300 is slipping. Once the longitudinal acceleration of the vehicle 1000 is less than or equal to the preset acceleration threshold and lasts for the second preset duration, it can be determined that the vehicle 1000 is in a trapped state. If it does not last for the second preset duration, it is determined that the vehicle 1000 is not in a trapped state. Compared with determining whether the driving wheel 300 is slipping only by "wheel speed difference" and "wheel speed threshold", this solution also adds the "second preset duration" as a consideration factor, which can make the determination result more accurate and avoid misjudgment and thus erroneous entry into the escape mode. It should be noted that the "second preset duration" can be known data, which can be an empirical value obtained before the vehicle 1000 or the vehicle's control system 100 leaves the factory, or a set value input when the vehicle 1000 or the vehicle's control system 100 is manually used after the vehicle 1000 or the vehicle's control system 100 leaves the factory, or an empirical value obtained by the first controller 10 processing historical data after the vehicle 1000 or the vehicle's control system 100 leaves the factory. Specifically, the "second preset duration" can be 10s, 20s, 30s or 40s, etc., and the first preset duration and the second preset duration can be the same or different. The second preset duration of the present application is the same as the first preset duration, and the second preset duration and the first preset duration are both 30s.

[0062] In one embodiment, when the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to the preset wheel speed threshold and continues for a first preset time, the first controller 10 determines that the vehicle 1000 is in a trapped state. At this time, the judgment logic of the first controller 10 is relatively simple. In another embodiment, when the longitudinal acceleration is less than or equal to the preset acceleration threshold and continues for a second preset time, the first controller 10 determines that the vehicle 1000 is in a trapped state. At this time, the judgment logic of the first controller 10 is relatively simple. In another embodiment, when the wheel speed difference of the driving wheels 300 on both sides of the vehicle 1000 is greater than or equal to the preset wheel speed threshold and continues for a first preset time, and the longitudinal acceleration is less than or equal to the preset acceleration threshold and continues for a second preset time, the first controller 10 determines that the vehicle 1000 is in a trapped state. At this time, the judgment of the first controller 10 is relatively accurate.

[0063] In some embodiments, the vehicle 1000 is installed with a wheel speed sensor 50 and an acceleration sensor 60, the wheel speed sensor 50 is used to collect wheel speed data of the driving wheel 300 of the vehicle 1000, and the acceleration sensor 60 is used to collect longitudinal acceleration data of the vehicle 1000; the control system 100 of the vehicle 1000 also includes an intelligent power braking system 40 connected to the first controller 10, the intelligent power braking system 40 is used to: calculate the wheel speed of the driving wheel 300 of the vehicle 1000 according to the wheel speed data of the driving wheel 300 of the vehicle 1000 and calculate the longitudinal acceleration of the vehicle 1000 according to the longitudinal acceleration data of the vehicle 1000; the first controller 10 is also used to obtain the wheel speed of the driving wheel 300 of the vehicle 1000 and the longitudinal acceleration of the vehicle 1000 calculated by the intelligent power braking system 40.

[0064] Specifically, the wheel speed sensor 50 is a sensor for measuring the wheel speed data of the driving wheel 300 of the vehicle 1000. The wheel speed sensor 50 can also be used to transmit the wheel speed data of the driving wheel 300 of the vehicle 1000 to the intelligent power brake system (Integrated Power Brake, IPB) 40. The wheel speed sensor 50 includes but is not limited to a magnetoelectric wheel speed sensor and a Hall wheel speed sensor. The magnetoelectric wheel speed sensor 50 uses the principle of electromagnetic induction to measure the wheel speed data of the driving wheel 300. The magnetoelectric wheel speed sensor has a simple structure and low cost. The Hall wheel speed sensor uses the Hall effect principle to measure the wheel speed data of the driving wheel 300. The Hall wheel speed sensor has a strong frequency response and strong anti-electromagnetic wave interference ability. After the wheel speed sensor 50 measures the wheel speed data of the driving wheel 300 of the vehicle 1000, the IPB 40 can obtain the wheel speed data from the wheel speed sensor 50, and the acquisition method includes but is not limited to: IPB 40 actively reads from the wheel speed sensor 50, and the wheel speed sensor 50 actively transmits to IPB 40.

[0065] The acceleration sensor 60 is a sensor for measuring the longitudinal acceleration data of the vehicle 1000. After the acceleration sensor 60 measures the longitudinal acceleration data of the vehicle 1000, the IPB 40 can obtain the longitudinal acceleration data from the acceleration sensor 60, and the acquisition method includes but is not limited to: the IPB 40 actively reads from the acceleration sensor 60, and the acceleration sensor 60 actively transmits to the intelligent power brake system 40.

[0066] IPB40 is electrically connected to the wheel speed sensor 50 and the acceleration sensor 60. IPB40 calculates the wheel speed of each driving wheel 300 according to the wheel speed data of the vehicle 1000, and calculates the longitudinal acceleration of the vehicle 1000 according to the longitudinal acceleration data. IPB40 is also electrically connected to the first controller 10, and IPB40 transmits the calculated wheel speed of the driving wheel 300 and the longitudinal acceleration of the vehicle 1000 to the first controller 10. The first controller 10 uses the methods in 011 and 013, or the methods in 011 and 015, and finally determines whether the vehicle 1000 is in a trapped state.

[0067] See also Figure 4 In some embodiments, 05: in the escape mode, the electronic parking brake system 30 is activated to control the driving wheel 300 on one side of the vehicle 1000 to perform parking and increase the torque of the corresponding driving wheel 300 on the other side, including:

[0068] 051: outputting a current in a first direction to the caliper motor 33 of the driving wheel 300 on one side of the vehicle 1000, so that the caliper motor 33 on the side controls the caliper on the side to make the driving wheel 301 on the side perform parking; and

[0069] 053: Control the differential to distribute power to the corresponding drive wheel 303 on the other side of the vehicle to increase the torque of the corresponding drive wheel 303 on the other side.

[0070] Please combine Figure 5 and Figure 6 In some embodiments, the second controller 20 is also used to control the output of a current in a first direction to the caliper motor 33 of the drive wheel 301 on one side of the vehicle 1000, so that the caliper motor 33 on that side controls the caliper on that side to enable the drive wheel 301 on that side to perform parking; and to control the differential to distribute power to the corresponding drive wheel 303 on the other side of the vehicle to increase the torque of the corresponding drive wheel 300 on the other side.

[0071] The EPB 30 includes an EPB control unit 31, a caliper motor 33 and a caliper. The EPB 30 is used to output a control current signal to the caliper motor 33. After receiving the current signal, the caliper motor 33 controls the caliper to lock or release the corresponding driving wheel 300.

[0072] When the second controller 20 receives the command to execute the escape mode transmitted by the first controller 10, the EPB control unit 31 in the second controller 20 controls the caliper motor 33 corresponding to the slipping driving wheel 301 to output a current in the first direction, so that the caliper motor 33 controls the caliper to lock the slipping driving wheel 301. Among them, the current in the first direction can be a forward current or a reverse current, and the current in the first direction of the present application is a forward current. In one example, if the left rear wheel slips, the EPB control unit 31 controls the input of a current in the first direction to the left caliper motor 331, and the left caliper motor 331 controls the left caliper to lock the left rear wheel. In another example, if the right rear wheel slips, the EPB control unit 31 controls the input of a current in the first direction to the right caliper motor 333, and the right caliper motor 333 controls the right caliper to lock the right rear wheel.

[0073] The differential is a mechanism that enables the driving wheels 300 of the vehicle 1000 to rotate at different speeds. For example, the differential can enable the left front wheel and the right front wheel of the vehicle 1000 to achieve different speeds. The differential can also enable the left rear wheel and the right rear wheel of the vehicle 1000 to achieve different speeds. The differential can also enable the front wheels and the rear wheels of the vehicle 1000 to achieve different speeds. In the case of slipping of the driving wheel 301, the slipping driving wheel 301 rotates rapidly. At this time, the torque of the slipping driving wheel 301 is the largest, while the driving wheel 303 on the other side has almost no torque. In the case that the caliper locks the slipping driving wheel 301, the torque can be transmitted to the driving wheel 303 on the other side through the differential, so that the driving wheel 303 generates enough traction to drive the vehicle 1000 out of trouble.

[0074] See also Figure 1 In some embodiments, the control method further includes: 07: after the vehicle 1000 is out of trouble, outputting a current in a second direction to the caliper motor 33 of the driving wheel 300 of the vehicle 1000, and the caliper motor 33 on this side controls the caliper on this side to release the driving wheel 300.

[0075] Please combine Figure 5 and Figure 6 In some embodiments, the second controller 20 is also used to control the output of a second direction of current to the caliper motor 33 of the driving wheel 301 on one side of the vehicle 1000 after the vehicle 1000 is out of trouble, and the caliper motor 33 on that side controls the caliper on that side to release the driving wheel 301 on that side.

[0076] Specifically, after the vehicle 1000 is out of trouble, that is, when the first controller 10 determines that the wheel speed difference of the vehicle 1000 is less than the wheel speed threshold and / or the longitudinal acceleration of the vehicle 1000 is greater than the acceleration threshold, the first controller 10 turns off the escape mode, and after the second controller 20 receives the command to turn off the escape mode transmitted by the first controller 10, the EPB control unit 31 of the second controller 20 controls the output of the second direction current to the caliper motor 33 corresponding to the slipping drive wheel 301, so that the caliper motor 33 controls the caliper to release the slipping drive wheel 301. Among them, the current in the second direction is opposite to the current in the first direction. When the current in the first direction is a positive current, the current in the second direction is a negative current. When the current in the first direction is a negative current, the current in the second direction is a positive current.

[0077] See also Figure 6 The electronic device of the embodiment of the present application includes a processor and a memory, the processor is connected to the memory, and the processor executes any one of the above-mentioned vehicle control methods.

[0078] The electronic device may be a terminal, and its internal structure diagram may be as follows: Figure 6 As shown. The electronic device includes a processor, a memory, an input / output interface, a communication interface, a display unit and an input device. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface, the display unit and the input device are connected to the system bus via the input / output interface. The processor of the electronic device is used to provide computing and control capabilities. The memory of the electronic device includes a non-volatile storage medium and an internal memory.

[0079] The non-volatile storage medium stores an operating system and a computer program. The internal memory provides an environment for the operation of the operating system and the computer program in the non-volatile storage medium. The input / output interface of the electronic device is used to exchange information between the processor and the external device. The communication interface of the electronic device is used to communicate with an external terminal in a wired or wireless manner, and the wireless manner can be achieved through WIFI, a mobile cellular network, NFC (near field communication) or other technologies. The display unit of the electronic device is used to form a visually visible picture, and can be a display screen, a projection device or a virtual reality imaging device. The display screen can be a liquid crystal display screen or an electronic ink display screen, and the input device of the electronic device can be a touch layer covering the display screen, or a key, trackball or touchpad provided on the housing of the electronic device, or an external keyboard, touchpad or mouse, etc.

[0080] See also Figure 6 The computer-readable storage medium of the embodiment of the present application stores a computer program, and when the computer program is executed by at least one processor, it implements any of the above-mentioned vehicle control methods.

[0081] See also Figure 7 The vehicle 1000 of the embodiment of the present application includes the control system 100 of the vehicle of any of the above-mentioned embodiments.

[0082] In the control method of the vehicle, the control system 100 of the vehicle, the electronic device, the computer-readable storage medium and the vehicle 1000 of the embodiment of the present application, the first controller 10 turns on the escape mode when the vehicle 1000 is trapped, and the second controller 20 controls the driving wheel 300 on one side of the vehicle 1000 to perform parking in the escape mode, and increases the torque of the driving wheel 300 corresponding to the other side, so that the vehicle 1000 is out of trouble. For example, if the vehicle 1000 is a rear-wheel drive vehicle, if the second controller 20 controls the left rear driving wheel 301 of the vehicle 1000 to perform parking in the escape mode, then the "other side" refers to the right rear driving wheel 303 of the vehicle 1000, that is, the torque of the right rear driving wheel 303 is increased, so that the vehicle 1000 is out of trouble. The present application can realize the automatic escape of the vehicle 1000 through the first controller 10 and the second controller 20 of the vehicle 1000 itself, without adding additional hardware to the vehicle 1000, so the cost is low. And the control method of the vehicle 1000 escape of the present application is simple in logic and easy to implement.

[0083] The technical features of the above-mentioned embodiments can be combined arbitrarily. To make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification. At the same time, other implementation methods can be derived from the above-mentioned embodiments, so that structural and logical replacements and changes can be made without departing from the scope of this disclosure.

[0084] The above-mentioned embodiments only express several implementation methods of the present application, and the descriptions thereof are relatively specific and detailed, but they cannot be understood as limiting the scope of the patent. It should be pointed out that, for a person of ordinary skill in the art, several variations and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application shall be subject to the attached claims.

Claims

1. A vehicle control method, characterized in that: include: When the vehicle is in a trapped state, triggering an escape mode; and In the escape mode, the electronic parking brake system is controlled to start, so as to control the driving wheels on one side of the vehicle to park the vehicle and increase the torque of the corresponding driving wheels on the other side.

2. The vehicle control method according to claim 1, characterized in that: The method further comprises: Obtaining the wheel speed of the driving wheel of the vehicle and the longitudinal acceleration of the vehicle; and When the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold, it is determined that the vehicle is in a trapped state.

3. The vehicle control method according to claim 2, characterized in that: The method further comprises: Obtaining the wheel speed of the driving wheel of the vehicle and the longitudinal acceleration of the vehicle; and When the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold and continues for a first preset time period, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold and continues for a second preset time period, it is determined that the vehicle is in a trapped state.

4. The vehicle control method according to claim 1, characterized in that: In the escape mode, the electronic parking brake system is activated to control the driving wheels on one side of the vehicle to park the vehicle and increase the torque of the corresponding driving wheels on the other side, including: Outputting a current in a first direction to a caliper motor of a driving wheel on one side of the vehicle, so that the caliper motor on that side controls the caliper on that side to enable the driving wheel on that side to perform parking; and The differential is controlled to distribute power to the driving wheel corresponding to the other side of the vehicle to increase the torque of the driving wheel corresponding to the other side.

5. The vehicle control method according to claim 1, characterized in that: The control method further comprises: After the vehicle is out of trouble, a current in a second direction is output to the caliper motor of the driving wheel on one side of the vehicle, and the caliper motor on that side controls the caliper on that side to release the driving wheel on that side.

6. A vehicle control system, characterized in that: include: A first controller is configured to trigger an escape mode when the vehicle is in a trapped state; and The second controller is configured to start the electronic parking brake system in the escape mode to control the driving wheels on one side of the vehicle to park and increase the torque of the corresponding driving wheels on the other side.

7. The vehicle control system according to claim 6, characterized in that: The first controller is also used for: Obtaining the wheel speed of the driving wheel of the vehicle and the longitudinal acceleration of the vehicle; and When the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold, it is determined that the vehicle is in a trapped state.

8. The vehicle control system according to claim 6, characterized in that: The first controller is also used for: Obtaining the wheel speed of the driving wheel of the vehicle and the longitudinal acceleration of the vehicle; and When the wheel speed difference of the driving wheels on both sides of the vehicle is greater than or equal to a preset wheel speed threshold and continues for a first preset time period, and / or the longitudinal acceleration is less than or equal to a preset acceleration threshold and continues for a second preset time period, it is determined that the vehicle is in a trapped state.

9. The vehicle control system according to claim 7 or 8, characterized in that: The vehicle is equipped with a wheel speed sensor and an acceleration sensor, wherein the wheel speed sensor is used to collect wheel speed data of the driving wheels of the vehicle, and the acceleration sensor is used to collect longitudinal acceleration data of the vehicle; the control system of the vehicle also includes: an intelligent power brake system connected to the first controller, the intelligent power brake system being used to: calculate the wheel speed of the driving wheel of the vehicle according to the wheel speed data of the driving wheel of the vehicle and calculate the longitudinal acceleration of the vehicle according to the longitudinal acceleration data of the vehicle; The first controller is also used to obtain the wheel speed of the driving wheel of the vehicle and the longitudinal acceleration of the vehicle calculated by the intelligent power braking system.

10. The vehicle control system according to claim 6, characterized in that: The second controller is also used for: Controlling the output of a current in a first direction to the caliper motor of the driving wheel on one side of the vehicle, so that the caliper motor on the side controls the caliper on the side to make the driving wheel on the side perform parking; and The differential is controlled to distribute power to the driving wheel corresponding to the other side of the vehicle to increase the torque of the driving wheel corresponding to the other side.

11. The vehicle control system according to claim 6, characterized in that: The second controller is also used for: After the vehicle is out of trouble, the current in the second direction is controlled to be output to the caliper motor of the driving wheel on one side of the vehicle, and the caliper motor on this side controls the caliper on this side to release the driving wheel on this side.

12. An electronic device, characterized in that: The electronic device includes a processor and a memory, the processor is connected to the memory, and the processor executes the vehicle control method described in any one of claims 1-5.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, and when the computer program is executed by at least one processor, the vehicle control method according to any one of claims 1 to 5 is implemented.

14. A vehicle, characterized in that: The vehicle comprises the vehicle control system according to any one of claims 6-11.

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