Vehicle escape method and device based on angle module, vehicle, medium and product

Abstract

The application relates to a vehicle escape method and device based on an angle module, a vehicle, a medium and a product. The method comprises the following steps: acquiring the current state of the vehicle; triggering the vehicle to enter an escape mode when the current state is a trapped state; controlling the front drive wheel and the rear drive wheel of the vehicle to steer when the vehicle enters the escape mode; applying a braking torque to the sunken drive wheel of the vehicle; and increasing the driving torque of the non-sunken drive wheel of the vehicle to increase the traction force of the road surface on the non-sunken drive wheel, so as to make the vehicle escape. Thus, the dependence on manual execution of vehicle escape is reduced, and the automation degree of the vehicle escape process is improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of vehicle escape, in particular to a vehicle escape method and device based on an angle module, a vehicle, a medium and a product. BACKGROUND

[0002] At present, the automobile industry is developing rapidly. In addition to driving on conventional urban roads and highways, vehicles may also travel on low-adhesion roads such as mud, snow and sand. Such roads have low adhesion coefficients and unstable road conditions, and vehicles are prone to get stuck, such as tires sinking into mud, snow or soft soil.

[0003] Currently, the driver's experience is mainly relied on to perform "rocking the car", fine-tuning the direction, coordinating the accelerator and brake, and other operations to make the vehicle escape. However, there is a problem that the degree of dependence on manual execution of vehicle escape is high. SUMMARY

[0004] Therefore, it is necessary to provide a vehicle escape method and device based on an angle module, a vehicle, a medium and a product, which can reduce the degree of dependence on manual execution of vehicle escape and improve the automation degree of the vehicle escape process.

[0005] In a first aspect, the present application provides a vehicle escape method based on an angle module, comprising:

[0006] obtaining a current state of the vehicle;

[0007] in a case where the current state is a stuck state, triggering the vehicle to enter an escape mode;

[0008] in a case where the vehicle enters the escape mode, controlling the front drive wheels and the rear drive wheels of the vehicle to steer, applying a braking torque to the sunken drive wheels of the vehicle, and increasing a driving torque to the non-sunken drive wheels of the vehicle to increase the traction force of the road to the non-sunken drive wheels, the traction force being used to make the vehicle escape; the steering angle of the front drive wheels and the steering angle of the rear drive wheels are the same in size, and the steering direction of the front drive wheels is opposite to the steering direction of the rear drive wheels, the braking torque is used to control the slip ratio of the sunken drive wheels to be reduced to a first preset slip ratio, and the driving torque is used to control the slip ratio of the non-sunken drive wheels to be maintained within a preset slip ratio interval.

[0009] In one embodiment, the obtaining a current state of the vehicle comprises:

[0010] obtaining a first target parameter of the vehicle; the first target parameter comprises at least one of a first parameter, a second parameter and a third parameter; the first parameter comprises a longitudinal acceleration of at least one driving wheel of the vehicle; the second parameter comprises a slip ratio of at least one driving wheel of the vehicle; and the third parameter comprises a vehicle speed and a driving torque of at least one driving wheel of the vehicle;

[0011] determining a current state of the vehicle according to the first target parameter.

[0012] In one embodiment, the determining of the current state of the vehicle according to the first target parameter comprises:

[0013] determining the current state as a stuck state when the first target parameter satisfies a stuck condition, and determining the current state as a non-stuck state when the first target parameter does not satisfy the stuck condition;

[0014] wherein the first target parameter is determined to satisfy the stuck condition when at least one of the following conditions is satisfied:

[0015] a longitudinal acceleration of at least one driving wheel of the vehicle is less than a theoretical longitudinal acceleration by a first preset multiple; the theoretical longitudinal acceleration is determined according to a driving torque of at least one driving wheel of the vehicle and a mass of the vehicle;

[0016] a slip ratio of at least one driving wheel of the vehicle exceeds a second preset slip ratio for a duration not less than a first preset duration;

[0017] a vehicle speed is less than a first preset vehicle speed for a duration not less than a second preset duration, and a driving torque of at least one driving wheel of the vehicle is greater than a rated torque by a second preset multiple.

[0018] In one embodiment, the method further comprises:

[0019] obtaining a target steering angle corresponding to each time point in a shearing motion cycle of the sunken driving wheel; in a case where the sunken driving wheel is the front driving wheel, the target steering angle is determined based on a steering angle of the front driving wheel, a preset amplitude and a preset frequency; and in a case where the sunken driving wheel is the rear driving wheel, the target steering angle is determined based on a steering angle of the rear driving wheel, the preset amplitude and the preset frequency;

[0020] controlling the sunken driving wheel to perform periodic shearing motion based on the target steering angle; the periodic shearing motion is used to increase a traction force of the non-sunken driving wheel on the road surface.

[0021] In one embodiment, the method further comprises:

[0022] In the case that the vehicle fails to successfully escape, a new target parameter is obtained by adjusting the second target parameter, and a vehicle escape operation is performed based on the new target parameter until the vehicle successfully escapes.

[0023] The adjusting of the second target parameter comprises:

[0024] adjusting the steering angle of the front drive wheel and the steering angle of the rear drive wheel;

[0025] adjusting the slip ratio of the non-sunken drive wheel to a target slip ratio, the target slip ratio being determined based on the real-time estimated road adhesion coefficient;

[0026] adjusting the preset amplitude based on the road adhesion coefficient;

[0027] adjusting the preset frequency based on the road adhesion coefficient.

[0028] In one of the embodiments, the method further comprises:

[0029] In the case that the vehicle speed is greater than a second preset vehicle speed for a duration not less than a third preset duration, the slip ratio of each drive wheel is less than a third preset slip ratio, and the yaw acceleration fluctuation of the vehicle is less than a preset fluctuation, the vehicle is controlled to switch from the escape mode to a normal driving mode.

[0030] In a second aspect, the application further provides a vehicle escape device based on an angle module, comprising:

[0031] a first acquisition module configured to acquire a current state of the vehicle;

[0032] a triggering module configured to trigger the vehicle to enter an escape mode in the case that the current state is a trapped state;

[0033] a control module configured to control the front drive wheel and the rear drive wheel of the vehicle to steer, apply a braking torque to the sunken drive wheel of the vehicle, and increase a driving torque to the non-sunken drive wheel of the vehicle to increase the traction force of the road to the non-sunken drive wheel, the traction force being used to make the vehicle escape, the steering angle of the front drive wheel and the steering angle of the rear drive wheel being the same in size, and the steering direction of the front drive wheel being opposite to the steering direction of the rear drive wheel, the braking torque being used to control the slip ratio of the sunken drive wheel to decrease to a first preset slip ratio, and the driving torque being used to control the slip ratio of the non-sunken drive wheel to maintain within a preset slip ratio interval.

[0034] In a third aspect, the application further provides a vehicle, the vehicle comprising an angle module, the angle module being used to implement the following steps:

[0035] obtaining a current state of the vehicle;

[0036] in a case where the current state is a trapped state, triggering the vehicle to enter a trapped mode;

[0037] in a case where the vehicle enters the trapped mode, controlling front drive wheels and rear drive wheels of the vehicle to steer, applying a braking torque to a sunken drive wheel of the vehicle, and increasing a driving torque to a non-sunken drive wheel of the vehicle to increase a traction force of the road surface to the non-sunken drive wheel, the traction force being used to make the vehicle escape from the trapped state; the steering angle of the front drive wheels and the steering angle of the rear drive wheels are of the same size, and the steering direction of the front drive wheels is opposite to the steering direction of the rear drive wheels, the braking torque is used to control the slip ratio of the sunken drive wheel to be reduced to a first preset slip ratio, and the driving torque is used to control the slip ratio of the non-sunken drive wheel to be maintained within a preset slip ratio range.

[0038] In a fourth aspect, the present application further provides a computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the following steps:

[0039] obtaining a current state of the vehicle;

[0040] in a case where the current state is a trapped state, triggering the vehicle to enter a trapped mode;

[0041] in a case where the vehicle enters the trapped mode, controlling front drive wheels and rear drive wheels of the vehicle to steer, applying a braking torque to a sunken drive wheel of the vehicle, and increasing a driving torque to a non-sunken drive wheel of the vehicle to increase a traction force of the road surface to the non-sunken drive wheel, the traction force being used to make the vehicle escape from the trapped state; the steering angle of the front drive wheels and the steering angle of the rear drive wheels are of the same size, and the steering direction of the front drive wheels is opposite to the steering direction of the rear drive wheels, the braking torque is used to control the slip ratio of the sunken drive wheel to be reduced to a first preset slip ratio, and the driving torque is used to control the slip ratio of the non-sunken drive wheel to be maintained within a preset slip ratio range.

[0042] In a fifth aspect, the present application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the following steps:

[0043] obtaining a current state of the vehicle;

[0044] in a case where the current state is a trapped state, triggering the vehicle to enter a trapped mode;

[0045] In a case where the vehicle enters the stuck-removal mode, the front drive wheels and the rear drive wheels of the vehicle are controlled to steer, a braking torque is applied to the stuck drive wheels of the vehicle, and a driving torque is increased for the non-stuck drive wheels of the vehicle to increase the traction of the road surface on the non-stuck drive wheels, which is used to remove the vehicle from the stuck state; the steering angles of the front drive wheels and the rear drive wheels are of the same size, and the steering directions of the front drive wheels and the rear drive wheels are opposite, the braking torque is used to control the slip ratio of the stuck drive wheels to be reduced to a first preset slip ratio, and the driving torque is used to control the slip ratio of the non-stuck drive wheels to be maintained within a preset slip ratio range.

[0046] The vehicle stuck-removal method, device, vehicle, medium, and product based on the angle module obtain a current state of the vehicle, in a case where the current state is a stuck state, trigger the vehicle to enter a stuck-removal mode, in a case where the vehicle enters the stuck-removal mode, control the front drive wheels and the rear drive wheels of the vehicle to steer, apply a braking torque to the stuck drive wheels of the vehicle, and increase a driving torque for the non-stuck drive wheels of the vehicle to increase the traction of the road surface on the non-stuck drive wheels, which is used to remove the vehicle from the stuck state. Thus, the dependence on manual execution of vehicle stuck-removal is reduced, and the automation degree of the vehicle stuck-removal process is improved. BRIEF DESCRIPTION OF DRAWINGS

[0047] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the related art, the following will briefly introduce the drawings needed to be used in the description of the embodiments of the present application or the related art. Obviously, the drawings in the following description are only some embodiments of the present application, and for those skilled in the art, other related drawings can also be obtained without creative labor.

[0048] Figure 1 is a flowchart of a vehicle stuck-removal method based on an angle module provided by an embodiment of the present application;

[0049] Figure 2 is a schematic diagram of steering of the front drive wheels and the rear drive wheels of a vehicle provided by an embodiment of the present application;

[0050] Figure 3 is a flowchart of a current state acquisition method of a vehicle provided by an embodiment of the present application;

[0051] Figure 4 is a flowchart of a stuck drive wheel control method provided by an embodiment of the present application;

[0052] Figure 5 is a structural schematic diagram of a vehicle stuck-removal device based on an angle module provided by an embodiment of the present application. DETAILED DESCRIPTION

[0053] In order to make the purposes, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present application and should not be used to limit the present application.

[0054] It should be noted that the terms "first", "second", etc. used in the present application can be used to describe various elements, but these elements are not limited by these terms. These terms are only used to distinguish the first element from the second element. The terms "include" and "have" and any variations thereof used in the present application are intended to cover non-exclusive inclusion. The term "multiple" used in the present application refers to two and more than two. The term "and / or" used in the present application refers to one of the options or any combination of multiple options.

[0055] In an exemplary embodiment, as shown in Figure 1 Figure 1 is a flowchart of a vehicle escape method based on an angle module provided by the embodiments of the present application. The method can be applied to an angle module in a vehicle. The method can include the following steps S101-S103:

[0056] S101, obtaining a current state of the vehicle.

[0057] At least one of a first parameter, a second parameter and a third parameter can be obtained. The first parameter includes a longitudinal acceleration of at least one drive wheel of the vehicle. The second parameter is a slip ratio of at least one drive wheel of the vehicle. The third parameter is a vehicle speed and a drive torque of at least one drive wheel of the vehicle.

[0058] In an exemplary embodiment, in a case where the longitudinal acceleration of at least one drive wheel of the vehicle is less than a first preset multiple of a theoretical longitudinal acceleration, it is determined that the current state of the vehicle is a trapped state. The theoretical longitudinal acceleration is determined according to the drive torque of at least one drive wheel of the vehicle and the mass of the vehicle.

[0059] In another exemplary embodiment, in a case where the slip ratio of at least one drive wheel of the vehicle exceeds a second preset slip ratio for a duration not less than a first preset duration, it is determined that the current state of the vehicle is a trapped state.

[0060] In another exemplary embodiment, in a case where the vehicle speed is less than a first preset vehicle speed for a duration not less than a second preset duration, and the drive torque of at least one drive wheel of the vehicle is greater than a second preset multiple of a rated torque, it is determined that the current state of the vehicle is a trapped state.

[0061] ​Alternatively, in a case where the longitudinal acceleration of the at least one driving wheel of the vehicle is less than the first preset multiple of the theoretical longitudinal acceleration, the duration for which the slip ratio of the at least one driving wheel of the vehicle exceeds the second preset slip ratio is not less than the first preset duration, the duration for which the vehicle speed is less than the first preset vehicle speed is not less than the second preset duration, and the driving torque of the at least one driving wheel of the vehicle is greater than the second preset multiple of the rated torque, the current state of the vehicle is determined as the stuck state.

[0062] S102, in a case where the current state is the stuck state, triggering the vehicle to enter the unstuck mode.

[0063] S103, in a case where the vehicle enters the unstuck mode, controlling the front driving wheels and the rear driving wheels of the vehicle to steer, applying a braking torque to the sunken driving wheel of the vehicle, and increasing the driving torque of the non-sunken driving wheel of the vehicle to increase the traction force of the road surface on the non-sunken driving wheel, the traction force being used to make the vehicle unstuck; the steering angles of the front driving wheels and the rear driving wheels are of the same size, and the steering directions of the front driving wheels and the rear driving wheels are opposite, the braking torque is used to control the slip ratio of the sunken driving wheel to decrease to the first preset slip ratio, and the driving torque is used to control the slip ratio of the non-sunken driving wheel to maintain within the preset slip ratio range.

[0064] For example, as shown in FIG. 2, Figure 2 Figure 2 is a schematic diagram of steering of the front driving wheels and the rear driving wheels of the vehicle provided by an embodiment of the present application. The front driving wheels include a first front driving wheel 21 and a second front driving wheel 22, and the rear driving wheels include a first rear driving wheel 23 and a second rear driving wheel 24. The first front driving wheel 21 and the second front driving wheel 22 steer to the right, and the first rear driving wheel 23 and the second rear driving wheel 24 steer to the left.

[0065] The steering directions of the front driving wheels and the rear driving wheels are determined based on whether the sunken driving wheel of the vehicle belongs to the left driving wheel or the right driving wheel of the vehicle. That is, in a case where the sunken driving wheel is the left driving wheel of the vehicle, the front driving wheels steer to the right, i.e., the steering directions of the front driving wheels are the right direction of the vehicle; in a case where the sunken driving wheel is the right driving wheel of the vehicle, the front driving wheels steer to the left, i.e., the steering directions of the front driving wheels are the left direction of the vehicle. Figure 2 As shown in FIG. 3, the steering directions of the front driving wheels and the rear driving wheels in a case where the left driving wheel is the sunken driving wheel, the left driving wheel can include the first front driving wheel 21 and the first rear driving wheel 23, and the right driving wheel can include the second front driving wheel 22 and the second rear driving wheel 24.

[0066] ​The sinking drive wheel is relatively speaking, if the left drive wheel and the right drive wheel are both stuck, the sinking drive wheel can be determined from the left drive wheel and the right drive wheel based on the severity of the left drive wheel and the right drive wheel. For example, the severity of the left drive wheel is greater than the severity of the right drive wheel, and the left drive wheel is the sinking drive wheel. The severity of the left drive wheel is less than the severity of the right drive wheel, and the right drive wheel is the sinking drive wheel.

[0067] In the case of the left drive wheel or the right drive wheel being the sinking drive wheel, the front drive wheel and the rear drive wheel of the vehicle can be controlled to steer, the sinking drive wheel of the vehicle is applied with a brake torque, and the non-sinking drive wheel of the vehicle is increased in drive torque to increase the traction of the non-sinking drive wheel on the road surface.

[0068] The steering angle δ_f of the front drive wheel and the steering angle δ_r of the rear drive wheel satisfy: |δ_f| = |δ_r| = δ_set, δ_set can be in the range of not less than 5° and not more than 15°, and δ_f and δ_r are in opposite directions, for example, δ_f = +10° and δ_r = -10°. This operation shortens the turning radius and builds a mechanical basis for subsequent torque control.

[0069] The sinking drive wheel is applied with a brake torque T_brake, so that the slip ratio of the sinking drive wheel is reduced to ≤10%, a yaw moment is generated to move the center of gravity of the vehicle body outward, and the direction of the non-sinking side of the drive wheel is offset. The sinking drive wheel is applied with a brake torque, so that the vertical load of the non-sinking side of the drive wheel is increased, the road adhesion of the non-sinking side of the drive wheel is increased, the traction of the road surface on the wheel is improved, and the vehicle is more easily out of the sinking area. Wherein, the sinking side refers to the side where the sinking drive wheel is located, which can be the left side or the right side. The non-sinking side refers to the side opposite to the sinking side. For example, the sinking drive wheel is located on the left side, and the non-sinking side is the right side; the sinking drive wheel is located on the right side, and the non-sinking side is the left side.

[0070] The non-sinking drive wheel of the vehicle is increased in drive torque ΔT_drive, and the increase in drive torque can maintain the slip ratio of the non-sinking drive wheel within a preset slip ratio interval to improve the effective traction of the road surface on the wheel. Wherein, the preset slip ratio interval can be, for example, not less than 15% and not more than 20%, and the non-sinking drive wheel can include the non-sinking side of the drive wheel and the non-sinking drive wheel of the sinking side.

[0071] The embodiment can fully utilize the independent steering potential of the angle module to improve the escape efficiency, create favorable mechanical conditions, control the reverse steering of the front and rear drive wheels, and control the sinking drive wheel braking and the non-sinking drive wheel driving mode, generate a controllable yaw moment to shift the center of gravity and adjust the posture to adapt to the narrow space, thereby assisting the vehicle to escape.

[0072] In this embodiment, by acquiring the current state of the vehicle, in the case that the current state is the trapped state, the vehicle is triggered to enter the escape mode, in the case that the vehicle enters the escape mode, the front drive wheels and the rear drive wheels of the vehicle are controlled to steer, the braking torque is applied to the sunken drive wheels of the vehicle, and the driving torque is increased for the non-sunken drive wheels of the vehicle, so as to realize the intelligent collaborative distribution of the torque and the steering, and the traction force of the road surface on the non-sunken drive wheels can be increased, which is used to make the vehicle escape. Thus, the dependence on manual execution of vehicle escape is reduced, and the automation degree of the vehicle escape process is improved. In an exemplary embodiment, as shown in Figure 3 Figure 3 is a flow diagram of a current state acquisition method of a vehicle provided by the embodiment of the present application. The S101 described above comprises the following steps S301-S302. Wherein:

[0073] S301, acquiring a first target parameter of the vehicle.

[0074] The first target parameter comprises at least one of the first parameter, the second parameter and the third parameter, the first parameter comprises the longitudinal acceleration of at least one drive wheel of the vehicle, the second parameter comprises the slip ratio of at least one drive wheel of the vehicle, and the third parameter comprises the vehicle speed and the driving torque of at least one drive wheel of the vehicle.

[0075] S302, determining the current state of the vehicle according to the first target parameter.

[0076] In this embodiment, by acquiring the first target parameter of the vehicle and determining the current state of the vehicle according to the first target parameter, the current state of the vehicle can be determined more accurately, so as to trigger the vehicle to enter the escape mode in the case that the current state is the trapped state, to control the front drive wheels and the rear drive wheels of the vehicle to steer, to apply the braking torque to the sunken drive wheels of the vehicle, and to increase the driving torque for the non-sunken drive wheels of the vehicle, so as to increase the traction force of the road surface on the non-sunken drive wheels, which is used to make the vehicle escape.

[0077] In an exemplary embodiment, the S302 described above, which determines the current state of the vehicle according to the first target parameter, can be realized by the following manner:

[0078] In the case that the first target parameter meets the trapped condition, the current state is determined to be the trapped state, and in the case that the first target parameter does not meet the trapped condition, the current state is determined to be the non-trapped state;

[0079] Wherein, in the case that the first target parameter meets at least one of the following conditions, it is determined that the first target parameter meets the trapped condition;

[0080] ​The longitudinal acceleration of the at least one driving wheel of the vehicle is less than a first preset multiple of a theoretical longitudinal acceleration; the theoretical longitudinal acceleration is determined according to the driving torque of the at least one driving wheel of the vehicle and the mass of the vehicle;

[0081] The duration that the slip ratio of the at least one driving wheel of the vehicle exceeds a second preset slip ratio is not less than a first preset duration;

[0082] The duration that the vehicle speed is less than a first preset vehicle speed is not less than a second preset duration, and the driving torque of the at least one driving wheel of the vehicle is greater than a second preset multiple of the rated torque.

[0083] For example, the first preset multiple is 30%, the second preset slip ratio can be equal to 30%, the first preset duration is 3 seconds, the first preset vehicle speed is 2 km / h, and the second preset multiple is 80%.

[0084] In the embodiment, the current state is determined as the trapped state when the first target parameter meets the trapped condition, and the current state is determined as the non-trapped state when the first target parameter does not meet the trapped condition, so that whether the current state is the trapped state is determined more accurately.

[0085] In one exemplary embodiment, as shown in Figure 4 , the method comprises the following steps S401 to S402. Figure 4 S401, obtaining a target steering angle corresponding to each time point in a shearing motion cycle of the trapped driving wheel; in the case that the trapped driving wheel is a front driving wheel, the target steering angle is determined based on a steering angle of the front driving wheel, a preset amplitude and a preset frequency; in the case that the trapped driving wheel is a rear driving wheel, the target steering angle is determined based on a steering angle of the rear driving wheel, a preset amplitude and a preset frequency.

[0086] For example, the target steering angle corresponding to each time point can be determined based on the following formula (1):

[0087] δ_actual = δ + A·sin(2πft) (1).

[0088] In the case that the trapped driving wheel is the front driving wheel, δ is equal to δ_f; in the case that the trapped driving wheel is the rear driving wheel, δ is equal to δ_r.

[0089]

[0090] ​δ actual represents the target steering angle, t represents each time point in the shearing motion cycle T, A represents the preset amplitude, and f represents the preset frequency. The amplitude A can be a value in an interval of not less than 2° and not greater than 5°, or a value in an interval of not less than -5° and not greater than -2°. For example, T is equal to 1 minute, and a target steering angle is determined every second, 60 target steering angles can be determined.

[0091] The target steering angle corresponding to each time point can also be determined based on a modified formula of formula (1). For example, a product obtained by multiplying a value based on formula (1) by a first preset value is taken as the target steering angle, or a result obtained by adding a second preset value to the value based on formula (1) is taken as the target steering angle.

[0092] Alternatively, a first product of the preset frequency and the time point is determined, a second product of the first product and 2π is determined, a sine function value of the second product is determined, a third product of the sine function value and the preset amplitude is determined, a fourth product of the third product and a third preset value is determined, and a sum of the fourth product and a first steering angle δ is taken as the target steering angle corresponding to the time point. In the case where the sink drive wheel is a front drive wheel, the first steering angle δ is equal to δ f. In the case where the sink drive wheel is a rear drive wheel, the first steering angle δ is equal to δ r.

[0093] S402, based on the target steering angle, control the sink drive wheel to perform periodic shearing motion; the periodic shearing motion is used to increase the traction of the road surface on the non-sink drive wheel.

[0094] Based on the target steering angle, the sink drive wheel is controlled to perform periodic shearing motion, which realizes the micro-motion steering of the sink drive wheel, that is, the micro-motion steering of the sink drive wheel is realized by the periodic shearing motion of the sink drive wheel. Based on the target steering angle, the sink drive wheel is controlled to perform periodic shearing motion, which realizes the destruction of the lubricating layer of the tire and the contact interface such as the mud interface by the periodic shearing motion, restores the mechanical biting action, and thus increases the traction of the road surface on the non-sink drive wheel.

[0095] In the embodiment, by obtaining the target steering angle corresponding to each time point of the sink drive wheel in the shearing motion cycle, the sink drive wheel is controlled to perform periodic shearing motion based on the target steering angle; the periodic shearing motion is used to increase the traction of the road surface on the non-sink drive wheel, which can further increase the traction of the road surface on the non-sink drive wheel.

[0096] In an exemplary embodiment, the following processes can also be performed:

[0097] In the case where the vehicle is not successfully rescued, a new target parameter is obtained by adjusting the second target parameter, and a vehicle rescue operation is performed based on the new target parameter until the vehicle is successfully rescued;

[0098] wherein adjusting the second target parameter comprises:

[0099] adjusting a steering angle of the front drive wheel and a steering angle of the rear drive wheel;

[0100] adjusting a slip ratio of the non-sunken drive wheel to a target slip ratio; the target slip ratio being determined based on the real-time estimated road adhesion coefficient;

[0101] adjusting the preset amplitude based on the road adhesion coefficient;

[0102] adjusting the preset frequency based on the road adhesion coefficient.

[0103] In the case of adjusting the steering angle of the front drive wheel and the steering angle of the rear drive wheel, the adjusted steering angles can be adapted to the depth of the sunken drive wheel to increase the traction of the road to the non-sunken drive wheel to assist the vehicle to successfully escape from the stuck.

[0104] In the case of adjusting the slip ratio of the non-sunken drive wheel to the target slip ratio, the traction of the road to the non-sunken drive wheel is increased to assist the vehicle to successfully escape from the stuck.

[0105] In the case of adjusting the preset amplitude based on the road adhesion coefficient and / or adjusting the preset frequency based on the road adhesion coefficient, the target steering angle can be adjusted to control the sunken drive wheel to perform the periodic shearing motion based on the target steering angle.

[0106] In the embodiment, in the case that the vehicle does not successfully escape from the stuck, the second target parameter is adjusted to obtain a new target parameter, and the vehicle escape operation is performed based on the new target parameter until the vehicle successfully escapes from the stuck, thereby improving the success rate of the vehicle escape.

[0107] In one exemplary embodiment, the following steps can also be included:

[0108] In the case that the vehicle speed is greater than the second preset vehicle speed for a duration not less than a third preset duration, the slip ratio of each drive wheel is less than a third preset slip ratio, and the yaw acceleration fluctuation of the vehicle is less than a preset fluctuation, the vehicle is controlled to switch from the escape mode to the normal driving mode.

[0109] The second preset vehicle speed is, for example, 5 km / h, the third preset duration is, for example, 5 seconds, the third preset slip ratio is, for example, 15%, and the preset fluctuation is, for example, 5° / s.

[0110] The system can gradually perform the following actions within a fourth preset duration, for example, 2 seconds: zero the steering angles (δ_f and δ_r are set to 0°), stop the micro-steering of the sunken drive wheel, and release the torque distribution of the inner drive wheel and the outer drive wheel to switch to the normal driving mode, i.e., the conventional driving mode. The inner drive wheel refers to the sunken drive wheel, and the outer drive wheel refers to the non-sunken drive wheel.

[0111] In this embodiment, when the vehicle speed is greater than the second preset vehicle speed for a duration not less than the third preset duration, the slip ratio of each drive wheel is less than the third preset slip ratio, and the yaw acceleration fluctuation of the vehicle is less than the preset fluctuation, the vehicle is controlled to switch from the escape mode to the normal driving mode, the successful exit from the escape mode is realized, and the vehicle is facilitated to travel in the conventional mode.

[0112] It should be understood that, although each step in the flowchart involved in each of the above embodiments is shown in sequence according to the arrow, these steps are not necessarily executed in the order indicated by the arrow. Unless otherwise specified herein, the execution of these steps is not strictly limited in sequence, and these steps can be executed in other orders. Moreover, at least part of the steps in the flowchart involved in each of the above embodiments can include multiple steps or stages, which are not necessarily executed at the same time, but can be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but can be alternately or alternately executed with at least part of other steps or steps or stages in other steps. It can be understood that the steps in different embodiments can be freely combined as needed, and various non-contradictory schemes formed by the combination are within the scope of protection of the present application.

[0113] Based on the same inventive concept, the embodiments of the present application also provide a vehicle escape device for implementing the vehicle escape method described above. The implementation scheme for solving the problem provided by the device is similar to the implementation scheme described in the above method, so the specific limitations in one or more vehicle escape device embodiments provided below can refer to the limitations of the vehicle escape method described above, and will not be repeated here.

[0114] In one exemplary embodiment, as shown in Figure 5 , Figure 5 is a structural schematic diagram of a vehicle escape device based on an angle module provided by an embodiment of the present application. The vehicle escape device 500 includes:

[0115] The first acquisition module 501 is configured to acquire the current state of the vehicle.

[0116] The triggering module 502 is configured to trigger the vehicle to enter the escape mode when the current state is the trapped state.

[0117] The control module 503 is configured to, when the vehicle enters the escape mode, control the front drive wheels and the rear drive wheels of the vehicle to steer, apply a brake torque to the sunken drive wheels of the vehicle, and increase a driving torque of the non-sunken drive wheels of the vehicle, so as to increase the traction force of the road surface on the non-sunken drive wheels, and the traction force is used to make the vehicle escape; the steering angles of the front drive wheels and the rear drive wheels are the same, and the steering directions of the front drive wheels and the rear drive wheels are opposite; the brake torque is used to control the slip ratio of the sunken drive wheels to be reduced to a first preset slip ratio, and the driving torque is used to control the slip ratio of the non-sunken drive wheels to be maintained in a preset slip ratio range.

[0118] In an example embodiment, the first acquisition module comprises:

[0119] The acquisition unit is configured to acquire a first target parameter of the vehicle; the first target parameter comprises at least one of a first parameter, a second parameter, and a third parameter; the first parameter comprises a longitudinal acceleration of at least one drive wheel of the vehicle; the second parameter comprises a slip ratio of at least one drive wheel of the vehicle; and the third parameter comprises a vehicle speed and a driving torque of at least one drive wheel of the vehicle.

[0120] The determination unit is configured to determine a current state of the vehicle according to the first target parameter.

[0121] In an example embodiment, the determination unit is specifically configured to, when the first target parameter satisfies a trapped condition, determine that the current state is a trapped state; and when the first target parameter does not satisfy the trapped condition, determine that the current state is a non-trapped state.

[0122] In an example embodiment, the determination unit is specifically configured to, when the first target parameter satisfies at least one of the following conditions, determine that the first target parameter satisfies the trapped condition:

[0123] The longitudinal acceleration of at least one drive wheel of the vehicle is less than a first preset multiple of a theoretical longitudinal acceleration; the theoretical longitudinal acceleration is determined according to the driving torque of at least one drive wheel of the vehicle and the mass of the vehicle.

[0124] The slip ratio of at least one drive wheel of the vehicle exceeds a second preset slip ratio for a duration not less than a first preset duration.

[0125] The vehicle speed is less than a first preset vehicle speed for a duration not less than a second preset duration, and the driving torque of at least one drive wheel of the vehicle is greater than a second preset multiple of a rated torque.

[0126] In an example embodiment, the method further comprises:

[0127] obtaining a target steering angle corresponding to each time point of the shearing motion cycle of the sunken drive wheel; in the case that the sunken drive wheel is a front drive wheel, the target steering angle is determined based on a steering angle of the front drive wheel, a preset amplitude and a preset frequency; in the case that the sunken drive wheel is a rear drive wheel, the target steering angle is determined based on a steering angle of the rear drive wheel, the preset amplitude and the preset frequency;

[0128] controlling the sunken drive wheel to perform the periodic shearing motion based on the target steering angle; the periodic shearing motion is used to increase the traction force of the road surface on the non-sunken drive wheel.

[0129] In an exemplary embodiment, the vehicle escape device 500 can further include:

[0130] an adjusting module, configured to, in the case that the vehicle fails to escape successfully, adjust the second target parameter to obtain a new target parameter, and perform the vehicle escape operation based on the new target parameter until the vehicle escapes successfully;

[0131] wherein the adjusting the second target parameter comprises:

[0132] adjusting the steering angle of the front drive wheel and the steering angle of the rear drive wheel;

[0133] adjusting the slip ratio of the non-sunken drive wheel to a target slip ratio; the target slip ratio is determined based on the real-time estimated road surface adhesion coefficient;

[0134] adjusting the preset amplitude based on the road surface adhesion coefficient;

[0135] adjusting the preset frequency based on the road surface adhesion coefficient.

[0136] In an exemplary embodiment, the vehicle escape device 500 can further include:

[0137] a switching module, configured to, in the case that the vehicle speed of the vehicle is greater than the second preset vehicle speed for a duration not less than the third preset duration, the slip ratio of each drive wheel is less than the third preset slip ratio, and the yaw acceleration fluctuation of the vehicle is less than a preset fluctuation, control the vehicle to switch from the escape mode to the normal driving mode.

[0138] Each module in the vehicle escape device described above can be realized wholly or partially by software, hardware and combinations thereof. Each module described above can be embedded in or independent of the processor in the vehicle escape device in hardware form, or can be stored in the memory in the vehicle escape device in software form, so as to be called and executed by the processor to perform the operations corresponding to each module.

[0139] In an exemplary embodiment, a vehicle is provided, which includes an angle module for implementing the steps of the method described above.

[0140] In an embodiment, a computer readable storage medium is provided, having stored thereon a computer program which, when executed by a processor, implements the steps of any of the above method embodiments. The technical principles and effects are similar, and are not repeated here.

[0141] In an embodiment, a computer program product is provided, comprising a computer program which, when executed by a processor, implements the steps of any of the above method embodiments. The technical principles and effects are similar, and are not repeated here.

[0142] A person of ordinary skill in the art can understand that all or part of the processes in the above-mentioned embodiment methods can be completed by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer readable storage medium and can include the processes of the above-mentioned embodiments when executed. Any reference to a memory, database or other medium used in the embodiments provided in the present application can include at least one of a non-volatile memory and a volatile memory. The non-volatile memory can include a read-only memory (ROM), a magnetic tape, a floppy disk, a flash memory, an optical memory, a high-density embedded non-volatile memory, a resistive random access memory (ReRAM), a magnetoresistive random access memory (MRAM), a ferroelectric random access memory (FRAM), a phase change memory (PCM), a graphene memory, etc. The volatile memory can include a random access memory (RAM) or an external cache memory, etc. As an illustration but not limitation, the RAM can be in various forms, such as a static random access memory (SRAM) or a dynamic random access memory (DRAM), etc. The database involved in the embodiments provided in the present application can include at least one of a relational database and a non-relational database. The non-relational database can include a distributed database based on a block chain, etc., without being limited thereto. The processor involved in the embodiments provided in the present application can be a general processor, a central processing unit, a graphics processing unit, a digital signal processor, a programmable logic device, a data processing logic device based on quantum computing, an artificial intelligence (AI) processor, etc., without being limited thereto.

[0143] Any technical features in the above embodiments can be combined, and for the sake of brevity, not all possible combinations are described above, however, any combination of these technical features is deemed to be within the scope of the present application.

[0144] The above embodiments only express several implementation manners of the present application, and the description is relatively specific and detailed, but it should not be understood as a limitation on the patent scope of the present application. It should be pointed out that, for ordinary skilled persons in the art, several modifications and improvements can be made without departing from the concept of the present application, and these all belong to the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the appended claims.

Claims

1. A method for vehicle escape based on angle module, characterized in that, The method comprises: acquiring a current state of the vehicle; in a case where the current state is a trapped state, triggering the vehicle to enter a trapped-escape mode; in a case where the vehicle enters the trapped-escape mode, controlling front drive wheels and rear drive wheels of the vehicle to steer, applying a braking torque to a sunken drive wheel of the vehicle, and increasing a driving torque of a non-sunken drive wheel of the vehicle to increase a traction force of the non-sunken drive wheel on the road surface, the traction force being used to make the vehicle escape from the trapped state; the steering angle of the front drive wheel and the steering angle of the rear drive wheel are of the same size, and the steering direction of the front drive wheel is opposite to the steering direction of the rear drive wheel; the braking torque is used to control the slip ratio of the sunken drive wheel to be reduced to a first preset slip ratio, and the driving torque is used to control the slip ratio of the non-sunken drive wheel to be maintained within a preset slip ratio range; the acquiring of the current state of the vehicle comprises: acquiring a first target parameter of the vehicle; the first target parameter comprises at least one of a first parameter, a second parameter, and a third parameter; the first parameter comprises a longitudinal acceleration of at least one drive wheel of the vehicle, the second parameter comprises a slip ratio of at least one drive wheel of the vehicle, and the third parameter comprises a vehicle speed and a driving torque of at least one drive wheel of the vehicle; determining the current state of the vehicle according to the first target parameter; the method further comprises: acquiring a target steering angle corresponding to each time point in a shear motion cycle of the sunken drive wheel; in a case where the sunken drive wheel is the front drive wheel, the target steering angle is determined based on a steering angle of the front drive wheel, a preset amplitude, and a preset frequency; in a case where the sunken drive wheel is the rear drive wheel, the target steering angle is determined based on a steering angle of the rear drive wheel, the preset amplitude, and the preset frequency; controlling the sunken drive wheel to perform periodic shear motion based on the target steering angle; the periodic shear motion is used to increase the traction force of the non-sunken drive wheel on the road surface; in a case where the vehicle fails to escape from the trapped state, adjusting a second target parameter to obtain a new target parameter, and performing a vehicle trapped-escape operation based on the new target parameter until the vehicle successfully escapes from the trapped state; wherein the adjusting of the second target parameter comprises: adjusting the steering angle of the front drive wheel and the steering angle of the rear drive wheel; adjusting the slip ratio of the non-sunken drive wheel to a target slip ratio; the target slip ratio is determined based on a real-time estimated road surface adhesion coefficient; adjusting the preset amplitude based on the road surface adhesion coefficient; adjusting the preset frequency based on the road surface adhesion coefficient.

2. The method of claim 1, wherein, the determining of the current state of the vehicle according to the first target parameter comprises: in a case where the first target parameter satisfies a trapped condition, determining that the current state is a trapped state; in a case where the first target parameter does not satisfy the trapped condition, determining that the current state is a non-trapped state; wherein the first target parameter is determined to satisfy the trapped condition in a case where the first target parameter satisfies at least one of the following conditions: a longitudinal acceleration of at least one drive wheel of the vehicle is less than a theoretical longitudinal acceleration by a first preset multiple; the theoretical longitudinal acceleration is determined according to a drive torque of the at least one drive wheel of the vehicle and a mass of the vehicle; a slip ratio of the at least one drive wheel of the vehicle exceeds a second preset slip ratio for a duration not less than a first preset duration; the vehicle speed is less than a first preset vehicle speed for a duration not less than a second preset duration, and a drive torque of the at least one drive wheel of the vehicle is greater than a rated torque by a second preset multiple.

3. The method according to claim 1 or 2, characterized in that, The method further comprises: in a case where the vehicle speed of the vehicle is greater than a second preset vehicle speed for a duration not less than a third preset duration, the slip ratio of each drive wheel is less than a third preset slip ratio, and the yaw acceleration of the vehicle fluctuates by less than a preset fluctuation, the vehicle is controlled to switch from the stuck-removal mode to a normal driving mode.

4. A vehicle escape device applied to the vehicle escape method based on the corner module according to any one of claims 1 to 3, characterized in that, The device comprises: a first acquisition module configured to acquire a current state of the vehicle; a triggering module configured to trigger the vehicle to enter a stuck-removal mode in a case where the current state is a stuck state; a control module configured to, in a case where the vehicle enters the stuck-removal mode, control a front drive wheel and a rear drive wheel of the vehicle to steer, apply a brake torque to a stuck drive wheel of the vehicle, and increase a drive torque of a non-stuck drive wheel of the vehicle to increase a traction force of the non-stuck drive wheel on the road surface, the traction force being used to remove the vehicle from the stuck state; the steering angle of the front drive wheel and the steering angle of the rear drive wheel are of the same size, and the steering direction of the front drive wheel is opposite to the steering direction of the rear drive wheel; the brake torque is used to control the slip ratio of the stuck drive wheel to be reduced to a first preset slip ratio, and the drive torque is used to control the slip ratio of the non-stuck drive wheel to be maintained within a preset slip ratio range.

5. A vehicle characterized by comprising: The vehicle comprises an angle module configured to implement the steps of the method according to any one of claims 1 to 3.

6. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program, when executed by a processor, implements the steps of the method according to any one of claims 1 to 3.

7. A computer program product comprising a computer program, characterized in that, The computer program, when executed by a processor, implements the steps of the method according to any one of claims 1 to 3. The computer program, when executed by a processor, implements the steps of the method according to any one of claims 1 to 3.

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