Vehicle control method, vehicle and storage medium

Abstract

The invention provides a vehicle control method, a vehicle and a storage medium, the vehicle control method comprises the steps that real-time state information of the vehicle is acquired, and the real-time state information comprises current chassis state information of the vehicle; determining whether the vehicle is in a trapped state based on the real-time state information; and under the condition that the vehicle is determined to be in the trapped state, the slip wheels are controlled to reciprocate in the vertical direction through the suspension system. Therefore, by controlling the wheels to actively intervene and optimizing the grounding environment between the wheels and the ground, the vehicle is helped to get rid of the vehicle trapping dilemma as soon as possible, the vehicle escaping ability is improved, the vehicle running smoothness and safety are guaranteed, and inconvenience and loss caused by vehicle trapping are reduced.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of vehicle control, and particularly relates to a vehicle control method, a vehicle and a storage medium. BACKGROUND

[0002] When a vehicle drives on a non-paved road with low adhesion coefficient such as sandy land, muddy land, deep snow and the like, the wheels are prone to slip and idle due to insufficient adhesion, resulting in the vehicle losing the ability to move forward and being trapped.

[0003] At present, mainstream vehicle escape techniques such as electronic differential lock, traction control system and brake limited slip differential, the core control logic of which is concentrated on "redistribution of torque between wheels". That is, by braking the idling wheels or transmitting more engine power to the wheels with adhesion, the remaining adhesion is used to try to escape.

[0004] However, such escape methods based on torque distribution have the risk of secondary sinking, the bottleneck of system performance, and the lack of adaptability to different roads, and still cannot effectively help the vehicle escape in many trapped scenarios. SUMMARY

[0005] Therefore, the embodiments of the present disclosure aim to provide a vehicle control method, a vehicle and a storage medium to solve the problems of low escape efficiency, easy secondary sinking and system adaptability limitation in the current vehicle escape method.

[0006] In a first aspect, the present disclosure provides a vehicle control method, comprising: acquiring real-time state information of a vehicle, wherein the real-time state information comprises current chassis state information of the vehicle; determining whether the vehicle is in a trapped state based on the real-time state information; and in a case where it is determined that the vehicle is in the trapped state, controlling a slipping wheel to reciprocate in an up-down direction through a suspension system.

[0007] Through the above technical solution, the vehicle control method provided by the present disclosure acquires real-time state information of the vehicle, actively monitors whether the vehicle is in a trapped state based on the state information, and controls the slipping wheel to reciprocate in an up-down direction through a suspension system when it is determined that the vehicle is in a trapped state, actively intervenes and optimizes the ground contact environment of the wheel and the ground, changes the ground contact mode, thereby helping the vehicle to get out of the trapped situation as soon as possible, improving the escape ability of the vehicle, ensuring the smoothness and safety of the vehicle driving, reducing the inconvenience and loss caused by the trapped vehicle, and improving the performance of the vehicle in response to complex road conditions.

[0008] In some implementations, the chassis state information includes a rotation speed of the wheel, and the determining whether the vehicle is in the stuck state based on the real-time state information comprises: continuously monitoring the rotation speeds of the plurality of wheels of the vehicle; when at least one wheel of the plurality of wheels is in an abnormal high-speed state and a duration exceeds a preset time length, determining that the at least one wheel is a slipping wheel, and determining that the vehicle is in the stuck state, wherein the abnormal high-speed state includes that a ratio between the rotation speed of the current wheel and the rotation speeds of the other wheels is greater than a first preset threshold.

[0009] The vehicle control method provided by the present disclosure can continuously monitor the rotation speeds of the plurality of wheels of the vehicle, and once a wheel is found to be in an abnormal high-speed state and a duration exceeds a preset time length, the wheel is determined to be a slipping wheel, and the vehicle is preliminarily determined to be in the stuck state. In the vehicle control method provided by the present disclosure, the ratio between the rotation speeds of the wheels is used instead of the absolute rotation speed threshold of a single wheel as a judgment basis, which can effectively avoid system misjudgment caused by synchronous increase of the rotation speeds of all the wheels when the vehicle is uniformly driven at a high speed, thereby significantly improving the accuracy and environmental adaptability of state recognition. Meanwhile, the condition that the duration exceeds a preset time length is introduced, which can effectively filter the case of temporary and normal wheel speed fluctuation caused by a deceleration strip or sudden acceleration, thereby improving the control reliability and driving experience. In addition, the double judgment of the ratio between the rotation speeds of the wheels and the duration can more accurately distinguish the real stuck state from normal driving disturbance, thereby improving the robustness of the system.

[0010] In some implementations, when at least one wheel of the plurality of wheels is in an abnormal high-speed state and a duration exceeds a preset time length, the determining whether the vehicle is in the stuck state comprises: when at least one wheel of the plurality of wheels is in an abnormal high-speed state and a duration exceeds a preset time length, obtaining a longitudinal acceleration and a yaw angular velocity of the vehicle; and in a case where an absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold and an absolute value of the yaw angular velocity of the vehicle is less than a preset angular velocity threshold, determining that the vehicle is in the stuck state.

[0011] By the technical solution, the vehicle control method provided by the present disclosure can identify whether the vehicle is truly in a trapped state. When it is monitored that at least one wheel of the plurality of wheels is in an abnormal high-speed state and the duration exceeds a preset time length, the longitudinal acceleration and the yaw angular velocity of the vehicle are actively acquired, and it is determined whether the vehicle is in a process of traveling or turning according to the condition that the absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold and the absolute value of the yaw angular velocity of the vehicle is less than a preset angular velocity threshold. If not, it is determined that the vehicle is truly in a trapped state. Based on the result of the preliminary determination, the body dynamic data is introduced for further verification, which fundamentally avoids the determination error caused by the slippage of all wheels in different degrees under extreme road conditions, improves the accuracy and reliability of the trapped state determination, effectively ensures the driving safety of the vehicle and reduces the loss caused by the vehicle being trapped.

[0012] In combination with the first aspect, in some implementations, in a case where it is determined that the vehicle is in a trapped state, the slippage wheel is controlled to reciprocate in the up-down direction by the suspension system, including: controlling the suspension system actuator corresponding to the slippage wheel to repeatedly perform compression and stretching movements to drive the slippage wheel to reciprocate in the up-down direction.

[0013] By the technical solution, in a case where it is determined that the vehicle is in a trapped state, the vehicle control method provided by the present disclosure controls the suspension system actuator corresponding to the slippage wheel to repeatedly perform compression and stretching movements, so that the suspension system actuator drives the slippage wheel to reciprocate in the up-down direction, which helps to improve the trapped state of the vehicle and enhance the escape ability of the vehicle, and actively changes the ground contact environment of the wheel. At the same time, the ground medium under the slippage wheel is redistributed by the dynamically changing ground contact pressure, so as to actively create new traction for the slippage wheel, realize the change from passive to active in the escape, provide a more effective escape means for the user when the vehicle is trapped, and reduce the inconvenience and loss caused by the vehicle being trapped.

[0014] In combination with the first aspect, in some implementations, the vehicle control method further includes: acquiring a compression stroke ratio of the suspension system actuator in the process of performing the compression movement by the suspension system actuator; when the compression stroke ratio of the suspension system actuator exceeds a preset ratio threshold, controlling the driving system of the vehicle to apply a pulse torque to the slippage wheel; and when the suspension system actuator starts to rebound, the application of the pulse torque is discontinued.

[0015] By the technical solution, the vehicle control method provided by the present disclosure can, when the compression stroke reaches the preset proportion threshold value in the process that the suspension system actuator performs the compression motion, make the wheel ground area tend to be maximum, the engagement between the tire tread and the ground medium be most sufficient, and the driving system be in a critical state capable of providing maximum static friction. At this time, the pulse torque is applied to the slipping wheel, so that the driving energy can be converted into effective traction of the vehicle, and the energy conversion efficiency is improved. In addition, when the suspension system actuator starts to rebound, the application of the pulse torque is stopped, the possibility of applying driving force in the inefficient or invalid stage is avoided, it is ensured that each torque energy acts on a time with conversion value, the average energy consumption is reduced, and a fast and reliable escape effect is realized.

[0016] In combination with the first aspect, in some implementations, the vehicle control method further includes: in the process that the suspension system actuator performs the stretching motion, when it is determined that the rotation speed of the slipping wheel is higher than the rotation speed threshold value, applying a braking force to the slipping wheel by the braking system of the vehicle.

[0017] By the technical solution, the vehicle control method provided by the present disclosure can, when the compression stroke reaches the preset proportion threshold value in the process that the suspension system actuator performs the compression motion, make the wheel ground area tend to be maximum, the engagement between the tire tread and the ground medium be most sufficient, and the driving system be in a critical state capable of providing maximum static friction. At this time, the pulse torque is applied to the slipping wheel, so that the driving energy can be converted into effective traction of the vehicle, and the energy conversion efficiency is improved. In addition, when the suspension system actuator starts to rebound, the application of the pulse torque is stopped, the possibility of applying driving force in the inefficient or invalid stage is avoided, it is ensured that each torque energy acts on a time with conversion value, the average energy consumption is reduced, and a fast and reliable escape effect is realized.

[0018] In combination with the first aspect, in some implementations, in a case where it is determined that the vehicle is in the trapped state, the suspension system is controlled to control the slipping wheel to perform reciprocating motion in the up-down direction, including: when the slipping wheel includes a wheel located on the left side of the vehicle and a wheel located on the right side of the vehicle, the suspension system is controlled to control the wheel located on the left side of the vehicle and the wheel located on the right side of the vehicle to alternately perform reciprocating motion.

[0019] By the technical solution, the vehicle control method provided by the present disclosure can, when the compression stroke reaches the preset proportion threshold value in the process that the suspension system actuator performs the compression motion, make the wheel ground area tend to be maximum, the engagement between the tire tread and the ground medium be most sufficient, and the driving system be in a critical state capable of providing maximum static friction. At this time, the pulse torque is applied to the slipping wheel, so that the driving energy can be converted into effective traction of the vehicle, and the energy conversion efficiency is improved. In addition, when the suspension system actuator starts to rebound, the application of the pulse torque is stopped, the possibility of applying driving force in the inefficient or invalid stage is avoided, it is ensured that each torque energy acts on a time with conversion value, the average energy consumption is reduced, and a fast and reliable escape effect is realized.

[0020] In some implementations of the first aspect, the real-time state information further includes road surface type information, and the method further includes: determining a reciprocating frequency matching the current road surface type according to the road surface type information, and controlling the slipping wheels to reciprocate in the up-down direction by the suspension system at the reciprocating frequency.

[0021] Through the above technical solutions, the vehicle control method provided by the present disclosure can identify the specific road surface type through the sensors in the chassis domain, and use specific parameters such as a specific frequency matching the specific road surface type to make the wheels reciprocate, effectively changing the contact interface state of the wheels and the road surface, and improving the efficiency of the entire escape process.

[0022] In the second aspect, the present disclosure provides a vehicle, including: a memory, a processor, and a computer program stored in the memory and running on the processor, and the processor executes the computer program to implement the vehicle control method provided in the first aspect or any possible implementation manner of the first aspect.

[0023] In the third aspect, the present disclosure provides a computer-readable storage medium, and the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the vehicle control method provided in the first aspect or any possible implementation manner of the first aspect is implemented. BRIEF DESCRIPTION OF DRAWINGS

[0024] In order to more clearly illustrate the technical solutions of the embodiments of the present disclosure, the drawings needed in the embodiment description will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present disclosure, and other drawings can be obtained by those skilled in the art without creative labor.

[0025] Figure 1 A vehicle system schematic diagram suitable for the vehicle control method provided by the embodiments of the present disclosure is shown.

[0026] Figure 2 A flowchart of the vehicle control method provided by the embodiments of the present disclosure is shown.

[0027] Figure 3 A vehicle and a wheel distribution of the vehicle provided by the embodiments of the present disclosure are shown.

[0028] Figure 4 A flowchart of the vehicle control method provided by the embodiments of the present disclosure is shown.

[0029] Figure 5 A structural schematic diagram of the vehicle control device provided by the embodiments of the present disclosure is shown.

[0030] Figure 6 Fig. 1 shows a structural schematic diagram of a vehicle provided by an embodiment of the present disclosure. DETAILED DESCRIPTION

[0031] The technical solutions in the embodiments of the present disclosure will be clearly and completely described in combination with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are only part of the embodiments of the present disclosure, rather than all the embodiments of the present disclosure. Based on the embodiments in the present disclosure, all other embodiments obtained by a person of ordinary skill in the art without creative work, fall within the protection scope of the present disclosure.

[0032] In the following description, a large number of specific details are set forth in order to facilitate a thorough understanding of the present disclosure, but the present disclosure can also be implemented in other manners different from those described herein, and a person of ordinary skill in the art can make similar generalizations without departing from the connotation of the present disclosure, therefore the present disclosure is not limited to the specific embodiments disclosed below.

[0033] Secondly, the "one embodiment" or "embodiment" referred to herein means that a specific feature, structure or characteristic can be included in at least one implementation of the present disclosure. "In one embodiment" appearing in different places in the specification does not mean the same embodiment, nor is it an embodiment that is separate or selective and mutually exclusive with other embodiments.

[0034] In the related art, the mainstream vehicle escape technology on the market is based on the idea of "torque redistribution", and according to the implementation path, it is mainly divided into the following two categories: passive brake intervention type, represented by electronic differential lock and traction control system, which applies brake force to the idling wheel when monitoring the single-wheel slip, and passively transfers torque to the other side of the wheel with adhesion by using the characteristics of the open differential. This scheme is highly dependent on the adhesion conditions of the other side of the wheel; active torque distribution type: represented by multi-plate clutch type limited slip differential and brake simulation based torque vector control system, which actively and proportionally distributes driving torque to both sides of the wheel by pre-pressing the clutch or active braking. Although this scheme is more active, its torque distribution capability is limited by the maximum pressure of the clutch plate or the heat capacity of the braking system.

[0035] The above torque distribution-based technology has the following fundamental defects that are difficult to overcome on extremely rough road surfaces composed of loose and easily deformed media such as sand, mud, deep snow, etc.: secondary sinking risk, in mud or soft sand, the braking intervention on the idling wheel is essentially an attempt to forcibly terminate the relative sliding of the wheel and the medium. However, this process will do extra work, not only cannot generate effective forward driving force, but also will apply more energy to the loose medium under the wheel, causing the tire contact area to be more and more solid and sink deeper; adaptability to different road media, the control parameters of the existing system are usually calibrated based on paved roads or a single medium. The flowability of sand, the viscosity of mud, and the compactness of deep snow have different requirements and response mechanisms for wheel slip. A fixed control logic cannot make the best decision in all scenarios, and is prone to problems such as early intervention, late intervention, or improper intervention, resulting in low efficiency or even failure of the vehicle to escape.

[0036] Therefore, the applicant proposes a vehicle control scheme that actively and dynamically changes the physical environment of the wheel in contact with the ground to achieve efficient and self-adaptive escape, to solve the problems of low efficiency, secondary sinking, and system limitations caused by single reliance on torque redistribution in the prior art. The technical scheme of the present disclosure is illustrated below through the following specific embodiments.

[0037] Figure 1 A vehicle system schematic diagram suitable for a vehicle control method is provided for the embodiments of the present disclosure. As shown in the figure, the vehicle system mainly includes a perception module 110, an escape decision module 120, and an execution module 130. Figure 1

[0038] The perception module 110 is used to comprehensively obtain real-time state information of the vehicle. The real-time state information can include current chassis state information of the vehicle, and can also include other information related to the vehicle, such as surrounding environmental information, road surface information, and driver intent, etc. Illustratively, the perception module 110 can include a variety of sensors such as a wheel speed sensor, an inertial measurement unit, a suspension travel sensor, a drive motor torque sensor, a brake pressure sensor, a forward-looking camera, and a millimeter wave radar, etc. The above sensors are arranged at corresponding positions of the vehicle body for collecting real-time state information of the vehicle.

[0039] The escape decision module 120 is connected to the perception module 110 and is used to diagnose specific stuck modes based on the information obtained by the perception module 110. Through a multi-objective optimization algorithm, etc., an applicable cooperative control strategy is generated. The escape decision module 120 is physically connected to each sensor in the perception module 110 through the vehicle CAN bus to receive data from each sensor, and is connected to the execution module 130 through a high-speed control bus to send instructions.

[0040] ​The execution module 130 is driven by the escape decision module 120 to execute corresponding escape actions according to the instructions output by the escape decision module 120 through the control bus. For example, the execution module 130 can include a suspension system corresponding to at least one wheel, and control the suspension system to execute corresponding actions according to the instructions of the escape decision module 120. Alternatively, the execution module 130 can also include a drive system and / or a brake system to assist the wheels in escaping as soon as possible in cooperation with the actions of the suspension system.

[0041] Figure 1 An exemplary vehicle system to which the vehicle control method provided by the present disclosure can be applied is shown, and an exemplary connection relationship between various software / hardware is provided. It should be understood that, Figure 1 The vehicle system shown is only an example, and the vehicle control method provided by the present disclosure can also be applied to other types or structures of vehicle systems.

[0042] Figure 2 A flowchart of a vehicle control method provided by an embodiment of the present disclosure is shown. As Figure 2 shown, the vehicle control method can include the following steps: Step S201: Obtain real-time state information of the vehicle, wherein the real-time state information includes current chassis state information of the vehicle.

[0043] For example, the real-time state information of the vehicle can be obtained by the perception module using sensors in the chassis domain. Specifically, the perception module calls multiple sensors in the chassis domain of the vehicle, such as a wheel speed sensor, a vehicle body height sensor, an inertial measurement unit, a drive motor torque / speed sensor, a brake pressure sensor, a camera, a radar, etc., to collect raw chassis state signals in real time, and process and convert these signals into chassis state information in the real-time state information. The chassis state information includes but is not limited to wheel dynamics information, vehicle body motion and attitude information, and chassis subsystem state information.

[0044] In some optional embodiments, the above step S201 can include the following specific perception processes: Vehicle motion state perception: continuously collect the rotational speed of each wheel through the wheel speed sensor to calculate the slip rate; obtain the longitudinal acceleration, lateral acceleration, yaw rate, etc. of the vehicle through the inertial measurement unit to accurately determine the motion trend and motion attitude of the vehicle; monitor the real-time changes of each suspension stroke through the vehicle body height sensor, etc.

[0045] Drive and brake system state perception: obtain the output torque and speed through the drive motor torque and speed sensor; monitor the hydraulic state of each wheel brake cylinder through the brake pressure sensor, etc.

[0046] Road surface environment and adhesion potential identification: the road surface feature information and obstacle information in front of and around the vehicle are acquired through the camera and radar, and combined with the speed fluctuation, suspension vibration frequency and other signals, the road surface type (such as paved road, sand, mud, deep snow, etc.) and the loose degree, adhesion level of the road surface are identified and classified through algorithm (such as image recognition, frequency spectrum analysis or data fusion model), and then accurate data is provided for the vehicle system according to the identification result.

[0047] The embodiment of the present disclosure collects all required chassis state information by using the sensors in the chassis domain of the perception module. The state information not only includes the basic criterion of "whether the vehicle is slipping", but also further provides information such as "why is it slipping", "how is the road surface medium characteristic", "current attitude and energy distribution state", etc., which provides a sufficient data basis for subsequent trapped state judgment, thereby ensuring that the entire vehicle system can make accurate and road surface characteristic matching decisions.

[0048] Step S202: determining whether the vehicle is in a trapped state based on real-time state information.

[0049] Based on the real-time data obtained from the perception module, it is determined whether the vehicle is in a trapped state through analysis and judgment.

[0050] Specifically, the embodiment of the present disclosure can calculate one or more characteristic parameters for the trapped state based on the chassis state information. For example, the rotational speed difference of the wheels and the acceleration of the wheels are calculated to determine whether the vehicle is in a trapped state, and the vehicle body motion and attitude information, such as the longitudinal acceleration of the vehicle and the yaw angular velocity of the vehicle, can be combined to comprehensively determine whether the vehicle is currently in a trapped state.

[0051] Illustratively, the trapped state refers to a state in which the vehicle cannot normally travel according to the driver's intention due to external environment or vehicle dynamics, and the trapped state includes but is not limited to a stuck state caused by insufficient adhesion between the wheels and the road surface, etc.

[0052] Step S203: in the case where it is determined that the vehicle is in a trapped state, the suspension system controls the slipping wheel to reciprocate in the up-down direction.

[0053] It should be noted that the suspension system is a key assembly connecting the vehicle body and the wheels, and its core functions include supporting the weight of the vehicle body, reducing the impact on the road surface, and maintaining the contact between the tires and the ground. In the embodiment of the present disclosure, the suspension system can use passive suspension or semi-active suspension, at this time, the suspension system can be subjected to an acting force through the suspension driving structure to generate the required deformation and thus realize the up-down reciprocating motion.

[0054] Preferably, the suspension system can adopt an active suspension, which has the ability to generate active force itself, so that the active suspension can be controlled to generate the required deformation by sending a deformation instruction to the active suspension, thereby realizing the up-and-down reciprocating motion. Illustratively, the active suspension can have an electrically controlled active force generator, which can respond to the control instruction to realize bidirectional active adjustment of the relative position and force between the wheel and the vehicle body. By adopting the active suspension system, the key action of "actively modifying the wheel grounding environment" can be more easily and efficiently realized.

[0055] It should be noted that the embodiments of the present disclosure control the slipping wheel to perform reciprocating motion in the up-and-down direction through the suspension system. The direction of the reciprocating motion mainly refers to the direction along the Z-axis in the vehicle coordinate system (i.e., the axial direction perpendicular to the vehicle running plane) with respect to the vehicle coordinate system, and the direction of the reciprocating motion mainly refers to the direction along the straight line determined by the wheel center of the slipping wheel and the connection point of the vehicle suspension with respect to the wheel body, i.e., the direction approximately perpendicular to the ideal horizontal road surface.

[0056] Specifically, in a complete reciprocating motion cycle, there are: an active compression phase, in which the suspension system actuator is driven to move the wheel relative to the vehicle body in the direction close to the ground to increase the grounding pressure of the wheel, i.e., to exert pressure on the loose medium below the wheel; and an active stretching (rebound) phase, in which the suspension system actuator is driven to move the wheel relative to the vehicle body in the direction away from the ground to release the pressure of the wheel on the ground, so that the loose medium below the wheel flows to fill the gap.

[0057] The embodiments of the present disclosure, by acquiring the real-time state information of the vehicle, monitoring whether the vehicle is in the trapped state based on the state information, and controlling the slipping wheel to perform reciprocating motion in the up-and-down direction through the suspension system when the vehicle is in the trapped state, actively intervene and optimize the grounding environment of the wheel and the ground, help the vehicle to get out of the trapped situation, improve the vehicle's ability to get out of trouble, shorten the time to get out of trouble, ensure the smoothness and safety of the vehicle running, reduce the inconvenience and loss caused by the trapped vehicle, and improve the vehicle's performance in dealing with complex road conditions.

[0058] In an optional embodiment of the present disclosure, the chassis state information includes the rotation speed of the wheel, and based on the real-time state information, the step of determining whether the vehicle is in the trapped state includes: continuously monitoring the rotation speed of the plurality of wheels of the vehicle; when at least one wheel of the plurality of wheels is in an abnormal high-speed state and the duration exceeds a preset time length, determining that the at least one wheel is a slipping wheel and determining that the vehicle is in the trapped state, wherein the abnormal high-speed state includes that the ratio between the current wheel speed and the speed of the other wheels is greater than a first preset threshold.

[0059] Specifically, the escape decision module reads the raw pulse signals from each wheel speed sensor in the perception module in real time through the vehicle CAN bus. The wheel speed pulse signals of each wheel of the vehicle are collected in real time, the instantaneous speed of each wheel is calculated, and the acceleration of each wheel is calculated based on the rate of change of the wheel speed. The speed of each wheel is compared with the speed of one or more reference wheels, where the speed of the reference wheel can be the average speed of all wheels or the average speed of non-slip wheels, etc. If the speed of a certain wheel is continuously and significantly higher than the speed of the reference wheel, the "preliminary slip" determination is triggered.

[0060] For example, the above determination process can include two aspects of relative difference and duration: The relative difference threshold: the ratio of the speed of a certain wheel to the speed of the reference wheel is continuously greater than a first preset threshold. For example, the threshold can be set to 1.2 (i.e., the speed of the corresponding wheel exceeds 20% of the speed of the reference wheel). Preferably, the first preset threshold can be dynamically adjusted based on the user-selected driving mode. In "highway mode", the vehicle system adopts a relatively loose threshold (e.g., 1.25 or higher) to reduce false triggering due to normal wheel slip when the vehicle is rapidly accelerated or aggressively driven. In "snow mode" or "off-road mode", the vehicle system adopts a relatively limited threshold (e.g., 1.15) so that the vehicle system can detect subtle changes in wheel slip rate earlier when the road adhesion is already low, thereby allowing the system to provide early warning and intervention.

[0061] The duration threshold: the above speed difference state must last for more than a preset time. For example, the time can be set to 0.5 s. To adapt to different working conditions, the time can be adjustable within the range of 0.2 s to 1.0 s.

[0062] When the above relative difference threshold and duration threshold are met at the same time, the wheel is marked as a "preliminary slip wheel".

[0063] The purpose of setting the relative difference threshold in the embodiments of the present disclosure is to distinguish between normal steering differential speed and invalid slip. When the vehicle is turning normally, the speed of the outer wheel is slightly higher than that of the inner wheel, but the difference is usually within a reasonable range of 5%-15%. The duration threshold is set to filter out temporary non-trap disturbances, such as instantaneous wheel speed fluctuations caused by the vehicle driving through a speed bump, stepping over a small stone, or driving over a road joint, thereby improving the anti-interference ability and robustness of the vehicle system.

[0064] In an optional embodiment of the present disclosure, when at least one wheel in the plurality of wheels is in an abnormal high speed state for a duration exceeding a preset time length, the step of determining whether the vehicle is in a trapped state comprises: when at least one wheel in the plurality of wheels is in an abnormal high speed state for a duration exceeding a preset time length, obtaining the longitudinal acceleration and the yaw rate of the vehicle; and in a case where the absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold and the absolute value of the yaw rate of the vehicle is less than a preset angular velocity threshold, determining that the vehicle is in a trapped state.

[0065] Specifically, after the wheels are preliminarily identified as "preliminarily slipping", the vehicle system enters a vehicle dynamic verification phase with higher confidence. The vehicle system first reads real-time data of an inertial measurement unit (IMU) in the vehicle, which includes longitudinal acceleration and yaw rate. The vehicle system sets two dynamic verification conditions, which need to be met at the same time, that is, the absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold and the absolute value of the yaw rate of the vehicle is less than a preset angular velocity threshold.

[0066] The condition that the absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold is used to determine whether the vehicle has no effective acceleration in the forward or backward direction. For example, the preset acceleration threshold can be set to 0.1 m / s² or 0.2 m / s², which aims to determine whether the vehicle is trapped and cannot move, rather than normal acceleration or deceleration. The condition that the absolute value of the yaw rate of the vehicle is less than a preset angular velocity threshold is used to determine whether the vehicle has no rotation motion around the vertical axis (i.e., steering). For example, the yaw rate of the vehicle can be set to 1° / s or 2° / s, which aims to exclude the case that the vehicle is making a normal turn.

[0067] That is, the data of the IMU is read, and if it is found that the longitudinal acceleration of the vehicle is close to zero (indicating no acceleration forward), and the yaw rate is also close to zero (indicating no steering), but the rotational speed of the slipping wheel is very high, it is proved that the trapped state of "wheel idling and vehicle not moving".

[0068] In summary, when the vehicle system monitors that there is at least one preliminarily slipping wheel, and the IMU data meets the above two dynamic verification conditions at the same time, the vehicle system makes a final determination that the vehicle is currently in a "trapped state".

[0069] Based on this, the vehicle control method provided by the embodiments of the present disclosure reduces the false positive rate by monitoring the wheel rotational speed and the IMU data, ensures that the vehicle system is triggered only when the vehicle truly loses the ability to autonomously escape, and improves the user experience.

[0070] In an optional embodiment of the present disclosure, in the case where it is determined that the vehicle is in a trapped state, the slipping wheel is controlled to reciprocate in the up-down direction by the suspension system, including: controlling the suspension system actuator corresponding to the slipping wheel to repeatedly perform compression and stretching movements to drive the slipping wheel to reciprocate in the up-down direction.

[0071] Specifically, after confirming that the vehicle is in a trapped state, the control unit generates an action instruction for the suspension system actuator corresponding to the slipping wheel, which is used to make the suspension system actuator perform compression-stretching movements, and then realize the control of the wheel to reciprocate, thereby actively changing the contact state of the wheel with the ground.

[0072] In some embodiments, the action instruction can be in the form of a pulse waveform, which can be selected or combined according to the road surface medium characteristics, etc. For example, the pulse waveform of the action instruction can be a sine wave, which is a preferred waveform, with smooth and continuous movement, concentrated energy distribution, and stable and controllable periodic “ramming” effect, with less impact on the vehicle and the suspension system. The pulse waveform of the action instruction can also be a square wave, which can instantaneously release high energy due to its step characteristic. The pulse waveform of the action instruction can also be other waveforms, and triangular wave, sawtooth wave or modified waveforms thereof can be used as needed, which are not limited in the present disclosure.

[0073] It should be noted that the frequency of the pulse waveform is a key parameter affecting the escape effect, which can be optimized and set according to the type of road surface medium. The frequency of the pulse waveform can be a relatively low frequency of 0.5 Hz to 2 Hz (suitable for rheological medium such as mud and deep snow). For example, the frequency can be preferably set to 1 Hz. Slow reciprocating motion in this frequency range allows the wheel to have enough time to press down and lift up, accumulating and releasing large potential and kinetic energy in each compression stroke, thereby producing large displacement and large energy effect on soft mud and snow medium, and destroying its original structure. The frequency of the pulse waveform can also be a relatively high frequency of 2 Hz to 5 Hz (suitable for discrete particle medium such as sand and gravel). For example, the frequency can be preferably set to 3 Hz or 4 Hz. The purpose of high-frequency rapid reciprocating motion is to quickly and densely hit sand particles or gravel, so that they are rearranged and compacted in a short time due to vibration, thereby forming a relatively tight temporary bearing layer under the wheel to provide instantaneous adhesion for the wheel. The vehicle system can select the corresponding frequency according to the identified road surface type, or can be dynamically adjusted by a small amplitude within the above frequency range according to the depth of the trapped vehicle or the suspension pressure feedback.

[0074] It should be noted that the amplitude of the pulse waveform (i.e. the stroke range of the suspension system reciprocating motion) determines the intensity of the ground intervention, which can be set according to the severity of the vehicle stuck or adaptively adjusted. The amplitude range can be set between 10 mm and 50 mm, for example, the initial amplitude can be set to 20 mm. Adaptive adjustment can be based on the degree of slip, if the wheel slip rate does not decrease continuously, the amplitude can be increased linearly, for example, the amplitude is increased from 20 mm to 30 mm, 40 mm to the upper limit (e.g. 50 mm), so that the vehicle system applies stronger intervention; adaptive adjustment can also be based on the vehicle body posture or the depth of the stuck vehicle, for example, the vehicle inclination angle increases continuously, or based on the historical suspension stroke to speculate that the stuck vehicle is deeper, a larger initial amplitude (e.g. 40 mm) can be directly used. While adaptively adjusting the amplitude of the pulse waveform, the upper limit of the amplitude is limited by the physical stroke limit of the suspension system actuator (e.g. ±50 mm), and the control software should ensure that the amplitude does not exceed the limit.

[0075] The control unit generates a displacement instruction sequence in real time according to the waveform, frequency and amplitude specified in the instruction, and sends it to the suspension system actuator corresponding to the slipping wheel. The suspension system actuator will track the displacement instruction sequence and drive the slipping wheel to reciprocate in the up-down direction.

[0076] In the embodiments of the present disclosure, by selecting the corresponding frequency and adaptively adjusting the amplitude for different road surface media (such as the rheological properties of mud / snow and the particle properties of sand), the suspension system actuator drives the slipping wheel to reciprocate, that is, the compression stroke of the suspension system presses the wheel downward to exert pressure on the loose foundation; the stretching stroke of the suspension system lifts the wheel upward to quickly release the pressure on the ground, so that the snow / mud / sand flows into the gap below the wheel. This vehicle system can use different methods for different situations: generate a large amount of energy impact in the mud to destroy the structure, and generate high-frequency vibration in the sand to quickly compact, thereby minimizing energy consumption and maximizing the creation of instantaneous high adhesion between the slipping wheel and the ground, realizing the transition from passive to active, and providing users with a more effective means of escaping when encountering a stuck vehicle, reducing the inconvenience and loss caused by the stuck vehicle.

[0077] In an optional embodiment of the present disclosure, when it is determined that the vehicle is in a stuck state, the suspension system is controlled to drive the slipping wheel to reciprocate in the up-down direction, comprising: when the slipping wheel simultaneously includes a wheel located on the left side of the vehicle and a wheel located on the right side of the vehicle, the suspension system is controlled to drive the wheel located on the left side of the vehicle and the wheel located on the right side of the vehicle to reciprocate alternately.

[0078] Figure 3 A vehicle and a vehicle wheel distribution provided by an embodiment of the present disclosure are shown in the schematic diagram. Figure 3As shown, in one embodiment of the present disclosure, when the vehicle system determines that only one wheel is slipping (e.g. the left front wheel), or both wheels on the same side are slipping (e.g. the left front wheel and the left rear wheel), the single wheel slipping or the same side wheel slipping mode is activated. The control unit generates the excitation instructions of specific waveforms, frequencies, amplitudes as described above, and synchronously drives the suspension system actuators corresponding to all the slipping wheels (one or both on the same side) to perform motion-synchronized reciprocating compression and stretching movements. By repeatedly lifting and concentrating the force in the direction of reciprocating movement, the medium state of the single side of the ground is changed, thereby restoring the single side traction to assist in escaping.

[0079] As shown, in another embodiment of the present disclosure, when the vehicle system determines that both wheels in the diagonal position are slipping at the same time (e.g. the left front wheel and the right rear wheel, or the right front wheel and the left rear wheel), the diagonal wheel slipping mode is activated. The control unit generates two excitation instructions with a specific phase difference, respectively controlling the suspension actuators corresponding to the two diagonal slipping wheels to perform alternating (e.g. like a person walking) compression and stretching reciprocating movements. Figure 3

[0080] Preferably, the phase difference between the two excitation instructions can be 180 degrees. That is, when one of the two diagonal slipping wheels is at the midpoint of the compression stroke, the other diagonal slipping wheel is at the midpoint of the stretching stroke. This control makes the vehicle produce a whole vehicle posture change similar to "walking" or "twisting". Specifically, when the left front wheel is compressed and sinks, the right rear wheel is synchronously stretched and lifted; then, when the left front wheel rebounds and lifts, the right rear wheel is synchronously compressed and sinks, and so on. The core purpose of this alternating reciprocating movement is to actively guide and utilize the torsional deformation of the vehicle body. In each alternating reciprocating movement, the center of gravity of the vehicle body will dynamically shift with the compression and sinking of the diagonal wheels and the stretching and lifting of the diagonal wheels, which helps to load part of the vehicle body weight onto the non-slip wheels with adhesion, instantaneously increasing the non-slip wheel ground pressure and adhesion. This alternating reciprocating movement helps to shake the vehicle body, thereby assisting the vehicle to escape.

[0081] It should be noted that the number of wheels of the vehicle can be 4, 6, etc., depending on the specific circumstances, and the embodiments of the present disclosure do not limit this.

[0082] ​Based on the above scheme, the vehicle control method provided by the embodiments of the present disclosure can control the slipping wheels on the left side and the right side of the vehicle to perform the reciprocating motion in the up-down direction alternately by using the suspension system actuator when it is determined that the vehicle is in the trapped state. During the alternating motion, when the wheels on one side are driven to move downward by the suspension actuator, the pressure of the wheels on the side on the ground increases, and the pressure of the wheels on the other side on the ground decreases, so that the vehicle body is balanced and the wheels on both sides are simultaneously prompted to escape from the trapped state, different dynamic torsion postures of the vehicle are achieved, the ability of the vehicle to escape from the trapped state in complex road conditions is improved, the inconvenience and loss caused by the trapped vehicle are reduced, and the smoothness and safety of the vehicle in driving are further ensured.

[0083] Optionally, in an optional embodiment of the present disclosure, during the compression motion of the suspension system actuator, the compression stroke ratio of the suspension system actuator is obtained; when the compression stroke ratio of the suspension system actuator exceeds a preset ratio threshold, the driving system of the vehicle is controlled to apply a pulse torque to the slipping wheel; and when the suspension system actuator starts to rebound, the application of the pulse torque is discontinued.

[0084] Specifically, while the suspension system performs the reciprocating motion in the up-down direction on the slipping wheel, the driving system is synchronously intervened. The vehicle system monitors the compression stroke ratio of the suspension system actuator corresponding to the slipping wheel, and generates a torque trigger signal when it is monitored that the suspension is in the middle-late section to the lowest point of the compression stroke.

[0085] Preferably, a compression stroke ratio threshold (for example, when the compression amount reaches 75% of the maximum stroke) can be set as the trigger point, at which the wheel is in the closest contact with the ground after being pre-compressed. The applied torque is not continuous, but a pulse torque. The duration of the pulse is short, usually in the range of 100 ms-300 ms, for example, it can be set to 200 ms. If the duration of the pulse is too short, the problem of insufficient energy will occur, and if the duration of the pulse is too long, it will continue to the rebound phase, causing excessive heat and power waste. The peak value of the pulse torque is adjustable, for example, the peak value of the pulse torque can be 50% of the maximum capacity of the vehicle system, and is dynamically adjusted according to the wheel slip rate feedback. When the suspension stroke sensor monitors that the actuator starts to rebound, the application of the pulse torque is discontinued immediately, and the torque should decay rapidly within a very short time (for example, within 30 ms).

[0086] Based on this, the vehicle control method provided by the embodiments of the present disclosure can press the wheel into the ground by suspension compression, compact the medium under the wheel and increase the contact force; when the contact force is maximum, a short pulse torque is applied to the wheel; the wheel obtains high traction force, and it is possible to push the vehicle to move; the suspension rebound lifts the wheel off the ground, and the contact force decreases; the torque application is discontinued, the power output is ended, and the next cycle is prepared.

[0087] Optionally, in an optional embodiment of the present disclosure, Figure 2 The vehicle control method in the illustrated embodiment can also include: during the process that the suspension system actuator performs the stretching motion, when it is determined that the rotation speed of the slipping wheel is higher than the rotation speed threshold, applying a braking force to the slipping wheel by the braking system of the vehicle.

[0088] Specifically, while the suspension system reciprocates the slipping wheel along the up-down direction, the braking system can be synchronized to intervene and assist. After the instruction of the suspension system controller enters the stretching (rebound) stroke, the vehicle system monitors the rotation speed of the slipping wheel. If it is monitored that the rotation speed of the slipping wheel is still higher than a preset inertia idle threshold (for example, 10% higher than the wheel speed that should correspond to the current vehicle speed), it is determined that the slipping wheel is in an inertia idle state, which will interfere with the start of the next cycle. When it is determined that the slipping wheel is in the inertia idle state, the braking system applies a transient braking force to the slipping wheel. Here, the braking pulse can be short, and the duration range is set to be between 30 ms-80 ms, for example, the duration can be 50 ms. By applying a short pulse to the slipping wheel instead of a continuous pulse, unnecessary driving resistance and heat are avoided. In addition, the braking torque can be light, for example, a small torque value (such as a torque that generates a 0.1 g deceleration) can be set first, and then adjusted according to the rotation speed of the wheel. The purpose is to reduce the wheel speed to near zero or a low speed matching the vehicle body speed at the end of the pulse, to prepare for the next compression-torque cycle, and at the same time, the transient braking of the slipping wheel also forces more driving torque to be transmitted to the wheel with better adhesion on the same axle, which helps to improve the vehicle's escape ability.

[0089] It should be noted that the above-mentioned cooperative cycle can be that the driving system is synchronized to intervene while the suspension system reciprocates the slipping wheel along the up-down direction; or the braking system is synchronized to intervene while the suspension system reciprocates the slipping wheel along the up-down direction; or both the driving system and the braking system are synchronized to intervene while the suspension system reciprocates the slipping wheel along the up-down direction, so as to further improve the escape efficiency.

[0090] Based on this, the vehicle control method provided by the embodiments of the present disclosure can make the contact between the wheel and the ground that has been pre-compressed more close, and the friction potential is significantly increased. At this time, the torque applied by the driving system can be maximally converted into effective traction force, instead of idling. At the same time, by applying a braking force to the idling wheel, preparation can be made for the next compression-torque cycle, and the instantaneous braking of the slipping wheel also forces more driving torque to be transmitted to the wheel with better adhesion on the same axle to a certain extent.

[0091] Optionally, in one embodiment of the present disclosure, Figure 2 The vehicle control method in the illustrated embodiment further includes continuously monitoring the rotation speed of the slipping wheel, and if the rotation speed decreases, adjusting the frequency and / or amplitude of the suspension system to weaken the reciprocating motion; when it is monitored that the vehicle generates a continuous and stable longitudinal displacement, and the rotation speed of the slipping wheel returns to normal (the rotation speed ratio between the slipping wheel and other wheels is less than or equal to a second preset threshold), it is determined that the vehicle is out of the stuck state; when the vehicle is out of the stuck state, the vehicle exits the reciprocating motion.

[0092] Specifically, the rotation speed of the wheel is continuously monitored by the wheel speed sensor, and when it is monitored that the rotation speed of the slipping wheel starts to decrease (for example, a transient value of the rotation speed of the slipping wheel is lower than the average value of the rotation speed in the past period of time) and the rotation speed ratio between the slipping wheel and other wheels is less than or equal to a second preset threshold (for example, the rotation speed ratio between the slipping wheel and other wheels is >1.5 when the wheel slips initially, and when this rotation speed ratio continuously is less than or equal to 1.2 and is stable for a period of time such as 0.5 s), it indicates that the slip rate of the slipping wheel is decreasing, and the sliding friction between the wheel and the ground is changed to static friction, that is, the traction force of the slipping wheel is recovering. At this time, the vehicle system can adaptively adjust the action instruction for the suspension system to change the frequency and / or amplitude and / or torque peak to weaken the reciprocating motion of the wheel, and adapt to the updated current road conditions.

[0093] Further, when the effective traction force starts to recover, the vehicle system can enter a successful escape confirmation stage. Illustratively, the vehicle system can determine whether the vehicle produces a sustained and stable longitudinal displacement by fusing the real-time data of the IMU and the rotation speeds of the plurality of wheels, continuously monitor the longitudinal acceleration signal provided by the IMU, and when the vehicle starts to move, the IMU detects a sustained positive longitudinal acceleration or a sustained negative longitudinal acceleration to determine that the vehicle body produces a real motion; and simultaneously monitor the rotation speeds of the plurality of wheels to calculate the slip rate of the vehicle, and require that the slip rate of the wheels is continuously lower than a threshold value (for example, slip rate < 10%). At this time, when the above two conditions are met and stable for a period of time (for example, 1.5 s to 5 s), the vehicle system determines that the escape is successful. Once it is confirmed that the escape is successful, the vehicle system will smoothly exit this process within a preset exit time (for example, 1 s to 3 s), the vehicle system can reset all control parameters used in the escape mode and send a prompt such as successful escape to the driver through the instrument panel, and at the same time the entire escape vehicle system enters a low-energy consumption monitoring state, preparing for the next possible vehicle trapping.

[0094] Based on the above scheme, the vehicle control method provided by the embodiments of the present disclosure realizes adaptive control of the escape process and sets a standard for determining the success of the escape by continuously monitoring the wheel speed convergence state of the slipping wheels and the non-slip wheels, fusing the real-time data of the IMU and the rotation speeds of the plurality of wheels. Once it is detected that the grip force is recovering, the intervention intensity can be automatically reduced, which avoids the impact that may be caused by excessive intervention. In addition, in the embodiments of the present disclosure, not only can the vehicle actively escape, but also can accurately determine when the vehicle has truly escaped. This ensures that the escape mode will be completely exited only when the vehicle has completely recovered the ability to continuously and stably drive itself, avoiding the risk of secondary vehicle trapping caused by premature exit. At the same time, the orderly and smooth exit of the vehicle system ensures the smoothness of the mode switching, provides the driver with a result-determined escape experience, and liberates the driver from the judgment burden in the escape process.

[0095] Optionally, in an optional embodiment of the present disclosure, the real-time state information further includes road surface type information, and the vehicle control method further includes: determining a reciprocating motion frequency matched with the current road surface type according to the road surface type information, and controlling the slipping wheels to reciprocate in the up-down direction by the suspension system at the reciprocating motion frequency.

[0096] Specifically, the perception module extracts features related to the physical properties of the road surface by fusing multi-sensor data in the chassis domain, analyzes and identifies the road surface type.

[0097] Exemplarily, the road surface type information includes, but is not limited to, high adhesion pavement (such as dry asphalt), low adhesion homogeneous pavement (such as smooth cement after rain), loose medium pavement (such as soft sandy land), and viscous plastic deformation pavement (such as mud and snow), etc.

[0098] Specifically, when the road surface type is identified as mud or snow, the control frequency is set to be in the range of 0.5 Hz to 1.5 Hz. Since such road surface has a certain adhesion, the impact with low frequency can generate a large impact effect to destroy the contact interface state of the wheel and the road surface, thereby improving the efficiency of the escape process.

[0099] Based on the above scheme, the vehicle control method provided by the embodiment of the present disclosure identifies the specific road surface type through the sensor in the chassis domain, and uses the specific frequency and other parameters matched with the specific road surface type, so that the wheel performs reciprocating motion, effectively changes the contact interface state of the wheel and the road surface, and improves the efficiency of the entire escape process.

[0100] The vehicle control method provided by the embodiment of the present disclosure will be described below through a specific embodiment, Figure 4 The flow chart of the vehicle control method provided by the embodiment is shown in FIG. 1. Figure 4 The stuck state is taken as a typical stuck state, and the active suspension system is taken as a preferred or exemplary embodiment of the suspension system.

[0101] Real-time vehicle status information is acquired through chassis-domain sensors, including chassis status information. The perception module utilizes chassis-domain sensors such as wheel speed sensors, vehicle height sensors, inertial measurement units (IMUs), drive motor torque / speed sensors, brake pressure sensors, cameras, and radar. All necessary chassis status signals and road type recognition signals are collected. Based on the aforementioned real-time vehicle status information, a comprehensive judgment is made regarding whether the vehicle is stuck. The rotational speeds of all drive wheels are compared. If the rotational speed of a particular wheel is consistently and significantly higher than that of the other wheels for a duration exceeding a threshold, that wheel is marked as initially slipping. IMU data is read. If the vehicle's longitudinal acceleration is close to zero (indicating no acceleration) and yaw rate is also close to zero (indicating no steering), but the speed of the slipping wheel is very high, it proves that "the wheel is spinning freely, and the vehicle body is stuck." A vehicle is considered "stuck" when both of the above conditions are met. Once this is confirmed, the active suspension actuators control the slipping wheel to perform a multi-frequency, multi-amplitude "bionic stomping" reciprocating lifting motion—a combination of compression and extension. The compression stroke of the active suspension presses the wheel downwards, applying pressure to the loose ground; the extension stroke lifts the wheel upwards, quickly releasing pressure on the ground and allowing snow / mud / sand to flow and fill the gaps under the wheel, actively altering the tire's contact patch. While the suspension system reciprocates the slipping wheel vertically, the drive and braking systems intervene simultaneously to ensure effective energy transfer and avoid interfering with the suspension's work. The drive system applies pulsed torque to provide high traction, while the braking system applies intermittent braking force to improve the vehicle's ability to escape. The active suspension, drive, and braking systems can work together, enabling "wheel-ground data interaction," further enhancing the vehicle's ability to get out of trouble and creating a new vehicle motion state. When a change in this motion state is detected, the vehicle exits the "reciprocating motion" mode and gets out of trouble.

[0102] Figure 5 This is a schematic diagram of the structure of a vehicle control device provided in an embodiment of this disclosure.

[0103] For example, such as Figure 5 As shown, the vehicle control device 500 may include: an acquisition module 501, used to acquire real-time status information of the vehicle, wherein the real-time status information includes the current chassis status information of the vehicle; a determination module 502, used to determine whether the vehicle is in a trapped state based on the real-time status information; and a control module 503, used to control the slipping wheels to reciprocate in the up and down direction through the suspension system when it is determined that the vehicle is in a trapped state.

[0104] The vehicle control device provided by the embodiments of the present disclosure can accurately obtain real-time state information of the vehicle, thereby providing an accurate basis for identifying whether the vehicle is stuck, and ensuring that the entire system can make accurate decisions that match the characteristics of the road surface; the determining module 502 determines whether the vehicle is truly in a stuck state based on the aforementioned obtained real-time state information of the vehicle; and the control module 503 controls the slipping wheel to move back and forth in the up-down direction in the case that the vehicle is determined to be in a stuck state, thereby actively intervening and optimizing the ground contact environment of the wheel and the ground, which helps the vehicle to get out of the stuck situation. At the same time, the device as a whole ensures the smoothness and safety of the vehicle, reduces the inconvenience and loss caused by being stuck, and improves the performance of the vehicle in dealing with complex road conditions.

[0105] In some implementations, the determining module 502 is specifically configured to: continuously monitor the rotation speeds of the plurality of wheels of the vehicle; when at least one wheel of the plurality of wheels is in an abnormal high-speed state and the duration exceeds a preset time length, determine that the at least one wheel is a slipping wheel, and determine that the vehicle is in a stuck state, wherein the abnormal high-speed state includes that the ratio between the rotation speed of the current wheel and the rotation speeds of the other wheels is greater than a first preset threshold.

[0106] In some implementations, the determining module 502 is further configured to: when at least one wheel of the plurality of wheels is in an abnormal high-speed state and the duration exceeds a preset time length, determine that the at least one wheel is a slipping wheel, and determine whether the vehicle is in a stuck state, including: when at least one wheel of the plurality of wheels is in an abnormal high-speed state and the duration exceeds a preset time length, obtaining the longitudinal acceleration and the yaw angular velocity of the vehicle; in the case that the absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold and the absolute value of the yaw angular velocity of the vehicle is less than a preset angular velocity threshold, determining that the vehicle is in a stuck state.

[0107] In some implementations, the control module 503 is specifically configured to: control the suspension system actuator corresponding to the slipping wheel to repeatedly perform compression and stretching movements, so as to drive the slipping wheel to move back and forth in the up-down direction.

[0108] In some implementations, the control module 503 is further configured to: in the process that the suspension system actuator performs the compression movement, obtain the compression stroke ratio of the suspension system actuator; when the compression stroke ratio of the suspension system actuator exceeds a preset ratio threshold, apply a pulse torque to the slipping wheel; and when the suspension system actuator starts to rebound, stop applying the pulse torque.

[0109] In some implementations, the control module 503 is further configured to: in the process that the suspension system actuator performs the stretching movement, when it is determined that the rotation speed of the slipping wheel is higher than a rotation speed threshold, apply a braking force to the slipping wheel through the braking system of the vehicle.

[0110] In some implementations, the control module 503 is further configured to determine that the slipping wheels include wheels located on the left side of the vehicle and wheels located on the right side of the vehicle, and control the wheels located on the left side of the vehicle and the wheels located on the right side of the vehicle to reciprocate alternately through the suspension system.

[0111] In some implementations, the control module 503 is further configured to determine a reciprocating frequency matching the current road surface type according to the road surface type information, and further control the slipping wheels to reciprocate in the up-down direction at the reciprocating frequency through the suspension system.

[0112] It should be noted that the above description of the vehicle control method embodiments and the description of the technical effects are also applicable to the vehicle control device in this embodiment, which will not be repeated here.

[0113] Figure 6 is a structural schematic diagram of a vehicle provided for an embodiment of the present disclosure. Figure 6 The vehicle 600 shown includes a memory 601, a processor 602, a communication interface 603, and a bus 604. The memory 601, the processor 602, and the communication interface 603 are communicatively connected to each other through the bus 604.

[0114] It should be noted that the above description of the vehicle control method embodiments is also applicable to the vehicle of this embodiment, which will not be repeated here.

[0115] The memory 601 can be a read-only memory (ROM), a static storage device, a dynamic storage device, or a random access memory (RAM). The memory 601 can store a program, and when the program stored in the memory 601 is executed by the processor 602, the processor 602 and the communication interface 603 are configured to perform the steps of the vehicle control method of the embodiments of the present disclosure.

[0116] The processor 602 can be a general-purpose central processing unit (CPU), a microprocessor, an application-specific integrated circuit (ASIC), a graphics processing unit (GPU), or one or more integrated circuits, configured to execute related programs to implement the functions required by the units in the vehicle control method of the embodiments of the present disclosure.

[0117] The processor 602 can also be an integrated circuit chip having a processing capability for signals. In implementation, various steps of the vehicle control method of the present disclosure can be completed by integrated logic circuits of hardware or instructions in the form of software in the processor 602. The processor 602 described above can also be a general processor, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic device, a discrete gate or transistor logic device, a discrete hardware component. The disclosed methods, steps and logic block diagrams in the embodiments of the present disclosure can be implemented or executed. The general processor can be a microprocessor or the processor can also be any conventional processor. The steps of the method disclosed in combination with the embodiments of the present disclosure can be directly embodied as a hardware coding processor for execution, or a combination of hardware and software modules in the coding processor for execution. The software module can be located in a random access memory, a flash memory, a read only memory, a programmable read only memory or an electrically erasable programmable memory, a register, and other mature storage media in the art. The storage medium is located in the memory 601, and the processor 602 reads the information in the memory 601, and combines the hardware to complete the functions required by the units included in the vehicle control method of the embodiments of the present disclosure, or executes the vehicle control method of the embodiments of the present disclosure.

[0118] The communication interface 603 uses a transceiver device such as but not limited to a transceiver to realize the communication between the vehicle 600 and other devices or communication networks. For example, sensor data can be obtained through the communication interface 603.

[0119] The bus 604 can include a path for transmitting information between various components (e.g., the memory 601, the processor 602, the communication interface 603) of the vehicle 600.

[0120] It should be noted that although Figure 6 The vehicle 600 shown only shows the memory, the processor, the communication interface, but in the specific implementation process, those skilled in the art should understand that the vehicle 600 also includes other devices necessary for normal operation. At the same time, according to the specific needs, those skilled in the art should understand that the vehicle 600 can also include hardware devices for realizing other additional functions. In addition, those skilled in the art should understand that the vehicle 600 can also only include devices necessary for the embodiments of the present disclosure, and does not necessarily include all the devices shown in the Figure 6 above.

[0121] In addition to the method, device, and equipment described above, the embodiments of the present disclosure can also be a computer program product, which includes computer program instructions that, when executed by a processor, cause the processor to perform the steps of the vehicle control method provided by the various embodiments of the present disclosure.

[0122] The computer program product can be written in any combination of one or more programming languages to perform the operations of the embodiments of the present disclosure, including an object-oriented programming language, such as Java, C++, and the like, and a conventional procedural programming language, such as the "C" language or similar programming languages. The program code can be executed entirely on a user computing device, partially on a user device, as an independent software package, partially on a user computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0123] In addition, the embodiments of the present disclosure can also be a computer readable storage medium, which stores a computer program, and the computer program, when executed by a processor, causes the processor to perform the steps of the vehicle control method provided by the various embodiments of the present disclosure.

[0124] The computer readable storage medium can adopt any combination of one or more readable media. The readable medium can be a readable signal medium or a readable storage medium. The readable storage medium may, for example, include but is not limited to an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination of the above. More specific examples (non-exhaustive list) of the readable storage medium include an electrical connection having one or more wires, a portable disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above.

[0125] Those of ordinary skill in the art can realize that the units and algorithm steps of the examples described in conjunction with the embodiments disclosed herein can be implemented by electronic hardware, or a combination of computer software and electronic hardware. Whether the functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present disclosure.

[0126] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described system, device, and unit can refer to the corresponding processes in the foregoing method embodiments, which will not be described here.

[0127] In several embodiments provided by the present disclosure, it should be understood that the disclosed system, device and method can be implemented in other manners. For example, the described device embodiments are merely schematic. For example, the division of the units is only a logical function division. There can be another division manner for the actual implementation, for example, multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the displayed or discussed mutual couplings or direct couplings or communication connections between the units can be indirect couplings or communication connections through some interfaces, devices or units, and can be in electrical, mechanical or other forms.

[0128] The units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed on a plurality of network units. Some or all of the units can be selected according to actual needs to achieve the purposes of the embodiments.

[0129] In addition, each functional unit in the various embodiments of the present disclosure can be integrated in a similar region division unit, or each unit can be physically present separately, or two or more units can be integrated in one unit.

[0130] If the functions are implemented in the form of software function units and sold or used as independent products, they can be stored in a computer readable storage medium. Based on this understanding, the technical solutions of the present disclosure can be embodied in the form of a software product, and the computer software product is stored in a storage medium, and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present disclosure. The aforementioned storage medium includes: a U disk, a mobile hard disk, a read-only memory, a random access memory, a magnetic disk or an optical disk, and various media that can store program codes.

[0131] The above is merely specific embodiments of the present disclosure, but the protection scope of the present disclosure is not limited thereto. Any person skilled in the art can easily think of changes or replacements within the technical scope disclosed by the present disclosure, which should be covered within the protection scope of the present disclosure. Therefore, the protection scope of the present disclosure should be subject to the protection scope of the claims.

Claims

1. A vehicle control method, characterized in that, include: Obtain real-time status information of the vehicle, wherein the real-time status information includes the current chassis status information of the vehicle; Based on the real-time status information, it is determined whether the vehicle is in a trapped state; When it is determined that the vehicle is in the trapped state, the suspension system controls the slipping wheels to reciprocate in the vertical direction.

2. The vehicle control method according to claim 1, characterized in that, The chassis status information includes the wheel rotation speed. Based on the real-time status information, the step of determining whether the vehicle is in a trapped state includes: Continuously monitor the rotational speed of multiple wheels of the vehicle; When at least one of the multiple wheels is in an abnormally high-speed state for a duration exceeding a preset time, the at least one wheel is determined to be the slipping wheel, and the vehicle is determined to be in a trapped state. The abnormally high-speed state includes a ratio between the rotational speed of the current wheel and the rotational speed of other wheels that is greater than a first preset threshold.

3. The vehicle control method according to claim 2, characterized in that, The steps of determining that at least one wheel among the plurality of wheels is in an abnormally high-speed state for a duration exceeding a preset time, and determining whether the vehicle is in a trapped state, include: When at least one of the multiple wheels is in an abnormally high-speed state for a duration exceeding a preset time, the longitudinal acceleration and yaw rate of the vehicle are obtained. If the absolute value of the longitudinal acceleration of the vehicle is less than a preset acceleration threshold and the absolute value of the yaw rate of the vehicle is less than a preset angular velocity threshold, the vehicle is determined to be in a trapped state.

4. The vehicle control method according to claim 1, characterized in that, The suspension system actuator corresponding to the slipping wheel is controlled to repeatedly perform compression and extension movements to drive the slipping wheel to reciprocate in the up-down direction.

5. The vehicle control method according to claim 4, characterized in that, Also includes: During the compression motion of the suspension system actuator, the compression stroke ratio of the suspension system actuator is obtained; When the compression stroke ratio of the suspension system actuator exceeds a preset ratio threshold, the vehicle's drive system is controlled to apply pulse torque to the slipping wheel; When the suspension system actuator begins to rebound, the application of the pulse torque is stopped.

6. The vehicle control method according to claim 4 or 5, characterized in that, Also includes: During the extension motion of the suspension system actuator, when it is determined that the rotational speed of the slipping wheel is higher than the rotational speed threshold, braking force is applied to the slipping wheel through the vehicle's braking system.

7. The vehicle control method according to claim 1, characterized in that, When it is determined that the vehicle is in the trapped state, the suspension system controls the slipping wheels to reciprocate in the vertical direction, including: When it is determined that the slipping wheel includes both the wheel located on the left side of the vehicle and the wheel located on the right side of the vehicle, the suspension system controls the wheel located on the left side of the vehicle and the wheel located on the right side of the vehicle to alternately perform the reciprocating motion.

8. The vehicle control method according to claim 1, characterized in that, The real-time status information also includes the vehicle's current road surface type information, and the method further includes: The reciprocating motion frequency matching the current road surface type is determined based on the road surface type information. The method of controlling the slipping wheel to reciprocate in the vertical direction through the suspension system includes: The suspension system controls the slipping wheel to reciprocate in the up-down direction at the reciprocating frequency.

9. A vehicle, characterized in that, The vehicle includes: a memory, a processor, and a computer program stored in the memory and running on the processor, the processor executing the computer program to implement the vehicle control method according to any one of claims 1 to 8.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the vehicle control method of any one of claims 1 to 8.

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