Limit working condition control method, vehicle and storage medium

Abstract

The invention provides a limit working condition control method, a vehicle and a storage medium, the method is applied to the field of vehicle safety, and the method comprises the steps that in response to an activation instruction of the limit working condition of the vehicle, the vehicle is controlled to enter the limit working condition, and state data of the vehicle at the previous moment when the vehicle enters the limit working condition are collected; based on the state data, matching a limit control action of at least one control element at a moment after the vehicle enters the limit working condition, and driving the at least one control element to execute the limit control action; and controlling the vehicle to exit the limit working condition in response to the actual vehicle speed of the vehicle meeting the preset vehicle speed condition or in response to the current axle speed gradient of the transmission of the vehicle meeting the preset axle speed gradient condition. The method can effectively cope with various complex working conditions, quit the limit working condition in time, reduce overspeed damage of an engine, avoid slipping high temperature of a clutch and guarantee safe, stable and efficient operation of a vehicle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicles, and more particularly, to a control method for extreme working conditions in the field of vehicle safety, a vehicle and a storage medium. BACKGROUND

[0002] In related technologies, in order to improve the braking efficiency of a non-decoupling four-wheel drive vehicle equipped with a transmission in a non-paved road race, the driver usually removes the vehicle ESP (Electronic Stability Program) insurance, and thus realizes locking to quickly decelerate when emergency braking on low adhesion road surfaces such as sand, mud, Gobi and snow.

[0003] However, in related technologies, when emergency braking, the transmission output shaft speed rapidly drops to zero due to wheel locking or sudden braking torque, causing the TCU (Transmission Control Unit) to misjudge that the vehicle is stationary based on the output shaft signal, and maintaining a high transmission ratio. At this time, after the brake is released, the engine speed rapidly rises to an over-limit value due to the large load, which may cause piston connecting rod mechanical fatigue or valve train failure. If the TCU does not timely reduce the engine torque or adjust the transmission ratio before the driver releases the brake pedal, the output end will forcibly drive the stationary input end through the clutch, causing engine overspeed damage, clutch slip high temperature and other problems, which need to be improved. SUMMARY

[0004] The present application provides a control method for extreme working conditions, a vehicle and a storage medium, which can effectively cope with various complex working conditions and timely exit the extreme working conditions, reduce engine overspeed damage, avoid clutch slip high temperature, and ensure vehicle operation safety, stability and efficiency.

[0005] In a first aspect, a control method for extreme working conditions of a vehicle is provided, including the following steps: in response to an activation instruction of an extreme working condition of a vehicle, controlling the vehicle to enter the extreme working condition, and collecting state data of a previous time when the vehicle enters the extreme working condition; based on the state data, matching at least one limit control action of a control member of a next time when the vehicle enters the extreme working condition, and driving the at least one control member to execute the limit control action; in response to the actual vehicle speed of the vehicle satisfying a preset vehicle speed condition, or in response to the current shaft speed gradient of the transmission of the vehicle satisfying a preset shaft speed gradient condition, controlling the vehicle to exit the extreme working condition.

[0006] According to the technical solution, the vehicle can enter the limit working condition in response to an activation instruction of the limit working condition of the vehicle, so that limit control actions of at least one control component of the vehicle at a next time point when the vehicle enters the limit working condition are matched according to state data at a previous time point when the vehicle enters the limit working condition, and the corresponding limit control actions are performed, and then the vehicle can exit the limit working condition when an actual vehicle speed of the vehicle meets a preset vehicle speed condition or a current shaft speed gradient of a transmission meets a preset shaft speed gradient condition, so that the vehicle can effectively cope with various complex working conditions and exit the limit working condition in time, thereby ensuring safe, stable, and efficient operation of the vehicle.

[0007] In some possible implementation manners, in combination with the first aspect, the matching of the limit control actions of the at least one control component of the vehicle at the next time point when the vehicle enters the limit working condition includes: determining a current gear of the vehicle at the previous time point according to the state data; and matching a target gear of the vehicle at the next time point according to the current gear, to generate a limit control action of a transmission of the vehicle.

[0008] According to the technical solution, the current gear of the vehicle at the previous time point can be determined according to the state data, the dynamic change process of the vehicle in the limit working condition is fully considered, the actual operation demand is better met, the target gear of the vehicle at the next time point is matched, power impact caused by improper gear switching is avoided, the engine hardware is protected, and the service life is prolonged, so that the limit control action of the transmission is generated, the state of the vehicle is accurately adapted, the power system is stabilized, the safety and fluency of driving are improved, and a more comfortable and relaxed driving environment is provided for the driver.

[0009] In some possible implementation manners, in combination with the first aspect, the matching of the limit control actions of the at least one control component of the vehicle at the next time point when the vehicle enters the limit working condition includes: obtaining a pressure value of a lock-up clutch of the vehicle at the previous time point according to the state data; and matching a target pressure value of the lock-up clutch at the next time point according to the pressure value, to generate a limit control action of the lock-up clutch.

[0010] According to the technical solution, the pressure value of the lock-up clutch of the vehicle at the previous time point can be obtained according to the state data, and then the target pressure value of the lock-up clutch at the next time point is matched, so that the limit control action of the lock-up clutch is generated, the inertial torque of an input end is reduced, the occurrence of clutch slip is prevented, and the stability of the transmission is enhanced.

[0011] In some possible implementation manners, in combination with the first aspect, the matching the limit control action of the at least one control element of the vehicle at the next moment when the vehicle enters the limit working condition comprises: obtaining maximum engine torque of the vehicle according to the state data; and matching a target output torque of the engine at the next moment according to the maximum engine torque, so as to generate the limit control action of the engine.

[0012] According to the technical solution, the maximum engine torque can be obtained according to the state data, and then the target output torque of the engine at the next moment is matched, so as to generate the limit control action of the engine. The target output torque at the next moment can be accurately matched according to the output torque of the engine at the previous moment, so that the power is smoothly output, the control stability is improved, the engine is protected, and the fuel economy is optimized.

[0013] In some possible implementation manners, in combination with the first aspect, the matching the limit control action of the at least one control element of the vehicle at the next moment when the vehicle enters the limit working condition comprises: determining a working pressure value of a main oil pump of the vehicle at the previous moment according to the state data; and matching a target working pressure value of the main oil pump at the next moment according to the working pressure value, so as to generate the limit control action of the main oil pump.

[0014] According to the technical solution, the working pressure value of the main oil pump of the vehicle at the previous moment can be determined according to the state data, and then the target working pressure value of the main oil pump at the next moment is matched, so as to generate the limit control action of the main oil pump. The limit control action is generated by accurately matching the target value at the next moment based on the working pressure value of the main oil pump at the previous moment, so that the hydraulic system is stable, the power transmission efficiency is improved, and the reliability of the vehicle in the limit working condition is enhanced.

[0015] In some possible implementation manners, in combination with the first aspect, the matching the limit control action of the at least one control element of the vehicle at the next moment when the vehicle enters the limit working condition comprises: obtaining an overpressure value of a clutch of the vehicle at the previous moment according to the state data; and matching a target overpressure value of the clutch at the next moment according to the overpressure value, so as to generate the limit control action of the clutch.

[0016] According to the technical solution, the overpressure value of the clutch of the vehicle at the previous moment can be obtained according to the state data, and then the target overpressure value of the clutch at the next moment is matched, so as to generate the limit control action of the clutch. The limit control action is generated by accurately matching the target value at the next moment based on the overpressure value of the clutch at the previous moment, so that the clutch is stably combined, the wear is reduced, and the controllability and reliability of the vehicle in the limit working condition are improved.

[0017] In some possible implementation manners, in response to the activation instruction of the limit working condition of the vehicle, the method further includes: obtaining a first target acceleration value of the vehicle under different target brake pressures and a first target axle speed gradient value corresponding to the first target acceleration value; identifying a first mapping relationship between the first target acceleration value and the first target axle speed gradient value, to calculate a first boundary axle speed gradient value according to the first mapping relationship; and in response to a case where the current axle speed gradient value is greater than the first boundary axle speed gradient value, and a first duration for which the current axle speed gradient value is greater than the first boundary axle speed gradient value is greater than a first preset duration, generating the activation instruction.

[0018] By the above technical solution, before the activation instruction of the limit working condition of the vehicle is generated, the first mapping relationship between the first target acceleration value and the first target axle speed gradient value of the vehicle under different target brake pressures is identified, and then the first boundary axle speed gradient value is calculated. In response to a case where the current axle speed gradient value is greater than the first boundary axle speed gradient value, and a first duration for which the current axle speed gradient value is greater than the first boundary axle speed gradient value is greater than a first preset duration, the corresponding activation instruction is generated. By obtaining the target parameters under different brake pressures, identifying the mapping relationship, and calculating the boundary value, the limit working condition activation instruction can be accurately generated when the current axle speed gradient is abnormal and lasts for more than the preset duration, and the timeliness and safety of the vehicle in response to the limit condition are improved.

[0019] In some possible implementation manners, in response to the activation instruction of the limit working condition of the vehicle, the method further includes: obtaining a second target acceleration value of the vehicle under different target input torques and a second target axle speed gradient value corresponding to the second target acceleration value; identifying a second mapping relationship between the second target acceleration value and the second target axle speed gradient value, to calculate a second boundary axle speed gradient value according to the second mapping relationship; and in response to a case where the current axle speed gradient value is greater than the second boundary axle speed gradient value, and a second duration for which the current axle speed gradient value is greater than the second boundary axle speed gradient value is greater than a second preset duration, generating the activation instruction.

[0020] By the technical solution, the second mapping relationship between the second target acceleration value and the second target shaft speed gradient value corresponding to the second target acceleration value under the action of different target input torques can be identified before a response to the activation instruction of the limit working condition of the vehicle, and then the second boundary shaft speed gradient value is calculated, and the corresponding activation instruction is generated in the case that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value and the second duration that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value is greater than the second preset duration. By obtaining related parameters under different input torques, determining the mapping relationship, and calculating the boundary value, the limit working condition activation instruction can be accurately generated when the current shaft speed gradient is abnormal and lasts for a set duration, and the response timeliness and safety of the vehicle in response to the limit working condition are effectively improved.

[0021] In a second aspect, a control device for a limit working condition of a vehicle is provided, including: a first control module configured to control the vehicle to enter the limit working condition in response to an activation instruction of the limit working condition of the vehicle, and collect state data of a previous time when the vehicle enters the limit working condition; a matching module configured to match a limit control action of at least one control member of a next time when the vehicle enters the limit working condition based on the state data, and drive the at least one control member to perform the limit control action; and a second control module configured to control the vehicle to exit the limit working condition in response to an actual vehicle speed of the vehicle satisfying a preset vehicle speed condition, or in response to a current shaft speed gradient of a transmission of the vehicle satisfying a preset shaft speed gradient condition.

[0022] By the technical solution, the second mapping relationship between the second target acceleration value and the second target shaft speed gradient value corresponding to the second target acceleration value under the action of different target input torques can be identified before a response to the activation instruction of the limit working condition of the vehicle, and then the second boundary shaft speed gradient value is calculated, and the corresponding activation instruction is generated in the case that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value and the second duration that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value is greater than the second preset duration. By obtaining related parameters under different input torques, determining the mapping relationship, and calculating the boundary value, the limit working condition activation instruction can be accurately generated when the current shaft speed gradient is abnormal and lasts for a set duration, and the response timeliness and safety of the vehicle in response to the limit working condition are effectively improved.

[0023] In combination with the second aspect, in some possible implementation manners, the matching module includes: a first determination unit configured to determine a current gear of the vehicle at the previous time according to the state data; and a first generation unit configured to match a target gear of the vehicle at the next time according to the current gear to generate a limit control action of a transmission of the vehicle.

[0024] According to the technical solution, the current gear of the vehicle at the previous moment can be determined according to the state data, the dynamic change process of the vehicle under the extreme working condition is fully considered, the actual operation demand is more fitted, the target gear of the vehicle at the next moment is matched, power impact caused by improper gear switching is avoided, the engine hardware is protected, the service life is prolonged, the limit control action of the transmission is generated, the vehicle state is accurately adapted, the power system is stabilized, the safety and fluency of driving are improved, and a more comfortable and relaxed driving environment is provided for the driver.

[0025] With reference to the second aspect, in some possible implementation manners, the matching module comprises: a first acquisition unit, configured to acquire, according to the state data, a pressure value of a lock-up clutch of the vehicle at the previous moment; and a second generation unit, configured to match, according to the pressure value, a target pressure value of the lock-up clutch of the vehicle at the next moment, so as to generate a limit control action of the lock-up clutch.

[0026] According to the technical solution, the pressure value of the lock-up clutch of the vehicle at the previous moment can be acquired according to the state data, and then the target pressure value of the lock-up clutch at the next moment is matched, so that the limit control action of the lock-up clutch is generated, the inertial torque of the input end is reduced, the occurrence of the slip phenomenon of the gear clutch is prevented, and the stability of the transmission is enhanced.

[0027] With reference to the second aspect, in some possible implementation manners, the matching module comprises: a second acquisition unit, configured to acquire, according to the state data, a maximum engine torque of an engine of the vehicle; and a third generation unit, configured to match, according to the maximum engine torque, a target output torque of the engine at the next moment, so as to generate a limit control action of the engine.

[0028] According to the technical solution, the maximum engine torque of the engine of the vehicle can be acquired according to the state data, and then the target output torque of the engine at the next moment is matched, so that the limit control action of the engine is generated, the target output torque at the next moment can be accurately adapted according to the output torque of the engine at the previous moment of the vehicle, power is stably output, the control stability is improved, the engine is protected, and the fuel economy is optimized.

[0029] With reference to the second aspect, in some possible implementation manners, the matching module comprises: a second determination unit, configured to determine, according to the state data, a working pressure value of a main oil pump of the vehicle at the previous moment; and a fourth generation unit, configured to match, according to the working pressure value, a target working pressure value of the main oil pump at the next moment, so as to generate a limit control action of the main oil pump.

[0030] According to the technical solution, the working pressure value of the main oil pump of the vehicle at the previous moment can be determined according to the state data, and then the target working pressure value of the main oil pump at the next moment is matched, so as to generate the limit control action of the main oil pump. The limit control action is generated based on the accurate matching of the target value of the main oil pump at the next moment based on the working pressure value of the main oil pump at the previous moment of the vehicle, which can ensure the stability of the hydraulic system, improve the power transmission efficiency, and enhance the reliability of the vehicle in the limit working condition.

[0031] In combination with the second aspect, in some possible implementation manners, the matching module comprises: a third acquisition unit, configured to acquire an overpressure value of a clutch of the vehicle at the previous moment according to the state data; and a fifth generation unit, configured to match a target overpressure value of the clutch at the next moment according to the overpressure value, so as to generate a limit control action of the clutch.

[0032] According to the technical solution, the overpressure value of the clutch of the vehicle at the previous moment can be acquired according to the state data, and then the target overpressure value of the clutch at the next moment is matched, so as to generate the limit control action of the clutch. The limit control action is generated according to the accurate matching of the target value of the clutch at the next moment based on the overpressure value of the clutch at the previous moment of the vehicle, which can ensure the stable combination of the clutch, reduce wear, and improve the controllability and reliability of the vehicle in the limit working condition.

[0033] In combination with the second aspect, in some possible implementation manners, the method further comprises: a first acquisition module, configured to acquire a first target acceleration value of the vehicle under different target brake pressures and a first target shaft speed gradient value corresponding to the first target acceleration value before responding to an activation instruction of a limit working condition of the vehicle; a first identification module, configured to identify a first mapping relationship between the first target acceleration value and the first target shaft speed gradient value, so as to calculate a first boundary shaft speed gradient value according to the first mapping relationship; and a first generation module, configured to generate the activation instruction in response to a case that the current shaft speed gradient value is greater than the first boundary shaft speed gradient value, and a first duration in which the current shaft speed gradient value is greater than the first boundary shaft speed gradient value is greater than a first preset duration.

[0034] By the technical solution, the first mapping relationship between the first target acceleration value and the first target axle speed gradient value corresponding to the first target acceleration value of the vehicle under different target braking pressures can be identified before a response to the activation instruction of the limit working condition of the vehicle, and then the first boundary axle speed gradient value is calculated. In the case that the current axle speed gradient value is greater than the first boundary axle speed gradient value, and a first duration that the current axle speed gradient value is greater than the first boundary axle speed gradient value is greater than a first preset duration, the corresponding activation instruction is generated. By obtaining the target parameters under different braking pressures, identifying the mapping relationship and calculating the boundary value, the limit working condition activation instruction can be accurately generated when the current axle speed gradient is abnormal and lasts for an overtime, and the timeliness and safety of the vehicle in response to the limit condition are improved.

[0035] In combination with the second aspect, in some possible implementation manners, the method further includes: a second obtaining module, configured to obtain, before a response to the activation instruction of the limit working condition of the vehicle, a second target acceleration value of the vehicle under different target input torques and a second target axle speed gradient value corresponding to the second target acceleration value; a second identifying module, configured to identify a second mapping relationship between the second target acceleration value and the second target axle speed gradient value, so as to calculate a second boundary axle speed gradient value according to the second mapping relationship; and a second generating module, configured to generate the activation instruction in the case that the current axle speed gradient value is greater than the second boundary axle speed gradient value, and a second duration that the current axle speed gradient value is greater than the second boundary axle speed gradient value is greater than a second preset duration.

[0036] By the technical solution, the second mapping relationship between the second target acceleration value and the second target axle speed gradient value corresponding to the second target acceleration value of the vehicle under different target input torques can be identified before a response to the activation instruction of the limit working condition of the vehicle, and then the second boundary axle speed gradient value is calculated. In the case that the current axle speed gradient value is greater than the second boundary axle speed gradient value, and a second duration that the current axle speed gradient value is greater than the second boundary axle speed gradient value is greater than a second preset duration, the corresponding activation instruction is generated. By obtaining the related parameters under different input torques, identifying the mapping relationship and calculating the boundary value, the limit working condition activation instruction can be accurately generated when the current axle speed gradient is abnormal and lasts for a set duration, and the response timeliness and safety of the vehicle in response to the limit working condition are effectively improved.

[0037] In a third aspect, a vehicle is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the control method of the limit working condition of the vehicle as described in the above embodiments.

[0038] In a fourth aspect, a computer-readable storage medium is provided, which stores a computer program. The computer program is executed by a processor to implement the vehicle limit working condition control method.

[0039] In a fifth aspect, a computer program product is provided, which includes a computer program. The computer program is executed to implement the vehicle limit working condition control method.

[0040] The embodiments of the present application can respond to the activation instruction of the limit working condition of the vehicle, and control the vehicle to enter the limit working condition, so as to match the limit control action of at least one control member at a next time when the vehicle enters the limit working condition according to the state data at a previous time when the vehicle enters the limit working condition, and execute the corresponding limit control action, and then control the vehicle to exit the limit working condition when the actual vehicle speed of the vehicle meets the preset vehicle speed condition, or the current shaft speed gradient of the transmission meets the preset shaft speed gradient condition, which can effectively cope with various complex working conditions, and can exit the limit working condition in time, thereby guaranteeing the safe, stable and efficient operation of the vehicle. Thus, the problems in the related art that the output shaft speed of the transmission rapidly decreases to zero due to the wheel lock or the sudden change of the brake torque during emergency braking, which leads to the misjudgment of the TCU that the vehicle is stationary and maintains a high transmission ratio, at this time, the engine speed rapidly increases due to the large load after the brake is released, which causes mechanical failure, and if the TCU does not timely reduce the torque and adjust the transmission ratio before the brake is released, the output end strongly drives the input end, which can cause the problems of engine overspeed, clutch slip and the like.

[0041] Additional aspects and advantages of the present application will be partiaUy presented in the following description, partiaUy become apparent from the following description, or be learned by practicing the present application. BRIEF DESCRIPTION OF DRAWINGS

[0042] Figure 1 is a schematic flow chart of a vehicle limit working condition control method provided by the embodiments of the present application; Figure 2 is a flow chart of the working principle of a vehicle limit working condition control method provided by the embodiments of the present application; Figure 3 is a structural schematic diagram of a vehicle limit working condition control device provided by the embodiments of the present application; Figure 4 is a structural schematic diagram of a vehicle provided by the embodiments of the present application.

[0043] LIST OF REFERENCES Among them, 10-vehicle limit working condition control device; 100-first control module, 200-matching module, 300-second control module; 401-memory, 402-processor, 403-communication interface. DETAILED DESCRIPTION

[0044] The technical solutions in the present application will be described clearly and exhaustively in conjunction with the drawings. In the description of the embodiments of the present application, unless otherwise specified, " / " represents the meaning of or, for example, A / B can represent A or B: "and / or" in the text is only a description of the association relationship of the associated objects, which means that there can be three relationships, for example, A and / or B, which means that there are three cases of A alone, A and B together, and B alone. In addition, in the description of the embodiments of the present application, "multiple" means two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and cannot be understood as implying or suggesting relative importance or implicitly indicating the number of indicated technical features. Therefore, the features defined with "first" and "second" can explicitly or implicitly include one or more of the features.

[0046] Figure 1 is a schematic flow chart of a vehicle extreme working condition control method provided by an embodiment of the present application.

[0047] For example, as shown in Figure 1 The vehicle extreme working condition control method comprises: In step S101, in response to an activation instruction of the extreme working condition of the vehicle, the vehicle enters the extreme working condition, and the state data of the vehicle at the time when the vehicle enters the extreme working condition is collected.

[0048] It can be understood that in the present application, the extreme working condition can include but is not limited to the empty working condition, the emergency braking working condition, the vehicle non-stationary but tire lock working condition, etc., which can be set by a person skilled in the art according to the actual situation, and the present application does not make specific limitation.

[0049] And the state data can include but is not limited to the current gear of the vehicle at the time when the vehicle enters the extreme working condition, the pressure value of the lock clutch, the output torque of the engine, the working pressure value of the main oil pump and the overpressure pressure value of the clutch, etc., which is not limited by the present application.

[0050] Among them, the present application can identify the gear signal of the vehicle through the CAN (Controller Area Network) bus, and then determine the current gear of the vehicle, obtain the pressure value of the lock clutch through the pressure sensor installed at the output end of the hydraulic torque converter, obtain the output torque of the engine through the torque sensor installed on the flywheel or the crankshaft, obtain the working pressure value of the main oil pump through the pressure sensor installed on the oil circuit of the transmission, and obtain the overpressure pressure value of the clutch through the high pressure sensor installed on the clutch cylinder or pipeline. The specific setting can be made by a person skilled in the art according to the actual situation, and the present application does not make specific limitation.

[0051] In some embodiments, the embodiments of the present application can control the vehicle to enter the limit working condition in response to an activation instruction of the limit working condition of the vehicle, and then collect state data of a previous moment when the vehicle enters the limit working condition.

[0052] The state data of the previous moment can be understood as state data of a last sampling moment before the activation instruction takes effect, and is used to determine state data of a first sampling moment after the activation instruction takes effect.

[0053] For example, when the vehicle in the embodiments of the present application is on an unpaved road (i.e. a low adhesion road), the ESP is pulled out, the anti-lock braking system is disabled, the driver steps on the brake, and the vehicle is determined to be in the limit working condition according to the output shaft speed gradient (i.e. the current shaft speed gradient value). The TCU sends an activation instruction to control the vehicle to enter the limit working condition, and at the moment when the activation instruction is sent, the electronic control unit collects state data of a previous moment when the vehicle enters the limit working condition.

[0054] Optionally, in some possible implementations, before the activation instruction of the limit working condition of the vehicle is responded to, the method further includes: obtaining a first target acceleration value of the vehicle under different target braking pressures and a first target shaft speed gradient value corresponding to the first target acceleration value; identifying a first mapping relationship between the first target acceleration value and the first target shaft speed gradient value, to calculate a first boundary shaft speed gradient value according to the first mapping relationship; and generating the activation instruction in response to a condition that the current shaft speed gradient value is greater than the first boundary shaft speed gradient value, and a first duration for which the current shaft speed gradient value is greater than the first boundary shaft speed gradient value is greater than a first preset duration.

[0055] It can be understood that in the embodiments of the present application, the target braking pressure can be understood as a pre-set pressure value expected to be applied to the vehicle braking system, and different target braking pressures will result in different braking effects of the vehicle, thereby affecting the acceleration of the vehicle. The first target acceleration value can be understood as an acceleration value that the vehicle should theoretically reach under a given target braking pressure. The first target shaft speed gradient value can be understood as a shaft speed gradient that the output shaft of the transmission can reach under different target braking pressures and target acceleration values. The first mapping relationship can be understood as a certain corresponding relationship between the first target acceleration value and the first target shaft speed gradient value, which can be obtained by experimental data fitting or theoretical analysis. The first boundary shaft speed gradient value can be understood as a critical shaft speed gradient value for determining whether the vehicle enters the limit working condition, which is calculated according to the first mapping relationship. When the current shaft speed gradient value is greater than the first boundary shaft speed gradient value, it indicates that the vehicle enters the limit working condition, and a corresponding activation instruction is generated.

[0056] In some embodiments, the embodiments of the present application can obtain a first target acceleration value and a first target axle speed gradient value corresponding to the first target acceleration value under the action of different target brake pressures before responding to the activation instruction of the limit working condition of the vehicle, and then identify a first mapping relationship between the first target acceleration value and the first target axle speed gradient value, so as to calculate a first boundary axle speed gradient value according to the first mapping relationship, and generate the activation instruction in the case that the current axle speed gradient value is greater than the first boundary axle speed gradient value, and a first duration in which the current axle speed gradient value is greater than the first boundary axle speed gradient value is greater than a first preset duration. The first duration can be understood as the time during which the current axle speed gradient value is greater than the first boundary axle speed gradient value.

[0057] In addition, the first preset duration can be set by a person skilled in the art according to actual conditions, and the present application does not make specific limitations.

[0058] For example, the embodiments of the present application can formulate a first judgment condition table according to the first boundary axle speed gradient value under the action of different target brake pressures, and collect the current axle speed gradient value of the vehicle in the current working condition in real time, and compare it with the first boundary axle speed gradient value under the corresponding target brake pressure in the first judgment condition table. If the current axle speed gradient value is greater than the first boundary axle speed gradient value, and the first duration is greater than the first preset duration, it is judged that the vehicle is in the lift-off working condition or the vehicle is not stationary but the tire is locked working condition, and then the corresponding activation instruction is generated.

[0059] Optionally, in some possible implementation manners, before responding to the activation instruction of the limit working condition of the vehicle, it further includes: obtaining a second target acceleration value and a second target axle speed gradient value corresponding to the second target acceleration value under the action of different target input torques; identifying a second mapping relationship between the second target acceleration value and the second target axle speed gradient value, so as to calculate a second boundary axle speed gradient value according to the second mapping relationship; and generating the activation instruction in the case that the current axle speed gradient value is greater than the second boundary axle speed gradient value, and a second duration in which the current axle speed gradient value is greater than the second boundary axle speed gradient value is greater than a second preset duration.

[0060] It can be understood that in the embodiments of the present application, the target input torque can be understood as a torque value expected to be applied to the vehicle power system (such as an engine, an electric motor, etc.), different target input torques will make the vehicle produce different power outputs, thereby affecting the acceleration, deceleration and other motion states of the vehicle; the second target acceleration can be understood as an acceleration value that the vehicle should theoretically reach under a given target input torque; the second target shaft speed gradient value can be understood as a shaft speed gradient that the output shaft of the transmission can reach under the action of different target input torques and target acceleration values; the second mapping relationship can be understood as a certain correspondence between the second target acceleration value and the second target shaft speed gradient value, which can be determined by experimental data fitting or by theoretical analysis, and the specific setting can be performed by a person skilled in the art according to the actual situation, and the present application does not make specific limitations; the second boundary shaft speed gradient value can be understood as a critical shaft speed gradient value for judging whether the vehicle enters the limit working condition, which is calculated according to the second mapping relationship, and when the current shaft speed gradient value is greater than the second boundary shaft speed gradient value, it indicates that the vehicle enters the limit working condition, and the corresponding activation instruction is generated.

[0061] In some embodiments, the embodiments of the present application can first obtain the second target acceleration value and the second target shaft speed gradient value corresponding to the target acceleration value under the action of different target input torques before responding to the activation instruction of the limit working condition of the vehicle, and then identify the second mapping relationship between the second target acceleration value and the second target shaft speed gradient value, so as to calculate the second boundary shaft speed gradient value according to the second mapping relationship, and generate the corresponding activation instruction when the current shaft speed gradient value is greater than the second boundary shaft speed gradient value, and the second duration that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value is greater than the second preset duration. The second duration can be understood as the time during which the current shaft speed gradient value is greater than the second boundary shaft speed gradient value.

[0062] In addition, the second preset duration can be set by a person skilled in the art according to the actual situation, and the present application does not make specific limitations.

[0063] For example, the embodiments of the present application can formulate a second judgment condition table according to the second boundary shaft speed gradient values corresponding to different gear target input torques, and real-time collect the current shaft speed gradient value of the vehicle under the current working condition, and then compare it with the second boundary shaft speed gradient values corresponding to different gear target input torques in the second judgment condition table. If the current shaft speed gradient value is greater than the second boundary shaft speed gradient value, and the second duration is greater than the second preset duration, it is judged that the vehicle is in the empty working condition, and the corresponding activation instruction is generated.

[0064] In step S102, based on the state data, the limit control action of the at least one control member at the moment when the vehicle enters the limit working condition is matched, and the limit control action is driven to be executed by the at least one control member.

[0065] It can be understood that, in the embodiment of the application, the latter time can be understood as the next time relative to the specific time when the vehicle enters the limit working condition, which can be determined through a preset limit working condition identification model, or can be determined through other manners, and the specific can be set by a person skilled in the art according to the actual situation, and the application does not make specific limitations; the limit control action can be understood as a control action that needs to be performed by the control part in order to make the vehicle return to a safe and stable driving state when the vehicle enters the limit working condition; and the control part can include but is not limited to a transmission, a lock-up clutch, an engine, a main oil pump, a clutch, etc., and the specific can be set by a person skilled in the art according to the actual situation, and the application does not make specific limitations.

[0066] In some embodiments, the embodiment of the application can match the limit control action of the control part at the latter time when the vehicle enters the limit working condition based on the state data, and drive the control part to perform the corresponding limit control action.

[0067] Optionally, in some possible implementation manners, matching the limit control action of the at least one control part at the latter time when the vehicle enters the limit working condition includes: determining a current gear of the vehicle at the former time according to the state data; and matching a target gear of the vehicle at the latter time according to the current gear, to generate a limit control action of a transmission of the vehicle.

[0068] In some embodiments, the embodiment of the application can determine the current gear of the vehicle at the former time according to the state data, and then match the target gear of the vehicle at the latter time according to the current gear, so as to generate the limit control action of the transmission of the vehicle.

[0069] For example, the embodiment of the application can freeze the current gear of the transmission at the former time, so as to determine that the target gear of the vehicle at the latter time is the current gear, keep the gear before entering the limit working condition, and then generate the corresponding limit control action.

[0070] Optionally, in some possible implementation manners, matching the limit control action of the at least one control part at the latter time when the vehicle enters the limit working condition includes: obtaining a pressure value of a lock-up clutch of the vehicle at the former time according to the state data; and matching a target pressure value of the lock-up clutch at the latter time according to the pressure value, to generate a limit control action of the lock-up clutch.

[0071] It can be understood that, in the embodiment of the application, the limit control action can include but is not limited to step pressure reduction, pulse modulation, etc., and the application does not make specific limitations.

[0072] In some embodiments, the embodiments of the present application can obtain the pressure value of the locking clutch of the vehicle at the previous moment according to the state data, and calculate the target pressure value at the next moment based on the pressure value at the previous moment, in combination with a preset control strategy (such as fuzzy control, which is not specifically limited in the present application) or a working condition-pressure mapping table, and then generate the limit control action of the locking clutch.

[0073] For example, after the vehicle enters the limit working condition, the embodiments of the present application can request the hydraulic torque converter to quickly open the locking clutch through the TCU, so that the target pressure value of the locking clutch is reduced to 0, thereby avoiding engine stall caused by the high gear before entering the limit working condition, the output shaft speed being 0, and the turbine speed of the hydraulic torque converter being 0.

[0074] Optionally, in some possible implementations, the limit control action of at least one control component of the vehicle at the next moment when the vehicle enters the limit working condition comprises: obtaining the maximum torque of the engine of the vehicle according to the state data; and matching the target output torque of the engine at the next moment according to the maximum torque of the engine, to generate the limit control action of the engine.

[0075] In some embodiments, the embodiments of the present application can obtain the maximum torque of the engine of the vehicle according to the state data, and match the target output torque of the engine at the next moment according to the maximum torque of the engine, thereby generating the limit control action of the engine.

[0076] For example, after the vehicle enters the limit working condition, the embodiments of the present application can send a torque limiting command to the engine control unit through the TCU, so that the target output torque of the engine is lower than the maximum torque of the engine (a fixed value), thereby avoiding the problem of frequent gear shifting caused by the tire having no adhesion when the vehicle is in the empty working condition and triggering downshift after the vehicle lands.

[0077] Optionally, in some possible implementations, the limit control action of at least one control component of the vehicle at the next moment when the vehicle enters the limit working condition comprises: determining the working pressure value of the main oil pump of the vehicle at the previous moment according to the state data; and matching the target working pressure value of the main oil pump at the next moment according to the working pressure value, to generate the limit control action of the main oil pump.

[0078] In some embodiments, the embodiments of the present application can determine the working pressure value of the main oil pump of the vehicle at the previous moment according to the state data, and match the target working pressure value of the main oil pump at the next moment according to the working pressure value, thereby generating the limit control action of the main oil pump.

[0079] For example, after the vehicle enters the limit working condition, the embodiments of the present application can adjust the target working pressure value of the main oil pump of the hydraulic system to the maximum value, thereby avoiding the problem of slippage caused by the clutch pressure being insufficient during the acceleration process of the driving input end due to the rapid acceleration of the tire after the brake is released.

[0080] Optionally, in some possible implementation manners, the matching the limit control action of the at least one control at the latter time when the vehicle enters the limit working condition comprises: acquiring an overpressure value of the clutch of the vehicle at a former time according to the state data; and matching a target overpressure value of the clutch at the latter time according to the overpressure value, so as to generate the limit control action of the clutch.

[0081] In some embodiments, the clutch of the vehicle at a former time can be acquired according to the state data, and a target overpressure value of the clutch at a latter time can be matched according to the overpressure value, so as to generate the limit control action of the clutch.

[0082] For example, the embodiment of the application adjusts the target overpressure value of the clutch of the hydraulic system to the maximum value after the vehicle enters the limit working condition, so as to avoid the insufficient pressure caused by the fact that the clutch pressure control does not consider the influence of the inertia torque of the input end when the output shaft speed is rapidly accelerated, and to avoid the slippage and high temperature and the damage to the hardware.

[0083] In step S103, in response to the fact that the actual vehicle speed of the vehicle satisfies a preset vehicle speed condition, or in response to the fact that the current shaft speed gradient of the transmission of the vehicle satisfies a preset shaft speed gradient condition, the vehicle is controlled to exit the limit working condition.

[0084] In some embodiments, the embodiment of the application can determine the target time for which the limit working condition is maintained at a corresponding vehicle speed according to the vehicle speed at a former time when the vehicle enters the limit working condition and according to a data table between the vehicle speed and the maximum time for which the limit working condition is maintained when the vehicle is in the limit working condition, and then determine that the actual vehicle speed satisfies the preset vehicle speed condition when the actual maintenance time of the vehicle is greater than the target time, and then control the vehicle to exit the limit working condition. The preset vehicle speed condition can be set by a person skilled in the art according to the actual situation, and the application does not make a specific limitation.

[0085] In some embodiments, the embodiment of the application can determine that the preset shaft speed gradient condition is satisfied when the current shaft speed gradient of the transmission is greater than a calibrated limit value (for example, 200 rpm / s, which is not limited in the application) and is maintained for a certain time (for example, 450 ms, which is not limited in the application) in the case where the vehicle enters the limit working condition due to the brake pressure, and then control the vehicle to exit the limit working condition. The preset shaft speed gradient condition can be set by a person skilled in the art according to the actual situation, and the application does not make a specific limitation.

[0086] In some embodiments, the embodiments of the present application can determine the target time for the vehicle to maintain the limit working condition at the corresponding vehicle speed through a data table between the vehicle speed and the maximum time for the vehicle to maintain the limit working condition in the case that the vehicle enters the limit working condition due to the input torque, and then determine that the actual vehicle speed meets the preset vehicle speed condition when the actual maintenance time of the vehicle is greater than the target time, and then control the vehicle to exit the limit working condition.

[0087] In some embodiments, the embodiments of the present application can determine that the preset shaft speed gradient condition is met when the current shaft speed gradient of the transmission is smaller than the calibrated limit value (such as 450 rpm / s, which is not specifically limited in the present application) and is maintained for a certain time (such as 200 ms, which is not specifically limited in the present application) in the case that the vehicle enters the limit working condition due to the input torque, and then control the vehicle to exit the limit working condition.

[0088] The working principle of the vehicle limit working condition control method proposed by the embodiments of the present application will be introduced below in combination with a specific embodiment.

[0089] Figure 2 is a flowchart of the working principle of the vehicle limit working condition control method provided by the embodiments of the present application.

[0090] The embodiments of the present application are applicable to an off-road vehicle equipped with an automatic transmission, the automatic transmission is a hydraulic automatic transmission, including a hydraulic torque converter and a transmission assembly, the output end of the engine is connected with the pump wheel of the hydraulic torque converter, the pump wheel and the turbine of the hydraulic torque converter are provided with a lock-up clutch, the turbine is connected with the input shaft of the transmission assembly, and the main content of the limit working condition control method of the off-road vehicle includes: Step S201: In the case that the activation instruction of the limit working condition of the vehicle is not generated, the brake pressure or the input torque of the vehicle is obtained.

[0091] Step S202: The current shaft speed gradient value of the vehicle is obtained according to the brake pressure.

[0092] Step S203: The current shaft speed gradient value of the vehicle is obtained according to the input torque.

[0093] Step S204: It is judged whether the current shaft speed gradient value is greater than the first boundary shaft speed gradient value and whether the first duration is greater than the first preset duration.

[0094] If both are met, step S206 is executed; otherwise, step S201 is executed.

[0095] Step S205: It is judged whether the current shaft speed gradient value is greater than the second boundary shaft speed gradient value and whether the second duration is greater than the second preset duration.

[0096] If both are met, step S206 is executed; otherwise, step S201 is executed.

[0097] Step S206: generating corresponding activation instructions.

[0098] Step S207: controlling the vehicle to enter the limit working condition.

[0099] In the embodiment, the gear of the vehicle is frozen, the target pressure value of the lock-up clutch is reduced to 0, the target output torque of the engine is lower than the maximum torque of the engine, the target working pressure value of the main oil pump is adjusted to the maximum, and the target overpressure pressure value of the clutch is adjusted to the maximum.

[0100] Step S208: detecting whether the actual vehicle speed meets the preset speed condition or the current shaft speed gradient of the transmission meets the preset shaft speed gradient condition.

[0101] In the embodiment, whether the actual vehicle speed meets the preset speed condition can be determined according to the vehicle speed at a time point before the vehicle enters the limit working condition and a data table between the vehicle speed and the maximum time for which the vehicle is maintained in the limit working condition; or, in the case that the vehicle enters the limit working condition due to the brake pressure, whether the current shaft speed gradient of the transmission meets the preset shaft speed gradient condition can be determined according to the current shaft speed gradient of the transmission; or, in the case that the vehicle enters the limit working condition due to the input torque, whether the actual vehicle speed meets the preset speed condition can be determined according to the data table between the vehicle speed and the maximum time for which the vehicle is maintained in the limit working condition; or, in the case that the vehicle enters the limit working condition due to the input torque, whether the current shaft speed gradient of the transmission meets the preset shaft speed gradient condition can be determined according to the current shaft speed gradient of the transmission, and step S209 is performed when the actual vehicle speed meets the preset speed condition or the current shaft speed gradient of the vehicle meets the preset shaft speed gradient condition.

[0102] Step S209: controlling the vehicle to exit the limit working condition.

[0103] According to the vehicle limit working condition control method provided in the embodiments of the present application, the vehicle can enter the limit working condition in response to the activation instruction of the limit working condition of the vehicle, so that the limit control action of at least one control member of the vehicle at a next time when the vehicle enters the limit working condition is matched according to the state data at a previous time when the vehicle enters the limit working condition, and the corresponding limit control action is performed, and then the vehicle exits the limit working condition when the actual vehicle speed of the vehicle meets the preset vehicle speed condition or the current shaft speed gradient of the transmission meets the preset shaft speed gradient condition, so that the vehicle can effectively cope with various complex working conditions and exit the limit working condition in time, thereby guaranteeing the safe, stable and efficient operation of the vehicle. Thus, the problem in the related art that the TCU misjudges that the vehicle is stationary and maintains a high transmission ratio when the transmission output shaft speed rapidly decreases to zero due to the wheel lock or the sudden change of the brake torque during emergency braking, and then the engine speed rapidly increases and exceeds the limit after the brake is released because of the large load, thereby causing mechanical failure, and the problems of engine overspeed and clutch slip caused by the output end strong driving and the input end when the TCU does not timely reduce the torque and adjust the transmission ratio before the brake is released.

[0104] Figure 3 FIG. 1 is a structural schematic diagram of a vehicle limit working condition control device provided by an embodiment of the present application.

[0105] As shown in Figure 3 the vehicle limit working condition control device 10 includes a first control module 100, a matching module 200 and a second control module 300.

[0106] The first control module 100 is configured to control the vehicle to enter the limit working condition in response to the activation instruction of the limit working condition of the vehicle, and collect the state data at the previous time when the vehicle enters the limit working condition.

[0107] The matching module 200 is configured to match the limit control action of at least one control member of the vehicle at the next time when the vehicle enters the limit working condition based on the state data, and drive the at least one control member to perform the limit control action.

[0108] The second control module 300 is configured to control the vehicle to exit the limit working condition in response to the actual vehicle speed of the vehicle meeting the preset vehicle speed condition or the current shaft speed gradient of the transmission of the vehicle meeting the preset shaft speed gradient condition.

[0109] Optionally, in some possible implementation manners, the matching module 200 includes a first determination unit and a first generation unit.

[0110] The first determination unit is configured to determine the current gear of the vehicle at the previous time according to the state data.

[0111] The first generation unit is configured to match the target gear of the vehicle at the next time according to the current gear, so as to generate the limit control action of the transmission of the vehicle.

[0112] Optionally, in some possible implementation manners, the matching module 200 comprises a first acquisition unit and a second generation unit.

[0113] The first acquisition unit is configured to acquire, according to the state data, a pressure value of the lock-up clutch of the vehicle at a previous moment.

[0114] The second generation unit is configured to match, according to the pressure value, a target pressure value of the lock-up clutch at a next moment, so as to generate the limit control action of the lock-up clutch.

[0115] Optionally, in some possible implementation manners, the matching module 200 comprises a second acquisition unit and a third generation unit.

[0116] The second acquisition unit is configured to acquire, according to the state data, a maximum torque of the engine of the vehicle.

[0117] The third generation unit is configured to match, according to the maximum torque of the engine, a target output torque of the engine at the next moment, so as to generate the limit control action of the engine.

[0118] Optionally, in some possible implementation manners, the matching module 200 comprises a second determination unit and a fourth generation unit.

[0119] The second determination unit is configured to determine, according to the state data, a working pressure value of the main oil pump of the vehicle at the previous moment.

[0120] The fourth generation unit is configured to match, according to the working pressure value, a target working pressure value of the main oil pump at the next moment, so as to generate the limit control action of the main oil pump.

[0121] Optionally, in some possible implementation manners, the matching module 200 comprises a third acquisition unit and a fifth generation unit.

[0122] The third acquisition unit is configured to acquire, according to the state data, an overpressure pressure value of the clutch of the vehicle at the previous moment.

[0123] The fifth generation unit is configured to match, according to the overpressure pressure value, a target overpressure pressure value of the clutch at the next moment, so as to generate the limit control action of the clutch.

[0124] Optionally, in some possible implementation manners, the matching module 200 further comprises a first acquisition module, a first identification module and a first generation module.

[0125] The first acquisition module is configured to acquire, before a response to an activation instruction of the limit working condition of the vehicle, a first target acceleration value of the vehicle under different target brake pressures and a first target shaft speed gradient value corresponding to the first target acceleration value.

[0126] The first identification module is configured to identify a first mapping relationship between the first target acceleration value and the first target shaft speed gradient value, and to calculate a first boundary shaft speed gradient value according to the first mapping relationship.

[0127] The first generation module is configured to generate an activation instruction in response to a case that the current shaft speed gradient value is greater than the first boundary shaft speed gradient value, and a first duration in which the current shaft speed gradient value is greater than the first boundary shaft speed gradient value is greater than a first preset duration.

[0128] Optionally, in some possible implementation manners, the control device further includes a second acquisition module, a second identification module and a second generation module.

[0129] The second acquisition module is configured to acquire, before the activation instruction in response to the limit working condition of the vehicle, a second target acceleration value and a second target shaft speed gradient value corresponding to the second target acceleration value under different target input torques of the vehicle.

[0130] The second identification module is configured to identify a second mapping relationship between the second target acceleration value and the second target shaft speed gradient value, and to calculate a second boundary shaft speed gradient value according to the second mapping relationship.

[0131] The second generation module is configured to generate an activation instruction in response to a case that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value, and a second duration in which the current shaft speed gradient value is greater than the second boundary shaft speed gradient value is greater than a second preset duration.

[0132] The control device of the limit working condition of the vehicle provided by the embodiments of the present application can respond to the activation instruction in response to the limit working condition of the vehicle, and control the vehicle to enter the limit working condition, so as to match the limit control action of at least one control member at a next time when the vehicle enters the limit working condition according to the state data at a previous time when the vehicle enters the limit working condition, and perform the corresponding limit control action, and then control the vehicle to exit the limit working condition when the actual vehicle speed of the vehicle meets the preset vehicle speed condition, or the current shaft speed gradient of the transmission meets the preset shaft speed gradient condition, which can effectively cope with various complex working conditions, and can exit the limit working condition in time, thereby guaranteeing the safe, stable and efficient operation of the vehicle. Thus, the problems in the related art that the output shaft speed of the transmission rapidly decreases to zero due to the wheel locking or the sudden change of the brake torque during the emergency braking, the TCU misjudges that the vehicle is stationary and maintains a high transmission ratio, the engine speed rapidly increases and exceeds the limit when the brake is released because the load of the engine becomes large, and the engine overspeed, the clutch slip and other problems are caused when the TCU does not timely reduce the torque and adjust the transmission ratio before the brake is released, and the output end is strongly driven and the input end is stationary.

[0133] Figure 4 is a structural schematic diagram of a vehicle provided by the embodiments of the present application.

[0134] It should be understood that the method described above can be applied to Figure 4 The vehicle can comprise: The memory 401, the processor 402 and the computer program stored in the memory 401 and executable on the processor 402.

[0135] The processor 402 implements the control method of the vehicle limit working condition provided in the above embodiments when executing the program.

[0136] Further, the vehicle further comprises: The communication interface 403 is used for communication between the memory 401 and the processor 402.

[0137] The memory 401 is used for storing the computer program executable on the processor 402.

[0138] The memory 401 can include a high-speed RAM memory, and can also include a non-volatile memory, for example, at least one disk memory.

[0139] If the memory 401, the processor 402 and the communication interface 403 are independently implemented, the communication interface 403, the memory 401 and the processor 402 can be connected to each other through a bus and complete communication between each other. The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The bus can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 4 In the figure, only one thick line is used to represent, but it does not mean that there is only one bus or one type of bus.

[0140] Optionally, in a specific implementation, if the memory 401, the processor 402 and the communication interface 403 are integrated on a chip, the memory 401, the processor 402 and the communication interface 403 can complete communication between each other through an internal interface.

[0141] The processor 402 can be a central processing unit (CPU), or an application specific integrated circuit (ASIC), or one or more integrated circuits configured to implement the embodiments of the present application.

[0142] In addition, the embodiment of the present application also protects a device, which can include a memory and a processor, wherein the memory stores executable program code, and the processor is configured to invoke and execute the executable program code to perform the vehicle limit working condition control method provided by the embodiment of the present application.

[0143] The embodiment can divide the device into functional modules according to the above method examples, for example, each functional module can be corresponding, or two or more functions can be integrated in one processing module, and the integrated module can be implemented in the form of hardware. It should be noted that the division of the modules in the embodiment is illustrative, and is only a logical function division. In actual implementation, another division mode can be used.

[0144] In the case of dividing each functional module according to each function, the device can further include a first control module, a matching module, a second control module, and the like. It should be noted that all related contents of each step involved in the above method embodiment can be cited to the function description of the corresponding functional module, and will not be repeated here.

[0145] It should be understood that the device provided by the embodiment is used to execute the above-mentioned vehicle limit working condition control method, and thus the same effect as the above-mentioned implementation method can be achieved.

[0146] In the case of using an integrated unit, the device can include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the action of the vehicle. The storage module can be used to support the vehicle to execute the program code and the like.

[0147] The processing module can be a processor or a controller, which can realize or execute various exemplary logical blocks, modules and circuits described in combination with the disclosure of the present application. The processor can also be a combination of computing functions, such as one or more microprocessor combinations, digital signal processing (digital signal processing, DSP) and microprocessor combinations, and the like. The storage module can be a memory.

[0148] In addition, the device provided by the embodiment of the present application can be a chip, an assembly or a module. The chip can include a connected processor and a memory. The memory is used to store instructions, and when the processor invokes and executes the instructions, the chip can perform the vehicle limit working condition control method provided by the above-mentioned embodiment.

[0149] The embodiment further provides a computer readable storage medium, which stores computer program codes, and when the computer program codes are run on a computer, the computer is caused to execute the related method steps to realize the vehicle limit working condition control method provided in the above embodiment.

[0150] The embodiment further provides a computer program product, which, when run on a computer, causes the computer to execute the related steps to realize the vehicle limit working condition control method provided in the above embodiment.

[0151] The device, the computer readable storage medium, the computer program product or the chip provided in the embodiment are used to execute the corresponding method provided above, and thus the beneficial effects achieved thereby can refer to the beneficial effects in the corresponding method provided above, which will not be repeated here.

[0152] Through the above description of the implementation mode, those skilled in the art can understand that, for the convenience and brevity of description, only the above-mentioned division of each functional module is taken as an example for illustration, and in actual application, the above-mentioned functions can be completed by different functional modules according to needs, that is, the internal structure of the device is divided into different functional modules to complete all or part of the functions described above.

[0153] In the embodiments provided in the present application, it should be understood that the disclosed device and method can be implemented in other ways. For example, the device embodiment described above is only schematic, for example, the division of the module or unit is only a logical function division, and actual implementation can have another division manner, for example, a plurality of units or components can be combined or integrated into another device, or some features can be ignored or not executed. In addition, the coupling or direct coupling or communication connection between the displayed or discussed each other can be through some interface, indirect coupling or communication connection between the devices or units, which can be electrical, mechanical or other forms.

[0154] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto, any person skilled in the art can easily think of changes or replacements within the technical range disclosed in the present application, which should be covered in the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A method of controlling a vehicle in an extreme operating condition, characterized by, The method comprises the following steps: in response to an activation instruction of a limit working condition of a vehicle, controlling the vehicle to enter the limit working condition, and collecting state data of a previous time when the vehicle enters the limit working condition; based on the state data, matching a limit control action of at least one control member of a next time when the vehicle enters the limit working condition, and driving the at least one control member to execute the limit control action; in response to an actual vehicle speed of the vehicle satisfying a preset vehicle speed condition, or in response to a current shaft speed gradient of a transmission of the vehicle satisfying a preset shaft speed gradient condition, controlling the vehicle to exit the limit working condition.

2. The method of claim 1, wherein, Before the response to the activation instruction of the limit working condition of the vehicle, further comprising: obtaining a first target acceleration value of the vehicle under different target brake pressures and a first target shaft speed gradient value corresponding to the first target acceleration value; identifying a first mapping relationship between the first target acceleration value and the first target shaft speed gradient value, so as to calculate a first boundary shaft speed gradient value according to the first mapping relationship; in response to the case that the current shaft speed gradient value is greater than the first boundary shaft speed gradient value, and a first continuous time length during which the current shaft speed gradient value is greater than the first boundary shaft speed gradient value is greater than a first preset time length, generating the activation instruction.

3. The method of claim 1, wherein, Before the response to the activation instruction of the limit working condition of the vehicle, further comprising: obtaining a second target acceleration value of the vehicle under different target input torques and a second target shaft speed gradient value corresponding to the second target acceleration value; identifying a second mapping relationship between the second target acceleration value and the second target shaft speed gradient value, so as to calculate a second boundary shaft speed gradient value according to the second mapping relationship; in response to the case that the current shaft speed gradient value is greater than the second boundary shaft speed gradient value, and a second continuous time length during which the current shaft speed gradient value is greater than the second boundary shaft speed gradient value is greater than a second preset time length, generating the activation instruction.

4. The method of claim 1, wherein, The matching of the limit control action of the at least one control member of the next time when the vehicle enters the limit working condition comprises: determining a current gear of the vehicle at the previous time according to the state data; matching a target gear of the vehicle at the next time according to the current gear, so as to generate a limit control action of a transmission of the vehicle.

5. The method of claim 1, wherein, The matching of the limit control action of the at least one control member of the next time when the vehicle enters the limit working condition comprises: obtaining a pressure value of a lock-up clutch of the vehicle at the previous time according to the state data; matching a target pressure value of the lock-up clutch at the next time according to the pressure value, so as to generate a limit control action of the lock-up clutch.

6. The method of claim 1, wherein, The matching of the limit control action of the at least one control member of the next time when the vehicle enters the limit working condition comprises: obtaining a maximum torque of an engine of the vehicle according to the state data; matching a target output torque of the engine at the next time according to the maximum torque of the engine, so as to generate a limit control action of the engine.

7. The method of claim 1, wherein, The matching of the limit control action of the at least one control member of the vehicle at the next time point when the vehicle enters the limit working condition comprises: determining a working pressure value of a main oil pump of the vehicle at the previous time point according to the state data; matching a target working pressure value of the main oil pump at the next time point according to the working pressure value, to generate the limit control action of the main oil pump.

8. The method of claim 1, wherein, The matching of the limit control action of the at least one control member of the vehicle at the next time point when the vehicle enters the limit working condition comprises: obtaining an overpressure pressure value of a clutch of the vehicle at the previous time point according to the state data; matching a target overpressure pressure value of the clutch at the next time point according to the overpressure pressure value, to generate the limit control action of the clutch.

9. A vehicle characterized by comprising: comprise: a memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the control method of the vehicle limit working condition according to any one of claims 1-8.

10. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the control method of the vehicle limit working condition according to any one of claims 1-8.

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