Control method for extreme operating conditions, vehicle and storage medium

Abstract

The application provides a control method for an extreme working condition, a vehicle and a storage medium. The method is applied to the field of vehicle safety and includes 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 moment when the vehicle enters the extreme working condition; based on the state data, matching an extreme control action of at least one control component of a next moment when the vehicle enters the extreme working condition and driving the at least one control component to perform the extreme control action; and in response to the fact that an actual vehicle speed of the vehicle meets a preset vehicle speed condition or in response to the fact that a current shaft speed gradient of a transmission of the vehicle meets a preset shaft speed gradient condition, controlling the vehicle to exit the extreme working condition. The method can effectively deal with various complex working conditions and exit the extreme working condition in time, so that the damage of an engine caused by overspeed can be reduced, the slipping and high temperature of a clutch can be avoided, and the operation safety, stability and efficiency of the vehicle can be ensured.

Description

Technical Field

[0001] This application relates to the field of vehicles, and more specifically, to control methods, vehicles, and storage media for extreme operating conditions in the field of vehicle safety. Background Technology

[0002] In related technologies, in order to improve the braking performance of non-decoupled four-wheel drive vehicles equipped with transmissions in unpaved road races, drivers usually remove the vehicle's ESP (Electronic Stability Program) fuse, thereby locking up the system and quickly decelerating during emergency braking on low-traction surfaces such as sand, mud, Gobi, and snow.

[0003] However, in related technologies, during emergency braking, the transmission output shaft speed drops rapidly to zero due to wheel lock-up or a sudden change in braking torque. This causes the TCU (Transmission Control Unit) to misjudge the vehicle as stationary based on the output shaft signal, maintaining a high gear ratio. At this time, after releasing the brake, the engine speed rises sharply to an excessive value due to increased load, potentially causing mechanical fatigue of the piston connecting rod or failure of the valve train. If the TCU does not reduce engine torque or adjust the gear ratio in time before the driver releases the brake pedal, the output end will forcibly drive the stationary input end through the clutch, leading to problems such as engine overspeed damage and clutch slippage and high temperature, which urgently need improvement. Summary of the Invention

[0004] This application provides a control method, vehicle, and storage medium for extreme operating conditions. This method can effectively cope with various complex operating conditions and exit extreme operating conditions in a timely manner, reduce engine overspeed damage, avoid clutch slippage and high temperature, and ensure safe, stable, and efficient vehicle operation.

[0005] In a first aspect, a method for controlling a vehicle under extreme operating conditions is provided, comprising the following steps: responding to an activation command for the extreme operating condition of the vehicle, controlling the vehicle to enter the extreme operating condition, and collecting state data of the vehicle at the moment before entering the extreme operating condition; based on the state data, matching the extreme control action of at least one controller at the moment after the vehicle enters the extreme operating condition, and driving the at least one controller to execute the extreme control action; responding to the actual vehicle speed meeting a preset vehicle speed condition, or responding to the current axle speed gradient of the vehicle's transmission meeting a preset axle speed gradient condition, controlling the vehicle to exit the extreme operating condition.

[0006] The above technical solution can respond to the activation command of the vehicle's extreme operating condition and control the vehicle to enter the extreme operating condition. Based on the state data of the vehicle at the moment before entering the extreme operating condition, it can match the extreme control action of at least one control component at the moment after the vehicle enters the extreme operating condition and execute the corresponding extreme control action. Then, when the actual vehicle speed meets the preset vehicle speed condition, or when the current axle speed gradient of the transmission meets the preset axle speed gradient condition, it can control the vehicle to exit the extreme operating condition. It can effectively cope with a variety of complex operating conditions and exit the extreme operating condition in a timely manner, ensuring the safe, stable and efficient operation of the vehicle.

[0007] In conjunction with the first aspect, in some possible implementations, the limit control action of at least one control unit that matches the vehicle entering the extreme operating condition at a later time includes: determining the current gear of the vehicle at the previous time based on the state data; and matching the target gear of the vehicle at the later time based on the current gear to generate the limit control action of the vehicle's transmission.

[0008] The above technical solution can determine the vehicle's current gear at the previous moment based on the status data, fully considering the dynamic changes of the vehicle under extreme conditions, which is more in line with actual operating needs. It can also match the vehicle's target gear at the next moment, avoiding power shocks caused by improper gear shifting, thereby protecting engine hardware, extending service life, generating the transmission's limit control action, accurately adapting to the vehicle's status, ensuring the stability of the power system, improving driving safety and smoothness, and providing the driver with a more comfortable and relaxed driving environment.

[0009] In conjunction with the first aspect, in some possible implementations, the limit control action of at least one control unit that matches the vehicle entering the extreme operating condition at a later moment includes: obtaining the pressure value of the vehicle's lock-up clutch at the previous moment based on the state data; and matching the target pressure value of the lock-up clutch at the later moment based on the pressure value to generate the limit control action of the lock-up clutch.

[0010] The above technical solution can obtain the pressure value of the vehicle's lock-up clutch at the previous moment based on the state data, and then match the target pressure value of the lock-up clutch at the next moment, thereby generating the limit control action of the lock-up clutch, reducing the inertial torque at the input end, preventing the occurrence of clutch slippage in gear, and enhancing the stability of the transmission.

[0011] In conjunction with the first aspect, in some possible implementations, the limit control action of at least one control unit that matches the vehicle entering the extreme operating condition at a later moment includes: obtaining the maximum engine torque of the vehicle based on the state data; and matching the target output torque of the engine at the later moment based on the maximum engine torque to generate the limit control action of the engine.

[0012] The above technical solution can obtain the engine's maximum torque based on the state data, and then match the engine's target output torque at the next moment, thereby generating the engine's limit control action. It can accurately adapt the engine's output torque at the previous moment to the target output torque at the next moment, achieving smooth power output, improving handling stability, protecting the engine, and optimizing fuel economy.

[0013] In conjunction with the first aspect, in some possible implementations, the limit control action of at least one control unit that matches the vehicle entering the extreme operating condition at a later time includes: determining the operating pressure value of the vehicle's main oil pump at the previous time based on the state data; and matching the target operating pressure value of the main oil pump at the later time based on the operating pressure value to generate the limit control action of the main oil pump.

[0014] The above technical solution can determine the working pressure value of the vehicle's main oil pump at the previous moment based on the status data, and then match the target working pressure value of the main oil pump at the next moment, thereby generating the limit control action of the main oil pump. By accurately matching the target value at the next moment with the working pressure value of the main oil pump at the previous moment, the limit control action can be generated, which can ensure the stability of the hydraulic system, improve the power transmission efficiency, and enhance the reliability of the vehicle under extreme working conditions.

[0015] In conjunction with the first aspect, in some possible implementations, the limit control action of at least one control element matching the moment after the vehicle enters the extreme operating condition includes: obtaining the overpressure value of the vehicle's clutch at the previous moment based on the state data; matching the target overpressure value of the clutch at the next moment based on the overpressure value to generate the limit control action of the clutch.

[0016] The above technical solution can obtain the overpressure value of the vehicle's clutch at the previous moment based on the status data, and then match the target overpressure value of the clutch at the next moment to generate the limit control action of the clutch. By accurately matching the target value of the clutch at the next moment with the overpressure value of the clutch at the previous moment, the limit control action can be generated, which can ensure stable clutch engagement, reduce wear, and improve the handling and reliability of the vehicle under extreme conditions.

[0017] In conjunction with the first aspect, in some possible implementations, prior to the activation command in response to the vehicle's extreme operating conditions, the method further includes: acquiring a first target acceleration value of the vehicle under different target braking 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 based on the first mapping relationship; and generating the activation command in response to a first duration during which the current axle speed gradient value is greater than the first boundary axle speed gradient value and the current axle speed gradient value is greater than the first boundary axle speed gradient value for a period greater than a first preset duration.

[0018] Through the above technical solution, before responding to the activation command of the vehicle under extreme conditions, 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 under different target braking pressures can be identified. Then, the first boundary axle speed gradient value can be calculated. When the current axle speed gradient value is greater than the first boundary axle speed gradient value and the first duration of the current axle speed gradient value being greater than the first boundary axle speed gradient value is greater than the first preset duration, the corresponding activation command can be generated. By obtaining the target parameters under different braking pressures, identifying the mapping relationship and calculating the boundary value, the extreme condition activation command can be accurately generated when the current axle speed gradient is abnormal and continues to exceed the time limit, thereby improving the timeliness and safety of the vehicle in dealing with extreme conditions.

[0019] In conjunction with the first aspect, in some possible implementations, prior to the activation command in response to the vehicle's extreme operating conditions, the method further includes: acquiring 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 based on the second mapping relationship; and generating the activation command in response to a second duration where the current axle speed gradient value is greater than the second boundary axle speed gradient value and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than a second preset duration.

[0020] Through the above technical solution, before responding to the activation command of the vehicle under extreme operating conditions, a second mapping relationship between the second target acceleration value and the second target axle speed gradient value corresponding to the second target acceleration value under different target input torques can be identified. Then, the second boundary axle speed gradient value can be calculated. When the current axle speed gradient value is greater than the second boundary axle speed gradient value, and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than the second preset duration, the corresponding activation command can be generated. By obtaining relevant parameters under different input torques, clarifying the mapping relationship, and calculating the boundary value, the extreme operating condition activation command can be accurately generated when the current axle speed gradient is abnormal and continues to exceed the set duration, effectively improving the vehicle's response time and safety in dealing with extreme operating conditions.

[0021] Secondly, a control device for extreme operating conditions of a vehicle is provided, comprising: a first control module, configured to control the vehicle to enter the extreme operating condition in response to an activation command of the extreme operating condition of the vehicle, and to collect state data of the vehicle at the moment before entering the extreme operating condition; a matching module, configured to match the extreme control action of at least one control element at the moment after the vehicle enters the extreme operating condition based on the state data, and to drive the at least one control element to execute the extreme control action; and a second control module, configured to control the vehicle to exit the extreme operating condition in response to the actual vehicle speed meeting a preset vehicle speed condition, or in response to the current axle speed gradient of the vehicle's transmission meeting a preset axle speed gradient condition.

[0022] The above technical solution can respond to the activation command of the vehicle's extreme operating condition and control the vehicle to enter the extreme operating condition. Based on the state data of the vehicle at the moment before entering the extreme operating condition, it can match the extreme control action of at least one control component at the moment after the vehicle enters the extreme operating condition and execute the corresponding extreme control action. Then, when the actual vehicle speed meets the preset vehicle speed condition, or when the current axle speed gradient of the transmission meets the preset axle speed gradient condition, it can control the vehicle to exit the extreme operating condition. It can effectively cope with a variety of complex operating conditions and exit the extreme operating condition in a timely manner, ensuring the safe, stable and efficient operation of the vehicle.

[0023] In conjunction with the second aspect, in some possible implementations, the matching module includes: a first determining unit, configured to determine the current gear of the vehicle at the previous moment based on the state data; and a first generating unit, configured to match the target gear of the vehicle at the next moment based on the current gear, so as to generate the limit control action of the vehicle's transmission.

[0024] The above technical solution can determine the vehicle's current gear at the previous moment based on the status data, fully considering the dynamic changes of the vehicle under extreme conditions, which is more in line with actual operating needs. It can also match the vehicle's target gear at the next moment, avoiding power shocks caused by improper gear shifting, thereby protecting engine hardware, extending service life, generating the transmission's limit control action, accurately adapting to the vehicle's status, ensuring the stability of the power system, improving driving safety and smoothness, and providing the driver with a more comfortable and relaxed driving environment.

[0025] In conjunction with the second aspect, in some possible implementations, the matching module includes: a first acquisition unit, configured to acquire the pressure value of the lock-up clutch of the vehicle at the previous moment based on the state data; and a second generation unit, configured to match the pressure value with the target pressure value of the lock-up clutch at the next moment to generate the limit control action of the lock-up clutch.

[0026] The above technical solution can obtain the pressure value of the vehicle's lock-up clutch at the previous moment based on the state data, and then match the target pressure value of the lock-up clutch at the next moment, thereby generating the limit control action of the lock-up clutch, reducing the inertial torque at the input end, preventing the occurrence of clutch slippage in gear, and enhancing the stability of the transmission.

[0027] In conjunction with the second aspect, in some possible implementations, the matching module includes: a second acquisition unit, configured to acquire the maximum engine torque of the vehicle's engine based on the state data; and a third generation unit, configured to match the engine's target output torque at the next moment based on the maximum engine torque, in order to generate the engine's limit control action.

[0028] The above technical solution can obtain the maximum torque of the vehicle's engine based on the state data, and then match the engine's target output torque at the next moment, thereby generating the engine's limit control action. It can accurately adapt the engine's output torque at the previous moment to the target output torque at the next moment, so as to achieve smooth power output, improve handling stability, protect the engine and optimize fuel economy.

[0029] In conjunction with the second aspect, in some possible implementations, the matching module includes: a second determining unit, configured to determine the working pressure value of the vehicle's main oil pump at the previous moment based on the state data; and a fourth generating unit, configured to match the working pressure value with the target working pressure value of the main oil pump at the next moment to generate the limit control action of the main oil pump.

[0030] The above technical solution can determine the working pressure value of the vehicle's main oil pump at the previous moment based on the status data, and then match the target working pressure value of the main oil pump at the next moment, thereby generating the limit control action of the main oil pump. By accurately matching the target value at the next moment with the working pressure value of the main oil pump at the previous moment, the limit control action can be generated, which can ensure the stability of the hydraulic system, improve the power transmission efficiency, and enhance the reliability of the vehicle under extreme working conditions.

[0031] In conjunction with the second aspect, in some possible implementations, the matching module includes: a third acquisition unit, configured to acquire the overpressure value of the vehicle's clutch at the previous moment based on the state data; and a fifth generation unit, configured to match the target overpressure value of the clutch at the next moment based on the overpressure value, so as to generate the limit control action of the clutch.

[0032] The above technical solution can obtain the overpressure value of the vehicle's clutch at the previous moment based on the status data, and then match the target overpressure value of the clutch at the next moment to generate the limit control action of the clutch. By accurately matching the target value of the clutch at the next moment with the overpressure value of the clutch at the previous moment, the limit control action can be generated, which can ensure stable clutch engagement, reduce wear, and improve the handling and reliability of the vehicle under extreme conditions.

[0033] In conjunction with the second aspect, some possible implementations further include: a first acquisition module, configured to acquire, before responding to an activation command for the vehicle under extreme operating conditions, a first target acceleration value of the vehicle under different target braking pressures and a first target axle speed gradient value corresponding to the first target acceleration value; a first identification module, configured to 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 based on the first mapping relationship; and a first generation module, configured to generate the activation command in response to the current axle speed gradient value being greater than the first boundary axle speed gradient value and the first duration of the current axle speed gradient value being greater than the first boundary axle speed gradient value being greater than a first preset duration.

[0034] Through the above technical solution, before responding to the activation command of the vehicle under extreme conditions, 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 under different target braking pressures can be identified. Then, the first boundary axle speed gradient value can be calculated. When the current axle speed gradient value is greater than the first boundary axle speed gradient value and the first duration of the current axle speed gradient value being greater than the first boundary axle speed gradient value is greater than the first preset duration, the corresponding activation command can be generated. By obtaining the target parameters under different braking pressures, identifying the mapping relationship and calculating the boundary value, the extreme condition activation command can be accurately generated when the current axle speed gradient is abnormal and continues to exceed the time limit, thereby improving the timeliness and safety of the vehicle in dealing with extreme conditions.

[0035] In conjunction with the second aspect, some possible implementations further include: a second acquisition module, configured to acquire, before responding to an activation command for the vehicle under extreme operating conditions, 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 identification 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 based on the second mapping relationship; and a second generation module, configured to generate the activation command in response to a situation where the current axle speed gradient value is greater than the second boundary axle speed gradient value, and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than a second preset duration.

[0036] Through the above technical solution, before responding to the activation command of the vehicle under extreme operating conditions, a second mapping relationship between the second target acceleration value and the second target axle speed gradient value corresponding to the second target acceleration value under different target input torques can be identified. Then, the second boundary axle speed gradient value can be calculated. When the current axle speed gradient value is greater than the second boundary axle speed gradient value, and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than the second preset duration, the corresponding activation command can be generated. By obtaining relevant parameters under different input torques, clarifying the mapping relationship, and calculating the boundary value, the extreme operating condition activation command can be accurately generated when the current axle speed gradient is abnormal and continues to exceed the set duration, effectively improving the vehicle's response time and safety in dealing with extreme operating conditions.

[0037] Thirdly, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement the vehicle extreme operating condition control method as described in the above embodiments.

[0038] Fourthly, a computer-readable storage medium is provided that stores a computer program, which, when executed by a processor, implements the above-described control method for extreme vehicle operating conditions.

[0039] Fifthly, a computer program product is provided, including a computer program that, when executed, implements the above-described control method for extreme vehicle operating conditions.

[0040] This application embodiment can respond to the activation command of the vehicle's extreme operating condition and control the vehicle to enter the extreme operating condition. Based on the state data of the moment before the vehicle enters the extreme operating condition, it matches the extreme control action of at least one control unit at the moment after the vehicle enters the extreme operating condition and executes the corresponding extreme control action. Then, when the actual vehicle speed meets the preset vehicle speed condition, or when the current axle speed gradient of the transmission meets the preset axle speed gradient condition, it controls the vehicle to exit the extreme operating condition. This effectively copes with various complex operating conditions and can exit the extreme operating condition in a timely manner, ensuring the vehicle's safe, stable, and efficient operation. Therefore, it solves the problem in related technologies where, during emergency braking, the transmission output shaft speed drops rapidly to zero due to wheel lock-up or a sudden change in braking torque, causing the TCU to misjudge the vehicle as stationary and maintain a high transmission ratio. At this time, after releasing the brake, the engine speed spikes beyond the limit due to increased load, causing mechanical failure. If the TCU does not reduce torque and adjust the transmission ratio in time before releasing the brake, the output end forcibly drives the stationary input end, which can cause engine overspeed and clutch slippage.

[0041] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0042] Figure 1 This is a schematic flowchart of a vehicle control method under extreme operating conditions provided in an embodiment of this application; Figure 2 This is a flowchart illustrating the working principle of a vehicle control method under extreme operating conditions provided in an embodiment of this application; Figure 3 This is a schematic diagram of the structure of a vehicle control device under extreme operating conditions provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0043] Figure label: Among them, 10-control device for extreme vehicle operating conditions; 100-first control module, 200-matching module, 300-second control module; 401-memory, 402-processor, 403-communication interface. Detailed Implementation

[0044] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0045] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0046] Figure 1 This is a schematic flowchart of a vehicle control method under extreme operating conditions provided in an embodiment of this application.

[0047] For example, such as Figure 1 As shown, the control method for the vehicle under extreme operating conditions includes: In step S101, in response to the activation command of the vehicle's extreme operating condition, the vehicle is controlled to enter the extreme operating condition, and the state data of the vehicle at the moment before entering the extreme operating condition is collected.

[0048] It is understood that, in the embodiments of this application, the extreme working conditions may include, but are not limited to, airborne working conditions, emergency braking working conditions, and working conditions where the vehicle is not stationary but the tires are locked. The specific conditions can be set by those skilled in the art according to the actual situation, and this application does not impose any specific limitations.

[0049] The status data may include, but is not limited to, the current gear position of the vehicle when it enters extreme operating conditions, the pressure value of the lock-up clutch, the output torque of the engine, the working pressure value of the master oil pump, and the overpressure value of the clutch, etc. This application does not impose specific limitations.

[0050] In this embodiment, the vehicle's gear signal can be identified via a CAN (Controller Area Network) bus to determine the vehicle's current gear. The pressure value of the lock-up clutch is obtained through a pressure sensor installed at the output end of the torque converter, the engine's output torque is obtained through a torque sensor installed on the flywheel or crankshaft, the working pressure value of the master oil pump is obtained through a pressure sensor installed in the transmission oil circuit, and the overpressure value of the clutch is obtained through a high-pressure sensor installed in the clutch cylinder or pipeline. The specific settings can be configured by those skilled in the art according to the actual situation, and this application does not impose any specific limitations.

[0051] In some embodiments, the present application can control the vehicle to enter an extreme operating condition by responding to the vehicle's activation command for extreme operating conditions, thereby collecting the state data of the vehicle at the moment before entering the extreme operating condition.

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

[0053] For example, in the embodiment of this application, when the vehicle is on an unpaved road (i.e., a low-adhesion road), the ESP is pulled out, the anti-lock braking system fails, the driver suddenly applies the brakes, and the vehicle is determined to be in extreme condition based on the output shaft speed gradient (i.e., the current shaft speed gradient value). The TCU issues an activation command, thereby controlling the vehicle to enter the extreme condition. At the moment the activation command is issued, the electronic control unit collects the state data of the vehicle before entering the emergency braking condition.

[0054] Optionally, in some possible implementations, before responding to the activation command in response to the vehicle's extreme operating conditions, the method further includes: acquiring a first target acceleration value and a first target axle speed gradient value corresponding to the first target acceleration value under different target braking pressures; identifying a first mapping relationship between the first target acceleration value and the first target axle speed gradient value, and calculating a first boundary axle speed gradient value based on the first mapping relationship; and generating an activation command in response to a first duration where the current axle speed gradient value is greater than the first boundary axle speed gradient value and the current axle speed gradient value is greater than the first boundary axle speed gradient value for a duration greater than a first preset duration.

[0055] It is understood that, in the embodiments of this application, the target braking pressure can be understood as a pre-set pressure value that is expected to be applied to the vehicle braking system. Different target braking pressures will cause the vehicle to produce different braking effects, thereby affecting the vehicle's acceleration. The first target acceleration value can be understood as the acceleration value that the vehicle should theoretically achieve under a given target braking pressure. The first target axle speed gradient value can be understood as the axle speed gradient that the output shaft of the transmission can achieve under different target braking pressures and target acceleration values. The first mapping relationship can be understood as a certain correspondence between the first target acceleration value and the first target axle speed gradient value. It can be obtained by fitting experimental data or by theoretical analysis. Specifically, it can be set by those skilled in the art according to the actual situation, and this application does not impose specific limitations. The first boundary axle speed gradient value can be understood as a critical axle speed gradient value calculated according to the first mapping relationship to determine whether the vehicle has entered the extreme working condition. When the current axle speed gradient value is greater than the first boundary axle speed gradient value, it indicates that the vehicle has entered the extreme working condition, and then a corresponding activation command is generated.

[0056] In some embodiments, before responding to the activation command for the vehicle's extreme operating conditions, this application embodiment can first obtain the first target acceleration value and the first target axle speed gradient value corresponding to the first target acceleration value under different target braking pressures, then identify the first mapping relationship between the first target acceleration value and the first target axle speed gradient value, thereby calculating the first boundary axle speed gradient value based on the first mapping relationship, and generating an activation command when the current axle speed gradient value is greater than the first boundary axle speed gradient value, and the first duration of the current axle speed gradient value being greater than the first boundary axle speed gradient value is greater than a first preset duration. The first duration can be understood as the duration for 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 those skilled in the art according to the actual situation, and this application does not impose any specific restrictions.

[0058] For example, in this application embodiment, a first judgment condition table can be formulated based on the first boundary axle speed gradient value under different target braking pressures, and the current axle speed gradient value of the vehicle under the current working condition can be collected in real time and compared with the first boundary axle speed gradient value under the target braking pressure corresponding 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 determined that the vehicle is in an airborne working condition or the vehicle is not stationary but the tires are locked, and then a corresponding activation command is generated.

[0059] Optionally, in some possible implementations, before responding to the activation command in response to the vehicle's extreme operating conditions, the method further includes: acquiring a second target acceleration value and a second target axle speed gradient value corresponding to the second target acceleration value under different target input torques; identifying a second mapping relationship between the second target acceleration value and the second target axle speed gradient value, and calculating a second boundary axle speed gradient value based on the second mapping relationship; and generating an activation command in response to a second duration where the current axle speed gradient value is greater than the second boundary axle speed gradient value and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than a second preset duration.

[0060] It is understood that, in the embodiments of this application, the target input torque can be understood as the torque value expected to be applied to the vehicle's power system (such as an engine, electric motor, etc.). Different target input torques will cause the vehicle to produce different power outputs, thereby affecting the vehicle's acceleration, deceleration, and other motion states. The second target acceleration can be understood as the acceleration value that the vehicle should theoretically achieve under a given target input torque. The second target axle speed gradient value can be understood as the axle speed gradient that the output shaft of the transmission can achieve under 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 axle speed gradient value. It can be determined by fitting experimental data or by theoretical analysis. Specifically, it can be set by those skilled in the art according to the actual situation, and this application does not impose specific limitations. The second boundary axle speed gradient value can be understood as a critical axle speed gradient value calculated according to the second mapping relationship to determine whether the vehicle has entered the extreme working condition. When the current axle speed gradient value is greater than the second boundary axle speed gradient value, it indicates that the vehicle has entered the extreme working condition, and then a corresponding activation command is generated.

[0061] In some embodiments, before responding to the activation command for the vehicle's extreme operating conditions, this application can first acquire the second target acceleration value and the corresponding second target axle speed gradient value of the vehicle under different target input torques, then identify the second mapping relationship between the second target acceleration value and the second target axle speed gradient value, thereby calculating the second boundary axle speed gradient value based on the second mapping relationship, and generating the corresponding activation command when the current axle speed gradient value is greater than the second boundary axle speed gradient value, and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than the second preset duration. The second duration can be understood as the duration for which the current axle speed gradient value is greater than the second boundary axle speed gradient value.

[0062] In addition, the second preset duration can be set by those skilled in the art according to the actual situation, and this application does not impose any specific restrictions.

[0063] For example, in this application embodiment, a second judgment condition table can be formulated based on the second boundary axle speed gradient value corresponding to the target input torque of different gears, and the current axle speed gradient value of the vehicle under the current working condition can be collected in real time and compared with the second boundary axle speed gradient value corresponding to the target input torque of different gears in the second judgment condition table. If the current axle speed gradient value is greater than the second boundary axle speed gradient value and the second duration is greater than the second preset duration, it is determined that the vehicle is in an airborne working condition and a corresponding activation command is generated.

[0064] In step S102, based on the state data, the limit control action of at least one controller is matched at the moment after the vehicle enters the limit condition, and at least one controller is driven to perform the limit control action.

[0065] It is understood that, in the embodiments of this application, the "later moment" can be understood as the next moment relative to the specific moment when the vehicle enters the extreme operating condition. It can be determined by a preset extreme operating condition identification model or by other means. Specifically, it can be set by those skilled in the art according to the actual situation, and this application does not impose specific limitations. The extreme control action can be understood as the control action that the control component needs to perform in order to restore the vehicle to a safe and stable driving state when the vehicle enters the extreme operating condition. The control component may include, but is not limited to, the transmission, lock-up clutch, engine, main oil pump, clutch, etc. Specifically, it can be set by those skilled in the art according to the actual situation, and this application does not impose specific limitations.

[0066] In some embodiments, the present application embodiments can match the limit control action of the controller at the moment after the vehicle enters the extreme working condition based on state data, and drive the controller to execute the corresponding limit control action.

[0067] Optionally, in some possible implementations, matching the limit control action of at least one control unit at the moment after the vehicle enters the limit condition includes: determining the vehicle's current gear at the previous moment based on state data; matching the vehicle's target gear at the next moment based on the current gear to generate the vehicle's transmission limit control action.

[0068] In some embodiments, the present application can determine the vehicle's current gear at the previous moment based on state data, and then match the target gear of the vehicle at the next moment based on the current gear, thereby generating the vehicle's transmission limit control action.

[0069] For example, in the embodiments of this application, the current gear of the transmission at the previous moment can be frozen, thereby determining the target gear of the vehicle at the next moment as the current gear, maintaining the gear before entering the extreme operating condition, and thus generating the corresponding extreme control action.

[0070] Optionally, in some possible implementations, matching the limit control action of at least one control element at the moment after the vehicle enters the limit condition includes: obtaining the pressure value of the vehicle's lock-up clutch at the previous moment based on state data; matching the target pressure value of the lock-up clutch at the next moment based on the pressure value to generate the limit control action of the lock-up clutch.

[0071] It is understood that, in the embodiments of this application, the limit control action may include, but is not limited to, step decompression, pulse modulation, etc., and this application does not impose specific limitations.

[0072] In some embodiments, the present application embodiments can obtain the pressure value of the vehicle's lock-up clutch at the previous moment based on the state data, and calculate the target pressure value at the next moment based on the pressure value at the previous moment, combined with a preset control strategy (such as fuzzy control, etc., which is not specifically limited in this application) or a working condition-pressure mapping table, thereby generating the limit control action of the lock-up clutch.

[0073] For example, in this embodiment of the application, after the vehicle enters the extreme operating condition, the TCU can request the torque converter to quickly open the lock-up clutch, so that the target pressure value of the lock-up clutch is reduced to 0, thereby avoiding engine stalling caused by the high gear, the output shaft speed being 0, and the turbine speed of the torque converter being 0 before entering the extreme operating condition.

[0074] Optionally, in some possible implementations, matching the limit control action of at least one control unit at the moment after the vehicle enters the extreme operating condition includes: obtaining the maximum engine torque of the vehicle based on state data; matching the target output torque of the engine at the moment after the maximum engine torque to generate the limit control action of the engine.

[0075] In some embodiments, the present application embodiments can obtain the maximum engine torque of the vehicle based on state data, and match the target output torque of the engine at a later moment based on the maximum engine torque, thereby generating the engine's limit control action.

[0076] For example, in this application embodiment, after the vehicle enters the extreme working condition, the TCU can send a torque limiting command to the engine control unit, so that the target output torque of the engine is lower than the maximum torque of the engine (fixed value), avoiding the problem of frequent gear shifting caused by acceleration upshifting due to tire traction when the vehicle is in the air and triggering downshifting after the vehicle lands.

[0077] Optionally, in some possible implementations, matching the limit control action of at least one control unit at the moment after the vehicle enters the limit condition includes: determining the working pressure value of the vehicle's main oil pump at the previous moment based on state data; matching the target working pressure value of the main oil pump at the next moment based on the working pressure value to generate the limit control action of the main oil pump.

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

[0079] For example, in this embodiment of the application, after the vehicle enters the extreme working condition, the target working pressure value of the main oil pump of the hydraulic system is adjusted to the maximum value, thereby avoiding the rapid acceleration of the tires after the brake is released, which would cause insufficient clutch pressure and slippage during the acceleration process at the drive input end.

[0080] Optionally, in some possible implementations, matching the limit control action of at least one control element at the moment after the vehicle enters the limit condition includes: obtaining the overpressure value of the vehicle's clutch at the previous moment based on state data; matching the target overpressure value of the clutch at the next moment based on the overpressure value to generate the limit control action of the clutch.

[0081] In some embodiments, the present application embodiments can obtain the overpressure value of the vehicle's clutch at the previous moment based on the state data, and match the target overpressure value of the clutch at the next moment based on the overpressure value, thereby generating the limit control action of the clutch.

[0082] For example, in this embodiment of the application, after the vehicle enters the extreme working condition, the target overpressure value of the clutch in the hydraulic system is adjusted to the maximum value, thereby avoiding insufficient pressure due to insufficient pressure caused by the inertial torque at the input end when the output shaft speed is rapidly accelerated, which could lead to slippage, high temperature and hardware damage.

[0083] In step S103, in response to the actual vehicle speed meeting the preset vehicle speed condition, or in response to the current axle speed gradient of the vehicle's transmission meeting the preset axle speed gradient condition, the vehicle is controlled to exit the extreme operating condition.

[0084] In some embodiments, this application can determine the target time for maintaining the vehicle in the extreme condition at a corresponding speed based on the vehicle speed at the moment before entering the extreme condition, and through a data table between vehicle speed and the maximum time the vehicle can maintain the extreme condition. Then, when the actual maintenance time exceeds the target time, it is determined that the actual vehicle speed meets a preset speed condition, thereby controlling the vehicle to exit the extreme condition. The preset speed condition can be set by those skilled in the art according to actual conditions, and this application does not impose specific limitations.

[0085] In some embodiments, when a vehicle enters an extreme operating condition due to braking pressure, if the current axle speed gradient of the transmission exceeds a calibrated limit (e.g., 200 rpm / s, which is not specifically limited in this application) and remains so for a certain period of time (e.g., 450 ms, which is not specifically limited in this application), a preset axle speed gradient condition is determined to be met, thereby controlling the vehicle to exit the extreme operating condition. The preset axle speed gradient condition can be set by those skilled in the art according to actual conditions, and is not specifically limited in this application.

[0086] In some embodiments, when a vehicle enters a limit condition due to input torque, the target time for the vehicle to maintain the limit condition at the corresponding speed can be determined by using a data table between the vehicle speed and the maximum time the vehicle can maintain the limit condition. Then, when the actual maintenance time of the vehicle is greater than the target time, it is determined that the actual vehicle speed meets the preset vehicle speed condition, and the vehicle is then controlled to exit the limit condition.

[0087] In some embodiments, when a vehicle enters a limit condition due to input torque, if the current axle speed gradient of the transmission is greater than the calibrated limit (e.g., 450 rpm / s, which is not specifically limited in this application) and remains so for a certain period of time (e.g., 200 ms, which is not specifically limited in this application), it is determined that the preset axle speed gradient condition is met, and then the vehicle is controlled to exit the limit condition.

[0088] The working principle of the vehicle extreme condition control method proposed in this application will be introduced below with reference to a specific embodiment.

[0089] Figure 2 This is a flowchart illustrating the working principle of a vehicle control method under extreme operating conditions provided in an embodiment of this application.

[0090] This application applies to off-road vehicles equipped with automatic transmissions. The automatic transmission is a hydraulic automatic transmission, including a torque converter and a transmission assembly. The engine output is connected to the pump impeller of the torque converter. A lock-up clutch is provided between the pump impeller and the turbine of the torque converter. The turbine is connected to the input shaft of the transmission assembly. The main contents of the control method for the extreme operating conditions of this off-road vehicle include: Step S201: Without generating an activation command for the vehicle's extreme operating conditions, obtain the vehicle's braking pressure or input torque.

[0091] Step S202: Obtain the current axle speed gradient value of the vehicle based on the braking pressure.

[0092] Step S203: Obtain the current axle speed gradient value of the vehicle based on the input torque.

[0093] Step S204: Determine whether the current axial velocity gradient value is greater than the first boundary axial velocity gradient value, and whether the first duration is greater than the first preset duration.

[0094] If all conditions are met, proceed to step S206; otherwise, proceed to step S201.

[0095] Step S205: Determine whether the current axial velocity gradient value is greater than the second boundary axial velocity gradient value, and whether the second duration is greater than the second preset duration.

[0096] If all conditions are met, proceed to step S206; otherwise, proceed to step S201.

[0097] Step S206: Generate the corresponding activation command.

[0098] Step S207: Control the vehicle to enter extreme operating conditions.

[0099] In this embodiment of the application, after the vehicle enters the extreme working condition, the vehicle's gears are frozen, the target pressure value of the lock-up clutch is reduced to 0, the engine's target output torque is lower than the engine's maximum torque, the target working pressure value of the main oil pump is adjusted to the maximum, and the target overpressure value of the clutch is adjusted to the maximum.

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

[0101] In this embodiment, the vehicle's actual speed can be determined based on the vehicle speed at the moment before entering the extreme operating condition, and a data table between the vehicle speed and the maximum time the vehicle remains in the extreme operating condition; or, when the vehicle enters the extreme operating condition due to braking pressure, the current axle speed gradient of the transmission can be determined based on the current axle speed gradient of the transmission to determine whether it meets the preset axle speed gradient condition; or, when the vehicle enters the extreme operating condition due to input torque, the vehicle's actual speed can be determined based on a data table between the vehicle speed and the maximum time the vehicle remains in the extreme operating condition to determine whether it meets the preset speed condition; or, when the vehicle enters the extreme operating condition due to input torque, the current axle speed gradient of the transmission can be determined based on the current axle speed gradient of the transmission to determine whether it meets the preset axle speed gradient condition, and step S209 is executed when the vehicle's actual speed meets the preset speed condition, or when the current axle speed gradient of the transmission meets the preset axle speed gradient condition.

[0102] Step S209: Control the vehicle to exit the extreme operating condition.

[0103] The vehicle extreme condition control method proposed in this application can respond to the vehicle's extreme condition activation command and control the vehicle to enter the extreme condition. Based on the state data of the moment before the vehicle enters the extreme condition, it matches the extreme control action of at least one control unit at the moment after the vehicle enters the extreme condition and executes the corresponding extreme control action. Then, when the vehicle's actual speed meets a preset speed condition, or when the transmission's current axle speed gradient meets a preset axle speed gradient condition, it controls the vehicle to exit the extreme condition. This effectively copes with various complex operating conditions and can exit the extreme condition in a timely manner, ensuring vehicle operation safety, stability, and efficiency. Therefore, it solves the problem in related technologies where, during emergency braking, the transmission output shaft speed drops rapidly to zero due to wheel lock-up or a sudden change in braking torque, causing the TCU to misjudge the vehicle as stationary and maintain a high transmission ratio. At this time, after releasing the brake, the engine speed spikes beyond the limit due to increased load, leading to mechanical failure. If the TCU does not reduce torque or adjust the transmission ratio in time before releasing the brake, the output end forcibly drives the stationary input end, causing engine overspeed and clutch slippage.

[0104] Figure 3 This is a schematic diagram of the structure of a vehicle control device under extreme operating conditions provided in an embodiment of this application.

[0105] like Figure 3 As shown, the control device 10 for extreme operating conditions of the vehicle includes: a first control module 100, a matching module 200, and a second control module 300.

[0106] The first control module 100 is used to respond to the activation command of the vehicle's extreme working condition, control the vehicle to enter the extreme working condition, and collect the state data of the vehicle at the moment before entering the extreme working condition.

[0107] The matching module 200 is used to match the limit control action of at least one control unit at the moment after the vehicle enters the limit condition based on the state data, and drive at least one control unit to perform the limit control action.

[0108] The second control module 300 is used to control the vehicle to exit the extreme working condition in response to the actual vehicle speed meeting the preset vehicle speed condition, or in response to the current axle speed gradient of the vehicle's transmission meeting the preset axle speed gradient condition.

[0109] Optionally, in some possible implementations, the matching module 200 includes: a first determining unit and a first generating unit.

[0110] The first determining unit is used to determine the vehicle's current gear at the previous moment based on the status data.

[0111] The first generation unit is used to match the target gear of the vehicle at the next moment according to the current gear to generate the extreme control action of the vehicle's transmission.

[0112] Optionally, in some possible implementations, the matching module 200 includes: a first acquisition unit and a second generation unit.

[0113] The first acquisition unit is used to acquire the pressure value of the vehicle's lock-up clutch at the previous moment based on the status data.

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

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

[0116] The second acquisition unit is used to acquire the maximum engine torque of the vehicle based on the status data.

[0117] The third generation unit is used to match the engine's target output torque at the next moment with the engine's maximum torque in order to generate the engine's limit control action.

[0118] Optionally, in some possible implementations, the matching module 200 includes: a second determining unit and a fourth generating unit.

[0119] The second determining unit is used to determine the working pressure value of the vehicle's main oil pump at the previous moment based on the status data.

[0120] The fourth generation unit is used to match the 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.

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

[0122] The third acquisition unit is used to acquire the overpressure value of the vehicle's clutch at the previous moment based on the status data.

[0123] The fifth generation unit is used to match the 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.

[0124] Optionally, in some possible implementations, it may also include: a first acquisition module, a first identification module, and a first generation module.

[0125] The first acquisition module is used to acquire the first target acceleration value and the first target axle speed gradient value corresponding to the first target acceleration value under different target braking pressures before responding to the activation command of the vehicle under extreme operating conditions.

[0126] The first identification module is used to identify the first mapping relationship between the first target acceleration value and the first target axial velocity gradient value, so as to calculate the first boundary axial velocity gradient value according to the first mapping relationship.

[0127] The first generation module is used to generate an activation command in response to the situation where the current axle speed gradient value is greater than the first boundary axle speed gradient value and the first duration of the current axle speed gradient value being greater than the first boundary axle speed gradient value is greater than the first preset duration.

[0128] Optionally, in some possible implementations, it may also include: a second acquisition module, a second identification module, and a second generation module.

[0129] The second acquisition module is used to acquire, before responding to the activation command of the vehicle under extreme operating conditions, the second target acceleration value of the vehicle under different target input torques and the second target axle speed gradient value corresponding to the second target acceleration value.

[0130] The second identification module is used to identify the second mapping relationship between the second target acceleration value and the second target axial velocity gradient value, so as to calculate the second boundary axial velocity gradient value according to the second mapping relationship.

[0131] The second generation module is used to generate an activation command in response to the situation where the current axle speed gradient value is greater than the second boundary axle speed gradient value and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value is greater than the second preset duration.

[0132] The vehicle extreme condition control device proposed in this application embodiment can respond to the vehicle's extreme condition activation command and control the vehicle to enter the extreme condition. Based on the state data of the moment before the vehicle enters the extreme condition, it matches the extreme control action of at least one control element at the moment after the vehicle enters the extreme condition and executes the corresponding extreme control action. Then, when the vehicle's actual speed meets a preset speed condition, or when the transmission's current axle speed gradient meets a preset axle speed gradient condition, it controls the vehicle to exit the extreme condition. This effectively copes with various complex operating conditions and can exit the extreme condition in a timely manner, ensuring vehicle operation safety, stability, and efficiency. Therefore, it solves the problem in related technologies where, during emergency braking, the transmission output shaft speed drops rapidly to zero due to wheel lock-up or a sudden change in braking torque, causing the TCU to misjudge the vehicle as stationary and maintain a high transmission ratio. At this time, after releasing the brake, the engine speed spikes beyond the limit due to increased load, leading to mechanical failure. If the TCU does not reduce torque or adjust the transmission ratio in time before releasing the brake, the output end forcibly drives the stationary input end, causing engine overspeed and clutch slippage.

[0133] Figure 4 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0134] It should be understood that the methods described above can be applied to... Figure 4 The vehicle with the structure shown may include: The memory 401, the processor 402, and the computer program stored on the memory 401 and capable of running on the processor 402.

[0135] When the processor 402 executes the program, it implements the vehicle extreme condition control method provided in the above embodiments.

[0136] Furthermore, the vehicle also includes: Communication interface 403 is used for communication between memory 401 and processor 402.

[0137] The memory 401 is used to store computer programs that can run on the processor 402.

[0138] Memory 401 may include high-speed RAM memory, and may also include non-volatile memory, such as at least one disk storage device.

[0139] If the memory 401, processor 402, and communication interface 403 are implemented independently, then the communication interface 403, memory 401, and processor 402 can be interconnected via a bus to complete communication between them. 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. Buses can be categorized into address buses, data buses, control buses, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

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

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

[0142] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform the vehicle extreme condition control method provided in embodiments of this application.

[0143] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0144] When the functional modules are divided according to their respective functions, the device may further include: a first control module, a matching module, and a second control module, etc. It should be noted that all relevant content of each step involved in the above method embodiments can be referenced to the functional description of the corresponding functional module, and will not be repeated here.

[0145] It should be understood that the device provided in this embodiment is used to execute the above-described control method for extreme vehicle operating conditions, and therefore can achieve the same effect as the above-described implementation method.

[0146] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing program code, etc.

[0147] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits as disclosed in this application. The processor may also be a combination of computing functions, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0148] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute the vehicle extreme condition control method provided in the above embodiments.

[0149] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement the vehicle extreme condition control method provided in the above embodiment.

[0150] This embodiment also provides a computer program product. When the computer program product is run on a computer, it causes the computer to perform the above-mentioned related steps to realize the vehicle extreme working condition control method provided in the above embodiment.

[0151] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0152] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0153] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0154] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A control method for vehicles under extreme operating conditions, characterized in that, Includes the following steps: Obtain the second target acceleration value of the vehicle under different target input torques and the second target axle velocity gradient value corresponding to the second target acceleration value; Identify a second mapping relationship between the second target acceleration value and the second target axial velocity gradient value, and calculate the second boundary axial velocity gradient value based on the second mapping relationship; An activation command is generated in response to the current axle speed gradient value being greater than the second boundary axle speed gradient value, and the second duration of the current axle speed gradient value being greater than the second boundary axle speed gradient value being greater than the second preset duration. In response to the activation command of the vehicle's extreme operating condition, the vehicle is controlled to enter the extreme operating condition, and the state data of the vehicle at the moment before entering the extreme operating condition is collected. Based on the state data, match the limit control action of at least one controller at the moment after the vehicle enters the extreme working condition, and drive the at least one controller to execute the limit control action. In response to the actual vehicle speed meeting a preset speed condition, or in response to the current axle speed gradient of the vehicle's transmission meeting a preset axle speed gradient condition, the vehicle is controlled to exit the extreme operating condition.

2. The method according to claim 1, characterized in that, Prior to the activation command in response to the vehicle's extreme operating conditions, it also includes: Obtain the first target acceleration value of the vehicle under different target braking pressures and the first target axle velocity gradient value corresponding to the first target acceleration value; Identify a first mapping relationship between the first target acceleration value and the first target axial velocity gradient value, and calculate the first boundary axial velocity gradient value based on the first mapping relationship; The activation command is generated when the current axle speed gradient value is greater than the first boundary axle speed gradient value and the first duration of the current axle speed gradient value being greater than the first boundary axle speed gradient value is greater than a first preset duration.

3. The method according to claim 1, characterized in that, The limit control action of at least one control element that matches the moment after the vehicle enters the limit condition includes: The current gear of the vehicle at the previous moment is determined based on the status data; The target gear of the vehicle at the next moment is matched with the current gear to generate the limit control action of the vehicle's transmission.

4. The method according to claim 1, characterized in that, The limit control action of at least one control element that matches the moment after the vehicle enters the limit condition includes: The pressure value of the vehicle's lock-up clutch at the previous moment is obtained based on the state data; The target pressure value of the lock-up clutch is matched with the pressure value at the next moment to generate the limit control action of the lock-up clutch.

5. The method according to claim 1, characterized in that, The limit control action of at least one control element that matches the moment after the vehicle enters the limit condition includes: The maximum engine torque of the vehicle is obtained based on the status data; The engine's target output torque at the next moment is matched with the engine's maximum torque to generate the engine's limit control action.

6. The method according to claim 1, characterized in that, The limit control action of at least one control element that matches the moment after the vehicle enters the limit condition includes: The operating pressure value of the vehicle's main oil pump at the previous moment is determined based on the status data. The target working pressure value of the main oil pump is matched with the working pressure value at the next moment to generate the limit control action of the main oil pump.

7. The method according to claim 1, characterized in that, The limit control action of at least one control element that matches the moment after the vehicle enters the limit condition includes: The overpressure value of the vehicle's clutch at the previous moment is obtained based on the state data. The target overpressure value of the clutch is matched with the overpressure value at the next moment to generate the limit control action of the clutch.

8. A vehicle, characterized in that, include: 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 vehicle extreme condition control method as described in any one of claims 1-7.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, The program is executed by the processor to implement the vehicle extreme condition control method as described in any one of claims 1-7.

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