Vehicle escape method, device, electronic device and readable storage medium

Abstract

The present application relates to a vehicle escape method, device, electronic device and readable storage medium. The vehicle is controlled by controlling the suspension of the vehicle to drive the vertical movement of the vehicle body in the escape mode, and the vertical acceleration of the vehicle body during the vertical movement is obtained. The support force of the suspension on the vehicle is determined according to the vertical acceleration, and the output power of the vehicle wheels is increased or restored based on the size of the support force and the height of the vehicle body to escape the vehicle. Compared with the traditional way of escaping by requesting external rescue, the present application determines the support force of the suspension on the vehicle by combining the vertical acceleration of the vehicle body during the vertical movement of the vehicle suspension on the vehicle body in the escape mode, and increases or restores the output power of the wheels based on the size of the support force and the height of the vehicle body, thereby helping the vehicle to escape through the vertical movement of the vehicle body and the output power adjustment of the wheels, thereby improving the efficiency of escape.

Description

Technical Field

[0001] The present application relates to the field of vehicle safety technology, and in particular to a vehicle escape method, device, electronic device, computer-readable storage medium, and computer program product. Background Art

[0002] Vehicles, as an essential means of daily transportation, must navigate complex and ever-changing terrain. During this time, they may find themselves stuck and difficult to extricate. Therefore, a vehicle's ability to escape is crucial. Currently, when a vehicle is stuck in sand, mud, or a deep pit, the typical method for controlling its escape is to seek external rescue. However, this approach has numerous limitations, resulting in reduced efficiency.

[0003] Therefore, when a vehicle is in trouble, the current method for getting the vehicle out of trouble has the defect of low escape efficiency. Summary of the Invention

[0004] Based on this, it is necessary to provide a vehicle escape method, device, electronic device, computer-readable storage medium and computer program product that can improve the efficiency of escape in order to address the above technical problems.

[0005] In a first aspect, the present application provides a method for escaping a vehicle, comprising:

[0006] When the vehicle is in an escape mode, obtaining a vertical acceleration of the vehicle body; the vertical acceleration represents the acceleration of the vehicle body in a direction perpendicular to the ground when the vehicle suspension drives the vehicle body to move vertically;

[0007] determining a support force of the suspension on the vehicle according to the vertical acceleration;

[0008] If the supporting force is greater than the supporting force threshold, the output power of the wheels of the vehicle is increased or restored to the initial power according to the height of the vehicle body, so as to free the vehicle; the initial power is the output power of the wheels when entering the escape mode;

[0009] If the supporting force is less than or equal to the supporting force threshold, the output power is restored to the initial power to free the vehicle.

[0010] In a second aspect, the present application further provides a vehicle escape processing device, comprising:

[0011] an acquisition module, configured to acquire a vertical acceleration of a vehicle body when the vehicle is in an escape mode; the vertical acceleration represents the acceleration of the vehicle body in a direction perpendicular to the ground when the vehicle suspension drives the vehicle body to move vertically;

[0012] a determination module, configured to determine a support force of the suspension on the vehicle based on the vertical acceleration;

[0013] a first processing module configured to, if the supporting force is greater than a supporting force threshold, increase the output power of the wheels of the vehicle or restore the output power to an initial power according to the height of the vehicle body, so as to free the vehicle; the initial power being the output power of the wheels when entering the escape mode;

[0014] The second processing module is configured to restore the output power to the initial power if the supporting force is less than or equal to the supporting force threshold, so as to free the vehicle.

[0015] In a third aspect, the present application further provides an electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the above method when executing the computer program.

[0016] In a fourth aspect, the present application further provides a computer-readable storage medium having a computer program stored thereon, which implements the steps of the above method when executed by a processor.

[0017] In a fifth aspect, the present application also provides a computer program product, comprising a computer program, which implements the steps of the above method when executed by a processor.

[0018] The above-mentioned vehicle escape processing method, device, electronic device, computer-readable storage medium and computer program product control the vehicle suspension to drive the vertical movement of the vehicle body in the escape mode, obtain the vertical acceleration of the vehicle body during vertical movement, determine the support force of the suspension on the vehicle based on the vertical acceleration, and increase or restore the output power of the vehicle wheels based on the magnitude of the support force and the height of the vehicle body to escape the vehicle. Compared with the traditional way of escaping by requesting external rescue, the present application determines the support force of the suspension on the vehicle by combining the vertical acceleration of the vehicle body during the vertical movement of the vehicle suspension in the escape mode, and increases or restores the output power of the wheels based on the magnitude of the support force and the height of the vehicle body, thereby helping the vehicle to escape through the vertical movement of the vehicle body and the output power adjustment of the wheels, thereby improving the efficiency of escape. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the embodiments of the present application or related technologies, the following briefly introduces the drawings required for use in the embodiments of the present application or related technical descriptions. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 A schematic flow chart of a vehicle escape method according to an embodiment;

[0021] Figure 2 is a system structure diagram of a vehicle in one embodiment;

[0022] Figure 3 This is a structural block diagram of a vehicle escape processing device in one embodiment;

[0023] Figure 4 FIG. 1 is a diagram showing the internal structure of an electronic device in one embodiment. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solutions and advantages of this application more clear, the following further describes this application in detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain this application and are not intended to limit this application.

[0025] Improving vehicle ground handling performance has always been a key research area in automotive engineering. For off-road specialized vehicles and emergency rescue equipment, the ability to autonomously escape from unstructured terrain is crucial. Conventional escape strategies rely primarily on powertrain output and tire adhesion, but these fundamental technologies often struggle to deliver the expected results in challenging road conditions such as soft sand, swamps, or steep, pothole-prone terrain.

[0026] Currently, vehicle rescue solutions can be categorized into three main types: manual intervention, external assistance, and intelligent control. Manual intervention requires the driver to mechanically manipulate the vehicle through steering wheel angle adjustment, power pedal control, and other operations, requiring high driver skill and physical fitness. External assistance solutions, on the other hand, require external intervention using towing devices, specialized rescue equipment, or collaborative vehicles. These methods suffer from poor response timeliness.

[0027] Although advances in on-board intelligent technology have given rise to autonomous escape systems, which achieve dynamic adjustment of the vehicle's posture by integrating an environmental perception module, a central control unit, and an actuator, the existing technology system still has significant bottlenecks. First, the human-computer interaction interface struggles to present key parameters of the escape execution phase (such as the status of the system's actuators, the estimated remaining escape time, etc.) in real time, making it difficult for operators to establish effective working condition awareness and emergency decision-making mechanisms. Second, the system's multimodal environmental perception capabilities are insufficient. Limited by the detection accuracy, anti-interference performance, and effective range of sensors such as lidar and millimeter-wave radar, it is prone to misjudgment of environmental features under extreme complex terrain conditions.

[0028] Based on this, the present application determines the support force of the suspension on the vehicle by combining the vertical acceleration of the vehicle body when the vehicle suspension moves vertically in the escape mode, and adjusts the output power of the wheel based on the magnitude of the support force. Thus, the vertical movement of the vehicle body and the output power adjustment of the wheel can synergistically help the vehicle escape, thereby improving the escape efficiency.

[0029] In one embodiment, Figure 1 As shown, a vehicle control method is provided. This embodiment uses the method applied to an electronic control unit (ECU) as an example. The ECU can be a control device in a vehicle. It is understood that the method can also be applied to a server, or to a system including an ECU and a server, and is implemented through interaction between the ECU and the server. The method includes the following steps S202 to S208. Among them:

[0030] Step S202: When the vehicle is in the escape mode, the vertical acceleration of the vehicle body is obtained. The vertical acceleration represents the acceleration of the vehicle body in a direction perpendicular to the ground when the vehicle suspension drives the vehicle body to move vertically.

[0031] These vehicles include conventional four-wheel drive vehicles and other multi-axle vehicles. When a vehicle encounters special geological conditions such as road subsidence areas or sticky muddy soil, it is very likely to become trapped, with the wheels sinking or the chassis bottoming out. This requires the activation of the escape mode. In practice, the operator can initiate the escape mode command through the interactive port of the electronic control unit. For example, by selecting the "Vertical Body Movement" function option on the touch panel of the onboard human-machine interface, the preset vertical movement adjustment algorithm is activated, which in turn drives the vehicle's suspension, wheels, and other actuator structures to perform periodic vertical movement operations to achieve escape.

[0032] The above-mentioned vehicle includes multiple modules, such as an on-board terminal, electronic control components, a motor management system (MMS), hydraulic components, shock absorbers and a suspension control module (SCU).

[0033] Current technologies for vehicle escape rely primarily on autonomous vehicle control, with low user interaction efficiency. This forces users to rely on their own experience and judgment to escape the vehicle on complex roads, effectively preventing the vehicle from fully utilizing its escape capabilities.

[0034] Based on this, in order to achieve efficient, intuitive and safe user interaction, the present application can set up a user interface for the "swing out of trouble" function in the vehicle to ensure that the driver can quickly and accurately activate the function when needed.

[0035] Among them, the above-mentioned vehicle may be provided with a user interface for user interaction, and the above-mentioned user interface includes an escape setting interface of the escape function. Among them, the escape setting interface includes escape options, for example, it may be options such as "vertical motion escape". Specifically, in the vehicle terminal interface, an option called "vertical motion escape" is provided. After selecting this option, the vehicle enters the escape mode, and in the escape mode, the user can select different levels of escape movement intensity. Among them, the escape movement intensity can select a variety of intensities, for example, it can be selected through the intensity selection button. Among them, the intensity selection button contains three optional levels. For example, it can be high, medium, low, and off.

[0036] The amplitude and frequency of the curve that causes the vehicle body to change height during vertical suspension movement can be expressed as high, medium, and low, respectively representing different frequencies and amplitudes. For example, high: 1.7 Hz (hertz) frequency, 90 mm (millimeter) amplitude; medium: 1.2 Hz frequency, 50 mm amplitude; low: 0.7 Hz frequency, 30 mm amplitude. The electronic control unit can initiate the vertical motion escape procedure by receiving a trigger signal from a user clicking a confirmation start button, for example, by the user clicking a "Start" button to confirm the start of the vertical motion escape procedure.

[0037] Among them, the electronic control component can also display the current status information in the status display area in the vehicle to show whether it is currently in the escape mode and the operating status of the escape mode. For example, the status information includes but is not limited to ready, executing, and completed. Progress information, such as a progress bar or percentage, can also be displayed. The above progress information can be displayed visually so that the user can understand the progress of the entire process. The electronic control component can also provide real-time feedback on the adjustment options, including but not limited to schematic diagrams of key data such as dynamic updates of suspension position and motor torque output, so that the user can monitor the escape process in real time.

[0038] The electronic control unit can also provide prompts when the user first uses the escape mode. For example, the electronic control unit can display a tutorial message during the user's first use, explaining the purpose, usage, and precautions of the escape function. It can also remind the user to read relevant safety tips. Before selecting the intensity of the vertical movement, the electronic control unit can also provide a selection warning. Before the user selects a specific vertical movement intensity level, the electronic control unit can pop up a confirmation pop-up window or prompt message, indicating that the degree of vehicle movement will vary depending on the vertical movement intensity level, prompting the user to make a selection. After the user clicks the confirmation start button for the escape mode, the electronic control unit can also perform a safety check. For example, it checks whether the seat belt is fastened and the door is closed. If all conditions are met, a final confirmation dialog box will be displayed, asking the user if they really want to start the vertical escape mode. The electronic control unit uses a built-in safety check mechanism to ensure that the user enters the escape mode under safe conditions, reducing incorrect operation and achieving multiple confirmations, thereby improving vehicle safety.

[0039] When the vehicle is being rescued, the electronic control component can also display prompt information through the above-mentioned vehicle-mounted terminal. For example, if during the vertical movement to escape, the electronic control component detects an abnormality, including but not limited to sensor abnormality, the vehicle tilt angle exceeds the preset range, etc., when the above abnormality is detected, the electronic control component can immediately pause the program and send an emergency prompt dialog box to the user to help the user use appropriate measures to resolve the abnormality. After the escape mode function is executed, regardless of whether the escape is successful, the electronic control component can send a notification to the user to inform the execution result of the escape mode and provide suggestions for the next step of action, including but not limited to continuing to try other intensities of escape modes, or calling for help services, etc.

[0040] When the vehicle enters the escape mode and the body moves vertically, the vertical movement of the vehicle's suspension may drive the body to move vertically. The above-mentioned vertical movement may be a periodic reciprocating movement. In this case, the vertical movement of the body has a corresponding amplitude and frequency in the escape mode. The amplitude represents the magnitude of the increase and decrease of the body during vertical movement, and the frequency represents the frequency of the increase and decrease of the body during vertical movement. The above-mentioned vertical movement may not be a uniform movement. When the suspension of the vehicle drives the body to move vertically, the body will generate acceleration in the vertical direction, including but not limited to the direction perpendicular to the ground, the direction perpendicular to the body, and the acceleration in the same direction as the acceleration of gravity.

[0041] When the vehicle is in the escape mode, the electronic control component can obtain the vertical acceleration of the vehicle body, so that the electronic control component can use the vertical acceleration to control the structure in the vehicle, such as controlling the output power of the vehicle wheels based on the magnitude of the vertical acceleration, and controlling the vehicle to escape.

[0042] Step S204: determining the support force of the suspension on the vehicle according to the vertical acceleration.

[0043] After determining the vertical acceleration, the electronic control unit can further determine the suspension's support force on the vehicle based on the vertical acceleration. The vertical acceleration can be an acceleration that changes dynamically over time. For example, the vertical acceleration can be an acceleration that changes based on a target vehicle height. The target vehicle height change is caused by the suspension's vertical movement based on a set vertical amplitude and frequency, resulting in a height change in the vehicle body. Therefore, the magnitude of the vertical acceleration is related to the magnitude of the suspension's height change. The support force can be the suspension's support force on the vehicle during its vertical movement. Because the suspension's vertical movement includes both rising and lowering movements and is not uniform, the suspension's support force on the vehicle during this process can vary, for example, varying between forces greater than and less than the vehicle's own weight. The electronic control unit can determine the suspension's support force on the vehicle based on the vertical acceleration.

[0044] Step S206: If the support force is greater than the support force threshold, the output power of the wheels of the vehicle is increased or restored to the initial power according to the height of the vehicle body, so as to free the vehicle. The initial power is the output power of the wheels when entering the escape mode.

[0045] The electronic control component can adjust the output power of the wheels of the vehicle based on the size of the supporting force to help the vehicle get out of trouble. The supporting force can be a variable that changes with the size of the vertical acceleration. The grip of the vehicle's wheels on the ground will also be different depending on the size of the supporting force. The greater the supporting force, the greater the pressure of the wheels on the ground, the greater the friction of the wheels on the ground, and thus the greater the grip; the smaller the supporting force, the smaller the pressure of the wheels on the ground, the smaller the friction of the wheels on the ground, and thus the smaller the grip. That is, a change in the size of the supporting force will change the size of the grip, so the electronic control component can make corresponding adjustments to the output power of the wheels based on the size of the supporting force. For example, increasing or maintaining the output power of the wheels makes it easier for the vehicle to get out of trouble.

[0046] Specifically, for different amounts of support force, the electronic control component needs to adjust the vehicle's wheels to output different amounts of power, so that during the vertical movement of the vehicle body, the wheels can be better controlled to free the vehicle. The above-mentioned output power adjustment can be determined based on a comparison of the support force and a support force threshold. For example, when the support force is greater than the support force threshold, the electronic control component can make a first adjustment to the wheel's output power; when the support force is less than or equal to the support force threshold, the electronic control component can make a second adjustment to the wheel's output power. The first adjustment and the second adjustment can be different.

[0047] Specifically, the vehicle's motor dynamically adjusts its power output according to the acceleration changes of the vehicle body, so that the output power of the wheels also has corresponding dynamic changes. This can improve the vehicle's ability to escape from trouble in complex terrains, ensure the best coordination between the up and down movement of the suspension and the output power of the wheels, and thus achieve more efficient self-escape. Among them, the greater the above-mentioned support force, the greater the grip of the wheels on the ground. In order to enable the vehicle to escape from trouble better, it is necessary to increase the power of the wheel's rotation when the support force of the suspension on the vehicle is greater than a certain threshold. In order to achieve this goal, it is necessary to perform a vertical force analysis on the vehicle body. The above-mentioned support force is the force that the suspension supports the vehicle body when the vehicle body moves vertically. Among them, the above-mentioned support force can be obtained by calculating the resultant force.

[0048] Wherein, for the case where the support force is greater than the support force threshold, it is also necessary to make a judgment in combination with the vehicle body height. The electronic control component adjusts the output power of the wheel based on the comparison between the support force and the support force threshold, so that the vehicle can use different output powers to control the vehicle to escape under different support force conditions. Wherein, if the electronic control component detects that the above-mentioned first comparison result is that the support force is greater than the support force threshold, the electronic control component can make further judgments, for example, adjust the output power of the wheel according to the height of the vehicle body. Wherein, for the case where the support force is greater than the support force threshold and the vehicle body height is different, the electronic control component can make different adjustments to the output power of the vehicle, including but not limited to increasing the output power of the wheels of the above-mentioned vehicle or restoring the above-mentioned output power to the initial power, etc., wherein the initial power is the output power of the wheels when the vehicle enters the escape mode. In some embodiments, the above-mentioned initial power can also be the power corresponding to the preset wheel power output value.

[0049] Step S208: If the supporting force is less than or equal to the supporting force threshold, the output power is restored to the initial power to free the vehicle.

[0050] Wherein, in the case where the support force is less than or equal to the support force threshold, the electronic control component adjusts the output power of the wheel based on the comparison between the support force and the support force threshold, so that the vehicle can use different output powers to control the vehicle to escape under different support force conditions. Wherein, if the electronic control component detects that the above-mentioned first comparison result is that the support force is less than or equal to the support force threshold, the electronic control component can restore the output power of the wheel to the initial power to ensure the stability of the vehicle. Wherein, the initial power is the output power of the wheel when the vehicle enters the escape mode. In some embodiments, the above-mentioned initial power can also be the power corresponding to the preset wheel power output value.

[0051] Specifically, when the aforementioned support force is less than or equal to the support force threshold, combined with the aforementioned support force calculation function, it indicates that the direction of the vehicle body's vertical acceleration is downward. When the vehicle body's vertical acceleration is downward, the electronic control component can control the motor to maintain its original power output. For example, the initial power output can be maintained. The electronic control component can be responsible for monitoring the suspension state. When it is determined that the vehicle body's vertical acceleration is downward, the electronic control component can maintain the original motor torque setting. For example, the initial power output can be maintained.

[0052] Therefore, the electronic control unit can compare the support force with the support force threshold. When the vehicle's support force falls below the threshold, it maintains the original output power, thereby ensuring vehicle stability. Furthermore, by controlling the relationship between suspension movement and wheel motor torque, the electronic control unit can provide the necessary propulsion force at the appropriate moment, thereby improving the success rate of escape. Furthermore, this process of adjusting output power allows for flexible handling in mud, desert, and snow, enhancing the vehicle's terrain adaptability.

[0053] In the above-mentioned vehicle escape method, the vehicle suspension is controlled to drive the vertical movement of the vehicle body in the escape mode, and the vertical acceleration of the vehicle body during the vertical movement is obtained. The support force of the suspension on the vehicle is determined based on the vertical acceleration, and the output power of the vehicle wheels is increased or restored based on the magnitude of the support force and the height of the vehicle body, thereby freeing the vehicle. Compared with the traditional method of escaping by requesting external rescue, the present application determines the support force of the suspension on the vehicle by combining the vertical acceleration of the vehicle body during the vertical movement of the vehicle suspension on the vehicle body in the escape mode, and increases or restores the output power of the wheels based on the magnitude of the support force and the height of the vehicle body, thereby helping the vehicle to escape through the vertical movement of the vehicle body and the output power adjustment of the wheels, thereby improving the efficiency of escape.

[0054] In one embodiment, obtaining the vertical acceleration of the vehicle body includes determining the vertical acceleration of the vehicle body according to a target height change. The target height change is used to control the suspension of the vehicle to drive the vertical movement of the vehicle body.

[0055] In this embodiment, the electronic control unit can control the suspension to drive the vertical movement of the vehicle body based on changes in the target height. The target height change represents the change in target height at each moment during the vertical movement of the vehicle suspension in escape mode. The target height change can be determined by the amplitude and frequency selected by the user. Based on the target height change, the electronic control unit can adjust the vertical movement of the suspension at each moment so that the suspension height meets the target height at that moment.

[0056] When the suspension undergoes vertical movement based on a target height change, it causes the vehicle body to undergo a corresponding vertical height change. This target height change represents the change in the vehicle's target height at each moment. The target height change of the vehicle body can be the target height of the vehicle body at each moment when the suspension undergoes vertical movement based on the target height change. The electronic control unit can thus obtain the target height change of the vehicle body during vertical movement and determine the corresponding vertical acceleration based on this target height change. For example, the electronic control unit determines the vertical acceleration at each moment based on the target height corresponding to each moment.

[0057] Specifically, the determination of the vertical acceleration can be related to the target height change of the vehicle body, and the amplitude and frequency of the vertical movement of the vehicle body. 车 =(h target (t))''=-A(2πf)×(2πf)sin(2πft+φ). Among them, a 车 is the vertical acceleration of the vehicle body, h target (t) represents the target height of the vehicle body at time t. (h target (t)) represents the second-order derivative of the target vehicle height change, A represents the amplitude of the suspension's vertical motion, f represents the frequency of the suspension's vertical motion, and φ represents the initial phase angle. The target height change can also be determined based on the amplitude and frequency selected by the user.

[0058] In one embodiment, the method further includes: obtaining the vertical movement amplitude and vertical movement frequency of the vehicle body in the escape mode; and obtaining the target height change according to the vertical movement amplitude and the vertical movement frequency.

[0059] In this embodiment, the vertical movement amplitude may be the amplitude of the vertical movement of the suspension selected by the user in the escape mode, and the vertical movement frequency may be the frequency of the vertical movement of the suspension selected by the user in the escape mode. The electronic control component may obtain the vertical movement amplitude and vertical movement frequency set for the vehicle body in the escape mode, so that the electronic control component may obtain the target height change based on the vertical movement amplitude and vertical movement frequency. For example, the electronic control component may obtain the movement frequency and movement amplitude corresponding to the suspension in the escape mode, and determine the target height corresponding to the vehicle body at each moment based on the movement frequency and the movement amplitude; and determine the height change information based on each target height. Wherein, the target height change may be a periodic back-and-forth change.

[0060] Specifically, the target height change can be expressed as h target (t)=Asin(2πft+φ)+H0.

[0061] Among them, h target (t) is the target vehicle height at time t, H0 represents the standard vehicle height, which can be the factory-set height, t is time, φ is the initial phase angle, and Asin(2πft+φ) is the suspension height change function. The user can select the amplitude and frequency on the vehicle terminal and send them to the electronic control unit to obtain the target height.

[0062] The following is an application example, where A is 90 mm, f is 1.7 Hz, φ is 0, H0 = 770 mm, and the above parameters are substituted into h target (t), the target height change curve can be obtained, which is a sine function with an amplitude of 40 mm, a frequency of 1.7 Hz, an initial phase angle of 0, and a vertical axis origin of 770 that changes with time, expressed as h target (t)=90sin(3.4πt)+770,h target (t) is in mm. The target height change of the suspension can be determined according to the above-mentioned sine function to determine the target height at each moment.

[0063] The electronic control unit takes the second-order derivative of the sine function of the target height change, and can obtain a 车 =-10268sin(3.4πt), a 车 Unit is mm / s 2 (mm per second squared), that is, the amplitude is -10268mm / s 2 , a time-varying sinusoidal function with a frequency of 1.7 Hz and a phase reversal, the electronic control component can be based on the above a 车 The corresponding sine function determines the vertical acceleration of the vehicle over time.

[0064] Through the above embodiments, the electronic control component can determine the target height change of the suspension based on the vertical movement amplitude and vertical movement frequency selected by the vehicle body in the escape mode, thereby improving the accuracy of obtaining the target height change; when the suspension performs vertical movement based on the target height change, the vehicle body also has corresponding height changes. The electronic control component determines the corresponding vertical acceleration change by combining the height change of the vehicle body during vertical movement, thereby improving the accuracy of obtaining the vertical acceleration.

[0065] In one embodiment, determining the support force of the suspension on the vehicle based on the vertical acceleration includes: obtaining the vertical force of the vehicle based on the vertical acceleration; and obtaining the support force of the suspension on the vehicle based on the vertical force and the gravity of the vehicle.

[0066] In this embodiment, the above-mentioned supporting force can be obtained by combining the vertical force exerted on the vehicle under vertical acceleration and the gravity of the vehicle. For example, the electronic control component obtains the vertical force of the above-mentioned vehicle based on the above-mentioned vertical acceleration. The vertical force of the vehicle can be the force exerted on the vehicle body in the vertical direction. The electronic control component can obtain the supporting force of the suspension on the above-mentioned vehicle based on the above-mentioned vertical force and the gravity of the above-mentioned vehicle. The gravity of the above-mentioned vehicle can be calculated based on the mass of the vehicle and the acceleration of gravity. For example, the electronic control component can obtain the first product of the above-mentioned mass and the acceleration of gravity to obtain the gravity of the above-mentioned vehicle. The electronic control component can also obtain the second product of the above-mentioned mass and the above-mentioned vertical acceleration, and obtain the supporting force of the above-mentioned suspension on the above-mentioned vehicle based on the difference between the above-mentioned first product and the above-mentioned second product.

[0067] Specifically, as the suspension rises and falls, the vehicle body swings up and down accordingly. When the suspension rises, it shortens. Since the wheels remain at a constant height relative to the ground, the vehicle body drops accordingly. When the suspension falls, it lengthens. Since the wheels remain at a constant height relative to the ground, the vehicle body rises accordingly. During this process, the height of the suspension and wheels relative to the ground remains constant; only the height of the vehicle body changes. As the vehicle body swings up and down, it is subject to two forces perpendicular to the ground: its own gravity, M. 车 ×g, where M 车 Indicates the mass of the vehicle, g is the acceleration of gravity, and the other is the support force F of the suspension on the vehicle body 支撑 Since the vehicle body swings up and down at a non-uniform speed, F 支撑 is a variable. The pressure of the wheel relative to the ground is equal to the suspension plus the weight of the wheel and the support force on the vehicle body; the greater the support force, the greater the friction of the tire relative to the ground, and thus the greater the grip. Among them, the resultant force of the vehicle body in the vertical direction is: F 合 =M 车×g-F 支撑 =M 车 ×a 车 Among them, a 车 is the acceleration of the vehicle body in the vertical direction, that is, the vertical acceleration mentioned above, with vertical downward as the positive direction of acceleration, that is, when it is consistent with the direction of gravity acceleration, the acceleration is greater than zero; therefore, F 支撑 =M 车 ×g-M 车 ×a 车 Thus, the electronic control component can combine the comparison result of the support force and the support force threshold to increase the output power of the vehicle's wheels or restore the output power to the initial power, which can be the output power of the wheels when entering the above-mentioned escape mode.

[0068] An application example is provided below.

[0069] Among them, the mass of the above vehicle M 车 =2800kg (kilograms), acceleration due to gravity g=9.8m / s 2 (meters per second squared), a 车 =-10268mm / s 2 × sin(3.4πt), then the above F 支撑 =2800kg×9.8m / s 2 -2800kg×(-10268mm / s 2 ×sin(3.4πt))=27440N-(-28750N×sin(3.4πt)).

[0070] Among them, M 车 ×g is the weight of the vehicle itself, F support is the support force given to the vehicle by the tire, a 车 That is, the acceleration change of the vehicle when it shakes up and down, multiplied by M 车 That is, the change in force during movement. The electronic control component can determine the change in support force based on the difference between 27440N and -28750N×sin(3.4πt), and then determine the adjustment strategy for the wheel output power.

[0071] Through this embodiment, the electronic control component can combine the vehicle's gravity and vertical acceleration to determine the support force of the suspension on the vehicle body, and then determine the output power of the wheel based on the comparison between the support force and the support force threshold. Therefore, through the synergistic effect of the support force and the output power, the vehicle can be controlled to get out of trouble, thereby improving the efficiency of the vehicle's escape process.

[0072] In one embodiment, the output power of the wheels is adjusted according to the height of the vehicle body, including: obtaining a comparison result of the height of the vehicle body and a height threshold; if the comparison result is that the height of the vehicle body is less than the height threshold, determining the power adjustment strategy to increase the output power; if the comparison result is that the height of the vehicle body is greater than or equal to the height threshold, determining the power adjustment strategy to restore the output power of the wheels to the initial power; the initial power is the output power of the wheels when entering the escape mode.

[0073] In this embodiment, the vehicle body height refers to the real-time height of the vehicle body. When the electronic control component adjusts the wheel power output based on the vehicle body height, it must make a judgment based on a height threshold. The height threshold can be set based on a standard vehicle body height. For example, the factory default height of the vehicle body can serve as the height threshold. The electronic control component determines a power adjustment strategy for the vehicle's wheels based on a comparison between the vehicle body height and the height threshold. Power adjustment strategies include various strategies, such as increasing power or restoring power. Thus, the electronic control component can increase the vehicle's wheel power output or restore the output power to its initial level based on the power adjustment strategy. For example, when the vehicle body height is less than the height threshold, the electronic control component performs a third adjustment on the wheel power output. When the vehicle body height is greater than or equal to the height threshold, the electronic control component performs a fourth adjustment on the wheel power output. The third and fourth adjustments can be different.

[0074] The electronic control component can make adjustments and judgments on the output power based on the above-mentioned comparison results. For example, if the electronic control component determines that the height of the above-mentioned vehicle body is less than the height threshold according to the above-mentioned comparison results, and the supporting force is greater than the supporting force threshold at this time, the electronic control component can increase the output power of the wheel to make it easier for the vehicle to escape. If the electronic control component determines that the height of the above-mentioned vehicle body is greater than or equal to the height threshold according to the above-mentioned comparison results, and the supporting force is greater than the supporting force threshold at this time, the electronic control component can restore the output power of the wheel to the initial power to ensure the stability of the vehicle. The initial power is the output power of the wheel when the vehicle enters the escape mode. In some embodiments, the above-mentioned initial power may also be the power corresponding to the preset wheel power output value.

[0075] Specifically, in order to maintain the stability of the vehicle body, the electronic control component can increase the output power during the time period when the height of the vehicle body is lower than a certain height threshold and the acceleration direction of the vehicle body is upward. The above-mentioned height threshold can be the standard height of the vehicle body, such as the default height set when the vehicle leaves the factory. When the acceleration direction of the vehicle body is upward, the support force can be greater than the support force threshold, and the electronic control component can increase the output power during the time period when the height of the vehicle body is lower than a certain height threshold and the support force is greater than the support force threshold. When the height of the vehicle body is greater than or equal to the above-mentioned height threshold, due to the high center of gravity of the vehicle, it is necessary to appropriately reduce the power, such as restoring to the above-mentioned initial power, to help maintain the stability and controllability of the vehicle body.

[0076] In some embodiments, the support force is positively correlated with the grip force. In order to increase the rotational power of the wheel when the support force of the suspension on the vehicle is greater than a certain threshold, the electronic control component can be used in F 支撑 The power of the wheel rotation is increased during the period when the support force is greater than a certain threshold value to help the vehicle get out of trouble better. 支撑 =M 车 ×g remains unchanged, that is, the support force is the weight of the vehicle at this time. Therefore, the electronic control component can set the support force threshold as the weight of the vehicle body. That is, in the escape mode, when the vehicle body swings up and down accordingly, when the acceleration direction of the vehicle body is upward (at this time a 车 <0), that is, when the supporting force is greater than the supporting force threshold, the power output of the wheel is increased.

[0077] An application example is provided below.

[0078] in:

[0079] The mass of the vehicle M 车 =2800kg, gravitational acceleration g=9.8m / s 2 , a 车 =-10268mm / s 2 ×sin(3.4πt).

[0080] Then, F 支撑 =2800kg×9.8m / s 2 -2800kg×(-10268mm / s 2 ×sin(3.4πt)).

[0081] That is F 支撑 =27440N-(-28750N×sin(3.4πt)).

[0082] Among them, the support electronic control component can determine the change of the support force based on the difference between 27440N and -28750N×sin(3.4πt), and then determine the adjustment strategy for the wheel output power.

[0083] The aforementioned support force being greater than the support force threshold may be due to the suspension adjusting downward. When the vehicle's vertical acceleration is in an upward direction, the electronic control unit correspondingly increases the motor's power output, such as by the throttle. Specifically, when the vehicle's vertical acceleration is in an upward direction, the vehicle's electronic control unit issues a command to the motor control system, requesting it to increase the motor's torque output. This allows the vehicle to utilize gravity and additional driving force to overcome obstacles or potholes ahead. This is because when the vehicle's vertical acceleration is in an upward direction, the wheels gain greater grip. Increasing the wheel's power output at this time allows the wheels to better propel the vehicle forward and out of trouble. During implementation, the electronic control unit monitors the information collected by the suspension's position sensor in real time. Upon detecting an upward vertical acceleration, the electronic control unit sends a signal to the motor control system to increase the wheel's motor torque, thereby increasing the wheel's power output.

[0084] Through the above embodiments, the electronic control component can combine the comparison between the support force and the support force threshold, as well as the vehicle body height, to jointly determine the adjustment method of the wheel output power, thereby increasing or maintaining the wheel output power at the appropriate time, and utilizing the changes in support force and wheel output power caused by the vertical movement of the suspension to collaboratively help the vehicle get out of trouble, thereby improving the efficiency of the escape process.

[0085] In one embodiment, the method further includes: determining a real-time height difference based on the real-time height of the vehicle body and the target height at the corresponding moment; determining a group of proportional terms, integral terms and differential terms corresponding to each of the real-time height differences based on a proportional-integral-differential control algorithm; determining a motor speed corresponding to the suspension based on each group of the proportional terms, the integral terms and the differential terms; and controlling the suspension to perform vertical movement based on the motor speed corresponding to each moment.

[0086] In this embodiment, the target height at the corresponding moment can be obtained based on the target height change, and the target height change is used for the suspension of the vehicle to drive the vertical movement of the vehicle body, that is, the above-mentioned suspension is used to drive the vertical movement of the vehicle body according to the target height change. There may be a difference between the real-time height of the vehicle body and the target height at the corresponding moment, so the electronic control component needs to adjust the vehicle body to the corresponding target height at the corresponding moment based on the target height change. The above-mentioned height adjustment can be that the electronic control component drives the height of the vehicle body to change by controlling the vertical movement of the suspension. The height adjustment of the above-mentioned vertical movement of the suspension can be achieved by adjusting the motor speed in the vehicle. Therefore, the electronic control component can determine the motor speed corresponding to each moment, so that the electronic control component can control the suspension to perform vertical movement according to the motor speed at each moment.

[0087] There is a height difference between the vehicle body's real-time height and the target height at the corresponding moment. The electronic control component can determine the motor speed using a proportional-integral-derivative (PID) algorithm based on this real-time height difference. The proportional term P allows for rapid response to current errors; the integral term I eliminates steady-state errors; and the differential term D suppresses overshoot and oscillation. The electronic control component determines the motor speed by synergistically calculating these three terms. For example, the electronic control component determines the real-time height difference based on the vehicle body's real-time height and the target height at the corresponding moment. Consequently, the electronic control component can determine a set of proportional, integral, and differential terms corresponding to each real-time height difference using a PID control algorithm. For the proportional term, the electronic control component can determine a height difference gain value as the proportional term based on a preset proportional gain coefficient and the real-time height difference. For the integral term, the electronic control component can determine a height difference cumulative value based on a preset integral gain coefficient and the real-time height difference. For the differential term, the electronic control component can determine a height difference predicted value based on a preset differential gain coefficient and the real-time height difference.

[0088] The electronic control component can thus determine the motor speed corresponding to the suspension based on each set of the proportional term, the integral term, and the differential term. For example, the electronic control component can determine the motor speed corresponding to the suspension based on the sum of the height difference gain, the accumulated height difference value, and the predicted height difference value. Furthermore, the electronic control component can control the vertical movement of the suspension based on the motor speed corresponding to each moment.

[0089] Specifically, the above real-time height can be expressed as h current (t), the above real-time height difference can be expressed as e(t)=h target (t)-h current(t). Among them, e(t) is the real-time height difference at time t, h target (t) is the target altitude at time t.

[0090] The above proportional integral differential algorithm includes proportional term, integral term and differential term. For the proportional term P(t), it reflects the size of the current real-time height difference e(t). The proportional term can be specifically expressed as: P(t)=K p e(t). Where K p It can be a preset proportional gain coefficient. For the integral term I(t), it represents the accumulated past error, specifically expressed as: I(t)=K i ∫0 t e(τ) dτ. Among them, K i is the preset integral gain coefficient, ∫0 t e(τ) dτ represents the integral of the real-time height difference from time 0 to the current time t. For the differential term D(t), it represents the prediction of future error trends and the realization of rapid response changes. Specifically, it is expressed as: D(t)=K d (d / dt)e(t). Where, K d is the differential gain coefficient.

[0091] The electronic control component can combine the above proportional term, integral term and differential term to perform the output of the proportional integral differential algorithm to obtain the corresponding motor speed u(t). Among them, u(t) is the sum of the above three components, specifically expressed as: u(t)=P(t)+I(t)+D(t)=K p e(t)+K i ∫0 t e(τ) dτ+K d (d / dt)e(t).

[0092] Here, u(t) represents the required motor speed calculated based on the actual suspension height and the target height. This motor speed is sent to the motor control system to drive the hydraulic components, thereby adjusting the height of the vertical movement of the suspension.

[0093] Among them, K p , K i and K dThese three parameters can be optimized through experimental testing and simulation analysis to achieve dynamic response and smoothness. For example, the most appropriate parameter combination can be found through trial and error or the Ziegler-Nichols method. Furthermore, to ensure the suspension's vertical motion is as expected, the electronic control unit continuously monitors the suspension's real-time height. The suspension control module periodically sends the latest real-time height data to the electronic control unit, which uses this data to recalculate the real-time height difference e(t) and adjust the proportional-integral-derivative output u(t) accordingly, thereby improving the accuracy of suspension adjustment.

[0094] After the electronic control unit determines the motor speed, it can be combined with the vehicle's hydraulic components to adjust the suspension. For example, after the electronic control unit calculates the required motor speed using a proportional-integral-differential algorithm, it can transmit the motor speed to the motor control system. The motor control system drives the hydraulic components based on the received motor speed, enabling the hydraulic components to generate sufficient pressure to adjust the state of the shock absorber. The motor speed can be expressed as ω cmd ; The actual speed of the motor can be expressed as ω act The electronic control unit uses the motor speed calculated by the proportional integral differential control algorithm to monitor and adjust the actual speed of the motor so that the actual speed meets the motor speed determined above.

[0095] Among them, the hydraulic component realizes the change of suspension height by linking with the shock absorber. For example, the hydraulic component receives the drive from the motor control system and affects the working state of the shock absorber by changing the oil flow and pressure. Specifically, the pressure P generated by the hydraulic component will be applied to the inside of the shock absorber, thereby changing its degree of compression or extension, thereby realizing the change of suspension height. Among them, the relationship between the pressure P of the hydraulic component and the displacement x of the shock absorber can be expressed as: F=SP; x=F / k. Among them: F is the force acting on the shock absorber, S is the effective area of the hydraulic piston, and k is the shock absorber spring constant. Therefore, the electronic control component can indirectly control the displacement x of the shock absorber by controlling the pressure P of the hydraulic component, thereby accurately adjusting the height of the suspension.

[0096] An application example is provided below.

[0097] The purpose of the P value parameter is to respond immediately to the current error. The larger the error, the stronger the output. For example, h at time t target (t)=90mm,h current (t)=70mm, then e(t)=h target (t)-h current (t) = 20 mm. Let K P The parameter is set to 2, then P(t)=K Pe(t)=40. The electronic control component uses I(t) to eliminate the historical accumulated error. i If the value is set to 0.5, then in the past three seconds, the difference between the actual altitude and the target altitude in each second is 15, 8, and 7 respectively. i ∫0 t e(τ) dτ=15+8+7, I(t)=0.5×(15+8+7)=15; D(t) is used to suppress the rate of change to prevent overshoot. d If it is set to 2, the error in the first second is 15, and the error in the second second is 20. The error change rate at this time (d / dt)e(t)=5, so D(t)=K d (d / dt)e(t)=2x5=10; finally, output the sum of the above values, then u(t)=P(t)+I(t)+D(t)=40+15+10=65rpm (revolutions per minute). Then 65rpm is the control parameter of the actuator corresponding to the hydraulic component output to the suspension, that is, ω cmd =65rpm, the electronic control unit controls the actual speed of the hydraulic components of the suspension to be as close as possible to ω cmd .

[0098] When the hydraulic element and the shock absorber are linked to adjust the suspension, let k = 1.50 × 10 5 N / m (Newton per meter), the effective area of the hydraulic piston is S=100×10 －4 m 2 (square meters), the pressure P of the hydraulic element controlled by the electronic control component is 350 kPa (kilopascals), then the electronic control component calculates the force acting on the shock absorber F = SP = 100 × 10 －4 m 2 ×350kPa=3500N, and then the electronic control component can combine the above F to obtain the displacement of the shock absorber x=F / k=3500N / 1.50×10 5 N / m=23.3mm, so the height of the suspension is determined to be adjusted 23.3mm according to the direction of the force.

[0099] Through this embodiment, the electronic control component can determine the rotational speed that the vehicle's suspension needs to output at each moment during vertical movement based on the proportional-integral-differential control algorithm, thereby improving the accuracy of the vehicle's suspension changes. The electronic control component then controls the vehicle's suspension to change height based on the motor speed at each moment, thereby improving the efficiency of getting out of trouble.

[0100] In an exemplary embodiment, Figure 2 As shown, Figure 2This is a system diagram of a vehicle in one embodiment. The vehicle includes modules such as an onboard terminal, electronic control components, a motor control system, hydraulic components, shock absorbers, and a suspension control module. A user can initiate a rocking motion request from the onboard terminal, which in turn causes the electronic control components to control the vehicle to escape.

[0101] Among them, the specific process of the vehicle escape processing method that can be implemented based on the above system structure can be expressed as follows: the user clicks the "vertical motion escape" button on the vehicle terminal; the vehicle terminal requests to enter the escape setting interface through the electronic control component; the user selects the intensity in the vehicle terminal; the vehicle terminal sends the corresponding target height change to the electronic control component; the user clicks the "Start" button on the vehicle terminal; the vehicle terminal requests the electronic control component to start and perform a safety check; the suspension control module sends the current suspension true height to the electronic control component; the electronic control component uses the proportional integral differential algorithm to calculate the motor speed; the electronic control component sends the motor speed to the motor control system; the motor control system sends a control signal to the hydraulic component to drive the hydraulic component; the hydraulic component generates force on the shock absorber and adjusts the suspension height to achieve vertical movement; the suspension control module reports the suspension position to the electronic control component; the motor control system reports the motor torque output to the electronic control component; the electronic control component provides real-time feedback to the vehicle terminal; the electronic control component outputs an end notification to the vehicle terminal.

[0102] The vehicle body will generate vertical acceleration during the vertical motion. The determination of the vertical acceleration may be related to the target height change of the vehicle body, and the amplitude and frequency of the vertical motion of the vehicle body.

[0103] Among them, a 车 =(h target (t))''=-A(2πf)×(2πf)sin(2πft+φ). Among them, a 车 is the vertical acceleration of the vehicle body, h target (t) represents the target height of the vehicle body at time t. (h target (t)) represents the second-order derivative of the target vehicle height change, A represents the amplitude of the suspension's vertical motion, f represents the frequency of the suspension's vertical motion, and φ represents the initial phase angle. The target height change can also be determined based on the amplitude and frequency selected by the user.

[0104] The vehicle's motor dynamically adjusts its power output according to the acceleration changes of the vehicle body, so that the output power of the wheels also changes dynamically accordingly. This can improve the vehicle's ability to escape from difficult terrains, ensure the optimal coordination between the up and down movement of the suspension and the output power of the wheels, and thus achieve more efficient self-escape. Among them, the greater the above-mentioned support force, the greater the grip of the wheels on the ground. In order to enable the vehicle to escape better, it is necessary to increase the power of the wheel's rotation when the support force of the suspension on the vehicle is greater than a certain threshold. In order to achieve this goal, it is necessary to perform a vertical force analysis on the vehicle body. The above-mentioned support force is the force exerted by the suspension on the vehicle body when the vehicle body moves vertically.

[0105] The above-mentioned support force can be calculated by the resultant force. When the suspension rises and falls, the vehicle body swings up and down accordingly. When the suspension rises, it is equivalent to the suspension shortening. Since the height of the wheels relative to the ground remains unchanged, the vehicle body will drop accordingly. When the suspension falls, it is equivalent to the suspension extending. Since the height of the wheels relative to the ground remains unchanged, the vehicle body will rise accordingly. In this process, the height of the suspension and the wheels relative to the ground remains unchanged, only the height of the vehicle body changes. During the process of the vehicle body swinging up and down accordingly, the vehicle body is subjected to two forces in the direction perpendicular to the ground, one of which is its own gravity M. 车 ×g, where M 车 Indicates the mass of the vehicle, g is the acceleration of gravity, and the other is the support force F of the suspension on the vehicle body 支撑 Since the vehicle body swings up and down at a non-uniform speed, F 支撑 is a variable. The pressure of the wheel relative to the ground is equal to the suspension plus the weight of the wheel and the support force on the vehicle body; the greater the support force, the greater the friction of the tire relative to the ground, and thus the greater the grip. Among them, the resultant force of the vehicle body in the vertical direction is: F 合 =M 车 ×g-F 支撑 =M 车 ×a 车 Among them, a 车 It is the acceleration of the vehicle body in the vertical direction, that is, the vertical acceleration mentioned above. When the positive direction of acceleration is vertically downward, that is, it is consistent with the direction of gravity acceleration, the acceleration is greater than zero.

[0106] Therefore, F 支撑 =M 车 ×g-M 车 ×a 车 The electronic control component can thus adjust the output power of the wheel based on the comparison result between the support force and the support force threshold.

[0107] In some embodiments, the support force is positively correlated with the grip force. In order to increase the rotational power of the wheel when the support force of the suspension on the vehicle is greater than a certain threshold, the electronic control component can be used in F支撑 The power of the wheel rotation is increased during the period when the support force is greater than a certain threshold value to help the vehicle get out of trouble better. 支撑 =M 车 ×g remains unchanged, that is, the support force is the weight of the vehicle at this time. Therefore, the electronic control component can set the support force threshold as the weight of the vehicle body. That is, in the escape mode, when the vehicle body swings up and down accordingly, when the acceleration direction of the vehicle body is upward (at this time a 车 <0), that is, when the supporting force is greater than the supporting force threshold, the power output of the wheel is increased.

[0108] The aforementioned support force being greater than the support force threshold may be due to the suspension adjusting downward. When the vehicle's vertical acceleration is in an upward direction, the electronic control unit correspondingly increases the motor's power output, such as by the throttle. Specifically, when the vehicle's vertical acceleration is in an upward direction, the vehicle's electronic control unit issues a command to the motor control system, requesting it to increase the motor's torque output. This allows the vehicle to utilize gravity and additional driving force to overcome obstacles or potholes ahead. This is because when the vehicle's vertical acceleration is in an upward direction, the wheels gain greater grip. In this case, increasing the wheel's power output can better propel the vehicle forward and out of trouble. During implementation, the electronic control unit monitors information collected by the suspension's position sensors in real time. Upon detecting an upward vertical acceleration, the electronic control unit sends a signal to the motor control system to increase the wheel's motor torque, thereby increasing the wheel's power output.

[0109] To maintain vehicle body stability, the electronic control unit can increase output power during periods when the vehicle body height is below a certain height threshold and the vehicle body is accelerating in an upward direction. The aforementioned vehicle body height refers to the vehicle body's real-time height. When the vehicle body is accelerating in an upward direction, the support force can be greater than the support force threshold. The electronic control unit can then increase output power during periods when the vehicle body height is below a certain height threshold and the support force is greater than the support force threshold. When the vehicle body height is greater than or equal to a certain height threshold, due to the vehicle's high center of gravity, it is necessary to appropriately reduce power, for example, to restore it to the aforementioned initial power, to help maintain vehicle body stability and controllability.

[0110] When the aforementioned support force is less than or equal to the support force threshold, combined with the aforementioned support force calculation function, it indicates that the direction of the vehicle body's vertical acceleration is downward. When the vehicle body's vertical acceleration is downward, the electronic control unit can control the motor to maintain its original power output. For example, the initial power is maintained. The electronic control unit can be responsible for monitoring the suspension state. When it is determined that the vehicle body's vertical acceleration is downward, the electronic control unit can maintain the original motor torque setting. For example, the initial power is maintained.

[0111] As the suspension height changes, the electronic control unit allows the motor to dynamically adjust wheel power output based on the suspension's vertical acceleration direction and support force. This ensures optimal coordination between the suspension's vertical movement and the motor's torque output, enabling more efficient escape.

[0112] Through the above embodiments, the electronic control component determines the support force of the suspension on the vehicle by combining the vertical acceleration of the vehicle body when the vehicle suspension moves vertically on the vehicle body in the escape mode, and increases or restores the output power of the wheel based on the size of the support force and the height of the vehicle body. Therefore, the vertical movement of the vehicle body and the output power of the wheel are adjusted to synergistically help the vehicle escape, thereby improving the escape efficiency.

[0113] It should be understood that, although the various steps in the flowcharts involved in the various embodiments described above are displayed in sequence as indicated by the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and these steps can be executed in other orders. Moreover, at least a portion of the steps in the flowcharts involved in the various embodiments described above can include multiple steps or multiple stages, and these steps or stages are not necessarily executed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily to be carried out in sequence, but can be executed in turn or alternately with other steps or at least a portion of steps or stages in other steps.

[0114] Based on the same inventive concept, the embodiments of the present application also provide a vehicle escape device for implementing the aforementioned vehicle escape method. The solution provided by this device is similar to the solution described in the aforementioned method. Therefore, the specific limitations of one or more vehicle escape device embodiments provided below can be found in the above-mentioned limitations of the vehicle escape method and will not be repeated here.

[0115] In an exemplary embodiment, Figure 3As shown, a vehicle escape processing device is provided, comprising: an acquisition module 500, a determination module 502, a first processing module 504 and a second processing module 506, wherein:

[0116] The acquisition module 500 is used to obtain the vertical acceleration of the vehicle body when the vehicle is in the escape mode; the vertical acceleration represents the acceleration of the vehicle body in the direction perpendicular to the ground when the suspension of the vehicle drives the vehicle body to move vertically.

[0117] The determination module 502 is configured to determine the support force of the suspension on the vehicle according to the vertical acceleration.

[0118] The first processing module 504 is configured to increase the output power of the wheels of the vehicle or restore the output power to the initial power according to the height of the vehicle body if the support force is greater than the support force threshold, so as to free the vehicle; the initial power is the output power of the wheels when entering the escape mode;

[0119] The second processing module 506 is configured to restore the output power to the initial power if the support force is less than or equal to the support force threshold, so as to free the vehicle from distress; the initial power is the output power of the wheels when entering the escape mode.

[0120] In one embodiment, the acquisition module 500 is used to determine the vertical acceleration of the vehicle body according to the target height change; the target height change is used to control the suspension of the vehicle to drive the vertical movement of the vehicle body.

[0121] In one embodiment, the above-mentioned device also includes: a target height acquisition module, which is used to obtain the vertical movement amplitude and vertical movement frequency of the vehicle body in the escape mode; and obtain the above-mentioned target height change according to the above-mentioned vertical movement amplitude and the above-mentioned vertical movement frequency.

[0122] In one embodiment, the processing module 504 is used to obtain a comparison result between the height of the vehicle body and a height threshold; if the comparison result is that the height of the vehicle body is less than the height threshold, the output power is increased; if the comparison result is that the height of the vehicle body is greater than or equal to the height threshold, the output power of the wheel is restored to the initial power.

[0123] In one embodiment, the determination module 502 is configured to obtain a vertical force of the vehicle according to the vertical acceleration; and obtain a support force of a suspension on the vehicle according to the vertical force and the gravity of the vehicle.

[0124] In one embodiment, the above-mentioned device also includes: a speed adjustment module, which is used to determine the real-time height difference based on the real-time height of the above-mentioned vehicle body and the target height at the corresponding moment; determine a group of proportional terms, integral terms and differential terms corresponding to each of the above-mentioned real-time height differences based on a proportional-integral-differential control algorithm; determine the motor speed corresponding to the above-mentioned suspension based on each group of the above-mentioned proportional terms, the above-mentioned integral terms and the above-mentioned differential terms; and control the above-mentioned suspension to perform vertical movement based on the above-mentioned motor speed corresponding to each moment.

[0125] Each module in the vehicle escape device can be implemented in whole or in part through software, hardware, or a combination thereof. Each module can be embedded in or independent of a processor in an electronic device in hardware form, or stored in a memory in the electronic device in software form, so that the processor can call and execute the corresponding operations of each module.

[0126] In an exemplary embodiment, an electronic device is provided. The electronic device may be an electronic control unit of a vehicle, and its internal structure may be as shown in FIG. Figure 4 As shown. The electronic device includes a processor, a memory, an input / output interface and a communication interface. The processor, the memory and the input / output interface are connected via a system bus, and the communication interface is 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. 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 an 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, near field communication (NFC) or other technologies. When the computer program is executed by the processor, a vehicle escape processing method is implemented.

[0127] Those skilled in the art will understand that Figure 4 The structure shown in the figure is only a block diagram of a part of the structure related to the solution of the present application, and does not constitute a limitation on the electronic device to which the solution of the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have a different component arrangement.

[0128] In an exemplary embodiment, an electronic device is provided, including a memory and a processor. The memory stores a computer program, and the processor implements the above-mentioned vehicle escape method when executing the computer program.

[0129] In one embodiment, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the above-mentioned vehicle escape processing method is implemented.

[0130] In one embodiment, a computer program product is provided, comprising a computer program, which implements the above-mentioned vehicle escape processing method when executed by a processor.

[0131] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with relevant regulations.

[0132] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The computer program can be stored in a non-volatile computer-readable storage medium. When the computer program is executed, it can include the processes of the above-mentioned embodiments. In particular, any reference to memory, database, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can be in various forms, such as static random access memory (SRAM) or dynamic random access memory (DRAM). The database involved in the various embodiments provided herein may include at least one of a relational database and a non-relational database. Non-relational databases may include, but are not limited to, distributed databases based on blockchains. The processor involved in the various embodiments provided herein may be, but are not limited to, a general-purpose processor, a central processing unit (CPU), a graphics processing unit (GPU), a digital signal processor (DSP), a programmable logic unit (PLC), a data processing logic unit based on quantum computing, an artificial intelligence (AI) processor, and the like.

[0133] The technical features of the above embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above 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 application.

[0134] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present application. It should be noted that a person of ordinary skill in the art may make various modifications and improvements without departing from the spirit of the present application, and these modifications and improvements fall within the scope of protection of the present application. Therefore, the scope of protection of the present application shall be determined by the appended claims.

Claims

1. A method for escaping a vehicle, characterized in that: The method comprises: When the vehicle is in an escape mode, obtaining a vertical acceleration of the vehicle body; the vertical acceleration represents the acceleration of the vehicle body in a direction perpendicular to the ground when the vehicle suspension drives the vehicle body to move vertically; determining a support force of the suspension on the vehicle according to the vertical acceleration; If the supporting force is greater than the supporting force threshold, the output power of the wheels of the vehicle is increased or restored to the initial power according to the height of the vehicle body, so as to free the vehicle; the initial power is the output power of the wheels when entering the escape mode; If the supporting force is less than or equal to the supporting force threshold, the output power is restored to the initial power to free the vehicle.

2. The method according to claim 1, characterized in that Obtaining the vertical acceleration of the vehicle body includes: The vertical acceleration of the vehicle body is determined according to a target height change; the target height change is used to control the suspension of the vehicle to drive the vertical movement of the vehicle body.

3. The method according to claim 2, characterized in that The method further comprises: Obtaining the vertical motion amplitude and vertical motion frequency of the vehicle body in the escape mode; The target height change is obtained according to the vertical motion amplitude and the vertical motion frequency.

4. The method according to claim 1, wherein Increasing the output power of the wheels of the vehicle or restoring the output power to the initial power according to the height of the vehicle body includes: Obtaining a comparison result between the height of the vehicle body and a height threshold; If the comparison result is that the height of the vehicle body is less than a height threshold, increasing the output power; If the comparison result is that the height of the vehicle body is greater than or equal to the height threshold, the output power of the wheel is restored to the initial power.

5. The method according to claim 1, wherein Determining a support force of the suspension on the vehicle according to the vertical acceleration includes: obtaining a vertical force of the vehicle according to the vertical acceleration; The supporting force of the suspension on the vehicle is obtained according to the vertical force and the gravity of the vehicle.

6. The method according to any one of claims 1 to 5, characterized in that The method further comprises: Determining a real-time height difference based on the real-time height of the vehicle body and the target height at the corresponding moment; Determining a set of proportional terms, integral terms, and differential terms corresponding to each of the real-time height differences according to a proportional-integral-differential control algorithm; determining a motor speed corresponding to the suspension according to each group of the proportional term, the integral term, and the differential term; The suspension is controlled to move vertically according to the motor speed corresponding to each moment.

7. A vehicle escape device, characterized in that: The device comprises: an acquisition module, configured to acquire a vertical acceleration of a vehicle body when the vehicle is in an escape mode; the vertical acceleration represents the acceleration of the vehicle body in a direction perpendicular to the ground when the vehicle suspension drives the vehicle body to move vertically; a determination module, configured to determine a support force of the suspension on the vehicle based on the vertical acceleration; a first processing module configured to, if the supporting force is greater than a supporting force threshold, increase the output power of the wheels of the vehicle or restore the output power to an initial power according to the height of the vehicle body, so as to free the vehicle; the initial power being the output power of the wheels when entering the escape mode; The second processing module is configured to restore the output power to the initial power if the supporting force is less than or equal to the supporting force threshold, so as to free the vehicle.

8. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer program product comprising a computer program, characterized in that When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

Images