Vehicle escape method, device, equipment and medium

Abstract

The invention relates to a vehicle escape method, device and equipment and a medium. The method comprises the steps that the suspension height and the first slip rate of each wheel are determined; judging the escape working condition of the vehicle according to the suspension height and the first slip rate; wherein the detrapping working conditions comprise a wheel slipping working condition and a working condition that wheels sink into the ground; when the disengagement working condition is the wheel slipping working condition, a first disengagement strategy is executed, and the first disengagement strategy comprises the steps that the slip rate of slipping wheels is increased, and torque transfer is controlled between a front axle and a rear axle; and when the detrapping working condition is that the wheels are trapped in the ground, a second detrapping strategy is executed, and the second detrapping strategy comprises the step of controlling the height of the suspension. The method can adapt to various different escape working conditions, the suspension, the slip rate, the torque of the front shaft and the torque of the rear shaft and the like can be comprehensively controlled in the escape strategy, and the escape capacity of the vehicle is effectively improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and in particular to a vehicle escape method, device, equipment and medium. Background Art

[0002] In order to enhance the off-road capability of vehicles, more and more vehicles have developed escape modes, which enhance the ability of the car to escape when the vehicle is stuck in complex terrain such as mud or the wheels slip. Vehicles may encounter various difficulties during actual driving, but existing escape strategies generally only target a single escape scenario. For example, the slip rate is increased for slippery roads; or, when the vehicle is stuck in sand or mud, the adhesion of the wheels is enhanced by controlling the up and down bounce of the suspension. At the same time, the above escape strategies can only control the torque or suspension alone, which limits the vehicle's ability to escape. Summary of the invention

[0003] In order to solve the above technical problems, the present disclosure provides a vehicle escape method, device, equipment and medium.

[0004] According to one aspect of the present disclosure, a method for escaping a vehicle is provided, comprising:

[0005] determining a suspension height and a first slip ratio of each wheel;

[0006] Determining the vehicle's escape condition according to the suspension height and the first slip ratio; wherein the escape condition includes: a wheel slip condition and a wheel stuck in the ground condition;

[0007] When the escape condition is the wheel slip condition, executing a first escape strategy, the first escape strategy comprising: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle;

[0008] When the escape condition is that the wheels are stuck in the ground, a second escape strategy is executed, and the second escape strategy includes: controlling the suspension height.

[0009] According to another aspect of the present disclosure, a vehicle escape device is provided, comprising:

[0010] A parameter determination module, used for determining a suspension height and a first slip ratio of each wheel;

[0011] A vehicle escape condition determination module, configured to determine a vehicle escape condition according to the suspension height and the first slip ratio; wherein the vehicle escape condition includes a wheel slip condition and a wheel stuck in the ground condition;

[0012] a first escape module, configured to execute a first escape strategy when the escape condition is the wheel slip condition, wherein the first escape strategy includes: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle;

[0013] The second escape module is used to execute a second escape strategy when the escape condition is a condition in which the wheels are stuck in the ground. The second escape strategy includes: controlling the suspension height.

[0014] According to another aspect of the present disclosure, an electronic device is provided, the electronic device comprising:

[0015] processor;

[0016] a memory for storing instructions executable by the processor;

[0017] The processor is used to read the executable instructions from the memory and execute the instructions to implement the above method.

[0018] According to another aspect of the present disclosure, a computer-readable storage medium is provided, wherein the storage medium stores a computer program, and the computer program is used to execute the above method.

[0019] Compared with the prior art, the technical solution provided by the embodiments of the present disclosure has the following advantages:

[0020] The technical solution provided by the embodiment of the present disclosure first determines the suspension height and the first slip rate of each wheel, and judges the vehicle's escape condition based on the suspension height and the first slip rate, thereby effectively distinguishing different escape conditions; on this basis, different escape strategies are executed for different escape conditions. Among them, when the escape condition is a wheel slip condition, the first escape strategy is executed, and the first escape strategy at least includes: enhancing the slip rate of the slipping wheel, and controlling the torque transfer between the front axle and the rear axle. In this way, by comprehensively controlling at least the slip rate and the torque transfer between the front and rear axles, the driving ability of the vehicle can be enhanced to get the vehicle out of trouble and improve the vehicle's escape ability. When the escape condition is a wheel stuck in the ground condition, the second escape strategy is executed, and the second escape strategy at least includes: controlling the suspension height, improving the driving ability of the non-stuck side wheel, thereby improving the vehicle's escape ability. Therefore, the present invention can adapt to a variety of different escape conditions, and can comprehensively control the suspension, slip rate, front and rear axle torque, etc. in the escape strategy, effectively improving the vehicle's escape ability. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0022] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, for ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative labor.

[0023] Figure 1 It is a flow chart of the vehicle escape method according to the embodiment of the present disclosure;

[0024] Figure 2 A schematic diagram of determining an escape condition according to an embodiment of the present disclosure;

[0025] Figure 3 It is a schematic diagram of the enhancement of the slip ratio according to the embodiment of the present disclosure;

[0026] Figure 4 A flowchart of the torque transfer method according to an embodiment of the present disclosure;

[0027] Figure 5 is a flow chart of the wheel torque control method according to an embodiment of the present disclosure;

[0028] Figure 6 It is a structural schematic diagram of the vehicle escape device according to an embodiment of the present disclosure;

[0029] Figure 7 It is a schematic diagram of the structure of the electronic device described in the embodiment of the present disclosure. DETAILED DESCRIPTION

[0030] In order to more clearly understand the above-mentioned objectives, features and advantages of the present disclosure, the scheme of the present disclosure will be further described below. It should be noted that the embodiments of the present disclosure and the features in the embodiments can be combined with each other without conflict.

[0031] In the following description, many specific details are set forth to facilitate a full understanding of the present disclosure, but the present disclosure may also be implemented in other ways different from those described herein; it is obvious that the embodiments in the specification are only part of the embodiments of the present disclosure, rather than all of the embodiments.

[0032] Considering that the existing escape strategies only target a single escape scenario and can only control torque or suspension individually, the vehicle's escape ability is limited. Based on this, the disclosed embodiments provide a vehicle escape method, device, equipment and medium. In the escape mode, this solution can automatically identify the escape condition and provide different escape strategies for different identified escape conditions; among which, for the wheel slipping condition, the slip rate and the front and rear axle torque are comprehensively controlled, and for the wheel sinking condition, the suspension as well as the driving torque and braking torque are comprehensively controlled, thereby improving the vehicle's escape ability.

[0033] Figure 1 This is a flow chart of a vehicle escape method provided by an embodiment of the present disclosure. The method can be applied to a vehicle in a complex ground environment such as mud, sand or snow. When a vehicle is stuck on the ground or slipping, the vehicle enters an escape mode to assist the vehicle in escaping from the predicament. The vehicle escape method can be executed by a vehicle escape device configured at the vehicle end, and the device can be implemented by software and / or hardware. Figure 1 As shown, a method for escaping a vehicle may include the following steps.

[0034] S102: Determine the suspension height and the first slip ratio of each wheel.

[0035] In this embodiment, the suspension height of each wheel can be detected by a suspension height sensor. The wheel speed of each wheel is collected by a wheel speed sensor, and the wheel speed is also the wheel speed; according to the wheel speed of each wheel and the reference wheel speed, the first slip rate of each wheel is determined.

[0036] Taking the left front wheel as an example, the calculation formula for its first slip rate is:

[0037]

[0038] In the above formula, S FL represents the first slip rate of the left front wheel, V FL Indicates the wheel speed of the left front wheel, V WL_FL Indicates the reference wheel speed of the left front wheel; wherein, the reference wheel speed is obtained by converting according to a preset reference vehicle speed. For details, please refer to the existing conversion method, which will not be described in detail here.

[0039] According to the above method, the suspension height and the first slip ratio of each of the four wheels of the vehicle can be obtained.

[0040] S104, determining the vehicle's escape condition according to the suspension height and the first slip ratio; wherein the escape condition includes: a wheel slipping condition and a wheel sinking into the ground condition.

[0041] This embodiment may include: determining whether there is a height difference between the suspension height of at least one wheel and a preset reference suspension height that is greater than a height difference threshold; if so, determining that the vehicle's escape condition is a wheel-sunken-to-ground condition, and determining the first wheel that is stuck in the ground.

[0042] If not, when the first slip ratio corresponding to at least one wheel is greater than the slip ratio threshold, the vehicle's escape condition is determined to be a wheel slip condition, and the second wheel that is slipping is determined.

[0043] Reference Figure 2 As shown, the left front wheel suspension height H is collected by the suspension height sensor.FL , right front wheel suspension height H FR , Left rear wheel suspension height H RL And the right rear wheel suspension height H RR Afterwards, for each wheel, it is determined whether the height difference between the suspension height of the wheel and the preset reference suspension height is greater than the height difference threshold (expressed as ΔH thr ); where the reference suspension height is the suspension height of the vehicle under normal operating conditions, expressed as H normal Taking the left front wheel as an example, when the corresponding height difference H Normal -H FL >ΔH thr When the left front wheel is trapped, the flag position is set to 1, that is, TrapFlg FL =1, which means the left front wheel is sunk into the ground; conversely, when the height difference H Normal -H FL ≤ΔH thr When TrapFlg FL =0, indicating that the left front wheel is not sunk into the ground.

[0044] Referring to the same method, the trap flags TrapFlg of the right front wheel, left rear wheel and right rear wheel can be obtained respectively. FR 、TrapFlg RL and TrapFlg RR The value of the stuck flag indicates whether each wheel is stuck in the ground.

[0045] After determining the first slip rate of each wheel, for each wheel, it is determined whether the first slip rate of the wheel is greater than a slip rate threshold; the slip rate threshold is a slip rate threshold for wheel slippage, expressed as S thr Taking the left front wheel as an example, when S FL >S thr When the left front wheel slip flag is set to 1, that is, SlipFlg FL =1, which means the left front wheel is slipping; conversely, when the first slip rate S corresponding to the left front wheel is FL ≤S thr When SlipFlg FL =0, indicating that the left front wheel is not slipping.

[0046] Referring to the same method, the slip flags SlipFlg of the right front wheel, left rear wheel and right rear wheel can be obtained respectively. FR , SlipFlg RL and SlipFlg RR The value of the slip flag indicates whether each wheel is slipping.

[0047] On the basis of the above embodiments, the escape condition can be identified according to the stuck mark position and the slip mark position of each wheel.

[0048] It is determined whether the height difference between the suspension height of at least one wheel and the preset reference suspension height is greater than the height difference threshold, that is, it is determined whether the stuck flag of at least one wheel is 1. If the stuck flag of at least one wheel is 1, it is determined that the vehicle's escape condition is a wheel stuck in the ground condition; and the target wheel stuck in the ground can be determined according to the value of the stuck flag of each wheel. If the stuck flags of all wheels are 0, it is determined that the vehicle is not stuck in the ground.

[0049] In the case where the vehicle is not stuck in the ground, it is determined whether the first slip rate corresponding to at least one wheel is greater than the slip rate threshold, that is, whether the slip flag of at least one wheel is 1. If the slip flag of at least one wheel is 1, it is determined that the vehicle's escape condition is a wheel slip condition; and the slipping target wheel can be determined according to the value of the slip flag of each wheel. If the slip flags of all wheels are 0, it is determined that the vehicle is not slipping.

[0050] According to the above embodiments, when the height difference between the suspension height of at least one wheel and the normal reference suspension height is greater than the height difference threshold, the wheel is determined to be stuck in the ground; when the suspension heights of all wheels are not much different from the reference suspension height, that is, not greater than the height difference threshold, and when the first slip rate of at least one wheel is greater than the slip rate threshold, the wheel is determined to be slipping. This embodiment can distinguish different escape scenarios according to the slip rate and suspension height of the wheel, which facilitates the subsequent execution of different escape strategies according to different escape conditions.

[0051] S106, when the escape condition is a wheel slip condition, executing a first escape strategy, the first escape strategy includes: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle.

[0052] S108, when the escape condition is a condition where the wheels are stuck in the ground, executing a second escape strategy, the second escape strategy includes: controlling the suspension height.

[0053] For ease of understanding, different escape conditions and their corresponding escape strategies are described in detail below.

[0054] In this embodiment, when the escape condition is a wheel slip condition, the first escape strategy is executed. The first escape strategy may include but is not limited to: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle.

[0055] Reference Figure 3In the first escape strategy, embodiments of enhancing the slip ratio of the wheel that is slipping may include the following.

[0056] (1) Determine the first basic target slip ratio according to the basic target slip ratio calculation table and the adhesion coefficient of the wheel that is slipping. In the escape condition, the vehicle speed is generally low, so the present embodiment uses the basic target slip ratio calculation table to calculate the slip ratio. The basic target slip ratio calculation table is used to indicate the corresponding relationship between the adhesion coefficient and the basic target slip ratio, as shown in the following Table 1.

[0057] Table 1

[0058]

[0059] According to the basic target slip ratio calculation table shown in Table 1, the basic target slip ratio increases with the increase of the adhesion coefficient, which can improve the dynamic performance of the vehicle.

[0060] For any target wheel that is slipping among the four wheels, the first basic target slip rate of the target wheel can be determined according to its adhesion coefficient and a basic target slip rate calculation table.

[0061] (2) determining a first slip ratio correction coefficient according to a correction coefficient calculation table and the recorded escape activation time; wherein the correction coefficient calculation table is used to indicate a corresponding relationship between time and the slip ratio correction coefficient.

[0062] In this embodiment, when the stuck flag bit of at least one wheel is 1 and / or the slip flag bit is 1, the escape activation time starts to be recorded. The first slip rate correction coefficient is determined according to the correction coefficient calculation table shown in Table 2 and the recorded escape activation time.

[0063] Table 2

[0064]

[0065] According to the correction coefficient calculation table shown in Table 2, as the escape activation time increases, the slip rate correction coefficient increases to further increase the vehicle's slip rate and enhance the vehicle's dynamics.

[0066] (3) The first basic target slip ratio is enhanced according to the first slip ratio correction coefficient to determine the target slip ratio of the wheel that is slipping; the specific formula is as follows:

[0067] S Trgt =S Trgt,basic ×K Cor

[0068] Among them, S Trgt The target slip ratio of the wheel that is slipping, S Trgt,basicrepresents the first basic target slip rate, K Cor Indicates the first slip ratio correction coefficient.

[0069] Reference Figure 4 In the first escape strategy, an embodiment of controlling the torque transfer between the front axle and the rear axle may include: repeatedly executing the torque transfer operation shown in the following steps S201-S204 until the reference axle that has not slipped also slips after the torque transfer and stops.

[0070] S201, based on the reference vehicle speed and the wheel speed of each wheel, determining a target axle where slip occurs and a reference axle where no slip occurs among the front axle and the rear axle.

[0071] This embodiment includes: (a) determining the actual second slip ratio of the front axle and the actual third slip ratio of the rear axle respectively according to the reference vehicle speed and the wheel speed of each wheel.

[0072] Among them, the actual second slip rate of the front axle S FrAxle Calculate using the following formula:

[0073]

[0074] Among them, V Ref is the reference speed, V FL is the wheel speed of the left front wheel, V FR is the speed of the right front wheel.

[0075] The actual third slip ratio S of the rear axle ReAxle Calculate using the following formula:

[0076]

[0077] Among them, V RL is the wheel speed of the left rear wheel, V RR is the speed of the right rear wheel.

[0078] (b) Based on the second slip ratio, the third slip ratio, and the target slip ratio, a target axis where slip occurs is determined among the front and rear axes, and an axis where slip does not occur is used as a reference axis.

[0079] Specifically, the second slip ratio and the third slip ratio are compared with the target slip ratio. FrAxle >S Axle,thr ), and the third slip ratio is not greater than the target slip ratio (S ReAxle ≤S Axle,thr ), it is determined that the front axle is slipping and the rear axle is not slipping, that is, the front axle is determined as the target axle that slips, and correspondingly, the rear axle is determined as the reference axle that does not slip.

[0080] When the second slip ratio is not greater than the target slip ratio (S FrAxle ≤S Axle,thr ), and the third slip ratio is greater than the target slip ratio (S ReAxle >S Axle,thr ), it is determined that the front axle does not slip but the rear axle does slip, that is, the rear axle is determined as the target axle that slips, and correspondingly, the front axle is determined as the reference axle that does not slip.

[0081] In addition, if the second slip ratio and the third slip ratio are both greater than the target slip ratio, it means that both the front axle and the rear axle are slipping. At this time, no torque transfer operation is performed and there is no need to redistribute the torque between the front axle and the rear axle.

[0082] S202 , performing PID (Proportion Integration Differentiation) control according to the difference between the actual slip rate corresponding to the target shaft and the target slip rate, and determining the target torque to be transferred.

[0083] Exemplarily, the target matrix=Kp*ΔS+Ki*ΔS+Kd*ΔS; wherein ΔS is the difference between the actual slip rate corresponding to the target axis and the target slip rate.

[0084] S203, transferring the target torque of the target shaft to the reference shaft, so that the target shaft and the reference shaft operate according to the torque after the torque transfer.

[0085] After the target torque of the target shaft is transferred to the reference shaft, the target shaft and the reference shaft continue to operate according to the torque redistributed after the torque transfer. During the continued operation, the actual slip rate of the target shaft and the reference shaft will change, and the front shaft and the rear shaft that slip may also change, so it is necessary to continue to judge the slip condition of the reference shaft. In this case, the following step S204 is executed.

[0086] S204, detecting whether the reference shaft is slipping. In a specific example, after the front shaft and the rear shaft continue to operate according to the torque after the torque transfer, the actual third slip rate of the rear shaft is re-determined, and the new third slip rate is compared with the target slip rate to determine whether the rear shaft is slipping.

[0087] If the reference shaft does not slip, the torque transfer operation is performed again. After the torque transfer, if the rear shaft does not slip, it means that the torque can be further transferred to the rear shaft, so the torque transfer operation is performed again.

[0088] S205, if yes, then stop executing the torque transfer operation, and keep the target axis and the reference axis running according to the torque after the torque transfer. After the torque transfer, if the rear axis also slips, it means that the front axis and the rear axis have achieved better driving capability through the torque transfer, so stop executing the torque transfer operation, and keep the target axis and the reference axis running according to the torque after the torque transfer.

[0089] As an example, the front axle is the target axle that is slipping, and the rear axle is the reference axle that is not slipping. PID control is performed based on the difference between the actual slip rate corresponding to the front axle and the target slip rate to determine the target torque to be transferred to the rear axle; the target matrix of the front axle is transferred to the rear axle, and the front and rear axles continue to operate according to the torque after the torque transfer. During the continued operation, the actual slip rates of the front and rear axles will change, so it is necessary to continue to determine whether the rear axle is slipping. If the rear axle does not slip, the torque transfer operation continues. Until the rear axle slips, the torque transfer operation is stopped, the torque transfer to the rear axle is stopped, and the front and rear axles are kept running according to the newly allocated torque after the current torque transfer.

[0090] For the case where the rear axle is a slipping target axle and the front axle is a non-slipping reference axle, the process of performing the torque transfer operation is similar and will not be described in detail here.

[0091] This embodiment repeatedly executes the torque transfer operation shown in steps S201-S204 to distinguish between the slipping target axis and the non-slipping reference axis between the front axle and the rear axle, and on this basis accurately determines the target torque to be transferred through PID control, and redistributes the torque of the front axle and the rear axle to improve the driving ability of the vehicle, improve the slip problem caused by improper torque distribution between the front axle and the rear axle, and achieve the purpose of easily getting the vehicle out of trouble.

[0092] In this embodiment, when the escape condition is a condition where the wheels are stuck in the ground, the second escape strategy is executed. The second escape strategy may include but is not limited to: controlling the suspension height.

[0093] The control of the suspension height includes: raising the suspension height of the wheel on the side that is sunk into the ground, and lowering the suspension height of the wheel on the side that is not sunk into the ground. This can improve the driving ability of the wheel on the non-sunken side, transfer the vehicle load to the wheel on the non-sunken side, and improve the adhesion ability of the wheel on the non-sunken side.

[0094] In the above embodiments, the first escape strategy and the second escape strategy may both include: controlling the driving torque and braking torque of the wheels.

[0095] Exemplarily, in a wheel slip condition, if the vehicle is still not free after increasing the slip ratio of the slipping wheel and controlling the torque transfer between the front axle and the rear axle, the driving torque and braking torque of the wheel are controlled.

[0096] When the wheels are stuck in the ground, if the vehicle still cannot escape after controlling the suspension height, the driving torque and braking torque of the wheels are controlled.

[0097] Reference Figure 5 , embodiments of controlling the driving torque and braking torque of the wheels may include the following.

[0098] S301, the front axle and the rear axle are respectively used as current axles.

[0099] S302, when the actual driving torque of the current shaft is less than the preset target driving torque, among the two wheels corresponding to the current shaft, determine a first wheel to which braking torque is to be applied and a second wheel to which driving torque is to be applied based on a first slip ratio and a target slip ratio.

[0100] During implementation, the wheel whose first slip ratio is greater than the target slip ratio may be determined as the first wheel to which braking torque is to be applied, and the wheel whose first slip ratio is less than the target slip ratio may be determined as the second wheel to which driving torque is to be applied.

[0101] In a specific embodiment, if it is detected that the actual driving torque of the current shaft is less than the preset target driving torque, it indicates that the current shaft has not fully realized the driving request. At this time, the braking torque and driving torque of the two wheels of the current shaft can be coordinated and controlled.

[0102] Taking the front axle as an example, the two wheels corresponding to it are the left front wheel and the right front wheel. If the first slip rate of the left front wheel is greater than the target slip rate of the left front wheel, and the first slip rate of the right front wheel is less than the target slip rate of the right front wheel, it indicates that the driving capacity of the right front wheel is not maximized, and the left front wheel is determined to be the first wheel to which the braking torque is applied, and the right front wheel is determined to be the second wheel to which the driving torque is applied.

[0103] S303: Determine a target braking torque applied to the first wheel and a target driving torque applied to the second wheel according to a preset ratio and an actual driving torque of the current axle.

[0104] This embodiment may include: determining the first torque according to a preset ratio and the actual driving torque of the current shaft. For example, determining 1 / 2 of the actual driving torque of the current shaft as the first torque.

[0105] The smaller torque between the first torque and the preset maximum braking torque is used as the target braking torque applied to the first wheel.

[0106] Continuing with the above example, a target braking torque is applied to the left front wheel, and the magnitude of the target braking torque is a smaller value between the first torque and the maximum braking torque.

[0107] And, the smaller torque value between the first torque and the preset maximum driving torque of the second wheel is used as the target driving torque applied to the second wheel.

[0108] The above embodiments control the driving torque and braking torque of the wheels, apply braking force to the wheels on the slipping side, and increase the driving force of the wheels on the non-slipping side, thereby achieving more accurate torque distribution for the wheels, which can further improve the slip problem caused by improper torque distribution between wheels and achieve the purpose of easily getting the vehicle out of trouble.

[0109] In summary, the vehicle escape method provided by the embodiment of the present disclosure includes: determining the suspension height and the first slip rate of each wheel; judging the vehicle's escape condition based on the suspension height and the first slip rate; wherein the escape condition includes: a wheel slipping condition and a wheel stuck in the ground condition; when the escape condition is a wheel slipping condition, executing a first escape strategy, the first escape strategy includes: enhancing the slip rate of the slipping wheel, and controlling the torque transfer between the front axle and the rear axle; when the escape condition is a wheel stuck in the ground condition, executing a second escape strategy, the second escape strategy includes: controlling the suspension height.

[0110] This technical solution first distinguishes different escape conditions according to the first slip rate and suspension height of each wheel; on this basis, different escape strategies are implemented for different escape conditions. Among them, for the wheel slipping condition, at least the slip rate and the torque transfer of the front and rear axles are comprehensively controlled to enhance the driving ability of the vehicle, so as to get the vehicle out of trouble and improve the vehicle's escape ability; for the wheel stuck in the ground condition, at least the suspension height is controlled to improve the driving ability of the non-stuck side wheel, thereby improving the vehicle's escape ability. Therefore, this solution can adapt to a variety of different escape conditions, and the suspension, slip rate, front and rear axle torque, etc. can be comprehensively controlled in the escape strategy, effectively improving the vehicle's escape ability.

[0111] Figure 6 The schematic diagram of the structure of a vehicle escape device provided by the embodiment of the present disclosure is shown in FIG. 1 , which can be used to implement the above-mentioned vehicle escape method. The device can be implemented by software and / or hardware. Figure 6 As shown, a vehicle escape device may include the following modules:

[0112] A parameter determination module 410, configured to determine a suspension height and a first slip ratio of each wheel;

[0113] The escape condition judging module 420 is used to judge the escape condition of the vehicle according to the suspension height and the first slip ratio; wherein the escape condition includes: a wheel slipping condition and a wheel sinking into the ground condition;

[0114] A first escape module 430 is configured to execute a first escape strategy when the escape condition is the wheel slip condition, wherein the first escape strategy includes: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle;

[0115] The second escape module 440 is used to execute a second escape strategy when the escape condition is a condition in which the wheels are stuck in the ground. The second escape strategy includes: controlling the suspension height.

[0116] The implementation principle and technical effects of the device provided in this embodiment are the same as those of the aforementioned method embodiment. For the sake of brief description, for matters not mentioned in the device embodiment, reference may be made to the corresponding contents in the aforementioned method embodiment.

[0117] Figure 7 The structure diagram of an electronic device provided by the embodiment of the present disclosure is shown in FIG. Figure 7 As shown, the electronic device 500 includes one or more processors 501 and a memory 502 .

[0118] The processor 501 may be a central processing unit (CPU) or other forms of processing units having data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device 500 to perform desired functions.

[0119] The memory 502 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory (cache), etc. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 501 may run the program instructions to implement the vehicle escape method of the embodiment of the present disclosure described above and / or other desired functions. Various contents such as input signals, signal components, noise components, etc. may also be stored in the computer-readable storage medium.

[0120] In one example, the electronic device 500 may further include: an input device 503 and an output device 504 , and these components are interconnected via a bus system and / or other forms of connection mechanisms (not shown).

[0121] In addition, the input device 503 may also include, for example, a keyboard, a mouse, and the like.

[0122] The output device 504 can output various information to the outside, including the determined distance information, direction information, etc. The output device 504 can include, for example, a display, a speaker, a printer, a communication network and a remote output device connected thereto, and the like.

[0123] Of course, to simplify, Figure 7 Only some of the components related to the present disclosure in the electronic device 500 are shown, and components such as a bus, an input / output interface, etc. are omitted. In addition, according to specific application situations, the electronic device 500 may also include any other appropriate components.

[0124] Furthermore, this embodiment also provides a computer-readable storage medium, wherein the storage medium stores a computer program, and the computer program is used to execute the above-mentioned vehicle escape method.

[0125] A computer program product of a vehicle escape method, device, electronic device and medium provided in the embodiments of the present disclosure includes a computer-readable storage medium storing program code. The instructions included in the program code can be used to execute the methods described in the previous method embodiments. The specific implementation can be found in the method embodiments and will not be repeated here.

[0126] It should be noted that, in this article, relational terms such as "first" and "second" are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0127] The above are only specific embodiments of the present disclosure, so that those skilled in the art can understand or implement the present disclosure. Various modifications to these embodiments will be apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present disclosure. Therefore, the present disclosure will not be limited to the embodiments described herein, but will conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for escaping a vehicle, characterized in that: include: determining a suspension height and a first slip ratio of each wheel; Determining the vehicle's escape condition according to the suspension height and the first slip ratio; wherein the escape condition includes: a wheel slip condition and a wheel stuck in the ground condition; When the escape condition is the wheel slip condition, executing a first escape strategy, the first escape strategy comprising: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle; When the escape condition is that the wheels are stuck in the ground, a second escape strategy is executed, and the second escape strategy includes: controlling the suspension height.

2. The method according to claim 1, characterized in that The determining the vehicle escape condition according to the suspension height and the first slip ratio includes: determining whether a height difference between a suspension height of at least one of the wheels and a preset reference suspension height is greater than a height difference threshold; If yes, it is determined that the vehicle's escape condition is a condition where the wheels are stuck in the ground; If not, then when the first slip rate corresponding to at least one of the wheels is greater than the slip rate threshold, it is determined that the vehicle's escape condition is a wheel slip condition.

3. The method according to claim 1, characterized in that: The step of enhancing the slip rate of the skidding wheel comprises: Determining a first basic target slip ratio according to a basic target slip ratio calculation table and the adhesion coefficient of the wheel that is slipping; wherein the basic target slip ratio calculation table is used to indicate a corresponding relationship between the adhesion coefficient and the basic target slip ratio; Determining a first slip ratio correction coefficient according to a correction coefficient calculation table and the recorded escape activation time; wherein the correction coefficient calculation table is used to indicate a corresponding relationship between time and slip ratio correction coefficient; The first basic target slip ratio is enhanced according to the first slip ratio correction coefficient to determine a target slip ratio of the wheel where slipping occurs.

4. The method according to claim 3, characterized in that The controlling of torque transfer between the front axle and the rear axle comprises: Repeat the following torque transfer operation: Based on the reference vehicle speed and the wheel speed of each wheel, determining a target axle where slip occurs and a reference axle where no slip occurs among the front axle and the rear axle; Performing PID control according to the difference between the actual slip rate corresponding to the target shaft and the target slip rate to determine the target torque to be transferred; transferring the target torque of the target shaft to the reference shaft so that the target shaft and the reference shaft operate according to the torque after the torque transfer; Detecting whether the reference axis slips; If not, performing the torque transfer operation again; If yes, the torque transfer operation is stopped, and the target axis and the reference axis are kept running according to the torque after the torque transfer.

5. The method according to claim 4, characterized in that The step of determining a target axle where skidding occurs and a reference axle where skidding does not occur among the front axle and the rear axle based on the reference vehicle speed and the wheel speed of each wheel includes: Determining an actual second slip ratio of the front axle and an actual third slip ratio of the rear axle respectively according to a reference vehicle speed and a wheel speed of each wheel; Based on the second slip ratio, the third slip ratio, and the target slip ratio, a target axis where slip occurs is determined among the front axis and the rear axis, and an axis where slip does not occur is used as a reference axis.

6. The method according to claim 5, characterized in that The step of determining a target axis where slipping occurs among the front axis and the rear axis based on the second slip ratio, the third slip ratio and the target slip ratio, and taking an axis where slipping does not occur as a reference axis, comprises: comparing the second slip ratio and the third slip ratio with the target slip ratio respectively; When the second slip ratio is greater than the target slip ratio and the third slip ratio is not greater than the target slip ratio, the front axle is determined as a target axle where slip occurs, and the rear axle is determined as a reference axle where no slip occurs; When the second slip ratio is not greater than the target slip ratio and the third slip ratio is greater than the target slip ratio, the rear axle is determined as a target axle where slip occurs, and the front axle is determined as a reference axle where no slip occurs.

7. The method according to claim 1 or 4, characterized in that: The first escape strategy and the second escape strategy both further include: controlling the driving torque and braking torque of the wheels; the controlling the driving torque and braking torque of the wheels includes: The front axle and the rear axle are respectively used as current axles; When the actual driving torque of the current shaft is less than the preset target driving torque, determining a first wheel to which a braking torque is to be applied and a second wheel to which a driving torque is to be applied, among two wheels corresponding to the current shaft, based on the first slip ratio and the target slip ratio; According to a preset ratio and the actual driving torque of the current axle, a target braking torque applied to the first wheel and a target driving torque applied to the second wheel are determined respectively.

8. The method according to claim 7, characterized in that The method of determining the first wheel to which the braking torque is to be applied and the second wheel to which the driving torque is to be applied based on the first slip ratio and the target slip ratio comprises: determining the wheel having the first slip ratio greater than the target slip ratio as the first wheel to which the braking torque is to be applied; The wheel having the first slip ratio smaller than the target slip ratio is determined as the second wheel to which the driving torque is to be applied.

9. The method according to claim 7, characterized in that: The determining, according to a preset ratio and the actual driving torque of the current shaft, a target braking torque applied to the first wheel and a target driving torque applied to the second wheel respectively comprises: Determining a first torque according to a preset ratio and an actual driving torque of the current shaft; using the smaller torque value between the first torque and the preset maximum braking torque as the target braking torque applied to the first wheel; The smaller torque between the first torque and the preset maximum driving torque of the second wheel is used as the target driving torque applied to the second wheel.

10. The method according to claim 1, characterized in that The controlling of the suspension height comprises: The suspension height of the wheel on the side that is sunk into the ground is raised, and the suspension height of the wheel on the side that is not sunk into the ground is lowered.

11. A vehicle escape device, characterized in that: include: A parameter determination module, used for determining a suspension height and a first slip ratio of each wheel; A vehicle escape condition determination module, configured to determine a vehicle escape condition according to the suspension height and the first slip ratio; wherein the vehicle escape condition includes a wheel slip condition and a wheel stuck in the ground condition; a first escape module, configured to execute a first escape strategy when the escape condition is the wheel slip condition, wherein the first escape strategy includes: enhancing the slip rate of the slipping wheel and controlling the torque transfer between the front axle and the rear axle; The second escape module is used to execute a second escape strategy when the escape condition is a condition in which the wheels are stuck in the ground. The second escape strategy includes: controlling the suspension height.

12. An electronic device, characterized in that: The electronic device comprises: processor; a memory for storing instructions executable by the processor; The processor is used to read the executable instructions from the memory and execute the instructions to implement the method described in any one of claims 1 to 7.

13. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores instructions, and when the instructions are executed on a terminal device, the terminal device implements the method according to any one of claims 1 to 7.

Images