Vehicle control method, vehicle control device and vehicle

Abstract

The invention provides a vehicle control method, a vehicle control device and a vehicle, and relates to the technical field of vehicle control. The method comprises the steps that under the condition that a target instruction is received, the vehicle sinking depth of a vehicle is obtained, and the target instruction is used for indicating that the requirement for controlling the vehicle to be disengaged from the trapped state exists; based on the vehicle sinking depth, target output power of the suspension system is determined, and the target output power is used for controlling the suspension system to enable the vehicle to generate vertical acceleration; a suspension system is controlled based on the target output power, and a drive system is controlled to cause the vehicle to jump and drive away from the trapped state. According to the method, the vehicle can be controlled when the vehicle is in a trapped state, so that the success rate of vehicle escape is increased.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and more specifically, to a vehicle control method, a vehicle control device, and a vehicle in the field of vehicle control technology. Background Technology

[0002] When driving, vehicles may encounter situations such as snow or sand. In these scenarios, the road surface is soft, resulting in insufficient tire grip and low road adhesion, which may cause the vehicle to get stuck and unable to move normally. If the vehicle is stuck deeply, simply reversing or changing direction may not be enough to get it out. In this case, the user needs to get out of the vehicle to remove obstacles or call for roadside assistance. This process is time-consuming, energy-intensive, and relatively cumbersome.

[0003] Therefore, how to control a vehicle when it is stuck in a difficult situation in order to improve the success rate of getting it out of trouble is an urgent problem to be solved. Summary of the Invention

[0004] This application provides a vehicle control method, a vehicle control device, and a vehicle. The method enables control of the vehicle when it is in a trapped state, thereby improving the success rate of the vehicle extricating itself from the predicament.

[0005] Firstly, a vehicle control method is provided, the method comprising: Upon receiving a target instruction, the vehicle's stuck depth is obtained, where the target instruction indicates a need to control the vehicle to extricate itself from the stuck state. Based on the vehicle's stuck depth, the target output power of the suspension system is determined, whereby the target output power is used to control the suspension system to generate vertical acceleration in the vehicle; The suspension system and drive system are controlled based on the target output power to enable the vehicle to jump and escape from a trapped state.

[0006] In the aforementioned technical solution, when a target command indicating that the vehicle needs to escape its trapped state is received, the current depth of the vehicle stuck is obtained; and based on the depth, a corresponding target output power is determined to generate vertical acceleration in the vehicle; then, the vehicle's suspension system and drive system are controlled according to the target output power to enable the vehicle to jump and leave the current trapped state. Compared to traditional escape systems that use fixed escape strategies for different working conditions, this application determines the corresponding output power based on the actual depth of the vehicle stuck and controls the vehicle's suspension system, which can improve the matching degree between the control strategy and the scenario, accurately achieving vehicle escape while avoiding waste of vehicle energy. Furthermore, in this application, the suspension system and drive system of the vehicle work together, using the driving force of the drive system to provide the vehicle with momentum and horizontal power for jumping. The vertical reaction force generated by the suspension system and the propulsion force generated by the drive wheels form a combined force, which can better achieve vehicle jumping, improve vehicle escape efficiency, and control the vehicle to leave the trapped state, preventing the vehicle from falling into the trapped state again, further improving the success rate of vehicle escape.

[0007] In conjunction with the first aspect, in some possible implementations, the control drive system includes: Based on the maximum output torque of the drive system, control the drive system to lift the vehicle's wheels off the ground; or... Based on the road surface parameters under the trapped state, the target output torque of the drive system is determined; and based on the target output torque, the drive system is controlled to make the vehicle's wheels leave the ground.

[0008] The above technical solutions provide two control methods for the drive system. One method directly uses the maximum output torque of the drive system to control the vehicle's wheels to lift off the ground, ensuring maximum power output and increasing the success rate of getting out of trouble. The other method combines road surface parameters to determine different target output torques for control of the drive system. This allows for dynamic adjustment of the output torque for different traction surfaces such as mud, sand, or snow, improving the flexibility and accuracy of torque control and preventing vehicle failure to get out of trouble due to insufficient torque, or wasted power due to excessive torque causing tire spin.

[0009] Combining the first aspect and the above implementation methods, in some possible implementation methods, the target output power of the suspension system is determined based on the vehicle's stuck depth, including: Based on the vehicle's stuck depth and overall vehicle mass, the target energy requirement of the vehicle is obtained. The output force of the suspension system is determined based on the target energy requirement; The target output power is determined based on the output force.

[0010] In the above technical solution, the target energy requirement of the vehicle is first determined based on the current depth of the vehicle's entrapment and its overall vehicle weight. This target energy requirement is then converted into the output force of the suspension system, and the corresponding target output power is determined based on this output force. By adjusting the suspension system's output power according to the specific parameters of the entrapment situation, the accuracy of the target output power is improved. Controlling the suspension system based on the target output power enhances the precision of vehicle control, preventing insufficient output power from causing the vehicle to fail to escape or excessive output power from wasting energy.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementations, the method further includes: The system efficiency of the power source system in the vehicle is obtained, whereby the power source system provides power to the suspension system and drive system, and the system efficiency is used to represent the energy loss during the operation of the power source system. Based on the vehicle's stuck depth and overall vehicle mass, the target energy requirement of the vehicle is determined, including: The initial energy requirement is obtained based on the vehicle's stuck depth and overall vehicle mass. The initial energy requirement is adjusted by improving system efficiency to obtain the target energy requirement for the vehicle.

[0012] In the above technical solution, the initial energy requirement is calculated based on the vehicle's stuck depth and overall vehicle mass. Then, the initial energy requirement is corrected based on the system efficiency of the power source system in the vehicle to obtain the final target energy requirement. This ensures that the calculated target energy requirement includes the energy lost by the power source system during operation, avoiding insufficient power for getting out of trouble due to the disconnect between the ideal output energy and the actual output energy, thereby improving the success rate of vehicle getting out of trouble.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementations, the method further includes: Obtain information about the vehicle's surrounding environment; Based on environmental information, the target steering angle of the steering wheel in the vehicle is determined, where the target direction is used to indicate the direction where there are no obstacles. The suspension system and drive system are controlled based on the target output power, including: At the same time, the suspension system is controlled based on the target output power, the drive system is controlled, and the steering wheels of the vehicle are controlled based on the target steering angle.

[0014] In the above technical solution, the target steering angle of the steering wheel is calculated in real time based on the environmental information of the vehicle's current environment. At the same time, the direction of the vehicle's suspension system, drive system, and steering wheels are controlled, so that the vehicle can adjust its driving direction synchronously during the jump to get out of trouble, avoid obstacles around the stuck area, and prevent the vehicle from getting into a new predicament after getting out of the current predicament. This process does not require manual intervention from the driver. The system can automatically plan the optimal steering path based on the vehicle's current environmental information, simplifying the extrication process, reducing the risk of operational errors, and improving the success rate of vehicle extrication.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementations, the method further includes: After the vehicle's wheels leave the ground, obtain the current phase of the vehicle's jump, which includes the ascent phase and the descent phase. Based on the current stage, adjust the damping parameters of the suspension system; and / or, based on the current stage, adjust the target output torque of the drive system.

[0016] In the above technical solution, after the vehicle's wheels are lifted off the ground, the system monitors in real time whether the vehicle is in the rising or falling phase of the jump process; then, based on the current phase, it adjusts the damping parameters of the suspension system; and / or adjusts the target output torque of the drive system. This can improve the flexibility of controlling various systems in the vehicle and avoid vehicle instability and energy waste caused by improper damping parameters or output torque settings when the vehicle is suspended in the air.

[0017] Combining the first aspect and the above implementation methods, in some possible implementation methods, based on the current stage, the damping parameters of the suspension system are adjusted, including: When the current stage is the upward phase, increase the damping parameter of the front axle in the suspension system and decrease the damping parameter of the rear axle in the suspension system. Given that the current phase is a pullback phase, increase the damping parameters of the front and rear axles.

[0018] In the aforementioned technical solution, during the upward phase after the vehicle's wheels leave the ground, increasing the damping parameter of the front axle and decreasing the damping parameter of the rear axle in the vehicle's suspension system enhances the front axle's ability to suppress front-end lift and reduces the rear axle's resistance to rear-end sinking, preventing the vehicle from rolling over due to a shift in the center of gravity after takeoff and improving vehicle stability during the jump. During the downward phase after the vehicle's wheels leave the ground, simultaneously increasing the damping parameters of both the front and rear axles can quickly dampen suspension vibrations after landing, preventing front wheel slippage due to excessive suspension compression and ensuring vehicle stability upon landing. Adjusting the damping parameters according to different stages of the vehicle's extrication process improves the driving and riding experience for passengers inside the vehicle during the extrication process.

[0019] Combining the first aspect and the above implementation methods, in some possible implementation methods, the target output torque of the drive system is adjusted based on the current stage, including: If the current stage is an upward phase, reduce the target output torque of the drive system; Given that the current phase is a decline phase, increase the target output torque of the drive system.

[0020] In the above technical solution, during the vehicle's jumping and ascent phase, the wheels lose ground traction after leaving the ground. At this time, reducing the target output torque of the drive system can avoid energy waste caused by high torque output of the drive wheels leading to idle without load. During the vehicle's descent phase, the target output torque of the drive system can be gradually increased to prevent the vehicle from slipping or becoming unstable due to insufficient driving force after landing. Adjusting the output torque of the drive system in combination with different stages of the vehicle's extrication process improves the driving experience for users inside the vehicle during the extrication process.

[0021] Secondly, a vehicle control device is provided, the device comprising: The acquisition module is used to acquire the vehicle's stuck depth upon receiving a target instruction, wherein the target instruction indicates a need to control the vehicle to get out of the stuck state. The determination module is used to determine the target output power of the suspension system based on the vehicle's stuck depth, wherein the target output power is used to control the suspension system to generate vertical acceleration in the vehicle; The control module is used to control the suspension system and the drive system based on the target output power, so that the vehicle can jump and escape from a trapped state.

[0022] In conjunction with the second aspect, in some possible implementations, the control module is specifically used to control the drive system based on the maximum output torque of the drive system to make the vehicle's wheels leave the ground; or, based on the road surface parameters in the trapped state, to determine the target output torque of the drive system; and based on the target output torque, to control the drive system to make the vehicle's wheels leave the ground.

[0023] Combining the second aspect and the above implementation methods, in some possible implementation methods, the determination module is specifically used to obtain the target energy requirement of the vehicle based on the vehicle's stuck depth and overall vehicle mass; based on the target energy requirement, the output force of the suspension system is determined; and based on the output force, the target output power is determined.

[0024] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device is also used to obtain the system efficiency of the power source system in the vehicle, wherein the power source system is used to provide power to the suspension system and the drive system, and the system efficiency is used to represent the energy loss during the operation of the power source system; the determining module is also used to obtain the initial required energy based on the vehicle's stuck depth and the vehicle's total mass; and to correct the initial required energy through the system efficiency to obtain the vehicle's target required energy.

[0025] In conjunction with the second aspect and the above implementation methods, in some possible implementation methods, the device is also used to acquire environmental information of the vehicle; based on the environmental information, determine the target steering angle of the steering wheel in the vehicle, wherein the target direction is used to indicate the direction where there are no obstacles; the control module is also used to control the suspension system based on the target output power, control the drive system, and control the steering wheels of the vehicle based on the target steering angle at the same time.

[0026] In conjunction with the second aspect and the above-described implementation, in some possible implementations, the device is further configured to: after the vehicle's wheels leave the ground, acquire the current stage of the vehicle's jump, the current stage including an ascent stage and a descent stage; adjust the damping parameters of the suspension system based on the current stage; and / or adjust the target output torque of the drive system based on the current stage.

[0027] In conjunction with the second aspect and the above-described implementation, in some possible implementations, the device is also used to increase the damping parameter of the front axle in the suspension system and decrease the damping parameter of the rear axle in the suspension system when the current stage is the rising stage; and to increase the damping parameters of the front axle and the rear axle when the current stage is the falling stage.

[0028] In combination with the second aspect and the above implementation, in some possible implementations, the device is also used to reduce the target output torque of the drive system when the current stage is an upward stage, and to increase the target output torque of the drive system when the current stage is a downward stage.

[0029] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the methods described in the first aspect or any possible implementation thereof.

[0030] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof.

[0031] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the methods described in the first aspect or any possible implementation thereof. Attached Figure Description

[0032] Figure 1 This is a schematic diagram of a scenario provided in an embodiment of this application; Figure 2 This is a schematic flowchart of a vehicle control method provided in an embodiment of this application; Figure 3 This is a schematic diagram illustrating a vehicle jumping and leaving a trapped state, provided in an embodiment of this application; Figure 4 This is a schematic diagram illustrating the stage a vehicle is in, as provided in an embodiment of this application. Figure 5 This is a schematic flowchart of another vehicle control method provided in an embodiment of this application; Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application; Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0033] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0034] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0035] Figure 1 This is a schematic diagram of a scenario provided in an embodiment of this application. For example... Figure 1 As shown, during vehicle operation, especially on off-road surfaces (such as sand, snow, and mud), the soft surface can cause insufficient tire grip and reduced road adhesion, leading to some or all of the vehicle's wheels getting stuck in potholes. In this situation, the vehicle is considered to be trapped. When a vehicle is stuck, the driver may try to accelerate or change direction to extricate it. However, simply accelerating or changing direction may cause the vehicle to dig itself deeper into the pothole, resulting in a low success rate for extrication.

[0036] To extricate vehicles from difficult situations, some vehicles employ a limited-slip differential strategy. This strategy limits the driving torque of the stuck drive wheel and distributes it to the unstuck drive wheels to help the vehicle get out of trouble. However, this method is only suitable for vehicles with tires stuck in the road surface at a shallow depth. When the wheels are stuck in a deep pit, they may not be able to regain traction. The driver can then choose to get out of the vehicle to clear the obstacle or call for emergency assistance. However, this method requires too much time and effort from the user and can affect their travel plans.

[0037] It should be understood that when a vehicle is stuck, the number of stuck wheels can include a single stuck wheel or multiple stuck wheels.

[0038] In view of the problems existing in the above-mentioned related technologies, this application provides a vehicle control method, a vehicle control device, and a vehicle. When a target command is received, indicating that the vehicle needs to get out of the trapped state, the vehicle's entrapment depth is obtained. The target output power of the suspension system is determined based on the entrapment depth. Then, the suspension system and the drive system are controlled according to the target output power to make the vehicle jump out of the trapped state and drive away, thereby improving the success rate of vehicle extrication.

[0039] Vehicle suspension systems include passive, semi-active, and fully active systems. Passive suspension systems have fixed suspension parameters (stiffness, damping) and cannot actively adjust according to driving conditions or road conditions; they only passively respond to road input through mechanical structures. Semi-active suspension systems have fixed elastic element parameters, but damping can be adjusted in real time via electronic control (e.g., changing the cross-sectional area of ​​the damper's hydraulic channels) to adapt to different road conditions. Fully active suspension systems can actively output force or displacement through a power source (such as a motor or hydraulic pump) to directly control the suspension stiffness, damping, and vehicle attitude, completely eliminating the passive response mode. To achieve the goal of determining the corresponding output power based on the vehicle's stuck depth to control the suspension system and enable vehicle jumping, this application prioritizes a fully active suspension system. The fully active suspension system and drive system will be described below.

[0040] A fully active suspension system is an advanced suspension system that adjusts the vehicle's suspension stiffness and damping in real time through active control technology. Unlike traditional passive suspensions that rely solely on the fixed characteristics of springs and shock absorbers, a fully active suspension system can actively generate control forces based on road conditions, vehicle driving status, and driver needs, optimizing vehicle comfort, handling, and stability. Key components of a fully active suspension system include actuators, sensors, and a controller. Actuators are typically hydraulically or electrically driven, acting directly between the wheels and the vehicle body to generate active control forces. Sensors are used to collect real-time vehicle status data, such as vehicle acceleration, wheel displacement, vehicle speed, steering angle, and braking signals. The controller, based on sensor data and preset control algorithms, calculates and outputs control signals to the actuators, dynamically adjusting suspension parameters and even actively counteracting road impacts. For different types of vehicles, the fully active suspension system may be equipped with power sources of varying power, independently configured at each wheel end. These power sources can directly and instantaneously obtain electrical energy from an ultra-high-voltage platform to rapidly increase the hydraulic pressure of the shock absorbers in the suspension system, enabling high-speed vertical displacement of the vehicle.

[0041] The drive system is a core component of a vehicle, responsible for transmitting energy from power sources such as engines and electric motors to the wheels, propelling the vehicle. Based on the power source, drive systems are mainly divided into three categories: traditional fuel-powered drive systems, electric drive systems, and hybrid drive systems. In a traditional fuel-powered drive system, the engine serves as the driving component, providing torque output to the wheels. In an electric drive system, the electric motor serves as the driving component, providing torque output to the wheels. A hybrid drive system, however, incorporates both an engine and an electric motor, and can flexibly adjust the torque distribution between the different driving components according to actual road conditions to provide power to the vehicle.

[0042] The following combination Figures 2 to 5The vehicle control method provided in the embodiments of this application will be described in detail.

[0043] Figure 2 This is a schematic flowchart illustrating a vehicle control method provided in an embodiment of this application. It should be understood that this method can be applied to a vehicle equipped with a suspension system and a drive system; or, applied to a processor in the aforementioned vehicle; or, applied to a chip in a processor mounted in the aforementioned vehicle.

[0044] For example, such as Figure 2 As shown, taking a fully active suspension system as an example, the method 200 includes: S201, upon receiving a target instruction, obtain the vehicle's stuck depth, wherein the target instruction indicates a need to control the vehicle to escape the stuck state.

[0045] The vehicle's entrapment depth is used to indicate the depth or distance by which some or all of the vehicle's wheels are submerged below the road surface.

[0046] It should be understood that when one wheel of a vehicle is stuck in a dent, the descent depth is used to indicate the depth of that wheel stuck; when multiple wheels of a vehicle are stuck in a dent, the descent depth is used to indicate the maximum depth of stuck among the multiple wheels.

[0047] For example, a vehicle is equipped with an escape function to control the vehicle to get out of a stuck state. When the vehicle's wheels are stuck in a ditch, there is a need to control the vehicle to get out of the stuck state. The user can trigger the control to activate the escape function to generate a target command. When the vehicle receives the target command, it can obtain the current depth of the vehicle stuck in the ditch.

[0048] In one implementation, ultrasonic sensors, radar devices, or camera devices can be installed on the chassis, wheels, or bumpers of the vehicle to collect the depth of the vehicle's wheels stuck in the dent. The current depth of the vehicle stuck can be determined by these devices.

[0049] For example, when a vehicle is equipped with an ultrasonic sensor, the ultrasonic sensor can be used to emit ultrasonic waves to the ground and receive the reflected echoes. The real-time distance can be calculated by statistically analyzing the time difference. The reference distance between the sensor and the ground when the vehicle is on a flat road surface can be obtained, and the distance difference between the reference distance and the real-time distance can be determined as the vehicle's entrapment depth.

[0050] For example, when a vehicle is equipped with a radar device, the radar device can emit a laser beam to scan the contour of the pit, and then reconstruct the three-dimensional terrain through point cloud data, thereby calculating the depth of the vehicle stuck.

[0051] For example, when a camera is installed on a vehicle, the camera can be used to photograph the pothole area, and combined with image recognition algorithms, the depth of the vehicle stuck can be estimated.

[0052] S202, based on the vehicle's stuck depth, determine the target output power of the suspension system, wherein the target output power is used to control the suspension system to generate vertical acceleration in the vehicle.

[0053] For example, to free a vehicle from a trapped state, it can be controlled to jump. The essence of controlling a vehicle to jump is that the actuators of the suspension system apply a vertical force to the vehicle body for a short period, causing the vehicle to generate vertical acceleration. To determine the appropriate control method based on the current trapped state of the vehicle, after obtaining the vehicle's current depth of entrapment, the target output power of the fully active suspension system can be determined based on the depth of entrapment. This allows the fully active suspension system to be controlled, causing the vehicle to generate vertical upward acceleration and achieve an upward jump.

[0054] Specifically, the fully active suspension system includes actuator components. The actuator can control the vehicle suspension using a hydraulic system or an electric motor drive system. After determining the depth of the vehicle stuck, the target output power of the actuator in the fully active suspension system can be determined, and the actuator can be used to generate vertical acceleration in the vehicle.

[0055] In one implementation, the process of determining the target output power of the suspension system based on the vehicle's stuck depth may include: Based on the vehicle's stuck depth and overall vehicle mass, the target energy requirement of the vehicle is obtained. The output force of the suspension system is determined based on the target energy requirement; The target output power is determined based on the output force.

[0056] For example, in determining the target output power of a fully active suspension system, the current vehicle's stuck depth and overall vehicle mass can be combined to determine the target energy requirement of the vehicle; then, based on the target energy requirement, the output force required by the fully active suspension system can be determined; and finally, based on the output force, the target output power of the actuators in the fully active suspension system can be determined.

[0057] For example, vehicle extrication is essentially an energy conversion process that overcomes the resistance of being stuck, increases the vehicle's height, or generates vertical acceleration. In determining the output force of the actuator, the law of conservation of energy, as shown in the following formula, must be satisfied.

[0058] (Formula 1) (Formula 2) (Formula 3) Where F represents the output force of the actuator in the fully active suspension system, and s represents the suspension travel of the vehicle's fully active suspension system. This represents the potential energy required by the vehicle. The vector represents the kinetic energy required by the vehicle; m represents the total mass of the vehicle; g represents the acceleration due to gravity, typically taken as 9.81 m / s²; h represents the depth of the vehicle stuck; and v represents the instantaneous velocity required for the vehicle to leave the ground. This can be determined by... Calculated.

[0059] For example, based on the vehicle's depth of being stuck, the instantaneous speed upon takeoff can be calculated; then, based on the instantaneous speed upon takeoff and the vehicle's weight, the vehicle's current required kinetic energy can be calculated; based on the vehicle's weight and depth of being stuck, the vehicle's current required potential energy can be calculated; the sum of the required kinetic energy and the required potential energy is the target required energy; subsequently, based on the target required energy and the suspension travel, the actuator's output force can be calculated. After determining the output force, the actuator's target output power can be calculated using the following formula four.

[0060] (Formula 4) Where P represents the target output power, F represents the output force of the actuator in the fully active suspension system, and v represents the instantaneous speed required for the vehicle to leave the ground.

[0061] In this embodiment, the target energy requirement of the vehicle is first determined based on the current depth of the vehicle stuck and the vehicle's overall mass. This target energy requirement is then converted into the output force of the fully active suspension system, and the corresponding target output power is determined based on this output force. By adjusting the output power of the fully active suspension system according to the specific parameters of the stuck state, the accuracy of the target output power is improved. Controlling the fully active suspension system based on the target output power enhances the precision of vehicle control, preventing insufficient output power from causing the vehicle to fail to escape or excessive output power from wasting energy.

[0062] In one implementation, the system efficiency of the power source system in the vehicle is obtained, wherein the power source system is used to provide power to the suspension system and the drive system, and the system efficiency is used to represent the energy loss during the operation of the power source system; Based on the vehicle's stuck depth and overall vehicle mass, the target energy requirement of the vehicle is determined, including: The initial energy requirement is obtained based on the vehicle's stuck depth and overall vehicle mass. The initial energy requirement is adjusted by improving system efficiency to obtain the target energy requirement for the vehicle.

[0063] The power source system may include a hydraulic system and / or an electric motor drive system (hereinafter referred to as an electric drive system). Both of these systems can provide power to the fully active suspension system and the drive system. The specific type of power source system configured in the vehicle needs to be determined.

[0064] For example, during vehicle control, the power source system experiences varying degrees of energy loss, which may cause the theoretically calculated energy value to fail to meet the vehicle's actual needs. Therefore, in determining the target energy requirement, the system efficiency of the power source system under the vehicle's current operating conditions can be obtained. First, the initial energy requirement is calculated based on the vehicle's stuck depth and overall vehicle mass. Then, the initial energy requirement is corrected based on the system efficiency to obtain the target energy requirement. The process of determining the target energy requirement can be found in Formulas 5 and 6 below.

[0065] (Formula 5)

[0066] in, Indicates the initial energy requirement; This represents the potential energy required by the vehicle. This indicates the kinetic energy required by the vehicle; This indicates the energy required for the target.

[0067] For example, assuming the vehicle's total weight (m) is 2000 kg, the current stuck depth (h) is 0.2 m, the suspension travel (s) is 0.1 m, and the system efficiency of the vehicle's power source system is 80%, calculate the vehicle's instantaneous liftoff speed as follows: The demand for energy for vehicles is The demand potential energy for vehicles is The initial energy requirement is The target energy requirement is After calculating the target energy requirement, the output force can be calculated as follows: Thus, the target output power is obtained. .

[0068] For example, during vehicle operation, the system efficiency of the power source system is affected by various factors and requires comprehensive analysis combining system characteristics and operating conditions. The power source system includes hydraulic systems and electric drive systems. The system efficiency of a hydraulic system mainly depends on losses during energy transfer, including pressure loss, flow loss, and energy conversion loss. The system efficiency of a hydraulic system can be determined by the pump efficiency, actuator efficiency, and pipeline efficiency. Pump efficiency is calculated by measuring the pump's input power (torque × speed), output pressure, and flow rate. Actuator efficiency is calculated by comparing the input hydraulic power and output mechanical power of the actuator. Pipeline efficiency can be estimated by measuring the inlet and outlet pressure drop using pressure sensors. The system efficiency of an electric drive system mainly involves the electrical energy to mechanical energy conversion efficiency, influenced by the motor, controller, transmission system, and external conditions. The system efficiency of an electric drive system can be determined by the controller efficiency, motor efficiency, and transmission efficiency. Controller efficiency is the ratio of input electrical power (voltage × current) to output electrical power; motor efficiency is the ratio of motor input electrical power to output mechanical power (torque × speed); transmission efficiency can be calculated by combining the input and output torques of the reducer with the transmission ratio.

[0069] In this embodiment, the initial energy requirement is calculated based on the vehicle's stuck depth and overall vehicle mass. Then, the initial energy requirement is corrected based on the system efficiency of the power source system in the vehicle to obtain the final target energy requirement. This ensures that the calculated target energy requirement includes the energy lost by the power source system during operation, avoiding insufficient power for getting out of trouble due to the disconnect between the ideal output energy and the actual output energy, thereby improving the success rate of vehicle getting out of trouble.

[0070] In one implementation, the target vertical acceleration required to control the vehicle to jump can be determined based on the vehicle's stuck depth. Then, by combining the target vertical acceleration, the minimum force required to control the vehicle to jump to a preset height (stuck depth) can be calculated, thereby obtaining the target output power of the fully active suspension system.

[0071] For example, after obtaining the vehicle's stuck depth h, the output force can be calculated by combining the following formulas seven and eight.

[0072] (Formula 7) (Formula 8) in, The target vertical acceleration of the vehicle jump is represented by: k; the spring stiffness of the fully active suspension system is represented by: h; the vehicle's depth of being stuck is represented by: m; the vehicle's mass is represented by: g; the acceleration due to gravity is represented by: g, which is usually taken as 9.81 m / s²; and F is the actuator output force in the fully active suspension system.

[0073] For example, after calculating the required output force of the fully active suspension system according to the above formula, the target output power of the fully active suspension system can be calculated by combining Formula 4.

[0074] S203 controls the suspension system and drive system based on the target output power to enable the vehicle to jump and escape from a trapped state.

[0075] For example, after determining the target output power of the fully active suspension system, the actuators in the fully active suspension system can be controlled to output the target output power to enable the vehicle to jump. In order to prevent the vehicle from falling back into the current trapped state after jumping, and to provide greater power for the vehicle to jump, the vehicle's drive system can be controlled at the same time. For example, the drive components such as the engine or drive motor in the drive system can be controlled to enable the vehicle to jump and drive away from the trapped state.

[0076] For example, the target output power is used to indicate the total output power required by all actuators in the fully active suspension system. During control, the output power of each actuator can be determined based on the target output power to achieve coordinated force output from multiple actuators and ensure the stability of the vehicle body during control. For instance, for a four-wheeled vehicle, an independent actuator can be configured for each wheel in its fully active suspension system. If, in an extreme case, the target output power of the fully active suspension system is 200 kW, then the output probability of the actuator corresponding to each wheel can be determined to be 50 kW.

[0077] It should be noted that in controlling the fully active suspension system and the drive system, it is necessary to ensure the synchronization of the energy release timing of the actuators in the fully active suspension system with the torque output in the drive system in order to avoid loss of vehicle control.

[0078] In one implementation, after successfully getting the vehicle out of trouble, the component parameters of the fully active suspension system and drive system can be restored to the parameters before the vehicle got out of trouble, so as to restore the driving state before getting out of trouble and avoid the driver being unaccustomed due to parameter changes.

[0079] In one implementation, the process of controlling the drive system may specifically include: Based on the maximum output torque of the drive system, control the drive system to lift the vehicle's wheels off the ground; or... Based on the road surface parameters under the trapped state, the target output torque of the drive system is determined; and based on the target output torque, the drive system is controlled to make the vehicle's wheels leave the ground.

[0080] The road surface parameters may include parameters that indicate the difficulty of vehicle escaping, such as road surface texture, road surface material, and road surface slope.

[0081] For example, when a vehicle is stuck, the force generated by the torque output by the drive system can be used to get the vehicle out of trouble. In the process of controlling the drive system, the maximum output torque of the drive system can be directly controlled so that the vehicle's wheels can leave the ground.

[0082] For example, when a vehicle gets stuck on different road surfaces, the degree of restriction on the wheels varies, resulting in different levels of difficulty in getting the vehicle out of trouble. Therefore, in order to improve the accuracy of vehicle extrication control, the corresponding target output torque can be determined by combining the road surface parameters under the current stuck state, and the drive system can be controlled to control the vehicle's wheels to lift off the ground.

[0083] In one implementation, road surface parameters can be monitored and analyzed using at least one of the following methods: visual sensors, pressure sensors, and radar sensors. For example, a camera mounted on the vehicle can be used with image recognition technology to analyze road surface features such as texture and color to determine the type of road surface in which the vehicle is currently stuck (e.g., sand, mud, snow). For instance, images of sand have a granular texture and a yellowish color, which can be quickly identified using machine learning algorithms. Alternatively, pressure sensors installed in the tires can be used to monitor the contact pressure distribution between the tire and the ground in real time and calculate the road surface's load-bearing capacity. If, in mud, the pressure sensor detects a significant decrease in pressure in the area where the tire is stuck, it indicates that the road surface's load-bearing capacity is weak. Alternatively, millimeter-wave radar or lidar can be used to measure terrain information such as slope and undulation to assess the difficulty of the vehicle getting stuck.

[0084] For example, before a vehicle leaves the factory, experimental simulations can be used to determine the correspondence between the difficulty of getting out of trouble and the target output torque under different road conditions. As the difficulty of getting out of trouble indicated by the road surface parameters increases, the corresponding target output torque will increase. For example, the road surface type indicated by the road surface parameters can include muddy roads, sandy roads, and snowy roads. Among them, the difficulty of getting out of trouble on muddy roads is higher than that on sandy roads, and the difficulty of getting out of trouble on sandy roads is higher than that on snowy roads. For the same vehicle, if it is currently stuck on muddy roads, the maximum output torque (for example, 450 N·m) can be determined as the target output torque; if it is stuck on sandy roads, the target output torque can be determined as 400 N·m; if it is stuck on snowy roads, the target output torque can be determined as 350 N·m.

[0085] It should be understood that for the same road surface type, the corresponding difficulty of escaping can vary, and the above comparison of escaping difficulty is only for illustrative analysis. In actual control, it is also necessary to determine an appropriate target output torque based on the specific conditions of the current road surface. The difficulty of escaping indicated by the current road surface parameters is positively correlated with the target output torque.

[0086] In this application embodiment, two control methods for the drive system are provided. Directly controlling the drive system using its maximum output torque to keep the vehicle's wheels off the ground ensures maximum power output and increases the success rate of getting out of trouble. Alternatively, controlling the drive system by determining different target output torques based on road surface parameters allows for dynamic adjustment of the output torque for surfaces with different traction, such as mud, sand, or snow. This improves the flexibility and accuracy of torque control in the drive system, preventing vehicle failure to get out of trouble due to insufficient torque or wasted power due to excessive torque causing tire spin.

[0087] In one implementation, during the process of controlling the vehicle to jump and move away, the driver can perform steering operations on the vehicle according to the actual situation to drive the vehicle to a safe area. At this time, the current steering wheel angle can be obtained, and the steering wheels can be controlled according to the current steering angle to make the vehicle jump and move in the direction expected by the driver.

[0088] In one implementation, when a vehicle is stuck, it may be stuck quite deep or the windshield may be dirty, making it difficult for the driver to accurately determine the specific situation around the vehicle. In this case, the environmental information of the vehicle can be obtained through monitoring equipment such as cameras, radar devices or ultrasonic sensors in the vehicle. Based on environmental information, the target steering angle of the steering wheel in the vehicle is determined, where the target direction is used to indicate the direction where there are no obstacles. The suspension system and drive system are controlled based on the target output power, including: At the same time, the suspension system is controlled based on the target output power, the drive system is controlled, and the steering wheels of the vehicle are controlled based on the target steering angle.

[0089] For example, while controlling the vehicle's fully active suspension system and drive system, environmental information of the vehicle's surroundings can be monitored; based on the environmental information, the direction in which there are no obstacles around the vehicle can be determined as the target steering angle of the steering wheel, and the vehicle's steering wheels can be controlled according to the target steering angle to drive the vehicle to a safe area without obstacles.

[0090] In this embodiment, the target steering angle of the steering wheel is calculated in real time based on the environmental information of the vehicle's current environment. At the same time, the direction of the vehicle's fully active suspension system, drive system, and steering wheels are controlled, so that the vehicle can adjust its driving direction synchronously during the jump to get out of trouble, avoid obstacles around the stuck area, and prevent the vehicle from getting into a new predicament after getting out of the current predicament. This process does not require manual intervention from the driver. The system can automatically plan the optimal steering path based on the vehicle's current environmental information, simplifying the extrication process, reducing the risk of operational errors, and improving the success rate of vehicle extrication.

[0091] In one implementation, after the vehicle's wheels leave the ground, the current stage of the vehicle's jump is obtained, which includes the rising stage and the falling stage. Based on the current stage, adjust the damping parameters of the suspension system; and / or, based on the current stage, adjust the target output torque of the drive system.

[0092] The damping parameters of a fully active suspension system can include damping force and damping ratio. Damping force is the resistance generated by damping elements (such as shock absorbers) in the suspension system during movement, and is directly proportional to the relative speed of the suspension. The formula for calculating damping force is: ,in, represents the damping force, c represents the damping coefficient (unit: N·s / m), and v represents the suspension speed. The damping force can be adjusted by changing the damping coefficient c. The damping ratio is a dimensionless parameter that measures the damping characteristics of the suspension system. It represents the ratio of actual damping to critical damping and is related to the suspension mass and spring stiffness.

[0093] For example, after the vehicle's wheels leave the ground, the vehicle is in a state of airborne motion. The vehicle first moves upwards, which is the ascending phase; then, the vehicle moves downwards, which is the descent phase. While in the air, the vehicle may experience instability due to a shift in its center of gravity. To maintain stability after the jump, the current stage of the jump process can be determined. Based on the current stage, the damping parameters of the fully active suspension system and / or the target output torque of the drive system can be adjusted. In one implementation, the current stage of the vehicle can be determined by detecting the vertical displacement of the suspension, the vertical acceleration of the vehicle body, or the relative velocity of the suspension.

[0094] For example, when the front axle displacement of the vehicle crosses zero from negative to positive, or the vertical acceleration of the vehicle body changes from positive upward to negative downward, or the relative velocity between the wheel and the vehicle body is detected to be upward, it indicates that the suspension is in a stretched state, and the vehicle can be determined to be in the rising phase; when the front axle displacement of the vehicle crosses zero from positive to negative, or the vertical acceleration of the vehicle body changes from negative downward to positive upward, or the relative velocity between the wheel and the vehicle body is detected to be downward, it indicates that the suspension is in a compressed state, and the vehicle can be determined to be in the falling phase.

[0095] In this embodiment, after the vehicle's wheels are lifted off the ground, the vehicle is monitored in real time to determine whether it is in the rising or falling phase of the jump process. Based on the current phase, the damping parameters of the fully active suspension system are adjusted, and / or the target output torque of the drive system is adjusted. This can improve the flexibility of controlling various systems in the vehicle and prevent vehicle instability and energy waste caused by improper damping parameters or output torque settings when the vehicle is suspended.

[0096] In one implementation, the process of adjusting the damping parameters of the suspension system based on the current stage may specifically include: When the current stage is the upward phase, increase the damping parameter of the front axle in the suspension system and decrease the damping parameter of the rear axle in the suspension system. Given that the current phase is a pullback phase, increase the damping parameters of the front and rear axles.

[0097] For example, if the vehicle is currently in an upward phase of motion, to suppress the inertia of the upward movement and reduce the "nose-up" tendency, the damping parameter of the front axle in the fully active suspension system can be increased, making the front axle damping stiffer to support the front of the vehicle. Simultaneously, to prevent the rear axle suspension from overstretching and causing the rear of the vehicle to sink, the damping parameter of the rear axle in the fully active suspension system can be decreased, allowing the rear axle to extend quickly. During the downward phase, the vehicle body moves downward due to inertia. Increasing the damping parameters of both the front and rear axles can attenuate body vibrations and prevent the suspension from bottoming out upon landing, thus avoiding impact on the occupants.

[0098] For example, when the vehicle is in the lifting phase, if the extension speed of the front axle suspension is detected to exceed a threshold, the opening of the front axle damper can be increased via a solenoid valve, raising the damping coefficient c to [value missing]. ,in, This represents the gain coefficient, typically between 0.3 and 0.5. For example, if the initial damping ratio of the front axle is 0.4, it can be adjusted to 0.6 during the ascent phase. When the extension speed of the rear axle suspension exceeds a threshold, the opening of the rear axle damper can be reduced via a solenoid valve, lowering the damping coefficient c to [value missing]. ,in, This represents the damping coefficient, which is usually taken as 0.2 to 0.3. For example, if the initial damping ratio of the rear axle is 0.5, the damping ratio can be adjusted to 0.35 during the ascent phase.

[0099] For example, during the vehicle's descent phase, the vertical acceleration of the vehicle body can be monitored. When the downward vertical acceleration exceeds a threshold, the opening of the front and rear axle dampers can be controlled to increase synchronously, raising the damping coefficient c to [value missing]. ,in, This represents the gain coefficient, which is usually taken as 0.4 to 0.6. For example, if the initial damping ratio of the front axle and the rear axle is 0.5, the damping ratio can be adjusted to 0.8 during the fallback phase.

[0100] In this embodiment, during the ascent phase after the vehicle's wheels leave the ground, increasing the damping parameter of the front axle and decreasing the damping parameter of the rear axle in the vehicle's fully active suspension system enhances the front axle's ability to suppress front-end lift and reduces the rear axle's resistance to rear-end sinking, preventing the vehicle from rolling over due to center of gravity shift after takeoff and improving vehicle stability during the jump. During the descent phase after the vehicle's wheels leave the ground, simultaneously increasing the damping parameters of both the front and rear axles allows for rapid attenuation of suspension vibrations after landing, preventing front wheel slippage due to excessive suspension compression and ensuring vehicle stability upon landing. Adjusting the damping parameters in conjunction with different stages of the vehicle's traction process improves the driving and riding experience for passengers inside the vehicle during traction control.

[0101] In one implementation, the target output torque of the drive system is adjusted based on the current stage, including: If the current stage is an upward phase, reduce the target output torque of the drive system; Given that the current phase is a decline phase, increase the target output torque of the drive system.

[0102] For example, after controlling the vehicle's drive system to lift the wheels off the ground, the vehicle is in the upward phase of its ascent. At this point, it's unnecessary to continuously provide significant power to the vehicle, so the target output torque of the drive system can be reduced to avoid wasting driving force. Conversely, when the vehicle is in the downward phase of its descent, to prevent the wheels from coming to a stop upon landing and causing the vehicle to slip, thus affecting its stability, the target output torque of the drive system can be increased.

[0103] Optionally, after detecting that the vehicle's wheels have left the ground, when the vehicle is in the rising phase, the output torque of the drive system can be directly reduced to 0.

[0104] Electronic Stability Program (ESP) is a general term for systems or programs designed to improve a vehicle's handling performance while effectively preventing it from losing control when it reaches its dynamic limits. In one implementation, ESP can control the vehicle's wheel slip ratio, thereby optimizing traction distribution by controlling the output torque of the drive system and preparing the vehicle for a landing.

[0105] For example, during the vehicle's descent phase, when the wheels are freely spinning or idling, the slip ratio may be 100%. In this case, the ESP can pre-activate the brake pressure regulator to prepare for the vehicle's landing and shorten the response delay after the wheels touch the ground. At the moment of the vehicle's touchdown, if the wheels are locked or excessively slipping, single-wheel braking and torque reduction can be used to reduce the wheel slip ratio. During the buffering and stabilization phase after the vehicle lands, the wheels may have slight slippage. In this case, ESP can maintain braking pressure and torque redistribution to maximize four-wheel traction and maintain vehicle stability.

[0106] In this embodiment, during the vehicle's upward jump phase, the wheels lose ground traction after leaving the ground. At this time, reducing the target output torque of the drive system can avoid energy waste caused by high torque output of the drive wheels leading to idle without load. During the vehicle's descent phase, the target output torque of the drive system can be gradually increased to prevent the vehicle from slipping or becoming unstable due to insufficient driving force after landing. Adjusting the output torque of the drive system in combination with different stages of the vehicle's escape process improves the driving experience for users inside the vehicle during the escape process.

[0107] In one implementation, since the vehicle's body posture (e.g., pitch angle, roll angle, etc.) may change continuously during the ascent or return phase, the vehicle's body posture can be monitored in real time by sensors of the fully active suspension system. Then, the suspension parameters such as damping parameters of the fully active suspension system can be adjusted according to the body posture information to ensure the stability of the vehicle when it is in the air.

[0108] Figure 3 This is a schematic diagram illustrating the control of a vehicle to jump and escape from a trapped state, provided in an embodiment of this application. Figure 3As shown, taking the target steering angle of the steering wheel to indicate that the vehicle is moving forward as an example, position A is used to indicate the position where the vehicle is in a trapped state. During the process of controlling the vehicle's fully active suspension system and drive system, the vehicle first jumps upward and forward from position A to position B. Then, the vehicle is in the air state shown in position C for a short time. Then, due to the influence of gravity, the vehicle will move downward from position C to position D. Finally, after the vehicle lands, it is in position E. At this time, the vehicle has completely escaped the trapped state and maintains a stable parking state.

[0109] Figure 4 This is a schematic diagram illustrating the stage after the vehicle wheels leave the ground, as provided in an embodiment of this application. Figure 4 (a) in the text indicates that the current stage of the vehicle is the ascending stage; Figure 4 (b) in the text indicates that the vehicle's current phase is the descent phase. For example... Figure 4 As shown in (a), during the rising phase, the vehicle moves upwards to dislodge the ditch; as Figure 4 As shown in (b), when the vehicle is in the descent phase, the vehicle will move downwards until the vehicle's wheels touch the ground.

[0110] In summary, in this embodiment, when a target instruction indicating that the vehicle needs to escape its trapped state is received, the vehicle's current entrapment depth is obtained; and based on the entrapment depth, a corresponding target output power is determined to generate vertical acceleration in the vehicle; then, the vehicle's fully active suspension system and drive system are controlled according to the target output power to enable the vehicle to jump and escape its current trapped state. Compared to traditional escaping systems that use fixed escaping strategies for different working conditions, this application determines the corresponding output power based on the actual entrapment depth of the vehicle and controls the fully active suspension system, which improves the matching degree between the control strategy and the scenario, accurately achieving vehicle escaping while avoiding waste of vehicle energy. Furthermore, in this application, the fully active suspension system and drive system in the cooperative vehicle utilize the driving force of the drive system to provide the vehicle with momentum and lateral power for jumping. The vertical reaction force generated by the suspension system and the propulsion force generated by the drive wheels form a combined force, which can better realize the vehicle jumping, improve the vehicle's extrication efficiency, and control the vehicle to leave the trapped state, preventing the vehicle from falling into the trapped state again, further improving the success rate of vehicle extrication.

[0111] Figure 5 This is a schematic flowchart illustrating a vehicle control method provided in an embodiment of this application. It should be understood that this method can be applied to a vehicle equipped with a suspension system and a drive system; or, applied to a processor in the aforementioned vehicle; or, applied to a chip in a processor mounted in the aforementioned vehicle.

[0112] For example, such as Figure 5 As shown, taking a fully active suspension system as an example, the method 500 includes: The S501 displays the get-out-of-trouble interface on the vehicle's main unit screen.

[0113] For example, the display screen of the vehicle's head unit (HUT) may show an interface for receiving user input to control the vehicle to get out of trouble.

[0114] Optionally, the vehicle's operating condition can be monitored in real time. When the vehicle is detected to be stuck, an escape interface can be displayed on the in-vehicle display screen. The escape interface can display virtual controls for "Confirm Escape" and "Cancel Escape" so that the user can choose whether to control the vehicle to escape on its own.

[0115] Optionally, after displaying the escape interface, the user can be asked whether they need to escape via voice or other means.

[0116] S502, detect whether the user operation indicates control of the vehicle to get out of trouble; if yes, then execute S503; if no, then execute S503.

[0117] For example, the system receives user input on the vehicle recovery interface and determines whether the user has instructed the vehicle to recover autonomously based on the user input; or, after outputting a voice query, the system determines whether the user has instructed the vehicle to recover autonomously based on the user's response.

[0118] S503 controls the vehicle to maintain its original state.

[0119] For example, if the user operation does not instruct the vehicle to get out of trouble, the vehicle is controlled to maintain its original state; or, if the vehicle's fully active suspension system and / or drive system do not meet the current conditions for getting out of trouble, the vehicle is controlled to maintain its original state.

[0120] S504, determine whether the fully active suspension system meets the conditions for getting out of trouble; if yes, then execute S505; if no, then execute S503.

[0121] For example, when the user instructs the vehicle to get out of trouble, it is further determined whether the fully active suspension system in the vehicle meets the conditions for getting out of trouble; if the fully active suspension system does not meet the conditions for getting out of trouble, the vehicle can be controlled to maintain its original state. The conditions for getting out of trouble may include whether the suspension travel of the fully active suspension system is sufficient for the vehicle to escape from the current depth of the slump, and whether the power source of the fully active suspension system can meet the current power requirements.

[0122] For example, for fully active suspension systems with different suspension travel, a corresponding depth can be pre-determined for escaping a stuck vehicle. For instance, a vehicle with a suspension travel of 0.1m can escape a stuck vehicle within a preset depth range (e.g., 0m to 0.2m). If the current stuck depth exceeds the preset depth range, it can be determined that the fully active suspension system does not meet the vehicle's current escaping conditions; if the current stuck depth is within the preset depth range, it can be determined that the fully active suspension system meets the current escaping conditions.

[0123] For example, based on parameters such as the vehicle's stuck depth, the target output power required by the vehicle can be determined, and the target output power can be compared with the maximum output power that the vehicle's power source can provide. If the target output power is greater than the maximum output power, it indicates that the fully active suspension system does not meet the current conditions for getting out of trouble, and the vehicle can be left uncontrolled. If the target output power is less than the maximum output power, it indicates that the fully active suspension system meets the conditions for getting out of trouble.

[0124] Optionally, if the fully active suspension system does not meet the current conditions for getting out of trouble, the maximum output power of the fully active suspension system can be used for control in order to minimize the current difficulty of getting out of trouble for the vehicle.

[0125] S505 controls the vehicle to execute the suspension jump strategy.

[0126] For example, when the fully active suspension system meets the conditions for getting out of trouble, it can control the vehicle to execute a suspension jump strategy.

[0127] It should be understood that suspension takeoff strategy refers to... Figure 2 The strategy described herein is to control the vehicle's fully active suspension system based on a target output power to generate vertical acceleration in the vehicle.

[0128] Specifically, the current depth of the vehicle stuck is obtained; based on the depth of the stuck vehicle and the vehicle's mass, the target output power of the fully active suspension system is determined, and the fully active suspension system of the vehicle is controlled according to the target output power.

[0129] Alternatively, the implementation of S505 can be found in [reference needed]. Figure 2 The target output power is determined in S201 to S203, and the relevant description of controlling the fully active suspension system based on the target output power is not repeated here.

[0130] S506, determine whether the drive system meets the conditions for getting out of trouble; if yes, execute S507; if no, execute S503.

[0131] For example, when the user instructs the vehicle to get out of trouble, it is simultaneously determined whether the vehicle's drive system meets the conditions for getting out of trouble. These conditions may include the drive system being fault-free, to ensure that the drive system can output torque normally for vehicle torque control. If the drive system does not meet the conditions for getting out of trouble, the vehicle is controlled to maintain its original state.

[0132] S507 controls the vehicle's drive system to execute drive strategies.

[0133] The drive system may include components such as an engine and / or a drive motor used to drive the vehicle.

[0134] It should be understood that driving strategy refers to, for example, Figure 2 The strategy for controlling the vehicle's drive system based on the target output torque, as described in S203.

[0135] The target output torque of the drive system can be the maximum output torque of the drive components; or, based on the road surface parameters of the current vehicle's distressed state, the corresponding target output torque can be determined for torque control to avoid energy waste.

[0136] For example, if the vehicle's drive system meets the conditions for getting out of trouble, the vehicle can be controlled to execute the drive strategy of the drive system to control the vehicle to better achieve a jump, and the vehicle can be controlled to move horizontally a certain distance to avoid the vehicle falling back into a trapped state.

[0137] Alternatively, the implementation of S507 can be found in [reference needed]. Figure 2 The relevant description of the control and drive system in S203 is not repeated here in the embodiments of this application.

[0138] S508, Vehicle Stability System Co-control.

[0139] For example, after executing the suspension jump strategy and the drive strategy of the drive components, the vehicle's wheels may leave the ground, causing the vehicle to jump and become suspended in the air. To maintain the vehicle's balance, a vehicle stability system, such as Electronic Stability Program (ESP), Inertial Measurement Unit (IMU), and wheel speed sensors, can be used in coordinated control to ensure vehicle stability and the accuracy of the vehicle's direction of movement.

[0140] In one implementation, after the vehicle takes off and is in the air, the torque of the drive system can be controlled to return to zero in a short time to avoid wear and tear caused by the drive components spinning freely. At the same time, the vehicle suspension in the fully active suspension system can be controlled to be in a pre-compression state to prepare for the vehicle landing and avoid a large impact on the vehicle body when the wheels contact the ground.

[0141] Alternatively, the implementation of S508 can be found in [reference needed]. Figure 2 The relevant description in S203 is not repeated here in the embodiments of this application.

[0142] S509, after the extrication is completed, the control suspension and drive system are restored to their pre-extrication state.

[0143] For example, after the vehicle is successfully freed from a difficult situation, the state of the fully active suspension system and drive system can be restored to the state before the vehicle was freed, maintaining the consistency of the vehicle's state before and after the freed-from-difficulty situation and avoiding discomfort for the users inside the vehicle.

[0144] In this embodiment, the vehicle-mounted display screen intuitively shows the escaping interface, guiding the user to understand the operation instructions. The system detects whether the user actively triggers an escaping request to determine whether to control the vehicle for escaping, avoiding system misjudgments, such as accidental activation in unnecessary scenarios, reducing energy consumption and mechanical wear. If the user does not trigger an escaping request, the vehicle maintains its original state, ensuring driving stability. When an escaping request is determined, the system checks whether the fully active suspension meets the escaping conditions (such as suspension travel, motor power, etc.). If so, the suspension jump strategy is activated to help the vehicle escape from potholes or muddy terrain. Simultaneously, the status of the drive system is detected; if the conditions are met, the drive strategy is executed to ensure that power can be effectively transmitted to the ground, thereby improving the success rate of controlling the vehicle to escape. During the operation of the suspension and drive system, combined with a vehicle stability system (such as ESP), the vehicle's attitude can be monitored synchronously to prevent loss of control, ensuring the safety of the escaping process and avoiding the vehicle instability problems caused by aggressive actions of a single system in traditional escaping methods. After successfully getting the vehicle out of trouble, the system restores the status of all systems in the vehicle without requiring user adjustments, ensuring a consistent driving experience before and after the vehicle is out of trouble, thereby improving the user's driving experience.

[0145] The above text combined Figures 1 to 5 The vehicle control method provided in the embodiments of this application has been described in detail; the following will be combined with Figure 6 and Figure 7 The apparatus embodiments of this application are described in detail below. It should be understood that the apparatus in the embodiments of this application can perform the various methods described in the foregoing embodiments of this application, that is, the specific working processes of the various products described below can be referred to the corresponding processes in the foregoing method embodiments.

[0146] Figure 6 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this application.

[0147] For example, such as Figure 6 As shown, the device 600 includes: The acquisition module 601 is used to acquire the vehicle's stuck depth upon receiving a target instruction, wherein the target instruction is used to indicate that there is a need to control the vehicle to get out of the stuck state. The determining module 602 is used to determine the target output power of the suspension system based on the vehicle's stuck depth, wherein the target output power is used to control the suspension system to make the vehicle generate vertical acceleration; The control module 603 is used to control the suspension system and the drive system based on the target output power to enable the vehicle to jump and escape from the trapped state.

[0148] In one possible implementation, the control module 603 is specifically used to control the drive system based on the maximum output torque of the drive system to make the vehicle's wheels leave the ground; or, based on the road surface parameters in the trapped state, to determine the target output torque of the drive system; and based on the target output torque, to control the drive system to make the vehicle's wheels leave the ground.

[0149] In one possible implementation, the determining module 602 is specifically used to obtain the target energy requirement of the vehicle based on the vehicle's stuck depth and overall vehicle mass; determine the output force of the suspension system based on the target energy requirement; and determine the target output power based on the output force.

[0150] In one possible implementation, the device 600 is further used to obtain the system efficiency of the power source system in the vehicle, wherein the power source system provides power to the suspension system and the drive system, and the system efficiency is used to represent the energy loss during the operation of the power source system; the determining module 602 is further used to obtain the initial energy demand based on the vehicle's stuck depth and the vehicle's total mass; and to correct the initial energy demand by the system efficiency to obtain the vehicle's target energy demand.

[0151] In one possible implementation, the device 600 is further configured to acquire environmental information of the vehicle; based on the environmental information, determine the target steering angle of the steering wheel in the vehicle, wherein the target direction is used to indicate the direction where there are no obstacles; the control module 603 is further configured to simultaneously control the suspension system based on the target output power, control the drive system, and control the steering wheels of the vehicle based on the target steering angle.

[0152] In one possible implementation, the device 600 is further configured to, after the vehicle's wheels have left the ground, acquire the current stage of the vehicle's jump, the current stage including an ascent stage and a descent stage; adjust the damping parameters of the suspension system based on the current stage; and / or, adjust the target output torque of the drive system based on the current stage.

[0153] In one possible implementation, the device 600 is further configured to increase the damping parameter of the front axle in the suspension system and decrease the damping parameter of the rear axle in the suspension system when the current stage is an ascending stage; and to increase the damping parameters of both the front and rear axles when the current stage is a descending stage.

[0154] In one possible implementation, the device 600 is further configured to reduce the target output torque of the drive system when the current stage is an ascending stage, and to increase the target output torque of the drive system when the current stage is a descending stage.

[0155] It should be noted that the aforementioned vehicle control device is embodied in the form of functional units. The term "module" here can be implemented in software and / or hardware, without specific limitations.

[0156] For example, a "module" can be a software program, a hardware circuit, or a combination of both that implements the above functions. The hardware circuit may include an application-specific integrated circuit (ASIC), electronic circuits, a processor (e.g., a shared processor, a proprietary processor, or a group processor) and memory for executing one or more software or firmware programs, integrated logic circuits, and / or other suitable components that support the described functions.

[0157] Therefore, the units of the various examples described in the embodiments of this application can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0158] Figure 7 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0159] For example, such as Figure 7 As shown, the vehicle 700 includes a memory 701 and a processor 702, wherein the memory 701 stores executable program code 703, and the processor 702 is used to call and execute the executable program code 703 to perform a vehicle control method.

[0160] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a vehicle control method provided in embodiments of this application.

[0161] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0162] When the functional modules are divided according to their respective functions, the device may also include an acquisition module, a determination module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced to the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0163] It should be understood that the device provided in this embodiment is used to execute the above-described vehicle control method, and therefore can achieve the same effect as the above-described implementation method.

[0164] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code.

[0165] The processing module may be a processor or a controller, which can implement or execute the various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0166] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a vehicle control method provided in the above embodiments.

[0167] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a vehicle control method provided in the above embodiment.

[0168] The computer-readable storage medium may include, but is not limited to, any type of disk, including floppy disks, optical disks, Digital Video Discs (DVDs), Compact Disc Read-Only Memory (CD-ROMs), microdrives, and magneto-optical disks, read-only memory (ROMs), random access memory (RAMs), erasable programmable read-only memory (EPROMs), electrically erasable programmable read-only memory (EEPROMs), dynamic random access memory (DRAMs), video random access memory (VRAMs), flash memory devices, magnetic cards or optical cards, nanosystems (including molecular memory ICs), or any type of medium or device suitable for storing instructions and / or data.

[0169] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a vehicle control method provided in the above embodiment.

[0170] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0171] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0172] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0173] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle control method, characterized in that, The method includes: Upon receiving a target instruction, the vehicle's stuck depth is obtained, wherein the target instruction indicates a need to control the vehicle to escape from the stuck state; Based on the vehicle's stuck depth, a target output power for the suspension system is determined, wherein the target output power is used to control the suspension system to cause the vehicle to generate vertical acceleration; The suspension system and drive system are controlled based on the target output power to cause the vehicle to jump and escape the trapped state.

2. The method according to claim 1, characterized in that, The control of the drive system includes: Based on the maximum output torque of the drive system, control the drive system to lift the vehicle's wheels off the ground; or, Based on the road surface parameters under the trapped state, the target output torque of the drive system is determined; and based on the target output torque, the drive system is controlled to make the vehicle's wheels leave the ground.

3. The method according to claim 1, characterized in that, Determining the target output power of the suspension system based on the vehicle's stuck depth includes: Based on the vehicle's stuck depth and its total mass, the target energy requirement of the vehicle is obtained. Based on the target energy requirement, the output force of the suspension system is determined; The target output power is determined based on the output force.

4. The method according to claim 3, characterized in that, The method further includes: The system efficiency of the power source system in the vehicle is obtained, wherein the power source system is used to provide power to the suspension system and the drive system, and the system efficiency is used to represent the energy loss during the operation of the power source system; Determining the target energy requirement of the vehicle based on the vehicle's stuck depth and its overall mass includes: Based on the vehicle's stuck depth and its total mass, the initial energy requirement is obtained. The initial energy demand is corrected by the system efficiency to obtain the target energy demand of the vehicle.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Obtain the environmental information of the vehicle's location; Based on the environmental information, a target steering angle of the steering wheel in the vehicle is determined, wherein the target direction is used to indicate the direction where there are no obstacles; The control of the suspension system and the drive system based on the target output power includes: At the same time, the suspension system is controlled based on the target output power, the drive system is controlled, and the steering wheels of the vehicle are controlled based on the target steering angle.

6. The method according to any one of claims 1 to 4, characterized in that, The method further includes: After the vehicle's wheels leave the ground, the current stage of the vehicle's jump is obtained, which includes an ascending stage and a descending stage. Based on the current stage, the damping parameters of the suspension system are adjusted; and / or, based on the current stage, the target output torque of the drive system is adjusted.

7. The method according to claim 6, characterized in that, The adjustment of the damping parameters of the suspension system based on the current stage includes: When the current stage is the rising stage, the damping parameter of the front axle in the suspension system is increased, and the damping parameter of the rear axle in the suspension system is decreased. When the current stage is the fall-off stage, increase the damping parameters of the front axle and the rear axle.

8. The method according to claim 6, characterized in that, The adjustment of the target output torque of the drive system based on the current stage includes: When the current stage is the rising stage, reduce the target output torque of the drive system; When the current stage is the decline stage, the target output torque of the drive system is increased.

9. A vehicle control device, characterized in that, The device includes: The acquisition module is used to acquire the vehicle's stuck depth upon receiving a target instruction, wherein the target instruction indicates a need to control the vehicle to escape from the stuck state; A determining module is used to determine a target output power of the suspension system based on the vehicle's stuck depth, wherein the target output power is used to control the suspension system to cause the vehicle to generate vertical acceleration; A control module is used to control the suspension system and the drive system based on the target output power, so as to make the vehicle jump and drive away from the trapped state.

10. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor for calling and running the executable program code from the memory, causing the vehicle to perform the method as described in any one of claims 1 to 8.

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