Vehicle escape control method and device based on angle module and vehicle

Abstract

The application relates to the technical field of vehicles and discloses a vehicle escape control method and device based on an angle module and a vehicle, wherein the method comprises the following steps: in an escape mode, determining an escape trajectory for a target vehicle and a target motion vector of each escape trajectory point on the escape trajectory based on the intention of a driver and the environmental information of the target vehicle, and determining a target resultant force for the target vehicle according to the target motion vector; determining a weight coefficient of each wheel end according to the actuator parameters of each wheel end of the target vehicle, distributing the target resultant force to each wheel end based on the weight coefficient of each wheel end, and obtaining a target force vector corresponding to each wheel end; for any target wheel end, controlling the actuator of the target wheel end to perform an escape action according to the target force vector corresponding to the target wheel end based on the angle module of the target wheel end. The control method can realize accurate direction control, improve escape efficiency, reduce energy consumption, and guarantee the feasibility and stability of control.

Description

Technical Field

[0001] This invention relates to the field of vehicle technology, and in particular to a vehicle traction control method based on corner modules, a vehicle traction control device based on corner modules, a vehicle, and a computer-readable storage medium. Background Technology

[0002] Currently, ordinary passenger cars and some off-road vehicles typically use centralized drive and mechanical differentials. When a vehicle gets stuck on a complex, low-traction surface, such as when one or more wheels slip, current electronic stability programs or traction control systems mainly distribute torque by braking the slipping wheels. However, this method results in a significant loss of power and cannot actively generate the necessary lateral force or adjust the vehicle's attitude, reducing the efficiency of getting out of trouble and potentially causing the vehicle to sink even deeper.

[0003] With the development of drive-by-wire technology, technologies such as in-wheel motor drive and rear-wheel active steering have emerged. These technologies have improved vehicle handling to some extent. However, in challenging situations, current technologies mostly employ isolated control strategies, such as optimizing torque distribution or performing only small-angle rear-wheel steering, lacking a global optimization scheme that deeply coordinates the control of drive, braking, steering, and suspension. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to propose a vehicle traction control method based on corner modules, which can solve the problems of low traction efficiency and insufficient maneuverability of vehicles and chassis systems in complex stuck conditions, as well as the inability to coordinate and form optimal traction force due to isolated control of each chassis system. When a vehicle is stuck, the invention provides coordinated control, achieving precise directional control through independent steering and drive of the four wheels, thereby improving traction efficiency, reducing energy consumption, and ensuring the feasibility and stability of the control.

[0005] The second objective of this invention is to propose a vehicle traction control device based on an angle module.

[0006] The third objective of this invention is to provide a vehicle.

[0007] The fourth objective of this invention is to provide a computer-readable storage medium.

[0008] To achieve the above objectives, a first aspect of the present invention proposes a vehicle traction control method based on an angle module, comprising: in traction mode, determining the traction trajectory for the target vehicle and the target motion vector of each traction trajectory point on the traction trajectory based on the driver's intention and the environmental information of the target vehicle, and determining the target resultant force for the target vehicle based on the target motion vector; determining the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocating the target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end; for any target wheel end, the angle module based on the target wheel end controls the actuator of the target wheel end to perform the traction action according to the target force vector corresponding to the target wheel end.

[0009] In addition, the vehicle traction control method based on corner modules according to the above embodiments of the present invention may also have the following additional technical features:

[0010] According to some embodiments of the present invention, the method further includes: determining whether the target vehicle is stuck based on the longitudinal speed, power efficiency, wheel slip ratio, vehicle body posture and driver intention of the target vehicle; and activating the target vehicle's extrication mode in response to determining that the target vehicle is stuck.

[0011] According to some embodiments of the present invention, the driver's intent includes accelerator pedal opening, brake pedal opening, and steering wheel angle; the method further includes: determining the power efficiency of the target vehicle based on the total driving torque and actual displacement of the target vehicle per unit time; evaluating the power efficiency of the target vehicle based on preset power efficiency parameters to obtain a power index; evaluating the wheel slip ratio of the target vehicle based on preset wheel slip parameters to obtain a wheel slip index; evaluating the body posture of the target vehicle based on preset body posture parameters to obtain a body posture index; determining the driver's intent index based on accelerator pedal opening, brake pedal opening, and steering wheel angle; and determining the vehicle's confidence level in being stuck based on the power index and its weighting coefficient, the wheel slip index and its weighting coefficient, the body posture index and its weighting coefficient, and the driver's intent index and its weighting coefficient.

[0012] According to some embodiments of the present invention, determining whether a target vehicle is stuck based on the longitudinal speed, power efficiency, wheel slip ratio, vehicle body posture, and driver intention of the target vehicle includes: determining whether the longitudinal speed of the target vehicle is less than a preset longitudinal speed threshold; in response to the longitudinal speed of the target vehicle being less than the preset longitudinal speed threshold, obtaining the target vehicle's stuck confidence level, and determining whether the stuck confidence level is greater than a preset activation value; in response to the stuck confidence level being greater than the preset activation value, determining that the target vehicle is stuck.

[0013] According to some embodiments of the present invention, the environmental information includes obstacle information of the environment surrounding the target vehicle sensed by a visual device or radar; determining an escape trajectory for the target vehicle and a target motion vector for each escape trajectory point based on the driver's intention and the environmental information of the target vehicle includes: determining a desired yaw rate based on the steering wheel angle; determining a desired acceleration based on the accelerator pedal opening, or a desired deceleration based on the brake pedal opening; determining an escape trajectory for the target vehicle based on the desired yaw rate, desired acceleration or desired deceleration and obstacle information; wherein, the target motion vector for each escape trajectory point includes the target longitudinal velocity, target lateral velocity and target yaw rate of the target vehicle at the time of the escape trajectory point.

[0014] According to some embodiments of the present invention, the target resultant force includes a target longitudinal force, a target lateral force, and a target yaw moment; determining the target resultant force for the target vehicle based on the target motion vector includes: for any escape trajectory point, determining the target longitudinal force, target lateral force, and target yaw moment of the target vehicle using a proportional-integral converter based on the target longitudinal velocity and actual longitudinal velocity, target lateral velocity and actual lateral velocity, target yaw angular velocity and actual yaw angular velocity of the target vehicle at the time of the derailment trajectory point.

[0015] According to some embodiments of the present invention, the actuator parameters include adhesion utilization rate, load capacity, and actuator state; determining the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocating a target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end, includes: looking up the corresponding weight coefficient table according to the adhesion utilization rate, load capacity, and actuator state to obtain the weight coefficient of each wheel end of the target vehicle; wherein, the weight coefficient of each wheel end includes the weight coefficient of the left front wheel, the weight coefficient of the right front wheel, the weight coefficient of the left rear wheel, and the weight coefficient of the right rear wheel, and the sum of the weight coefficients of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel is 1; calculating the product of the weight coefficient of the left front wheel and the target resultant force to obtain the target force vector of the left front wheel of the target vehicle; calculating the product of the weight coefficient of the right front wheel and the target resultant force to obtain the target force vector of the right front wheel of the target vehicle; calculating the product of the weight coefficient of the left rear wheel and the target resultant force to obtain the target force vector of the left rear wheel of the target vehicle; calculating the product of the weight coefficient of the right rear wheel and the target resultant force to obtain the target force vector of the right rear wheel of the target vehicle.

[0016] According to an embodiment of the present invention, a vehicle traction control method based on an angle module includes: in traction mode, determining the traction trajectory for the target vehicle and the target motion vector of each traction trajectory point based on the driver's intention and the environmental information of the target vehicle, and determining the target resultant force for the target vehicle based on the target motion vector; determining the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocating the target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end; for any target wheel end, the angle module based on the target wheel end controls the actuator of the target wheel end to perform the traction action according to the target force vector corresponding to the target wheel end. Therefore, this method can solve the problems of low traction efficiency and insufficient maneuverability of vehicles and chassis systems in complex traction conditions, and the problem of the inability to coordinate and form the optimal traction resultant force due to the isolated control of each chassis system. When the vehicle is stuck, it performs coordinated control of the vehicle, achieving precise directional control through independent steering and drive of the four wheels, improving traction efficiency, reducing energy consumption, and ensuring the feasibility and stability of control.

[0017] The second objective of this invention is to propose a vehicle traction control device based on corner modules, which can solve the problems of low traction efficiency and insufficient maneuverability of vehicles and chassis systems in complex traction conditions, as well as the problem that the isolated control of each chassis system makes it impossible to form an optimal traction force. When the vehicle is stuck, it can perform coordinated control of the vehicle, and achieve precise directional control through independent steering and drive of the four wheels, thereby improving traction efficiency, reducing energy consumption, and ensuring the feasibility and stability of control.

[0018] To achieve the above objectives, a second aspect of the present invention provides a vehicle traction control device based on an angle module, comprising: a determination module configured to, in traction mode, determine an traction trajectory for the target vehicle and a target motion vector for each traction trajectory point based on the driver's intention and environmental information of the target vehicle, and determine a target resultant force for the target vehicle based on the target motion vector; a calculation module configured to determine a weight coefficient for each wheel end based on the actuator parameters of each wheel end of the target vehicle, allocate a target resultant force to each wheel end based on the weight coefficient of each wheel end, and obtain a target force vector corresponding to each wheel end; and an execution module configured to, for any target wheel end, control the actuator of the target wheel end to perform an traction action based on the target force vector corresponding to the target wheel end using the angle module of the target wheel end.

[0019] According to an embodiment of the present invention, a vehicle traction control device based on an angle module includes: a determination module configured to, in traction mode, determine an traction trajectory for the target vehicle and a target motion vector for each traction trajectory point based on the driver's intention and environmental information of the target vehicle, and determine a target resultant force for the target vehicle based on the target motion vector; a calculation module configured to determine a weighting coefficient for each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocate a target resultant force to each wheel end based on the weighting coefficient of each wheel end, thereby obtaining a target force vector corresponding to each wheel end; and an execution module configured to, for any target wheel end, control the actuator of the target wheel end to perform an traction action based on the target force vector corresponding to the target wheel end using the angle module of the target wheel end. Thus, this device can solve the problems of low traction efficiency and insufficient maneuverability of vehicles and chassis systems in complex traction conditions, and the problem of the inability to coordinate and form an optimal traction resultant force due to isolated control of each chassis system. When a vehicle is stuck, it performs coordinated control of the vehicle, achieving precise directional control through independent steering and drive of the four wheels, improving traction efficiency, reducing energy consumption, and ensuring the feasibility and stability of control.

[0020] To achieve the above objectives, a third aspect of the present invention provides a vehicle comprising: a processor and a memory, wherein the memory stores a program or instructions executable on the processor, and the program or instructions, when executed by the processor, implement the steps of the above-described corner module-based vehicle traction control method.

[0021] According to the vehicle of the present invention, by executing the above-described vehicle traction control method based on corner modules, the problems of low traction efficiency and insufficient maneuverability of the vehicle and chassis system under complex traction conditions, as well as the inability to form optimal traction force due to the isolated control of each chassis system, can be solved. When the vehicle is stuck, the vehicle is controlled in a coordinated manner. Through independent steering and drive of the four wheels, precise directional control is achieved, traction efficiency is improved, energy consumption is reduced, and the feasibility and stability of control are guaranteed.

[0022] To achieve the above objectives, a fourth aspect of the present invention provides a computer-readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the above-described corner module-based vehicle traction control method.

[0023] According to the computer-readable storage medium of the present invention, by executing the above-described vehicle traction control method based on corner modules, the problems of low traction efficiency and insufficient maneuverability of vehicles and chassis systems under complex traction conditions, as well as the inability to coordinate and form the optimal traction force due to the isolated control of each chassis system, can be solved. When the vehicle is stuck, the vehicle is controlled in a coordinated manner. Through independent steering and drive of the four wheels, precise directional control is achieved, traction efficiency is improved, energy consumption is reduced, and the feasibility and stability of control are guaranteed.

[0024] Additional aspects and advantages of the invention 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 the invention. Attached Figure Description

[0025] Figure 1 A flowchart of a vehicle traction control method based on an angle module according to some embodiments of the present invention;

[0026] Figure 2 A flowchart for determining a target vehicle stuck in the ground according to some embodiments of the present invention;

[0027] Figure 3 This is a schematic diagram of the frame of a corner module controller according to some embodiments of the present invention;

[0028] Figure 4 This is a schematic diagram of the frame of a corner module physical actuator according to some embodiments of the present invention;

[0029] Figure 5 A flowchart for evaluating an escape target according to some embodiments of the present invention;

[0030] Figure 6 This is a schematic diagram of the framework of the perception layer according to some embodiments of the present invention;

[0031] Figure 7 A flowchart of a vehicle traction control method based on an angle module according to other embodiments of the present invention;

[0032] Figure 8 This is a block diagram of a vehicle traction control device based on an angle module according to some embodiments of the present invention;

[0033] Figure 9 This is a block diagram of a vehicle according to some embodiments of the present invention. Detailed Implementation

[0034] To make the objectives, technical solutions, and advantages of the present invention clearer, the present invention will be further described in detail below with reference to specific embodiments and accompanying drawings.

[0035] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by those skilled in the art. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0036] As described in the background section, currently, ordinary passenger cars and some off-road vehicles typically use centralized drive (such as front-wheel drive, rear-wheel drive, or four-wheel drive) and mechanical differentials. When a vehicle gets stuck on complex low-traction surfaces (such as snow, mud, sand, and rough roads), if one or more wheels slip, current electronic stability programs or traction control systems mainly distribute torque by braking the slipping wheels. However, this method results in a significant loss of power and cannot actively generate the necessary lateral force or adjust the vehicle's posture, reducing the efficiency of getting out of trouble and potentially causing the vehicle to become even more stuck.

[0037] In developing this invention, the applicant discovered that with the advancement of drive-by-wire technology, technologies such as hub motor drive and rear-wheel active steering have emerged. These technologies have improved vehicle handling to some extent. However, in challenging situations, current technologies mostly employ isolated control strategies, such as optimizing torque distribution or performing only small-angle rear-wheel steering, lacking a global optimization scheme that deeply coordinates the control of drive, braking, steering, and suspension. When a vehicle is struggling to get out of trouble, it requires not only power but also precise and dynamic control of the vehicle's attitude, ground load, and direction of travel.

[0038] A corner module is a highly integrated chassis actuator unit. Each wheel assembly (corner module) has independent steering, driving, braking, and suspension adjustment functions, which provides the hardware foundation for realizing vehicle dynamics control. However, designing an effective cooperative control algorithm to fully utilize the potential of the corner module system for the specific and extreme condition of "getting out of trouble" is a technical problem that urgently needs to be solved.

[0039] Therefore, this invention can solve the problems of low efficiency and insufficient maneuverability of vehicles and chassis systems in complex stuck conditions, as well as the inability to form optimal traction force due to isolated control of each chassis system. When a vehicle is stuck, it can perform coordinated control of the vehicle, and achieve precise directional control through independent steering and drive of four wheels, thereby improving traction efficiency, reducing energy consumption, and ensuring the feasibility and stability of control.

[0040] The following description, with reference to the accompanying drawings, outlines an embodiment of the present invention, including a vehicle traction control method based on an angle module, a vehicle traction control device based on an angle module, a vehicle, and a computer-readable storage medium.

[0041] refer to Figure 1 This is a flowchart of a vehicle traction control method based on an angle module according to some embodiments of the present invention.

[0042] like Figure 1 As shown, the vehicle traction control method based on corner modules according to an embodiment of the present invention may include the following steps:

[0043] S101, in the escape mode, based on the driver's intention and the environmental information of the target vehicle, the escape trajectory for the target vehicle and the target motion vector of each escape trajectory point on the escape trajectory are determined, and the target resultant force for the target vehicle is determined according to the target motion vector.

[0044] Specifically, when the target vehicle is in traction control mode, the system acquires the driver's intentions (such as accelerator pedal opening, brake pedal opening, and steering wheel angle) and detects environmental information of the target vehicle through environmental perception sensors. After acquiring the driver's intentions and the environmental information, these are input into the central coordinating controller. The central coordinating controller can determine the traction trajectory for the target vehicle and the target motion vector for each point on the traction trajectory based on the driver's intentions and the environmental information. The target motion vector includes the target longitudinal velocity Vx_des, the target lateral velocity Vy_des, and the target yaw rate γ_des. Then, the central coordinating controller can determine the target resultant force for the target vehicle based on the target motion vector. For example, it determines the target longitudinal force based on the target longitudinal velocity Vx_des, the target lateral force based on the target lateral velocity Vy_des, and the target yaw moment based on the target yaw rate γ_des. Among them, the central coordinating controller is equivalent to providing the target vehicle with a "brain for getting out of trouble". It makes unified plans from the perspective of vehicle dynamics and ensures that the four major systems of drive, braking, steering and suspension work together for the same goal (generating the target force), avoiding internal friction and target conflict between systems.

[0045] S102, determine the weight coefficient of each wheel end according to the actuator parameters of each wheel end of the target vehicle, and assign the target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end.

[0046] Specifically, the weighting coefficient of each wheel end can be determined based on the actuator parameters (such as adhesion utilization, load capacity, and actuator saturation state) of each wheel end of the target vehicle (left front wheel, left rear wheel, right front wheel, and right rear wheel). The target resultant force for the target vehicle is dynamically and optimally decomposed to the four wheel ends according to the weighting coefficient of each wheel end, thereby obtaining the target force vector corresponding to each wheel end. This invention is not a simple average distribution or fixed rule distribution, but can ensure the feasibility and stability of control.

[0047] S103, for any target wheel end, the angle module based on the target wheel end controls the actuator of the target wheel end to perform the escape action according to the target force vector corresponding to the target wheel end.

[0048] Specifically, after obtaining the target force vector corresponding to each wheel end, for any target wheel end, such as the left front wheel, the steering and drive / braking systems of the left front wheel are controlled according to the target force vector corresponding to the left front wheel. This ensures that the actual force vector of the left front wheel reaches the target force vector, allowing the target vehicle to escape from trouble. This means that for the same target force, it can be achieved through countless combinations of steering angles and drive / braking torques, and the optimal solution can be selected from them. This can solve the problem of "steering control failure." Even if the steering wheel remains stationary, the target vehicle can generate strong lateral forces through independent steering and drive of the four wheels, achieving precise directional control.

[0049] In some embodiments of the present invention, the method further includes: determining whether the target vehicle is stuck based on the longitudinal speed, power efficiency, wheel slip ratio, vehicle posture and driver intention of the target vehicle; and activating the target vehicle's extrication mode in response to determining that the target vehicle is stuck.

[0050] Specifically, the longitudinal speed of the target vehicle can be obtained through a high-precision inertial navigation system; the power efficiency of the target vehicle can be obtained through the total driving torque and actual displacement of the target vehicle; the wheel slip ratio of the target vehicle can be calculated through the wheel speed sensors of the ABS (Anti-lock Braking System); the vehicle body attitude (such as vehicle pitch angle and roll angle) can be obtained through the inertial measurement unit; and the driver's intention of the target vehicle can be obtained through the accelerator pedal opening, brake pedal opening, and steering wheel angle. Based on the longitudinal speed, power efficiency, wheel slip ratio, vehicle body attitude, and driver intention of the target vehicle, it can be determined whether the target vehicle is stuck. When the target vehicle is stuck, it can indicate that the target vehicle may be in an environment such as snow, mud, sand, or rugged road. At this time, the vehicle's escape mode is activated to get the target vehicle out of the stuck state.

[0051] In some embodiments of the present invention, the driver's intent includes the accelerator pedal opening, the brake pedal opening, and the steering wheel angle; the method further includes: determining the power efficiency of the target vehicle based on the total driving torque and actual displacement of the target vehicle per unit time; evaluating the power efficiency of the target vehicle based on preset power efficiency parameters to obtain a power index; evaluating the wheel slip ratio of the target vehicle based on preset wheel slip parameters to obtain a wheel slip index; evaluating the body posture of the target vehicle based on preset body posture parameters to obtain a body posture index; determining the driver's intent index based on the accelerator pedal opening, the brake pedal opening, and the steering wheel angle; and determining the confidence level of the target vehicle being stuck based on the power index and its weighting coefficient, the wheel slip index and its weighting coefficient, the body posture index and its weighting coefficient, and the driver's intent index and its weighting coefficient.

[0052] Specifically, the total driving torque and actual displacement of the target vehicle per unit time are obtained. The power efficiency of the target vehicle is determined based on the total driving torque and actual displacement of the target vehicle per unit time. For example, the power efficiency P_index of the target vehicle = (total driving torque of the target vehicle × unit time) / actual displacement. The power efficiency P_index of the target vehicle is compared with the preset power efficiency parameter P_threshold. The power efficiency P_index of the target vehicle is evaluated based on the preset power efficiency parameter P_threshold. When the power efficiency P_index of the target vehicle is greater than the preset power efficiency parameter P_threshold, it can be said that the power efficiency of the target vehicle is abnormally low. At this time, the power efficiency of the target vehicle can be used as a power index.

[0053] To obtain the slip ratio of each wheel of the target vehicle, pre-set wheel slip parameters can include a three-level wheel slip parameter S_high, a two-level wheel slip parameter S_medium, and a one-level wheel slip parameter S_composite_threshold. Any wheel slip ratio S_i is compared with the three-level wheel slip parameter S_high. If any wheel slip ratio S_i is greater than the three-level wheel slip parameter S_high, it indicates an abnormal wheel slip ratio and severe wheel slippage. In this case, any wheel slip ratio can be used as a wheel slip index. Alternatively, multiple wheel slip ratios S_i can be compared with the two-level wheel slip parameter S_medium. If multiple wheel slip ratios S_i are greater than the two-level wheel slip parameter S_medium, it indicates an abnormal wheel slip ratio and moderate wheel slippage. In this case, multiple wheel slip ratios can be used as wheel slip indexes. Alternatively, the overall wheel slip ratio S_composite can be compared with the primary wheel slip parameter S_composite_threshold. If the overall wheel slip ratio S_composite is greater than the primary wheel slip parameter S_composite_threshold, it indicates an abnormal wheel slip ratio and severe wheel slippage. In this case, the overall wheel slip ratio can be used as a wheel slip indicator. The wheel speed difference ω_variance of the target vehicle can be compared with the preset wheel speed difference value ω_var_threshold. If the wheel speed difference ω_variance of the target vehicle is greater than the preset wheel speed difference value ω_var_threshold, it indicates inconsistent wheel movement and excessively large differences in the speeds of the target vehicle's wheels.

[0054] The system acquires the vehicle's attitude (pitch and roll angles). Pre-defined attitude parameters include a pitch angle parameter θ_pitch_threshold and a roll angle parameter θ_roll_threshold. The absolute value of the target vehicle's pitch angle |θ_pitch| is compared to the pre-defined pitch angle parameter θ_pitch_threshold. If the absolute value of |θ_pitch| is greater than the pre-defined pitch angle parameter θ_pitch_threshold, it indicates an abnormal vehicle attitude, with the target vehicle exhibiting severe forward and backward tilt. In this case, the absolute value of the target vehicle's pitch angle can be used as an indicator of the vehicle attitude. Similarly, the absolute value of the target vehicle's roll angle |θ_roll| is compared to the pre-defined roll angle parameter θ_roll_threshold. If the absolute value of the target vehicle's roll angle |θ_roll| is greater than the pre-defined roll angle parameter θ_roll_threshold, it indicates an abnormal vehicle attitude, with the target vehicle exhibiting severe left and right tilt. In this case, the absolute value of the target vehicle's roll angle can be used as an indicator of the vehicle attitude.

[0055] Acquiring information such as accelerator pedal opening, brake pedal opening, and steering wheel angle indicates that the target vehicle is in a state of extrication. This can be indicated by sustained deep depressing of the accelerator pedal (e.g., accelerator pedal opening α_throttle greater than 80%), slight or no braking of the brake pedal (e.g., brake pedal opening β_brake less than 20%), and frequent steering wheel turns attempting to find traction. When the driver repeatedly performs "gentle acceleration-deceleration" operations, or makes small, rapid left and right turns of the steering wheel, these patterns indicate that the driver is attempting to extricate themselves but has not succeeded. In these cases, the accelerator pedal opening, brake pedal opening, and steering wheel angle can be used as indicators of the driver's intention.

[0056] The confidence level of a target vehicle being stuck is determined based on the power index and its weighting coefficient, the wheel slip index and its weighting coefficient, the vehicle posture index and its weighting coefficient, and the driver intention index and its weighting coefficient. For example, the confidence level of a target vehicle being stuck is Score = power index × power index weighting coefficient w1 + wheel slip index × wheel slip index weighting coefficient w2 + vehicle posture index × vehicle posture index weighting coefficient w3 + driver intention index × driver intention index weighting coefficient w4, where the weighting coefficient of the power index can be w1 = 0.3, the weighting coefficient of the wheel slip index can be w2 = 0.4, the weighting coefficient of the vehicle posture index can be w3 = 0.2, and the weighting coefficient of the driver intention index can be w4 = 0.1.

[0057] In some embodiments of the present invention, determining whether a target vehicle is stuck based on its longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver intent includes: determining whether the longitudinal speed of the target vehicle is less than a preset longitudinal speed threshold; in response to the longitudinal speed of the target vehicle being less than the preset longitudinal speed threshold, obtaining a stuck confidence level of the target vehicle, and determining whether the stuck confidence level is greater than a preset activation value; in response to the stuck confidence level being greater than the preset activation value, determining that the target vehicle is stuck. The preset longitudinal speed threshold and the preset activation value can be calibrated according to actual conditions.

[0058] Specifically, after obtaining the longitudinal speed of the target vehicle, it is compared with a preset longitudinal speed threshold. The system determines whether the target vehicle's longitudinal speed is less than the preset threshold. If the target vehicle's longitudinal speed is not less than the preset threshold, it indicates that the target vehicle can drive normally. If the target vehicle's longitudinal speed is less than the preset threshold, it is further determined whether the duration of this period reaches a preset time. If the duration reaches the preset time, it indicates that the target vehicle has been in a low-speed state for a period of time and may be stuck. The system then obtains the vehicle's "stuck" confidence level and determines whether it is greater than a preset activation value. If the "stuck" confidence level is not greater than the preset activation value, it indicates that the target vehicle can drive normally. If the "stuck" confidence level is greater than the preset activation value, it indicates that the target vehicle cannot drive normally, and thus, it is confirmed that the target vehicle is stuck.

[0059] When the driver presses and holds (e.g., for ≥2 seconds) the "Trapped Vehicle Assistance" physical button on the center console, the system enters manual stuck vehicle detection mode (manually forcibly activating the driver's button). When the onboard camera or inertial measurement unit detects that the vehicle is on rough terrain, a prompt box pops up on the large screen: "The current vehicle is detected to be in a rough terrain environment. Do you confirm that it cannot drive?" After the driver clicks the "Confirm" button on the large screen, the screen displays "Getting out of trouble mode activated. Please keep the steering wheel stable," and a voice prompt is played simultaneously. This system combines physical buttons (rapid response) with large screen interaction (environmental perception assistance) to cover the stuck vehicle detection needs in different scenarios, reducing the false trigger rate. The large screen's visual prompts and voice feedback can reduce the complexity of driver operation.

[0060] As a specific example, such as Figure 2 As shown, the flowchart for determining a target vehicle that is stuck in the mud according to the present invention may include the following steps:

[0061] S201, determine whether the longitudinal speed of the target vehicle is less than a preset longitudinal speed threshold. If yes, proceed to step S202; if no, proceed to step S204.

[0062] S202, obtain the confidence level of the target vehicle being stuck.

[0063] S203, determine whether the confidence level of the vehicle stuck is greater than the preset activation value. If yes, proceed to step S206; if no, proceed to step S204.

[0064] S204, the target vehicle is driving normally.

[0065] S205, Manually force activation of the driver button.

[0066] S206, the target vehicle is stuck.

[0067] In some embodiments of the present invention, the environmental information includes obstacle information of the environment surrounding the target vehicle as perceived by a visual device or radar; determining an escape trajectory for the target vehicle and a target motion vector for each escape trajectory point based on the driver's intention and the environmental information of the target vehicle includes: determining a desired yaw rate based on the steering wheel angle; determining a desired acceleration based on the accelerator pedal opening, or a desired deceleration based on the brake pedal opening; determining an escape trajectory for the target vehicle based on the desired yaw rate, desired acceleration or desired deceleration and obstacle information; wherein the target motion vector for each escape trajectory point includes the target longitudinal velocity, target lateral velocity and target yaw rate of the target vehicle at the time of the escape trajectory point.

[0068] Specifically, obstacle information about the target vehicle's surrounding environment can be perceived through visual devices (such as cameras) or radar. The steering wheel angle δ_driver can be converted into the desired yaw rate or desired turning radius, the accelerator pedal opening α into the desired acceleration, or the brake pedal opening β into the desired deceleration. The obstacle information, desired yaw rate or desired turning radius, and desired acceleration or desired deceleration of the target vehicle's surrounding environment are input into the central coordinating controller. Based on this information, the central coordinating controller can determine the escape trajectory for the target vehicle and the target motion vector for each point on the escape trajectory. The target motion vector includes the target longitudinal velocity Vx_des, the target lateral velocity Vy_des, and the target yaw rate γ_des.

[0069] In some embodiments of the present invention, the target resultant force includes the target longitudinal force, the target lateral force, and the target yaw moment; determining the target resultant force for the target vehicle based on the target motion vector includes: for any escape trajectory point, determining the target longitudinal force, target lateral force, and target yaw moment of the target vehicle using a proportional-integral converter based on the target longitudinal velocity and actual longitudinal velocity, target lateral velocity and actual lateral velocity, target yaw angular velocity and actual yaw angular velocity of the target vehicle at the time of the derailment trajectory point.

[0070] Specifically, for any escape trajectory point, the target longitudinal velocity and actual longitudinal velocity, target lateral velocity and actual lateral velocity, target yaw rate and actual yaw rate of the target vehicle at the time of the derailment trajectory point are obtained. The target longitudinal force Fx of the target vehicle is equal to the proportional integrator (target longitudinal velocity Vx_des - actual longitudinal velocity Vx_actual), the target lateral force Fy of the target vehicle is equal to the proportional integrator (target lateral velocity Vy_des - actual lateral velocity Vy_actual), and the target yaw moment Mz of the target vehicle is equal to the proportional integrator (target yaw rate γ_des - actual yaw rate γ_actual).

[0071] In some embodiments of the present invention, the actuator parameters include adhesion utilization rate, load capacity, and actuator state; determining the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocating a target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end, includes: looking up the corresponding weight coefficient table according to the adhesion utilization rate, load capacity, and actuator state to obtain the weight coefficient of each wheel end of the target vehicle; wherein, the weight coefficient of each wheel end includes the weight coefficient of the left front wheel, the weight coefficient of the right front wheel, the weight coefficient of the left rear wheel, and the weight coefficient of the right rear wheel, and the sum of the weight coefficients of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel is 1; calculating the product of the weight coefficient of the left front wheel and the target resultant force to obtain the target force vector of the left front wheel of the target vehicle; calculating the product of the weight coefficient of the right front wheel and the target resultant force to obtain the target force vector of the right front wheel of the target vehicle; calculating the product of the weight coefficient of the left rear wheel and the target resultant force to obtain the target force vector of the left rear wheel of the target vehicle; calculating the product of the weight coefficient of the right rear wheel and the target resultant force to obtain the target force vector of the right rear wheel of the target vehicle.

[0072] Specifically, actuator parameters can include adhesion utilization rate, load capacity, and actuator status. Based on the adhesion utilization rate, load capacity, and actuator status of each wheel end, the corresponding weight coefficient table is consulted to obtain the assigned weight coefficients for each wheel end of the target vehicle (left front wheel weight coefficient, right front wheel weight coefficient, left rear wheel weight coefficient, and right rear wheel weight coefficient). The sum of the weight coefficients for the left and right front wheels is 1. The left front wheel weight coefficient × target resultant force equals the target force vector of the left front wheel of the target vehicle; the right front wheel weight coefficient × target resultant force equals the target force vector of the right front wheel of the target vehicle; the left rear wheel weight coefficient × target resultant force equals the target force vector of the left rear wheel of the target vehicle; and the right rear wheel weight coefficient × target resultant force equals the target force vector of the right rear wheel of the target vehicle. Finally, the central coordinating controller outputs the target force vector (target longitudinal force Fxi and target lateral force Fyi, where i=1,2,3,4) at each wheel end and sends it to the corresponding corner module controllers (left front corner module controller, right front corner module controller, left rear corner module controller, and right rear corner module controller). Through a weighted allocation algorithm, the target resultant force can be actively guided to the wheel with the best adhesion, without the need for braking to consume the target resultant force. By transferring suspension load, more wheels with high adhesion are created, resulting in stronger off-road power, higher efficiency, and lower energy consumption.

[0073] refer to Figure 3 The diagram below shows a framework of a corner module controller according to some embodiments of the present invention. The corresponding corner module controller receives the target force vector (target longitudinal force Fxi and target lateral force Fyi) at the corresponding wheel end. The four corner module controllers output the steering angle, drive / brake torque, and suspension adjustment (height / damping) corresponding to each wheel end, and send the steering angle, drive / brake torque, and suspension adjustment to the corresponding corner module physical actuator (left front corner module physical actuator, left rear corner module physical actuator, right front corner module physical actuator, and right rear corner module physical actuator).

[0074] refer to Figure 4 The diagram below is a schematic of the frame of a corner module physical actuator according to some embodiments of the present invention. The corresponding corner module physical actuator receives the steering angle, drive / brake torque and suspension adjustment amount corresponding to each wheel end. The independent steering system of the corresponding corner module physical actuator steers according to the steering angle corresponding to each wheel end. The hub motor + electric braking of the corresponding corner module physical actuator drives / brakes according to the drive / brake torque. The active suspension system of the corresponding corner module physical actuator adjusts according to the suspension adjustment amount.

[0075] The active suspension has been repositioned from a traditional comfort-oriented function into an "active load management tool," and deeply integrated into the off-road control closed loop. By adjusting the suspension height and damping in real time, it actively changes the vertical load at each wheel end, achieving load transfer and resisting roll and pitch, ensuring chassis stability, avoiding bumps, and further improving off-road capability.

[0076] As a specific example, such as Figure 5 As shown, the flowchart for evaluating the escape target of the present invention may include the following steps:

[0077] S501, determine whether the speed and acceleration of the target vehicle exceed a preset speed threshold. If so, proceed to step S505.

[0078] S502, determine whether the target vehicle's attitude and slip ratio have returned to normal. If so, proceed to step S505.

[0079] S503, determine whether the target vehicle can continue to move with low assistance. If so, proceed to step S505.

[0080] S504, determine whether the driver's actions indicate successful escape from the predicament. If yes, proceed to step S505.

[0081] S505, the target vehicle may have successfully escaped the predicament.

[0082] S506, determine whether the confidence level of the target vehicle being stuck is greater than the preset activation value. If yes, proceed to step S507; if no, proceed to step S508.

[0083] S507, exit the target vehicle's escape mode.

[0084] S508, control the target vehicle to continue executing the escape mode.

[0085] Therefore, when the target vehicle is in traction control mode, the process begins by assessing the vehicle's ability to escape. This involves determining if the target vehicle's speed and acceleration exceed preset speed thresholds to confirm the recovery of its motion state. If the speed and acceleration exceed the preset thresholds, it indicates a potential successful escape. Next, the system assesses whether the target vehicle's attitude and slip ratio have returned to normal to establish its stability. If these parameters are normal, it indicates a potential successful escape. Finally, the system checks whether the target vehicle can continue moving under low-assistance conditions (such as low battery, low fuel, and low power assist system support) to verify its continuous driving capability. If it can continue moving under low-assistance conditions, it indicates a potential successful escape. Finally, the system considers the driver's driving intentions. The system determines whether the target vehicle has successfully escaped the entrapment. If the driver's intention indicates successful escape, the vehicle is likely to have escaped. Then, based on factors such as the vehicle's speed and acceleration exceeding a preset speed threshold, the vehicle's attitude and slip ratio returning to normal, the vehicle's ability to continue moving under low-assistance conditions, and the driver's intention indicating successful escape, the system comprehensively assesses whether the vehicle's entrapment confidence level is greater than a preset activation value. If the entrapment confidence level is greater than the preset activation value, the vehicle is considered successfully escaped, and the escape mode is exited. If the entrapment confidence level is not greater than the preset activation value, the vehicle is not yet successfully escaped and remains stuck; in this case, the system continues to execute the escape mode.

[0086] In some embodiments, a "special motion mode" can be formed for traction situations. When the target vehicle is stuck in a ditch or needs to move laterally, the "crab mode" can directly allow the target vehicle to escape laterally. In extremely narrow spaces, the "stationary steering mode" allows the target vehicle to quickly adjust its direction and find the best escape path. Four-wheel independent steering generates direct lateral force. Even without moving the steering wheel, strong lateral force can be generated through four-wheel steering in the same direction (crab mode), achieving precise lateral movement or maintaining course. This solves the problem of steering failure and provides directional control precision and maneuverability.

[0087] refer to Figure 6 The diagram below is a schematic of the framework of the perception layer according to some embodiments of the present invention. The perception layer includes environmental perception sensors (camera / radar / liDAR), vehicle status sensors (inertial measurement unit / wheel speed / steering angle), actuator status sensors (motor torque / suspension height), and driver intention input (steering wheel / pedal signal).

[0088] As a specific example, such as Figure 7 As shown in the flowchart, the vehicle traction control method based on corner modules of the present invention may include the following steps:

[0089] S701 acquires the target vehicle's longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver intent.

[0090] S702, determine whether the target vehicle is stuck based on its longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver intention. If yes, proceed to step S703; otherwise, proceed to step S712.

[0091] S703, activate the target vehicle's escape mode.

[0092] S704 inputs the driver's intentions and the environmental information of the target vehicle into the central coordination controller.

[0093] S705, the central coordinating controller outputs the escape trajectory for the target vehicle and the target motion vector for each escape trajectory point.

[0094] S706, the central coordinating controller determines the target resultant force on the target vehicle based on the target motion vector.

[0095] S707 dynamically and optimally decomposes the target force on the target vehicle into the four wheels, thereby obtaining the target force vector corresponding to each wheel end.

[0096] The S708's four corner module controllers output the steering angle, drive / brake torque, and suspension adjustment amount corresponding to each wheel end, and send them to the corresponding corner module physical actuators.

[0097] The S709 features an independent steering system with corresponding angle module physical actuators that steers according to the steering angle corresponding to each wheel end. The hub motor and electric braking system drive / brake according to the drive / brake torque, and the active suspension system adjusts according to the suspension adjustment amount.

[0098] S710, determine whether the confidence level of the target vehicle being stuck is greater than the preset activation value. If yes, proceed to step S711; if no, proceed to step S713.

[0099] S711, Exit the target vehicle's escape mode and continue with step S712.

[0100] S712, return to normal driving mode, using traditional chassis control.

[0101] S713, the target vehicle is still stuck. Control the target vehicle to continue to execute the escape mode and continue to execute step S714.

[0102] S714, determine whether the target vehicle's time in the escape mode exceeds a preset time threshold or whether manual intervention is required. If so, proceed to step S715.

[0103] S715, safely exit the escape mode and alert the driver.

[0104] Therefore, this invention can acquire the longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver intention of the target vehicle. Then, based on these parameters, it determines whether the target vehicle is stuck. When the target vehicle is stuck, it indicates that it may be in an environment such as snow, mud, sand, or rough terrain, at which point the vehicle's escape mode is activated. The driver's intention and the target vehicle's environmental information are input into a central coordinating controller. Based on these parameters, the central coordinating controller determines the escape trajectory for the target vehicle and the target motion vector at each point on the trajectory. Then, the central coordinating controller determines the target resultant force for the target vehicle based on the target motion vector. The target resultant force is dynamically and optimally decomposed onto the four wheels, thus obtaining the target force vector corresponding to each wheel end.

[0105] Each corner module controller receives the target force vector at its corresponding wheel end. The four corner module controllers output the steering angle, drive / brake torque, and suspension adjustment amount for each wheel end, and then send these parameters to the corresponding corner module physical actuator. The corresponding corner module physical actuator receives the steering angle, drive / brake torque, and suspension adjustment amount for each wheel end. The independent steering system of the corresponding corner module physical actuator steers according to the steering angle corresponding to each wheel end. The hub motor + electric braking of the corresponding corner module physical actuator drives / brakes according to the drive / brake torque. The active suspension system of the corresponding corner module physical actuator adjusts according to the suspension adjustment amount.

[0106] The system determines whether the target vehicle's confidence level in being stuck is greater than a preset activation value. If the confidence level is greater than the preset activation value, it indicates that the target vehicle has successfully escaped the stalemate. At this point, the system exits the stalemate mode and returns to normal driving mode, using traditional chassis control. If the confidence level is less than the preset activation value, it indicates that the target vehicle has not yet successfully escaped the stalemate and is still stuck. In this case, the system continues to control the target vehicle to execute the stalemate mode. Then, it determines whether the time the target vehicle spends executing the stalemate mode exceeds a preset time threshold or whether manual intervention is required (to release the stalemate mode). If the time exceeds the preset time threshold or manual intervention is required, the system safely exits the stalemate mode and alerts the driver.

[0107] In summary, the vehicle traction control method based on corner modules according to embodiments of the present invention includes: in traction mode, determining the traction trajectory for the target vehicle and the target motion vector of each traction trajectory point based on the driver's intention and the environmental information of the target vehicle, and determining the target resultant force for the target vehicle based on the target motion vector; determining the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocating the target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end; for any target wheel end, the corner module based on the target wheel end controls the actuator of the target wheel end to perform the traction action according to the target force vector corresponding to the target wheel end. Therefore, this method can solve the problems of low traction efficiency and insufficient maneuverability of vehicles and chassis systems in complex traction conditions, and the problem of the inability to coordinate and form the optimal traction resultant force due to the isolated control of each chassis system. When the vehicle is stuck, it performs coordinated control of the vehicle, achieving precise directional control through independent steering and drive of the four wheels, improving traction efficiency, reducing energy consumption, and ensuring the feasibility and stability of control.

[0108] It should be noted that the method of this embodiment can be executed by a single device, such as a computer or server. The method of this embodiment can also be applied to a distributed scenario, where multiple devices cooperate to complete the task. In such a distributed scenario, one of these devices may execute only one or more steps of the method of this embodiment, and the multiple devices will interact with each other to complete the above method.

[0109] It should be noted that the above description describes some embodiments of the present invention. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims may be performed in a different order than that shown in the above embodiments and still achieve the desired results. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0110] Corresponding to the above embodiments, the present invention also proposes a vehicle extrication control device based on an angle module.

[0111] like Figure 8 As shown, the vehicle extrication control device based on the corner module in this embodiment of the invention includes: a determination module 810, a calculation module 820, and an execution module 830.

[0112] The determination module 810 is configured to, in the escape mode, determine the escape trajectory for the target vehicle and the target motion vector of each escape trajectory point on the escape trajectory based on the driver's intention and the environmental information of the target vehicle, and determine the target resultant force for the target vehicle based on the target motion vector; the calculation module 820 is configured to determine the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, allocate the target resultant force to each wheel end based on the weight coefficient of each wheel end, and obtain the target force vector corresponding to each wheel end; the execution module 830 is configured to, for any target wheel end, control the actuator of the target wheel end to perform an escape action based on the target force vector corresponding to the target wheel end, using the angle module of the target wheel end.

[0113] In some embodiments of the present invention, the determining module 810 is further configured to determine whether the target vehicle is stuck based on the longitudinal speed, power efficiency, wheel slip ratio, vehicle body posture and driver intention of the target vehicle; and to activate the target vehicle's extrication mode in response to determining that the target vehicle is stuck.

[0114] In some embodiments of the present invention, the driver's intent includes the accelerator pedal opening, the brake pedal opening, and the steering wheel angle; the determining module 810 is further configured to: determine the power efficiency of the target vehicle based on the total driving torque and actual displacement of the target vehicle per unit time; evaluate the power efficiency of the target vehicle based on preset power efficiency parameters to obtain a power index; evaluate the wheel slip ratio of the target vehicle based on preset wheel slip parameters to obtain a wheel slip index; evaluate the body posture of the target vehicle based on preset body posture parameters to obtain a body posture index; determine the driver's intent index based on the accelerator pedal opening, the brake pedal opening, and the steering wheel angle; and determine the confidence level of the target vehicle being stuck based on the power index and its weighting coefficient, the wheel slip index and its weighting coefficient, the body posture index and its weighting coefficient, and the driver's intent index and its weighting coefficient.

[0115] In some embodiments of the present invention, the determining module 810 determines whether the target vehicle is stuck based on the longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver intention of the target vehicle. Specifically, it is used to: determine whether the longitudinal speed of the target vehicle is less than a preset longitudinal speed threshold; in response to the longitudinal speed of the target vehicle being less than the preset longitudinal speed threshold, obtain the confidence level of the target vehicle being stuck, and determine whether the confidence level of the target vehicle being stuck is greater than a preset activation value; in response to the confidence level of the target vehicle being stuck being greater than the preset activation value, determine that the target vehicle is stuck.

[0116] In some embodiments of the present invention, the environmental information includes obstacle information of the environment surrounding the target vehicle as perceived by a visual device or radar; the determining module 810 determines the escape trajectory for the target vehicle and the target motion vector of each escape trajectory point on the escape trajectory based on the driver's intention and the environmental information of the target vehicle, specifically used for: determining the desired yaw rate based on the steering wheel angle; determining the desired acceleration based on the accelerator pedal opening, or determining the desired deceleration based on the brake pedal opening; determining the escape trajectory for the target vehicle based on the desired yaw rate, desired acceleration or desired deceleration and obstacle information; wherein, the target motion vector of each escape trajectory point on the escape trajectory includes the target longitudinal velocity, target lateral velocity and target yaw rate of the target vehicle at the time of the escape trajectory point.

[0117] In some embodiments of the present invention, the target resultant force includes the target longitudinal force, the target lateral force, and the target yaw moment; the calculation module 820 determines the target resultant force for the target vehicle based on the target motion vector, specifically for: for any escape trajectory point, based on the target longitudinal velocity and actual longitudinal velocity, target lateral velocity and actual lateral velocity, target yaw angular velocity and actual yaw angular velocity of the target vehicle at the time of the derailment trajectory point, the target longitudinal force, target lateral force, and target yaw moment of the target vehicle are determined using a proportional-integral converter.

[0118] In some embodiments of the present invention, the actuator parameters include adhesion utilization rate, load capacity, and actuator status; the calculation module 820 determines the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocates the target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end. Specifically, it is used to: look up the corresponding weight coefficient table according to the adhesion utilization rate, load capacity, and actuator status to obtain the weight coefficient of each wheel end of the target vehicle; wherein, the weight coefficient of each wheel end includes the weight coefficient of the left front wheel and the weight coefficient of the right front wheel. The weight coefficients of the left and right rear wheels, the left and right front wheels, and the left and right rear wheels are summed to 1. The product of the left front wheel weight coefficient and the target resultant force is calculated to obtain the target force vector of the left front wheel of the target vehicle. The product of the right front wheel weight coefficient and the target resultant force is calculated to obtain the target force vector of the right front wheel of the target vehicle. The product of the left and right rear wheel weight coefficients and the target resultant force is calculated to obtain the target force vector of the left rear wheel of the target vehicle. The product of the right rear wheel weight coefficient and the target resultant force is calculated to obtain the target force vector of the right rear wheel of the target vehicle.

[0119] It should be noted that for details not disclosed in the vehicle traction control device based on corner modules in the embodiments of the present invention, please refer to the details disclosed in the vehicle traction control method based on corner modules in the embodiments of the present invention, which will not be repeated here.

[0120] In summary, the vehicle traction control device based on an angle module according to an embodiment of the present invention includes: a determination module, configured to, in traction mode, determine an traction trajectory for the target vehicle and a target motion vector for each traction trajectory point on the traction trajectory based on the driver's intention and the environmental information of the target vehicle, and determine a target resultant force for the target vehicle based on the target motion vector; a calculation module, configured to determine a weight coefficient for each wheel end based on the actuator parameters of each wheel end of the target vehicle, allocate a target resultant force to each wheel end based on the weight coefficient of each wheel end, and obtain a target force vector corresponding to each wheel end; and an execution module, configured to, for any target wheel end, control the actuator of the target wheel end to perform an traction action based on the target force vector corresponding to the target wheel end using the angle module of the target wheel end. Therefore, this device can solve the problems of low efficiency and insufficient maneuverability of vehicles and chassis systems in complex stuck conditions, as well as the problem that the isolated control of each chassis system makes it impossible to form the optimal force for getting out of trouble. When the vehicle is stuck, it can coordinate the control of the vehicle, and achieve precise directional control through independent steering and drive of four wheels, thereby improving the efficiency of getting out of trouble, reducing energy consumption, and ensuring the feasibility and stability of control.

[0121] For ease of description, the above system is described by dividing it into various modules based on their functions. Of course, in implementing this invention, the functions of each module can be implemented in one or more software and / or hardware components.

[0122] The system described in the above embodiments is used to implement the corresponding method in any of the foregoing embodiments and has the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0123] Corresponding to the above embodiments, the present invention also proposes a vehicle.

[0124] refer to Figure 9 The diagram below is a block diagram of a vehicle according to some embodiments of the present invention, illustrating a more specific vehicle hardware structure provided in this embodiment. The vehicle may include: a processor 910, a memory 920, an input / output interface 930, a communication interface 940, and a bus 950. The processor 910, memory 920, input / output interface 930, and communication interface 940 are interconnected internally via the bus 950.

[0125] The processor 910 can be implemented using a general-purpose CPU (Central Processing Unit), microprocessor, application-specific integrated circuit (ASIC), or one or more integrated circuits, and is used to execute relevant programs to implement the technical solutions provided in the embodiments of this specification.

[0126] The memory 920 can be implemented in the form of ROM (Read Only Memory), RAM (Random Access Memory), static storage device, dynamic storage device, etc. The memory 920 can store the operating system and other application programs. When the technical solutions provided in the embodiments of this specification are implemented by software or firmware, the relevant program code is stored in the memory 920 and is called and executed by the processor 910.

[0127] The input / output interface 930 is used to connect input / output modules to enable information input and output. Input / output modules can be configured as components within the device (not shown in the figure) or externally connected to the device to provide corresponding functions. Input devices may include keyboards, mice, touchscreens, microphones, various sensors, etc., while output devices may include displays, speakers, vibrators, indicator lights, etc.

[0128] The communication interface 940 is used to connect the communication module (not shown in the figure) to enable communication between this device and other devices. The communication module can communicate via wired means (such as USB, Ethernet cable, etc.) or wireless means (such as mobile network, WIFI, Bluetooth, etc.).

[0129] Bus 950 includes a pathway for transmitting information between various components of the device, such as processor 910, memory 920, input / output interface 930, and communication interface 940.

[0130] It should be noted that although the above-described device only shows the processor 910, memory 920, input / output interface 930, communication interface 940, and bus 950, in specific implementations, the device may also include other components necessary for normal operation. Furthermore, those skilled in the art will understand that the above-described device may only include the components necessary for implementing the embodiments of this specification, and not necessarily all the components shown in the figures.

[0131] The vehicles described in the above embodiments are used to implement the corresponding methods in any of the foregoing embodiments and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0132] Based on the same inventive concept, corresponding to the methods of any of the above embodiments, the present invention also provides a computer-readable storage medium storing computer instructions for causing a computer to perform the methods of any of the above embodiments.

[0133] The aforementioned computer-readable storage medium can be any available medium or data storage device that a computer can access, including but not limited to magnetic storage (e.g., floppy disks, hard disks, magnetic tapes, magneto-optical disks (MOs), etc.), optical storage (e.g., CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (e.g., ROMs, EPROMs, EEPROMs, non-volatile memory (NAND flash), solid-state drives (SSDs)).

[0134] The computer instructions stored in the storage medium of the above embodiments are used to cause the computer to perform the methods of any of the above exemplary method sections, and have the beneficial effects of the corresponding method embodiments, which will not be repeated here.

[0135] Furthermore, although the operations of the method of the present invention are described in a specific order in the accompanying drawings, this does not require or imply that these operations must be performed in that specific order, or that all of the operations shown must be performed to achieve the desired result. Rather, the steps depicted in the flowchart may be performed in a different order. Additionally or alternatively, certain steps may be omitted, multiple steps may be combined into one step, and / or one step may be broken down into multiple steps.

[0136] It should be understood that various parts of the present invention can be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0137] It should be noted that, unless otherwise defined, the technical or scientific terms used in the embodiments of this invention should have the ordinary meaning understood by those skilled in the art. The terms "first," "second," and similar terms used in the embodiments of this invention do not indicate any order, quantity, or importance, but are merely used to distinguish different components. Terms such as "comprising" or "including" mean that the element or object preceding the word covers the element or object listed after the word and its equivalents, without excluding other elements or objects. Terms such as "connected" or "linked" are not limited to physical or mechanical connections, but can include electrical connections, whether direct or indirect. Terms such as "upper," "lower," "left," and "right" are only used to indicate relative positional relationships; when the absolute position of the described object changes, the relative positional relationship may also change accordingly.

[0138] While the spirit and principles of the invention have been described with reference to several specific embodiments, it should be understood that the invention is not limited to the disclosed specific embodiments, and the division of aspects does not imply that features in these aspects cannot be combined for benefit; such division is merely for ease of description. The invention is intended to cover various modifications and equivalent arrangements included within the spirit and scope of the appended claims. The scope of the appended claims is to be interpreted in the broadest sense, thereby encompassing all such modifications and equivalent structures and functions.

Claims

1. A vehicle traction control method based on corner modules, characterized in that, include: In the escape mode, based on the driver's intention and the environmental information of the target vehicle, the escape trajectory for the target vehicle and the target motion vector of each escape trajectory point on the escape trajectory are determined, and the target resultant force for the target vehicle is determined according to the target motion vector. The weighting coefficient of each wheel end is determined based on the actuator parameters of each wheel end of the target vehicle. The target resultant force is then assigned to each wheel end based on the weighting coefficient of each wheel end, thereby obtaining the target force vector corresponding to each wheel end. For any target wheel end, the angle module based on the target wheel end controls the actuator of the target wheel end to perform an escape action according to the target force vector corresponding to the target wheel end.

2. The vehicle traction control method based on corner modules according to claim 1, characterized in that, The method further includes: Whether the target vehicle is stuck is determined based on the target vehicle's longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver's intention. In response to determining that the target vehicle is stuck, the vehicle's get-out-of-trouble mode is activated.

3. The vehicle traction control method based on corner modules according to claim 2, characterized in that, The driver's intent includes the accelerator pedal opening, the brake pedal opening, and the steering wheel angle; The method further includes: The power efficiency of the target vehicle is determined based on the total driving torque and actual displacement of the target vehicle per unit time. The power efficiency of the target vehicle is evaluated based on the preset power efficiency parameters to obtain the power index. The wheel slip ratio of the target vehicle is evaluated based on the preset wheel slip parameters to obtain the wheel slip index; The vehicle body posture of the target vehicle is evaluated based on the pre-set vehicle body posture parameters to obtain vehicle body posture indices. The driver's intention index is determined based on the accelerator pedal opening, the brake pedal opening, and the steering wheel angle. The confidence level of the target vehicle being stuck is determined based on the power index and its weighting coefficient, the wheel slip index and its weighting coefficient, the vehicle posture index and its weighting coefficient, and the driver intention index and its weighting coefficient.

4. The vehicle traction control method based on corner modules according to claim 3, characterized in that, The step of determining whether the target vehicle is stuck based on its longitudinal speed, power efficiency, wheel slip ratio, vehicle posture, and driver intent includes: Determine whether the longitudinal speed of the target vehicle is less than a preset longitudinal speed threshold. In response to the longitudinal speed of the target vehicle being less than the preset longitudinal speed threshold, the vehicle getting stuck confidence level is obtained, and it is determined whether the vehicle getting stuck confidence level is greater than the preset activation value. In response to the vehicle getting stuck confidence level being greater than the preset activation value, the target vehicle is determined to be stuck.

5. The vehicle traction control method based on corner modules according to claim 3, characterized in that, The environmental information includes obstacle information in the environment surrounding the target vehicle as perceived by visual devices or radar; The step of determining the escape trajectory for the target vehicle and the target motion vector for each escape trajectory point based on the driver's intention and the target vehicle's environmental information includes: Determine the desired yaw rate based on the steering wheel angle; The desired acceleration is determined based on the accelerator pedal opening, or the desired deceleration is determined based on the brake pedal opening. The escape trajectory for the target vehicle is determined based on the expected yaw rate, the expected acceleration or the expected deceleration, and the obstacle information. The target motion vector of each escape trajectory point on the escape trajectory includes the target longitudinal velocity, target lateral velocity, and target yaw rate of the target vehicle at the time of the escape trajectory point.

6. The vehicle traction control method based on corner modules according to claim 5, characterized in that, The target resultant force includes the target longitudinal force, the target lateral force, and the target yaw moment; Determining the target resultant force for the target vehicle based on the target motion vector includes: For any escape trajectory point, based on the target longitudinal velocity and actual longitudinal velocity, target lateral velocity and actual lateral velocity, target yaw rate and actual yaw rate of the target vehicle at the time of the derailment trajectory point, the target longitudinal force, target lateral force and target yaw moment of the target vehicle are determined using a proportional-integral converter.

7. The vehicle traction control method based on corner modules according to claim 5, characterized in that, The actuator parameters include attachment utilization, load capacity, and actuator status; The step of determining the weight coefficient for each wheel end based on the actuator parameters of each wheel end of the target vehicle, and allocating the target resultant force to each wheel end based on the weight coefficient of each wheel end to obtain the target force vector corresponding to each wheel end includes: The weight coefficients of each wheel end of the target vehicle are obtained by looking up the corresponding weight coefficient table based on the adhesion utilization rate, the load capacity, and the actuator status; wherein, the weight coefficients of each wheel end include the weight coefficients of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel, and the sum of the weight coefficients of the left front wheel, the right front wheel, the left rear wheel, and the right rear wheel is 1; Calculate the product of the left front wheel weighting coefficient and the target resultant force to obtain the target force vector of the left front wheel of the target vehicle; Calculate the product of the right front wheel weight coefficient and the target resultant force to obtain the target force vector of the right front wheel of the target vehicle; Calculate the product of the left rear wheel weighting coefficient and the target resultant force to obtain the target force vector of the left rear wheel of the target vehicle; The target force vector of the right rear wheel of the target vehicle is obtained by multiplying the weight coefficient of the right rear wheel by the target resultant force.

8. A vehicle traction control device based on an angle module, characterized in that, include: The determination module is configured to, in the escape mode, determine the escape trajectory for the target vehicle and the target motion vector of each escape trajectory point on the escape trajectory based on the driver's intention and the environmental information of the target vehicle, and determine the target resultant force for the target vehicle based on the target motion vector; The calculation module is configured to determine the weight coefficient of each wheel end based on the actuator parameters of each wheel end of the target vehicle, and to allocate the target resultant force to each wheel end based on the weight coefficient of each wheel end, thereby obtaining the target force vector corresponding to each wheel end; The execution module is configured to, for any target wheel end, control the actuator of the target wheel end to perform an escape action based on the target force vector corresponding to the target wheel end, using the angle module of the target wheel end.

9. A vehicle, characterized in that, include: A processor and a memory, the memory storing a program or instructions executable on the processor, the program or instructions, when executed by the processor, implementing the steps of the corner module-based vehicle traction control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The readable storage medium stores a program or instructions that, when executed by a processor, implement the steps of the vehicle traction control method based on an angular module as described in any one of claims 1 to 7.

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