Vehicle escape control method and device, vehicle and storage medium

Abstract

The invention discloses a vehicle escape control method and device, a vehicle and a storage medium. The method comprises the following steps: in response to a vehicle escape instruction, controlling a vehicle to enter a vehicle escape mode; in the vehicle escape mode, generating first prompt information; wherein the first prompt information is used for prompting a user to tread an accelerator pedal in a first speed range; under the condition that it is detected that the accelerator pedal moves within the first speed range, the wheel rotating speed of each wheel and the actual speed of the vehicle are obtained; determining the maximum adhesive force of each wheel according to the actual speed of the vehicle and the wheel rotating speed of each wheel; and distributing corresponding output torque to each wheel according to the maximum adhesive force of each wheel so as to control the vehicle to move. The method is simple and effective, does not need a complex algorithm, reduces the calculation burden, and improves the escape success rate and safety.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and in particular to a control method, device, vehicle, and storage medium for vehicle extrication from difficult situations. Background Technology

[0002] With the rapid development of vehicle technology, automobiles are playing an increasingly important role in people's lives.

[0003] Cars may encounter various road conditions while driving, and on unpaved roads, such as gravel roads, mountain roads, or muddy roads, they may get stuck. When a wheel gets stuck, it cannot gain effective traction, causing the vehicle to be unable to move. Therefore, in cases of being stuck, the vehicle is usually pulled out by pushing or towing it manually, using external force.

[0004] However, this method of escaping by relying entirely on external forces has the problem of low escaping efficiency. Summary of the Invention

[0005] This application proposes a control method, device, vehicle, and storage medium for vehicle extrication from difficult situations, which can achieve efficient vehicle extrication control under complex road conditions.

[0006] The technical solution of this application is implemented as follows:

[0007] In a first aspect, embodiments of this application provide a control method for vehicle extrication from difficult situations, the method comprising:

[0008] In response to a vehicle escaping command, control the vehicle to enter vehicle escaping mode;

[0009] In vehicle traction mode, a first prompt message is generated; the first prompt message is used to prompt the user to depress the accelerator pedal within a first speed range;

[0010] If the accelerator pedal is detected to be moving within a first speed range, the wheel rotation speed of each wheel and the actual vehicle speed are obtained.

[0011] Determine the maximum adhesion force of each wheel based on the actual speed of the vehicle and the rotational speed of each wheel.

[0012] The output torque is distributed to each wheel according to the maximum adhesion of each wheel in order to control the movement of the vehicle.

[0013] By employing the aforementioned technical means, the system obtains vehicle traction commands and enters traction mode, guiding the user to operate the accelerator pedal in a specific manner. This allows the system to collect wheel rotation speed and vehicle speed, combine these two data to calculate the maximum adhesion of each wheel, and allocate output torque accordingly. This enables precise control of the vehicle's traction process. The method is simple and effective, requires no complex algorithms, reduces computational burden, and improves traction success rate and safety.

[0014] In one embodiment, distributing corresponding output torque to each wheel based on the maximum adhesion of each wheel to control vehicle movement includes:

[0015] In response to allocating corresponding output torque to each wheel, a second prompt message is generated; wherein the second prompt message is used to instruct the user to control the accelerator pedal within a second speed range; the speed indicated by the second speed range is greater than the speed indicated by the first speed range;

[0016] If the accelerator pedal is detected to be moving within a second speed range, the vehicle's motor drive force is acquired;

[0017] The maximum output torque of each wheel is determined based on the maximum adhesion of each wheel.

[0018] The vehicle's movement is controlled by distributing the corresponding output torque to each wheel based on the vehicle's motor drive force and the maximum output torque of each wheel.

[0019] Based on the aforementioned technical means, after calculating the maximum adhesion, the user is further guided to operate the accelerator pedal at a higher speed, which rapidly increases the driving force of the vehicle's motor. This allows the vehicle controller to perform more precise torque distribution based on the motor driving force and the known maximum output torque, thereby improving the power output accuracy and response speed when getting out of trouble.

[0020] In one embodiment, upon detecting that the accelerator pedal is moving within a first speed range, acquiring the wheel rotation speed of each wheel and the actual vehicle speed includes:

[0021] Upon detecting that the accelerator pedal is moving within a first speed range, the vehicle is driven by each wheel in turn until the wheel slips.

[0022] During the alternating control process, the wheel rotation speed and the actual vehicle speed are obtained when each wheel slips.

[0023] Based on the above technical means, by driving each wheel to a slipping state in sequence, it is possible to accurately obtain the rotational speed of each wheel under extreme conditions and the actual speed of the vehicle, thereby improving the accuracy of the subsequent calculation of the maximum adhesion.

[0024] In this embodiment of the application, the adhesion characteristics (wheel rotation speed) of each wheel can be accurately obtained through the above-mentioned various implementation methods, so that the vehicle controller can optimize torque distribution and suspension adjustment based on these adhesion characteristics, thereby improving the vehicle's off-road efficiency.

[0025] In one embodiment, determining the maximum adhesion of each wheel based on the actual vehicle speed and the wheel rotation speed of each wheel includes:

[0026] The slip ratio of each wheel is determined based on the actual speed of the vehicle and the rotational speed of each wheel.

[0027] Get the current road surface type;

[0028] Based on the pre-set correspondence between road surface type, slip ratio, and adhesion coefficient, determine the maximum road adhesion coefficient of each wheel corresponding to the current road surface type and the slip ratio of each wheel;

[0029] The maximum adhesion force of each wheel is determined based on the maximum road surface adhesion coefficient of each wheel.

[0030] Based on the above technical means, by introducing parameters of slip ratio and road surface type, and combining them with preset mapping relationships, the maximum road surface adhesion coefficient of each wheel can be estimated more accurately, thereby improving the calculation accuracy of maximum adhesion and enhancing the adaptability and reliability of the traction control strategy.

[0031] In one embodiment, determining the maximum adhesion force of each wheel based on the maximum road surface adhesion coefficient of each wheel includes:

[0032] Obtain the vehicle axle load ratio and vehicle mass;

[0033] The vertical load on each wheel is determined based on the axle load ratio and the vehicle mass.

[0034] The maximum adhesion force of each wheel is determined based on the vertical load of each wheel's tires and the maximum road adhesion coefficient of each wheel.

[0035] Based on the aforementioned technical methods, the vertical load on the wheels is calculated using the vehicle's axle load ratio and overall vehicle mass. Then, the maximum adhesion force of each wheel is calculated based on the vertical load and the maximum road adhesion coefficient of each wheel. This makes the estimation of the maximum adhesion force closer to real physical conditions, thereby improving the scientific rigor and effectiveness of off-road control.

[0036] In one embodiment, obtaining the current road surface type includes:

[0037] The first interface is displayed, which includes various controls, each corresponding to a different road surface type.

[0038] The current road surface type is obtained in response to the user's trigger operation on the control corresponding to the current road surface type.

[0039] Based on the aforementioned technical means, by providing a visual human-machine interface in the traction mode, users can intuitively select the type of road surface they are currently driving on. This improves the user's adaptability to environmental changes, facilitates better human-machine interaction, allows for more accurate calculation of tire adhesion and adjustment of driving force distribution, and ultimately enables more efficient traction control.

[0040] In one embodiment, the method further includes:

[0041] During the alternating control process, after acquiring the wheel rotation speed when the wheel slips and the actual vehicle speed, a third prompt message is generated, which instructs the accelerator pedal to be reset.

[0042] Based on the aforementioned technical means, by prompting the user to reset the accelerator pedal after data collection is completed, the integrity of the operation process is ensured, while reducing the possibility of misoperation and improving user experience and operational safety.

[0043] Secondly, embodiments of this application provide a control device for vehicle extrication from difficult situations, the device comprising:

[0044] The acquisition module is used to respond to vehicle escaping commands and control the vehicle to enter the vehicle escaping mode;

[0045] The prompt module is used to generate a first prompt message in the vehicle escape mode; wherein the first prompt message is used to prompt the user to depress the accelerator pedal within a first speed range;

[0046] The determination module is used to acquire the wheel rotation speed of each wheel and the actual vehicle speed when the accelerator pedal is detected to be moving within a first speed range; and to determine the maximum adhesion of each wheel based on the actual vehicle speed and the wheel rotation speed of each wheel.

[0047] The control module is used to distribute the corresponding output torque to each wheel according to the maximum adhesion of each wheel in order to control the movement of the vehicle.

[0048] Thirdly, embodiments of this application provide a vehicle including a processor and a memory; the memory is used to store a computer program that can run on the processor, and the processor is used to execute the vehicle extrication control method as described in any one of the first aspects above when running the computer program.

[0049] Fourthly, embodiments of this application provide a computer storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the vehicle extrication control method as described in any one of the first aspects above.

[0050] It should be understood that the above general description and the following detailed description are illustrative and explanatory only, and are not intended to limit the technical solutions of this application. Attached Figure Description

[0051] Figure 1 This is a flowchart illustrating a vehicle traction control method provided in an embodiment of this application. Figure 1 ;

[0052] Figure 2 This is a flowchart illustrating a method for determining the maximum adhesion of a wheel according to an embodiment of this application. Figure 1 ;

[0053] Figure 3 This is a schematic diagram illustrating the correspondence between road surface type, slip ratio, and adhesion coefficient provided in an embodiment of this application;

[0054] Figure 4 This is a flowchart illustrating a method for calculating the maximum adhesion force of a wheel, provided in an embodiment of this application. Figure 2 ;

[0055] Figure 5 This is a flowchart illustrating a method for distributing output torque to each wheel, as provided in an embodiment of this application.

[0056] Figure 6 This is a flowchart illustrating a vehicle traction control method provided in an embodiment of this application. Figure 2 ;

[0057] Figure 7 A logic block diagram of a vehicle traction control device provided in an embodiment of this application;

[0058] Figure 8 This is a schematic diagram of the hardware structure of a vehicle provided in an embodiment of this application. Detailed Implementation

[0059] In order to gain a more detailed understanding of the features and technical content of the embodiments of this application, the implementation of the embodiments of this application will be described in detail below with reference to the accompanying drawings. The accompanying drawings are for reference and illustration only and are not intended to limit the embodiments of this application.

[0060] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0061] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0062] It should also be noted that the terms "first, second, and third" used in the embodiments of this application are only used to distinguish similar objects and do not represent a specific order of objects. It is understood that "first, second, and third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0063] Furthermore, the reference to "embodiment" herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places throughout the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0064] With the rapid development of vehicle technology, automobiles are playing an increasingly important role in people's lives.

[0065] Cars may encounter various road conditions while driving, and on unpaved roads, such as gravel roads, mountain roads, or muddy roads, they may get stuck. When a wheel gets stuck, it cannot gain effective traction, causing the vehicle to become immobile. Therefore, in such situations, the vehicle is usually pulled out manually by pushing or towing. However, this method of relying entirely on external force to get out of trouble has the problem of low efficiency.

[0066] With the continuous development of new energy vehicle technology, distributed drive vehicles, due to the independent drive of each wheel, exhibit stronger passability in complex road conditions. Especially in situations where a vehicle is stuck, distributed drive vehicles can improve their ability to get out of trouble by independently adjusting the output torque of each wheel.

[0067] Currently, the output torque of each wheel is typically calculated based on its maximum traction force. However, the estimation of maximum traction force relies on fixed models or empirical parameters, lacking a real-time adaptive adjustment mechanism for the current road surface and vehicle conditions. This results in inaccurate estimates of the maximum traction force for each wheel. Especially under complex dynamic conditions, the estimated maximum traction force for each wheel deviates significantly from the actual maximum traction force. This leads to insufficient precision in the distribution of output torque to the wheels, limiting the effectiveness of traction control under different road conditions.

[0068] To address this technical problem, this application provides a vehicle traction control method. Applied to a vehicle, the method involves the vehicle entering an traction control mode after receiving an traction control command. In this mode, the user is guided to operate the accelerator pedal in a specific manner, thereby collecting the wheel rotation speeds and the vehicle's actual speed. The maximum traction force of each wheel is calculated by combining these two data points, and the output torque is allocated accordingly, achieving precise control over the vehicle's traction control process. This method utilizes human-computer interaction to assist the vehicle in acquiring key parameters, avoiding reliance on complex algorithms or high-performance computing equipment, improving the accuracy of the maximum wheel traction force, and thus enhancing the efficiency and reliability of traction control.

[0069] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0070] In this embodiment, the processing steps of the vehicle extrication control method can be implemented by a processor inside the vehicle, or by a processor of an onboard device installed on the vehicle. The onboard device is, for example, a vehicle controller.

[0071] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a vehicle traction control method provided in an embodiment of this application. Figure 1 The following explanation uses the vehicle controller as an example to illustrate the control method for getting the vehicle out of trouble. Figure 1 As shown, the method may include the following steps 101 to 103:

[0072] Step 101: In response to the vehicle getting out of trouble command, control the vehicle to enter the vehicle getting out of trouble mode.

[0073] In one implementation, the vehicle extrication command can be triggered by the user through the central control screen, voice commands, physical buttons, etc.

[0074] In another implementation, the vehicle escape command can be generated by the vehicle controller based on its own driving state. For example, the vehicle controller can detect wheel rotation speed and actual vehicle speed through sensors, and generate a vehicle escape command if it detects that the wheel rotation speed and actual vehicle speed of at least one vehicle meet a first condition. The first condition, for example, is that the wheel rotation speed of at least one vehicle is greater than 0, and the actual vehicle speed is 0.

[0075] Specifically, wheel speed sensors can be independently installed on each wheel of the vehicle to independently monitor the wheel's rotational speed. Furthermore, the vehicle controller can calculate the vehicle's actual speed based on data fusion from multiple sensors, including accelerometers, GPS, and gyroscopes.

[0076] It should be noted that, in this embodiment, when the vehicle controller generates a vehicle traction control command, it can also simultaneously generate a reminder message. This reminder message instructs the user to confirm the command. This allows the user to be aware that the vehicle is about to enter traction control mode. The vehicle controller can send this reminder message to the user via voice announcement, screen display, or other means. Correspondingly, the user can respond to the reminder message through voice commands, physical buttons, touch operations, or other methods to confirm the vehicle traction control command generated by the vehicle controller.

[0077] In this embodiment, when the vehicle controller receives a vehicle traction control command, it activates the vehicle traction control mode. This traction control mode is a special control mode activated by the user or by the vehicle itself when encountering low-traction road surfaces (such as ice, snow, mud, sand, etc.) causing wheel slippage, getting stuck, and being unable to drive normally. In traction control mode, the vehicle controller guides the user to operate the accelerator pedal, collects wheel status information, and calculates the maximum wheel traction based on this information, thereby achieving more precise torque distribution and traction control.

[0078] In vehicle traction control mode, the vehicle controller can configure specific settings for the vehicle's powertrain, braking system, and suspension system to support subsequent traction operations. For example, in traction control mode, the vehicle controller may restrict automatic transmission gear shifting, improve motor response speed, and disable some unnecessary functions, thereby optimizing the vehicle's performance in complex road conditions.

[0079] Step 102: In vehicle traction mode, generate first prompt information; wherein, the first prompt information is used to prompt the user to depress the accelerator pedal within a first speed range.

[0080] Step 103: When the accelerator pedal is detected to be moving within a first speed range, the wheel rotation speed of each wheel and the actual speed of the vehicle are obtained.

[0081] In this embodiment, the first prompt refers to an interactive prompt issued by the vehicle controller to the user, with the purpose of guiding the user to operate the accelerator pedal in a predetermined manner. For example, the vehicle controller may prompt the user to slowly and deeply press the accelerator pedal, accompanied by auxiliary reminders through lights, voice, or screen animations.

[0082] Among them, the vehicle controller can convey the initial prompt information to the user through various means such as voice, text display, and animation display.

[0083] The first speed range refers to the speed range that the user should maintain when pressing the accelerator pedal. The speed indicated by the first speed range is usually slower, so that the motor driving force can change by a small amount, so that the vehicle controller can accurately detect the wheel slippage.

[0084] In this embodiment, when the user depresses the accelerator pedal at a speed indicated by a first speed range, the accelerator pedal opening is controlled to remain below a preset opening threshold. This allows the vehicle to collect the wheel rotation speeds of each wheel when slipping, which is used to determine the adhesion characteristics of each wheel.

[0085] This includes prompting users to press the accelerator pedal within the first speed range, such as requiring users to operate at a constant speed or gradually increase the speed.

[0086] Wheel rotation speed refers to the actual rotational speed of each wheel detected by wheel speed sensors. The actual vehicle speed is the overall vehicle speed calculated by the processor based on data from multiple sensors, including vehicle positioning sensors, accelerometers, and gyroscopes. The main purpose of collecting wheel rotation speed and actual vehicle speed data is to determine whether the wheels are slipping and to provide a basis for subsequent maximum adhesion calculations.

[0087] In this embodiment, after receiving the first prompt message, the user can operate according to the prompt message. During this process, the vehicle controller can monitor the state of the accelerator pedal in real time, and when it detects that the accelerator pedal is moving within a first speed range, it controls the sensors to collect the wheel rotation speed and the actual vehicle speed in real time, and inputs this data into the subsequent processing logic.

[0088] It should be noted that, in this embodiment of the application, the vehicle controller can obtain the wheel rotation speed and the actual vehicle speed corresponding to each wheel slipping from the data collected in real time by the sensors.

[0089] In one implementation, when the accelerator pedal is detected to be moving within a first speed range, the vehicle is driven by each wheel in turn until the wheel slips. During the process of alternating control, the wheel rotation speed and the actual vehicle speed at the time of slippage are obtained.

[0090] Wheel slippage refers to the phenomenon where a wheel slides relative to the ground under the influence of driving force. Wheel slippage typically occurs on surfaces with insufficient traction, such as ice, snow, mud, or sand. Wheel slippage can be detected by wheel speed sensors, which detect the difference between the wheel's rotational speed and the vehicle's actual speed. When the wheel's rotational speed is significantly higher than the vehicle's actual speed, it indicates that the wheel is slipping.

[0091] In this embodiment, when the accelerator pedal moves within a first speed range and the accelerator pedal opening is less than a preset opening threshold, the vehicle controller can sequentially drive every two wheels and continuously monitor the wheel's motion state. If a wheel slips, the vehicle controller can immediately record the wheel's rotational speed at the time of slippage and the vehicle's actual speed. Here, "every two wheels" can refer to coaxial wheels or wheels located on the same side of the vehicle. Through the above data acquisition method, the vehicle controller can accurately obtain the wheel rotational speed of each wheel under extreme adhesion conditions.

[0092] In this embodiment, a turn-by-turn control strategy is employed, driving only two wheels at a time while keeping the remaining wheels in a non-driving state. This helps isolate the adhesion of different wheels, thereby more accurately obtaining the maximum adhesion capability of each wheel. For example, when the vehicle is a distributed drive vehicle, each wheel is driven independently. The vehicle controller can first drive the front left and rear right wheels. When slippage is detected in one of the front left and rear right wheels, the rotational speed of that wheel at the time of slippage is recorded. Then, the system switches to the front right and rear left wheels for testing.

[0093] It should be noted that, in this embodiment, the vehicle controller can perform multiple tests in different combinations until the wheel rotation speed corresponding to each wheel is obtained. Different combinations include, for example, driving the left front wheel and left rear wheel on the same side together, or driving the right front wheel and right rear wheel on the same side together. When multiple wheel rotation speeds at which slippage occurs are detected, the average value can be taken as the wheel rotation speed corresponding to that wheel.

[0094] In this embodiment of the application, during the alternating control process, after obtaining the wheel rotation speed and the actual vehicle speed when the wheel slips, the vehicle controller can also generate a third prompt message, wherein the third prompt message indicates that the accelerator pedal should be reset.

[0095] In this embodiment, by responding to the accelerator pedal operation, the vehicle controller sequentially controls each wheel to drive the vehicle until the wheel slips. Wheel speed sensors collect wheel rotation speeds, and data from GPS sensors, gyroscopes, and other sources determine the vehicle's actual speed. In this way, with the user's cooperation, the vehicle controller can quickly and efficiently obtain the wheel rotation speeds and the vehicle's actual speed, thus preparing for subsequent calculations of the maximum traction of each wheel. This solution does not rely on complex algorithm models or high-performance hardware. It not only reduces the computational burden on the vehicle controller but also improves response speed, enabling the vehicle to better overcome obstacles in complex road conditions.

[0096] In another implementation, upon detecting that the accelerator pedal has moved within a first speed range, the control sensor collects the wheel rotation speeds of each wheel, including: when collecting the wheel rotation speed of the nth target wheel, performing the following steps: generating a first prompt message; in response to the accelerator pedal moving within the first speed range, controlling the nth target wheel to drive the vehicle until the nth target wheel slips; collecting the wheel rotation speed of the nth target wheel when slipping; generating a third prompt message instructing the user to reset the accelerator pedal; after the accelerator pedal is reset, collecting the wheel rotation speed of the (n+1)th target wheel, until the wheel rotation speed of each wheel when slipping and the actual vehicle speed are obtained. Here, n is a positive integer greater than 0. The target wheel refers to the wheel selected in this data collection. The target wheel can be one vehicle or two wheels.

[0097] In the process of alternately controlling the driving of each wheel, after each data collection, a third-party prompt guides the user to reset the accelerator pedal. This effectively prevents driver error or premature release of the accelerator pedal, which could affect the accuracy of the collected wheel rotation speed data. Ensuring that the accelerator pedal starts moving from the reset state during each data collection helps improve the accuracy of the collected data. This allows for more reliable calculation of the maximum adhesion force of each wheel, enabling more precise torque distribution and traction control strategies. Ultimately, this improves the control precision and stability of the vehicle's ability to get out of trouble in complex road conditions.

[0098] Step 104: Determine the maximum adhesion of each wheel based on the actual speed of the vehicle and the rotational speed of each wheel.

[0099] In one implementation, please refer to Figure 2 , Figure 2 This is a flowchart illustrating a method for determining the maximum adhesion of a wheel according to an embodiment of this application. Figure 1 The calculation of the maximum adhesion force of each wheel, based on the vehicle's actual speed and the wheel rotation speed, includes:

[0100] Step 201: Determine the slip ratio of each wheel based on the actual speed of the vehicle and the rotational speed of each wheel.

[0101] In an ideal state, when a wheel is purely rolling, the linear velocity of a point on the tire circumference is exactly equal to the vehicle's speed. At this time, there is no relative slippage between the tire and the ground, only static friction. However, in actual wheel motion, such as braking, rapid acceleration, and slippery road surfaces, the wheel will exhibit a mixed motion of "rolling + sliding," where the slip ratio is an indicator that quantifies the "proportion of sliding component."

[0102] By analyzing the slip ratio, it can be determined whether a wheel is slipping. If a wheel has a high slip ratio, it means that the wheel has slipped, and the corresponding coefficient of adhesion is low; conversely, if the slip ratio is low, it means that the wheel still has high adhesion.

[0103] In this embodiment of the application, the process of calculating the vehicle's slip ratio includes: A1, reading the wheel rotation speed v collected by the wheel speed sensor. w And obtain the actual vehicle speed v output by the vehicle controller. a A2, compare the v values ​​of each wheel. w With v a The difference is used to determine the wheel slip ratio.

[0104] In the braking scenario, the difference can be compared with v. a The ratio of the two values ​​determines the wheel slip ratio, as shown in Formula 1:

[0105]

[0106] Among them, v a v represents the actual speed of the vehicle. w S represents the wheel rotation speed, and S represents the slip ratio.

[0107] In a driving scenario, based on the difference and the v of each wheel w The ratio of the two values ​​determines the wheel slip ratio, as shown in Formula 2:

[0108]

[0109] Among them, v a v represents the actual speed of the vehicle. w S represents the wheel rotation speed, and S represents the slip ratio.

[0110] In this embodiment of the application, by calculating the slip ratio of each wheel, the adhesion capability of the wheel can be accurately determined, which helps to distribute torque to the wheel according to the actual adhesion capability of the wheel, thereby achieving more efficient traction control.

[0111] Step 202: Obtain the current road surface type.

[0112] The current road surface type refers to the condition of the ground surface that a vehicle comes into contact with while driving. Different types of current road surfaces have different adhesion properties, which directly affect the wheel's grip and power transmission efficiency.

[0113] In the embodiments of this application, road surface types include, for example, sandy ground, muddy ground, dry asphalt, dry cement, wet asphalt (large), wet asphalt (medium), wet asphalt (small), wet pebbles, snow, ice, etc. Among them, wet asphalt (large) represents wet asphalt road surface with high water content, wet asphalt (medium) represents wet asphalt road surface with medium water content, and wet asphalt (small) represents wet asphalt road surface with low water content.

[0114] In this embodiment, the vehicle controller can acquire the current road surface type in various ways. For example, it can collect external environmental information through onboard sensors, determine the type based on tire pressure changes, or allow the user to manually select the type.

[0115] In one implementation, the vehicle controller can acquire road images via cameras or radar, then analyze the images to determine the current road surface type and obtain the current road surface type.

[0116] In another implementation, the current road surface type can be obtained by the vehicle controller through a third-party service, such as a service provided by map software. For example, the vehicle controller can call a third-party service based on the vehicle's current location to obtain publicly available information about the road surface and thus determine the road surface type.

[0117] In another implementation, the current road surface type can be sent by the user to the vehicle controller. The vehicle controller can send a voice query, such as: "What is the current road surface type?" After receiving the voice query from the vehicle's human-machine interface system, the user can respond based on the actual road conditions. In this way, the vehicle controller can determine the current road surface type by collecting the user's voice response.

[0118] In another implementation, after the vehicle enters the vehicle traction mode, the vehicle controller can display a first interface, which can include a variety of controls, each corresponding to a different road surface type; the current road surface type is obtained in response to the user's trigger operation on the control corresponding to the current road surface type.

[0119] The first interface refers to a user interface displayed on the vehicle's human-machine interaction system (such as an in-vehicle display screen). This user interface includes multiple controls for selecting different road surface types. The controls can take various forms, such as icons, text buttons, and sliding options, and this application does not impose any restrictions on them.

[0120] In this embodiment, each control corresponds to a specific road surface type, such as icy or snowy roads, muddy roads, sandy roads, or asphalt roads. By displaying a user interface on the vehicle's human-machine interface and providing multiple controls for selection, the user can manually select the corresponding road surface type based on the actual road conditions, thereby assisting the control system in formulating more precise extrication strategies.

[0121] In this context, a trigger operation refers to an action performed by the user on a specific control on the first interface to confirm the current road surface type. Common trigger operations include clicking, long-pressing, swiping, and voice recognition. Once the user completes the operation, the vehicle's human-machine interface system records the current road surface type corresponding to the selected control and uses this road surface type as an important input parameter for subsequent obstacle avoidance control algorithms.

[0122] For example, the first interface displays road surface types such as dry asphalt, dry cement, wet asphalt, wet pebbles, snow, and ice. If the current road surface type is dry asphalt, the user can trigger the control corresponding to dry asphalt. In this way, the vehicle controller can respond to the user's trigger operation and obtain the current road surface type as dry asphalt.

[0123] This method, which relies on user input of the road surface type, offers higher accuracy and reliability compared to the vehicle controller's method of automatically identifying road conditions. It avoids issues such as misjudgments or the vehicle's human-machine interface system failing to automatically recognize complex road conditions, ultimately improving the accuracy and real-time performance of the obstacle avoidance control process.

[0124] In this embodiment, by providing a visual human-machine interface in the traction mode, users can intuitively select the type of road surface they are currently driving on. This improves the user's adaptability to environmental changes, facilitates better human-machine interaction, allows for more accurate calculation of tire adhesion and adjustment of driving force distribution, and ultimately enables more efficient traction control.

[0125] Step 203: Based on the pre-set correspondence between road surface type, slip ratio, and adhesion coefficient, determine the maximum road adhesion coefficient of each wheel corresponding to the current road surface type and the slip ratio of each wheel.

[0126] In this embodiment, there is a strong correlation between the wheel slip ratio and the current road surface type. For example, on icy or snowy roads, even with a low slip ratio, slippage may still occur due to poor road surface adhesion. Conversely, on dry asphalt roads, a higher slip ratio may still maintain good grip. Therefore, it is necessary to comprehensively consider both slip ratio and current road surface type to more accurately assess the maximum road surface adhesion coefficient of each wheel, thereby determining the vehicle's ability to get out of trouble.

[0127] In one implementation, the vehicle controller can pre-store the correspondence between the road surface type, slip ratio, and adhesion coefficient. Based on the current road surface type and the slip ratio of each wheel obtained in steps 201 and 202, the pre-stored correspondence can be used to determine the adhesion coefficient for each wheel.

[0128] Please refer to Figure 3 , Figure 3 This is a schematic diagram illustrating the correspondence between road surface type, slip ratio, and adhesion coefficient provided in an embodiment of this application. Figure 3 The diagram shows the relationship between adhesion and slip ratio for different road surface types.

[0129] In this embodiment, the preset correspondence between road surface type, slip ratio, and adhesion coefficient helps the vehicle controller quickly find the maximum road adhesion coefficient for each wheel under the current road environment, providing a basis for subsequent maximum adhesion force calculation. This avoids complex online calculations, saves computing resources, and speeds up response, thereby achieving more precise traction control.

[0130] The torque distribution strategy and suspension adjustment scheme can be optimized, thereby improving the success rate and safety of the vehicle getting out of trouble. Furthermore, the control system can adapt to more complex terrains.

[0131] This application embodiment, by introducing parameters of slip ratio and road surface type, combined with a preset mapping relationship, can more accurately estimate the maximum road surface adhesion coefficient of each wheel, thereby improving the calculation accuracy of maximum adhesion and enhancing the adaptability and reliability of the traction control strategy.

[0132] Step 204: Determine the maximum adhesion force of each wheel based on the maximum road surface adhesion coefficient of each wheel.

[0133] Maximum traction refers to the maximum friction force that a tire can provide between itself and the ground under specific road conditions. Maximum traction is a crucial parameter determining whether a vehicle can successfully extricate itself from a difficult situation. Maximum traction can be expressed as:

[0134] Maximum adhesion = Maximum road adhesion coefficient × Wheel vertical load

[0135] The coefficient of friction (COP) represents the frictional strength between a tire and the ground per unit area. Different types of road surfaces have different COPs. For example, the COP for icy or snowy roads is much lower than that for dry asphalt roads.

[0136] Wheel vertical load refers to the total pressure acting on the wheel in the vertical direction. It is one of the core loads that the wheel bears when it is in contact with the ground, and it directly determines the wheel's grip, wear rate and driving stability.

[0137] In one implementation, please refer to Figure 4 , Figure 4 This is a second flowchart of a method for calculating the maximum adhesion force of a wheel, provided in an embodiment of this application. The method includes:

[0138] Step 401: Obtain the axle load ratio and vehicle mass.

[0139] Step 402: Determine the vertical load of each wheel's tires based on the vehicle's axle load ratio and vehicle mass.

[0140] The axle load ratio refers to the ratio of the mass carried by the front and rear axles of a vehicle, usually expressed as the ratio of the mass of the front axle to the mass of the rear axle, or as a percentage. The axle load ratio reflects the vehicle's center of gravity distribution and has a significant impact on tire load distribution. The axle load ratio is typically determined by the vehicle's design.

[0141] For example, in four-wheel drive vehicles, a common axle load ratio might be front axle:rear axle = 60:40 or front axle:rear axle = 50:50. This application does not impose any limitations on this.

[0142] Tire vertical load refers to the force acting on each tire in the vertical direction, primarily determined by the vehicle's total mass and dynamic acceleration generated during driving. Tire vertical load is one of the key input parameters for calculating maximum tire adhesion.

[0143] In this embodiment, the total vehicle weight M is first calculated. The total vehicle weight M can be the vehicle's own mass when unloaded, or it can be the vehicle's own mass when unloaded plus the mass of passengers or cargo inside the vehicle. The vehicle's own mass when unloaded is a known parameter. The mass of passengers or cargo inside the vehicle can be detected by sensors installed inside the vehicle.

[0144] Secondly, the vehicle's total weight is distributed to the front and rear axles according to the axle load ratio, and finally to each individual wheel. For example, if the axle load ratio is 60:40, then the total load on the front axle is the total vehicle weight × 0.6, and the static load per tire on the front axle = total front axle load × 0.5; the total load on the rear axle is the total vehicle weight × 0.4, and the static load per tire on the rear axle = total rear axle load × 0.5. The static load per tire on the front and rear axles are essentially the vertical loads on the wheels.

[0145] In one implementation, when the vehicle is in motion, inertial forces and centrifugal forces cause weight to transfer between the tires. At this time, the vertical load on the wheels needs to be superimposed on the static load, plus a dynamic additional load.

[0146] The dynamic additional load ΔF is calculated as follows: (Total mass × Braking acceleration × Vehicle center of gravity height) ÷ (Wheelbase × 2). For example, if the total mass M = 1500 kg and the braking acceleration is a = 8 m / s², then... 2 Given that the vehicle's center of gravity height h = 0.5m and wheelbase L = 2.7m, the dynamic additional load ΔF is approximately 1111N.

[0147] During braking, the vehicle's weight shifts forward, therefore:

[0148] Dynamic load on a single front axle tire = Static load on a single front axle tire + Dynamic additional load;

[0149] Rear axle single tire dynamic load = rear axle single tire static load - dynamic additional load.

[0150] It should be noted that, in the embodiments of this application, when turning, a lateral additional load is also required to be superimposed on the static load. For example, the lateral additional load ΔFside = (total mass × centrifugal acceleration × vehicle center of gravity height) ÷ (wheel track × 2).

[0151] When driving on a slope, the weight shifts backward when going uphill and forward when going downhill. Therefore, it is necessary to determine the additional load on the slope based on the slope angle, in addition to the static load.

[0152] In this embodiment, by introducing the concepts of vehicle axle load ratio and dynamic additional load, the actual load state borne by each tire under different scenarios can be reflected more accurately. This provides a more reliable basis for vehicle traction control.

[0153] In another implementation, the vertical load on each wheel can be calculated using the following formula 3.

[0154]

[0155] Where m is the vehicle mass, g is the gravitational acceleration, ax is the longitudinal acceleration, ay is the lateral acceleration, L is the wheelbase, T is the track width, F is the tire vertical load, and ± indicates the sign of acceleration.

[0156] It should be noted that during vehicle acceleration, the load on the front axle wheels increases, while the load on the rear axle wheels decreases. In this case, the vertical load on the front axle wheels can be expressed as follows:

[0157]

[0158] The vertical load on the rear axle wheel can be expressed as follows:

[0159]

[0160] When a vehicle decelerates, the load on the front axle wheels decreases, while the load on the rear axle wheels increases. In this case, the vertical load on the front axle wheels can be expressed as follows:

[0161]

[0162] The vertical load on the rear axle wheel can be expressed as follows:

[0163]

[0164] In addition, the load on the wheels is also affected when the vehicle turns. For example, when the vehicle turns left, the load on the left wheel increases and the load on the right wheel decreases.

[0165] It should be noted that the longitudinal acceleration ax and lateral acceleration ay of each wheel of the vehicle are not the same.

[0166] Step 403: Determine the maximum adhesion force of each wheel based on the vertical load of each wheel's tires and the maximum road adhesion coefficient of each wheel.

[0167] In the embodiments of this application, the maximum adhesion force of each wheel can be calculated one by one based on the known vertical load of each wheel and the maximum road surface adhesion coefficient of each wheel.

[0168] For example, the product of the vertical load on the front left tire and the maximum road adhesion coefficient of the front left tire can be used as the maximum adhesion force of the front left tire.

[0169] By employing the aforementioned technical means, it is ensured that the power output of the wheel does not exceed the wheel's actual traction capacity, thereby preventing wheel slippage and achieving optimal power distribution.

[0170] Step 105: Distribute the corresponding output torque to each wheel according to the maximum adhesion of each wheel in order to control the movement of the vehicle.

[0171] Distributing output torque refers to the process by which the vehicle controller, after obtaining the maximum traction force of each wheel, proportionally allocates output torque to each wheel based on the actual traction force of each wheel. The core of this output torque distribution process is to ensure that the output torque of each wheel does not exceed its maximum traction force, while maximizing overall driving force to achieve efficient obstacle removal.

[0172] Among them, for wheels with relatively low maximum traction (low traction wheels), these wheels can be considered to be in a slipping or stuck state, and the vehicle controller will reduce the output torque of the wheels in a difficult state to avoid further aggravating the slipping phenomenon; while for wheels with relatively high maximum traction, these wheels can be considered to be in a normal operating state. For easy distinction, these wheels are called non-difficult wheels, and the vehicle controller will appropriately increase the output torque of non-difficult wheels to enhance traction.

[0173] In addition, the vehicle controller also needs to take into account the maximum output capacity of the motor to ensure that the total torque after distribution does not exceed the motor's load limit.

[0174] For example, if the rear left wheel slips, the vehicle controller can prioritize transferring torque to the front left wheel on the same side when distributing the output torque to each wheel, in order to improve the overall efficiency of getting out of trouble.

[0175] In one implementation, after obtaining the maximum traction force of each wheel, the vehicle controller can calculate the maximum output torque of each wheel. The maximum output torque can be understood as the maximum torque a wheel can withstand. Then, the vehicle controller can automatically control the accelerator pedal to provide driving force. This driving force does not exceed the maximum output capacity of the motor. Finally, the vehicle controller combines the driving force and the maximum output torque of each wheel to distribute appropriate torque to each wheel, thereby improving the overall vehicle traction while avoiding exceeding the wheel's limits.

[0176] For another implementation, please refer to Figure 5 , Figure 5 This is a flowchart illustrating a method for distributing output torque to each wheel according to an embodiment of this application. The method includes:

[0177] Step 501: In response to assigning corresponding output torque to each wheel, a second prompt message is generated, wherein the second prompt message is used to instruct the user to control the accelerator pedal within a second speed range.

[0178] Step 502: If the accelerator pedal is detected to be moving within the second speed range, the motor driving force of the vehicle is obtained.

[0179] The speed indicated by the second speed range is greater than the speed indicated by the first speed range.

[0180] The second prompt is a type of instructional feedback that appears in the human-machine interface, guiding the user to control the accelerator pedal in a specific manner. The second speed range indicates that the user needs to depress the accelerator pedal at a faster speed to provide greater driving force to the vehicle more quickly, thereby providing greater driving force for the vehicle to get out of trouble.

[0181] In this embodiment, when the user depresses the accelerator pedal at a speed indicated by the second speed range, the accelerator pedal opening is controlled to remain above a preset opening threshold. Specifically, when the accelerator pedal moves within the second speed range and the opening is maintained above the preset opening threshold, the vehicle can obtain greater driving force to facilitate its escape from difficult situations.

[0182] In this embodiment, the first speed range typically corresponds to a slow, deep throttle position, used to initially determine whether each wheel has sufficient traction; while the second speed range is used to provide higher driving force to each wheel.

[0183] Step 503: Determine the maximum output torque of each wheel based on the maximum adhesion of each wheel.

[0184] In this embodiment, the maximum output torque refers to the maximum driving torque that can be withstood and transmitted to the ground based on the maximum adhesion of the road surface currently held by each wheel. The maximum output torque is used to ensure that the vehicle drive system does not exceed the friction limit between the tires and the ground, thereby preventing slippage or loss of traction.

[0185] Step 504: Distribute the corresponding output torque to each wheel according to the vehicle's motor driving force and the maximum output torque of each wheel in order to control the movement of the vehicle.

[0186] When the accelerator pedal is moved within the second speed range and the opening of the accelerator pedal is greater than the preset opening threshold, the vehicle can obtain a large driving force. The vehicle controller will accurately distribute torque to the four wheels based on the driving force provided by the motor and the maximum output torque value of each wheel calculated previously.

[0187] For example, the output torque allocated to each wheel does not exceed its corresponding maximum output torque. Furthermore, the output torque allocated to the wheels on the same side as the wheel in difficulty is close to its maximum output torque to assist the wheel in getting out of trouble. The remaining wheels that are not in difficulty are allocated a larger output torque to provide greater torque to the entire vehicle, improve wheel traction, and help the vehicle get out of trouble.

[0188] In this embodiment, the vehicle controller combines the user's actual operating intentions with the intelligent control strategy of the intelligent control system, enabling the vehicle to maximize its ability to get out of trouble while ensuring safety. For example, if a wheel is close to its maximum output torque limit, the vehicle controller will automatically reduce the output torque of that wheel and transfer the excess power to other wheels with higher traction to maintain the overall driving force balance.

[0189] In another implementation, the vehicle controller can combine adjustments to the output torque of each wheel with suspension tuning to optimize vehicle weight distribution and enhance traction on difficult-to-get-out-of-troubles wheels. For example, the vehicle controller can raise the vehicle's height and center of gravity to reduce wheel load, further improving contact conditions between each wheel and the ground and increasing the success rate of getting out of trouble.

[0190] The vehicle traction control method provided in this application guides the user to operate the accelerator pedal through a human-machine interaction system, collects the wheel rotation speed and the actual vehicle speed, calculates the maximum adhesion force of each wheel, and rationally distributes the output torque according to the maximum adhesion force, thereby achieving efficient traction control of the vehicle in complex road conditions. This vehicle traction control method is characterized by its simple structure and effective operation. It does not rely on complex algorithms and high computing power, reducing the computational burden and improving the success rate of traction and driving safety.

[0191] New energy vehicles with distributed drive systems feature individually driven wheels, making them particularly suitable for low-traction icy or snowy surfaces, as well as complex terrains like deserts and mud. Distributed drive vehicles can implement virtual differential locks, helping the vehicle achieve good power performance in complex slippery conditions. However, achieving maximum tire traction on both slipping and non-slipping wheels is a major challenge for overall vehicle control. To address this issue, this application provides a vehicle traction control method. Please refer to... Figure 6 , Figure 6 This is a flowchart illustrating a vehicle traction control method provided in an embodiment of this application. Figure 2 The method includes:

[0192] Step 601: When the vehicle needs to get out of trouble, the user triggers the get-out-of-trouble mode.

[0193] In one implementation, when the vehicle detects that the difference between the wheel rotation speed of at least one wheel and the actual wheel speed is greater than a preset threshold, it is determined that the vehicle needs to get out of trouble.

[0194] The vehicle's infotainment system can generate alerts to inform the user that the vehicle needs to be extricated from a difficult situation. The user can then initiate the extrication mode.

[0195] Users can trigger the vehicle traction mode by sending a vehicle traction command.

[0196] Step 602: The vehicle system prompts the user to slowly and deeply press the accelerator pedal until the vehicle system prompts the user to release the accelerator pedal.

[0197] In this embodiment of the application, the vehicle system can generate a first prompt message and send the first prompt message to the user to remind the user to slowly depress the accelerator pedal within a first speed range.

[0198] The vehicle system can send messages to users via voice or via SMS to the user's terminal device.

[0199] When the user slowly depresses the accelerator pedal, the vehicle's infotainment system sequentially selects two wheels to drive the vehicle until the selected wheels slip. It then collects the rotational speed of the wheels during slippage and the actual speed of the vehicle. This process is repeated until the maximum traction of all wheels is obtained. The system then prompts the user to release the accelerator pedal.

[0200] Step 603: During the user's acceleration, the vehicle system uses every two wheels to drive the vehicle until the wheels slip, thus obtaining the maximum traction of the wheels.

[0201] In this embodiment, the maximum adhesion force = maximum road surface adhesion coefficient × wheel vertical load. The maximum road surface adhesion coefficient can be determined based on the wheel slip ratio and the current road surface type. The wheel vertical load can be calculated based on the vehicle weight and the vehicle axle load ratio.

[0202] The vertical load on the wheel can be calculated using the following formula 4.

[0203]

[0204] Where m is the vehicle mass, g is the acceleration due to gravity, ax is the longitudinal acceleration, ay is the lateral acceleration, L is the wheelbase, T is the track width, and F is the tire vertical load.

[0205] In step 704, the vehicle's infotainment system reminds the user again to press the accelerator pedal to get out of trouble.

[0206] In this embodiment of the application, the vehicle system can generate a second prompt message and send it to the user via voice or SMS.

[0207] Following the instructions in the second prompt, the user presses the accelerator pedal again to provide driving force to the vehicle.

[0208] In step 604, the vehicle system reduces wheel slippage by intervening with motor torque and braking force. At the same time, it transfers the load to the low-traction wheels by adjusting the suspension height and stiffness, thereby increasing the maximum traction of the low-traction wheels by the vehicle controller.

[0209] Torque intervention refers to calculating the maximum output torque of each wheel based on the maximum adhesion of each wheel, and then allocating the corresponding actual output torque to each wheel based on the maximum output torque of each wheel.

[0210] In this torque distribution process, the torque of the slipping wheel (difficult wheel) can be reduced to the maximum traction level based on the calculated maximum traction force. The torque distribution of the non-slipping wheel (non-difficult wheel) is based on the maximum traction force and the current driver's torque distribution ratio, and is distributed according to a certain proportion, with a secondary distribution based on the maximum traction force limit and motor capability limit. If the rear left wheel slips, and the front axle torque is less than a certain value, the torque is preferentially transferred to the front left wheel on the same side.

[0211] The vehicle traction control method provided in this application does not rely on complex algorithms and high-performance computing equipment to estimate parameters such as the road surface adhesion coefficient. Instead, it guides the user to control the vehicle's skidding through human-computer interaction, thereby obtaining the maximum adhesion force of the wheels. This method of guiding the user to control the vehicle's skidding through human-computer interaction to obtain the maximum adhesion force of the wheels is simple and efficient, improving the reliability and response speed of the traction process.

[0212] It should be understood that the steps in the aforementioned accompanying drawings are not necessarily performed in the order indicated in the drawings. Unless otherwise expressly stated herein, there is no strict order restriction on the execution of these steps, and they may be performed in other orders. Moreover, at least some of the steps in these drawings may include multiple sub-steps or multiple stages, which are not necessarily completed at the same time, but may be executed at different times, and the execution order of these sub-steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of the sub-steps or stages of other steps.

[0213] In another embodiment of this application, a control device for vehicle traction is provided; please refer to [reference needed]. Figure 7 , Figure 7 This is a logic block diagram of a vehicle traction control device provided in an embodiment of this application. The vehicle traction control device may include: an acquisition module 701, a prompting module 702, a determination module 703, and a control module 704, wherein:

[0214] The acquisition module 701 is used to control the vehicle to enter the vehicle escaping mode in response to the vehicle escaping command;

[0215] The prompt module 702 is used to generate a first prompt message in the vehicle escaping mode; wherein the first prompt message is used to prompt the user to depress the accelerator pedal within a first speed range;

[0216] The determination module 703 is used to obtain the wheel rotation speed of each wheel and the actual speed of the vehicle when the accelerator pedal is detected to be moving within a first speed range; and to determine the maximum adhesion of each wheel based on the actual speed of the vehicle and the wheel rotation speed of each wheel.

[0217] The control module 704 is used to distribute the corresponding output torque to each wheel according to the maximum adhesion of each wheel in order to control the movement of the vehicle.

[0218] In one embodiment, the control module 704 is specifically used for:

[0219] In response to allocating corresponding output torque to each wheel, a second prompt message is generated; wherein the second prompt message is used to instruct the user to control the accelerator pedal within a second speed range; the speed indicated by the second speed range is greater than the speed indicated by the first speed range;

[0220] If the accelerator pedal is detected to be moving within a second speed range, the vehicle's motor drive force is acquired;

[0221] The maximum output torque of each wheel is determined based on the maximum adhesion of each wheel.

[0222] The vehicle's movement is controlled by distributing the corresponding output torque to each wheel based on the vehicle's motor drive force and the maximum output torque of each wheel.

[0223] In one embodiment, the prompting module 702 is specifically used for:

[0224] Upon detecting that the accelerator pedal is moving within a first speed range, the vehicle is driven by each wheel in turn until the wheel slips.

[0225] During the alternating control process, the wheel rotation speed and the actual vehicle speed are obtained when each wheel slips.

[0226] In one embodiment, the determining module 703 is specifically used for:

[0227] The slip ratio of each wheel is determined based on the actual speed of the vehicle and the rotational speed of each wheel.

[0228] Get the current road surface type;

[0229] Based on the pre-set correspondence between road surface type, slip ratio, and adhesion coefficient, determine the maximum road adhesion coefficient of each wheel corresponding to the current road surface type and the slip ratio of each wheel;

[0230] The maximum adhesion force of each wheel is determined based on the maximum road surface adhesion coefficient of each wheel.

[0231] In one embodiment, the determining module 703 is specifically used for:

[0232] Obtain the vehicle axle load ratio and vehicle mass;

[0233] The vertical load on each wheel is determined based on the axle load ratio and the vehicle mass.

[0234] The maximum adhesion force of each wheel is determined based on the vertical load of each wheel's tires and the maximum road adhesion coefficient of each wheel.

[0235] In one embodiment, the determining module 703 is specifically used for:

[0236] The first interface is displayed, which includes various controls, each corresponding to a different road surface type.

[0237] The current road surface type is obtained in response to the user's trigger operation on the control corresponding to the current road surface type.

[0238] In one embodiment, the prompting module 702 is further configured to generate a third prompt message during the alternating control process after obtaining the wheel rotation speed and the actual vehicle speed when the wheel slips. The third prompt message indicates that the accelerator pedal should be reset.

[0239] The various modules in the aforementioned vehicle traction control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in the processor of a computer device in hardware form or independent of it, or stored in the memory of a computer device in software form, so that the processor can call and execute the corresponding operations of each module.

[0240] Please refer to Figure 8 , Figure 8 This is a schematic diagram of the hardware structure of a vehicle provided in an embodiment of this application. The vehicle includes a processor, a memory, and a communication bus. The vehicle may include a communication interface 801, a memory 802, and a processor 803; the various components are coupled together through a bus system 804. It is understood that the bus system 804 is used to realize the connection and communication between these components. In addition to a data bus, the bus system 804 also includes a power bus, a control bus, and a status signal bus. However, for clarity, in... Figure 8 The general labeled all buses as Bus System 804.

[0241] In this embodiment, the communication interface 801 is used to send and receive information with other external devices; the memory 802 is used to store computer programs that can run on the processor 803; the processor 803 is used to execute the steps of the vehicle extrication control method described in any of the foregoing embodiments when running the computer program.

[0242] It is understood that the memory 802 in this embodiment can be volatile memory or non-volatile memory, or may include both volatile and non-volatile memory. The non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. The volatile memory can be random access memory (RAM), which is used as an external cache. By way of example, but not limitation, many forms of RAM are available, such as Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), Synchronous DRAM (SDRAM), Double Data Rate Synchronous DRAM (DDRSDRAM), Enhanced Synchronous DRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), and Direct Rambus RAM (DRRAM). The memory 802 of the systems and methods described herein is intended to include, but is not limited to, these and any other suitable types of memory.

[0243] The processor 803 may be an integrated circuit chip with signal processing capabilities. In implementation, each step of the above method can be completed by the integrated logic circuitry in the hardware of the processor 803 or by instructions in software form. The processor 803 can be a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components. It can implement or execute the methods, steps, and logic block diagrams disclosed in the embodiments of this application. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the methods disclosed in the embodiments of this application can be directly embodied in the execution of a hardware decoding processor, or executed by a combination of hardware and software modules in the decoding processor. The software modules can be located in random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory 802, and the processor 803 reads the information in memory 802 and, in conjunction with its hardware, completes the steps of the above method.

[0244] It is also understood that the embodiments described herein can be implemented in hardware, software, firmware, middleware, microcode, or a combination thereof. For hardware implementation, the processing unit can be implemented in one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), general-purpose processors, controllers, microcontrollers, microprocessors, other electronic units for performing the functions described herein, or combinations thereof.

[0245] For software implementation, the techniques described herein can be implemented through modules (e.g., procedures, functions, etc.) that perform the functions described herein. Software code can be stored in memory and executed by a processor. The memory can be implemented in the processor or externally. Wherein, if implemented as a software functional module and not sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solutions of the embodiments of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods described in the embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0246] Therefore, embodiments of this application provide a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the vehicle extrication control method described in the foregoing embodiments.

[0247] This application also provides a computer program product, including a computer program or instructions, which, when executed by a processor, implement the steps of the vehicle extrication control method as described in the foregoing embodiments.

[0248] Those skilled in the art will understand that embodiments of this application can be provided as methods, apparatus, devices, or computer program products. Therefore, this application can take the form of hardware embodiments, software embodiments, or embodiments combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage and optical storage) containing computer-usable program code.

[0249] It should be noted that, in this application, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0250] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments.

[0251] The features disclosed in the several product embodiments provided in this application can be arbitrarily combined without conflict to obtain new product embodiments.

[0252] The features disclosed in the several method or device embodiments provided in this application can be arbitrarily combined without conflict to obtain new method or device embodiments.

[0253] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any changes 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.

Claims

1. A control method for vehicle extrication from difficult situations, characterized in that, The method includes: In response to a vehicle escaping command, control the vehicle to enter vehicle escaping mode; In the vehicle escaping mode, a first prompt message is generated; wherein, the first prompt message is used to prompt the user to depress the accelerator pedal within a first speed range; When the accelerator pedal is detected to be moving within the first speed range, the wheel rotation speed of each wheel and the actual vehicle speed are obtained. The maximum adhesion force of each wheel is determined based on the actual speed of the vehicle and the wheel rotation speed of each wheel. The output torque is distributed to each wheel according to its maximum adhesion to control vehicle movement.

2. The method according to claim 1, characterized in that, The method of distributing corresponding output torque to each wheel based on the maximum adhesion of each wheel to control vehicle movement includes: In response to assigning a corresponding output torque to each of the wheels, a second prompt message is generated; wherein the second prompt message is used to instruct the user to control the accelerator pedal at a second speed range; the speed indicated by the second speed range is greater than the speed indicated by the first speed range; If the accelerator pedal is detected to be moving within the second speed range, the motor driving force of the vehicle is obtained; The maximum output torque of each wheel is determined based on the maximum adhesion of each wheel. The vehicle's motor driving force and the maximum output torque of each wheel are used to distribute the corresponding output torque to each wheel in order to control the movement of the vehicle.

3. The method according to claim 1 or 2, characterized in that, The step of obtaining the wheel rotation speed of each wheel and the actual vehicle speed when the accelerator pedal is detected to be moving within the first speed range includes: Upon detecting that the accelerator pedal is moving within the first speed range, the vehicle is driven by each wheel in turn until the wheel slips. During the alternating control process, the wheel rotation speed and the actual vehicle speed are obtained when each wheel slips.

4. The method according to claim 1 or 2, characterized in that, The step of determining the maximum adhesion force of each wheel based on the actual speed of the vehicle and the rotational speed of each wheel includes: The slip ratio of each wheel is determined based on the actual speed of the vehicle and the wheel rotation speed of each wheel. Get the current road surface type; Based on the pre-set correspondence between road surface type, slip ratio, and adhesion coefficient, determine the maximum road adhesion coefficient of each wheel corresponding to the current road surface type and the slip ratio of each wheel; The maximum adhesion force of each wheel is determined based on its maximum road surface adhesion coefficient.

5. The method according to claim 4, characterized in that, The step of determining the maximum adhesion force of each wheel based on the maximum road surface adhesion coefficient of each wheel includes: Obtain the vehicle axle load ratio and vehicle mass; The vertical load on each wheel is determined based on the axle load ratio and the vehicle mass. The maximum adhesion force of each wheel is determined based on the tire vertical load of each wheel and the maximum road adhesion coefficient of each wheel.

6. The method according to claim 4, characterized in that, The step of obtaining the current road surface type includes: The first interface is displayed, which includes a variety of controls, each corresponding to a different road surface type. The current road surface type is obtained in response to a user's trigger operation on the control corresponding to the current road surface type.

7. The method according to claim 3, characterized in that, The method further includes: During the alternating control process, after obtaining the wheel rotation speed and the actual vehicle speed when the wheel slips, a third prompt message is generated, which instructs the accelerator pedal to be reset.

8. A control device for vehicle extrication, characterized in that, The device includes: The acquisition module is used to respond to vehicle escaping commands and control the vehicle to enter the vehicle escaping mode; The prompting module is used to generate a first prompting message in the vehicle escaping mode; wherein the first prompting message is used to prompt the user to depress the accelerator pedal within a first speed range; The determination module is used to acquire the wheel rotation speed of each wheel and the actual vehicle speed when the accelerator pedal is detected to be moving within the first speed range; and to determine the maximum adhesion of each wheel based on the actual vehicle speed and the wheel rotation speed of each wheel. The control module is used to distribute the corresponding output torque to each wheel according to the maximum adhesion of each wheel in order to control the movement of the vehicle.

9. A vehicle, characterized in that, It includes a processor and a memory; the memory is used to store a computer program that can run on the processor, and the processor is used to execute the vehicle extrication control method as described in any one of claims 1 to 7 when running the computer program.

10. A computer storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the vehicle extrication control method as described in any one of claims 1 to 7.

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